Vehicle seat and locking device

Abstract

To prevent an excessive torque from input to a motor.SOLUTION: A vehicle seat includes a seat body, a suspension, a gear 65, and a pawl 67. The vehicle seat 10 includes a rotor 69 rotationally displaced in accordance with rotation of a motor actuator, and a cam plate 71 displaced in accordance with the rotational displacement of the rotor 69. When the rotor 69 is rotationally displaced to one side, the cam plate 71 is displaced from a first position to a second position, and the pawl 67 is displaced from an allowable position to a lock position. When the rotor 69 is rotationally displaced to the other side, the cam plate 71 is displaced from the second position to the first position, and the pawl 67 is displaced from the lock position to the allowable position. When the rotor 69 is rotationally displaced to the one side and the force to the first position side is input thereto, the cam plate 71 is separated from the rotor 69.SELECTED DRAWING: Figure 14

Description

[Technical field]

[0001] The present invention relates to a vehicle seat and a locking device. [Background technology]

[0002] The following Patent Document 1 discloses an air suspension type seat support device for a vehicle, which includes a suspension locking means for fixing the suspension height position by locking the operation of a link mechanism that supports an upper frame to be vertically movable relative to a lower frame. The link mechanism includes a pair of X links in which two link bars are assembled in an X shape via a link shaft, and a front lower connecting shaft that connects the front and lower sides of the pair of X links. A geared arm that rotates in accordance with the movement of the front lower connecting shaft is engaged with the front lower connecting shaft that is movable in the horizontal direction of the vehicle in accordance with the vertical movement of the upper frame. The front lower connecting shaft is locked against movement in the horizontal direction of the vehicle by engaging a lock gear that is rotationally driven by an air spring with the geared arm. This allows the suspension to be fixed at any seat height. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2011-225177 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in a configuration capable of locking the displacement of a member constituting a vehicle seat, such as the air suspension type seat support device for a vehicle described in Patent Document 1, it is conceivable that an impact may occur when the member is locked. In particular, when the mechanism for locking the displacement of the member constituting the vehicle seat is configured to include a motor, it is conceivable that an excessive torque may be input to the motor due to the impact.

[0005] In consideration of the above, an object of the present invention is to provide a vehicle seat and a locking device that can prevent excessive torque from being input to a motor. [Means for solving the problem]

[0006] The vehicle seat described in claim 1 includes a seat body having a seat cushion that supports the buttocks of a seated occupant and a seat back that supports the back of the seated occupant, a displacement mechanism that displaces at least a portion of the seat body, a first displacement member that displaces in accordance with the displacement of at least a portion of the seat body, a second displacement member that engages with the first displacement member when disposed at a lock position to lock the displacement of at least a portion of the seat body by the displacement mechanism and is separated from the first displacement member when disposed at an allowable position to allow the displacement of at least a portion of the seat body by the displacement mechanism, and a second displacement member that rotates and displaces in accordance with the rotation of a motor. At the same time, the position of the rotation axis and the position of the centroid are different when viewed from the direction of the rotation axis. a third displacement member, which is disposed between the second displacement member and the third displacement member, and when the third displacement member is rotated and displaced to one side, The contact position with the outer circumferential surface of the third displacement member changes. When the second displacement member is displaced from the first position to the second position, the second displacement member is displaced from the permitted position to the locked position, and the third displacement member is rotationally displaced to the other side. The contact position with the outer circumferential surface of the third displacement member changes. When the second displacement member is displaced from the second position to the first position, the second displacement member is displaced from the lock position to the allowable position, and the third displacement member is rotationally displaced to one side and the second displacement member is repelled by the first displacement member toward the allowable position side, so that a force toward the first position side is inputted to the third displacement member. Outer surface of and a fourth displacement member spaced from the

[0007] According to the vehicle seat of claim 1, the displacement mechanism displaces at least a part of the seat body. When at least a part of the seat body is displaced by the displacement mechanism, the first displacement member is also displaced. When the third displacement member is rotationally displaced to one side with the rotation of the motor, the fourth displacement member is displaced from the first position to the second position, and the second displacement member is displaced from the permitted position to the locked position. As a result, the second displacement member engages with the first displacement member, and the displacement of at least a part of the seat body by the displacement mechanism is locked. When the third displacement member is rotationally displaced to the other side with the rotation of the motor, the fourth displacement member is displaced from the second position to the first position, and the second displacement member is displaced from the locked position to the permitted position. As a result, the second displacement member is separated from the first displacement member, and the displacement of at least a part of the seat body by the displacement mechanism is permitted. Here, when the third displacement member is rotationally displaced to one side with the rotation of the motor, if a force toward the first position is input to the fourth displacement member, the fourth displacement member is separated from the third displacement member. As a result, even if, for example, an impact when the second displacement member engages with the first displacement member is input from the second displacement member to the fourth displacement member, causing a force to be input to the fourth displacement member toward the first position, this force is not input to the motor via the third member, making it possible to prevent an excessive torque from being input to the motor.

[0008] The vehicle seat of claim 2 is the vehicle seat of claim 1, further comprising a biasing member that biases the fourth displacement member toward the second position, and when the third displacement member is rotated to one side, the fourth displacement member is displaced from the first position to the second position by the biasing force of the biasing member, and when the third displacement member is rotated to the other side, the third displacement member displaces the fourth displacement member from the second position to the first position against the biasing force of the biasing member.

[0009] According to the vehicle seat of claim 2, when the third displacement member is rotated to one side with the rotation of the motor, the fourth displacement member is displaced from the first position to the second position by the biasing force of the biasing member. When the third displacement member is rotated to the other side, the third displacement member displaces the fourth displacement member from the second position to the first position against the biasing force of the biasing member. In this way, by providing the biasing member, it is possible to stably displace the fourth displacement member from the first position to the second position when the third displacement member is rotated to one side, while making it less susceptible to the influence of the center of gravity position and posture of the fourth displacement member.

[0010] The vehicle seat according to claim 3 comprises: The seat body includes a seat cushion that supports the buttocks of a seated occupant and a seat back that supports the back of the seated occupant; a displacement mechanism that displaces at least a portion of the seat body; a first displacement member that displaces in association with the displacement of at least a portion of the seat body; a second displacement member that engages with the first displacement member when disposed at a lock position to lock the displacement of at least a portion of the seat body by the displacement mechanism and is separated from the first displacement member when disposed at a permissible position to allow the displacement of at least a portion of the seat body by the displacement mechanism; a third displacement member that is rotationally displaced when the third displacement member is rotated and displaced toward one side, and a fourth displacement member that is disposed between the second displacement member and the third displacement member, and that is displaced from a first position to a second position when the third displacement member is rotationally displaced toward one side, and the second displacement member is displaced from the allowed position to the locked position, and that is displaced from the second position to the first position when the third displacement member is rotationally displaced toward the other side, and that is displaced from the second position to the first position when the third displacement member is rotationally displaced toward one side and a force toward the first position is input, The device further includes a fifth displacement member which displaces together with the fourth displacement member, and when the fourth displacement member is disposed at the second position, the fifth displacement member limits the displacement of the second displacement member, which is disposed at the lock position, toward the allowed position.

[0011] According to the vehicle seat of claim 3, the fourth displacement member displaces together with the fifth displacement member. When the fourth displacement member is disposed in the second position, the fifth displacement member limits the displacement of the second displacement member disposed in the lock position toward the permitted position. This makes it possible to easily maintain the engagement state between the second displacement member and the first displacement member.

[0012] The vehicle seat described in claim 4 is a vehicle seat described in any one of claims 1 to 3, wherein the displacement mechanism has a first link member and a second link member connected to each other via a rotating shaft portion whose rotation axis direction is the seat width direction and includes a link arranged on the seat lower side of the seat main body, and when the first link member is displaced relative to the second link member, the seat main body rises toward the upper side of the seat or the seat main body descends toward the lower side of the seat, the first displacement member is supported by either the first link member or the second link member, and the second displacement member, the third displacement member and the fourth displacement member are supported by the other of the first link member or the second link member.

[0013] According to the vehicle seat of claim 4, the first link member constituting the link is displaced relative to the second link member, so that the seat body rises toward the upper side of the seat or the seat body falls toward the lower side of the seat. When the seat body rises or falls, the first displacement member is also displaced. When the third displacement member is rotationally displaced toward one side with the rotation of the motor, the fourth displacement member is displaced from the first position to the second position, and the second displacement member is displaced from the permitted position to the locked position. As a result, the second displacement member engages with the first displacement member, and the relative displacement of the first link member with respect to the second link member is locked, thereby locking the rise and fall of the seat body. When the third displacement member is rotationally displaced toward the other side with the rotation of the motor, the fourth displacement member is displaced from the second position to the first position, and the second displacement member is displaced from the locked position to the permitted position. This causes the second displacement member to move away from the first displacement member, allowing the first link member to be displaced relative to the second link member, thereby allowing the seat body to rise and fall.

[0014] The vehicle seat described in claim 5 is the vehicle seat described in claim 4, in which a pair of links are provided on the seat lower side of the seat body, the pair being spaced apart in the seat width direction, and the first displacement member, the second displacement member, the third displacement member and the fourth displacement member are arranged along one of the links.

[0015] According to the vehicle seat of claim 5, the first displacement member, the second displacement member, the third displacement member, and the fourth displacement member are arranged along one of the links, which makes it possible to secure a space between the pair of links, compared to a configuration in which the first displacement member, the second displacement member, the third displacement member, and the fourth displacement member are arranged along both links.

[0016] The vehicle seat described in claim 6 is the vehicle seat described in claim 4 or claim 5 which cites claim 2, in which a cover member covering the second displacement member, the third displacement member and the fourth displacement member is supported on the other of the first link member or the second link member, and the biasing member is stretched between the cover member and the fourth displacement member.

[0017] According to the vehicle seat of claim 6, the portion to which the urging member is engaged is provided on the cover member, which makes it possible to prevent the link structure from becoming complicated, compared to a case in which the portion to which the urging member is engaged is provided on the link side.

[0018] The vehicle seat described in claim 7 is a vehicle seat described in any one of claims 1 to 6, wherein the displacement mechanism includes a lifting and cushioning member that supports the seat body from the lower side of the seat and is actuated to lift the seat body toward the upper side of the seat or to lower the seat body toward the lower side of the seat, thereby cushioning impacts on the seat body.

[0019] According to the vehicle seat of claim 7, the lifting and cushioning member is operated, so that the seat body rises to the upper side of the seat or the seat body falls to the lower side of the seat. When the seat body rises or falls, the first displacement member is also displaced. When the third displacement member is rotationally displaced to one side with the rotation of the motor, the fourth displacement member is displaced from the first position to the second position, and the second displacement member is displaced from the permitted position to the locked position. As a result, the second displacement member engages with the first displacement member, and the rise and fall of the seat body is locked. When the third displacement member is rotationally displaced to the other side with the rotation of the motor, the fourth displacement member is displaced from the second position to the first position, and the second displacement member is displaced from the locked position to the permitted position. As a result, the second displacement member is separated from the first displacement member, and the rise and fall of the seat body is permitted. In addition, when the rise and fall of the seat body is permitted, the impact on the seat body side is cushioned.

[0020] According to the locking device of claim 8, there is provided a locking device comprising: a first displacement member that is displaced in association with the displacement of a link that displaces a seat body having a seat cushion that supports the buttocks of a seated occupant and a seat back that supports the back of the seated occupant; a second displacement member that, when disposed at a lock position, engages with the first displacement member to lock the displacement of the seat body caused by the displacement of the link and, when disposed at a permissible position, is separated from the first displacement member to permit the displacement of the seat body caused by the link; and a second displacement member that is rotationally displaced in association with the rotation of a motor. At the same time, the position of the rotation axis and the position of the centroid are different when viewed from the direction of the rotation axis. a third displacement member, which is disposed between the second displacement member and the third displacement member, and when the third displacement member is rotated and displaced to one side, The contact position with the outer circumferential surface of the third displacement member changes. When the second displacement member is displaced from the first position to the second position, the second displacement member is displaced from the permitted position to the locked position, and the third displacement member is rotationally displaced to the other side. The contact position with the outer circumferential surface of the third displacement member changes. When the second displacement member is displaced from the second position to the first position, the second displacement member is displaced from the lock position to the allowable position, and the third displacement member is rotationally displaced to one side and the second displacement member is repelled by the first displacement member toward the allowable position side, so that a force toward the first position side is inputted to the third displacement member. Outer surface of and a fourth displacement member spaced from the

[0021] According to the locking device of claim 8, the seat body is displaced with the displacement of the link. When the seat body is displaced with the displacement of the link, the first displacement member is also displaced. When the third displacement member is rotationally displaced to one side with the rotation of the motor, the fourth displacement member is displaced from the first position to the second position, and the second displacement member is displaced from the permitted position to the locked position. As a result, the second displacement member engages with the first displacement member, and the displacement of the seat body due to the displacement of the link is locked. When the third displacement member is rotationally displaced to the other side with the rotation of the motor, the fourth displacement member is displaced from the second position to the first position, and the second displacement member is displaced from the locked position to the permitted position. As a result, the second displacement member is separated from the first displacement member, and the displacement of the seat body due to the displacement of the link is permitted. Here, when the third displacement member is rotationally displaced to one side with the rotation of the motor, if a force toward the first position is input to the fourth displacement member, the fourth displacement member is separated from the third displacement member. As a result, even if, for example, an impact when the second displacement member engages with the first displacement member is input from the second displacement member to the fourth displacement member, causing a force to be input to the fourth displacement member toward the first position, this force is not input to the motor via the third member, making it possible to prevent an excessive torque from being input to the motor. Effect of the Invention

[0022] The vehicle seat according to the present invention has an excellent effect of being able to suppress an excessive torque from being input to the motor. [Brief description of the drawings]

[0023] [Figure 1] 1 is a perspective view of a vehicle seat according to an embodiment of the present invention, as viewed from the front side of the seat; [Diagram 2] FIG. 2 is a perspective view of the suspension according to the embodiment. [Diagram 3] FIG. 4 is a perspective view showing a link mechanism equipped with a locking device. [Figure 4] FIG. 4 is an exploded perspective view showing a link mechanism equipped with a locking device. [Diagram 5]FIG. 4 is a perspective view showing a link mechanism to which a locking device main body is attached. [Figure 6] FIG. 4 is a side view showing a link mechanism to which a locking device main body is attached. [Figure 7] FIG. 2 is a perspective view showing a locking device main body. [Figure 8] FIG. 2 is an exploded perspective view showing a locking device main body. [Figure 9] FIG. 2 is an exploded perspective view showing a rotor and a shaft. [Figure 10] FIG. 4 is an exploded perspective view showing a cam plate and a cam. [Figure 11] 11 is a side view showing the operation of the locking device, illustrating a state in which the pawl is disposed in the permitted position. FIG. [Figure 12] 12 is a side view showing the operation of the locking device, illustrating a state in which the rotor is rotationally displaced to one side from the state shown in FIG. 11. [Figure 13] 13 is a side view showing the operation of the locking device, illustrating a state in which the rotor is rotationally displaced to one side from the state shown in FIG. 12. [Figure 14] 14 is a side view showing the operation of the locking device, illustrating a state in which the rotor is rotationally displaced to one side from the state shown in FIG. 13. [Figure 15] 15 is a side view showing the operation of the locking device, illustrating a state in which the rotor is rotationally displaced to one side from the state shown in FIG. 14. [Figure 16] 16 is a side view showing the operation of the locking device, illustrating a state in which the rotor is rotationally displaced to one side from the state shown in FIG. 15. [Figure 17] 17 is a side view showing the operation of the locking device, illustrating a state in which the rotor has been rotationally displaced to the other side from the state shown in FIG. 16. [Figure 18] 18 is a side view showing the operation of the locking device, illustrating a state in which the rotor is rotationally displaced to the other side from the state shown in FIG. 17. [Figure 19] 19 is a side view showing the operation of the locking device, illustrating a state in which the rotor is rotationally displaced to the other side from the state shown in FIG. 18. [Figure 20] 20 is a side view showing the operation of the locking device, illustrating a state in which the rotor is rotationally displaced to the other side from the state shown in FIG. 19. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0024] A vehicle seat 10 as an example of an embodiment of the present invention will be described below with reference to Figs. 1 to 10. In the following figures, the arrow FR indicates the front side of the seat, the arrow UP indicates the upper side of the seat, and the arrow W indicates the seat width direction. The seat width direction coincides with the left direction of the seat and the right direction of the seat. In the following description, when the directions of front-rear, up-down, and left-right are simply used, they refer to front-rear in the front-rear direction of the seat, up-down in the up-down direction of the seat, and left-right in the left-right direction of the seat, unless otherwise specified.

[0025] As shown in FIG. 1, the vehicle seat 10 of this embodiment includes a seat body 12 having a seat cushion 10A and a seat back 10B that support the buttocks and back of a seated occupant, respectively, and a suspension 14 as a displacement mechanism provided on the lower side of the seat body 12.

[0026] The suspension 14 includes a lower frame 16, an upper frame 18 disposed above the lower frame 16, and a suspension link mechanism 20 that vertically connects the lower frame 16 and the upper frame 18. The suspension 14 also includes an air spring 22 as a lifting and cushioning member that supports the seat body 12 from below the seat and that, when actuated, lifts the seat body 12 toward the upper side of the seat or lowers the seat body 12 toward the lower side of the seat and cushions impacts on the seat body 12, and a damper 24.

[0027] 2, the lower frame 16 has a seat lower portion fixed to the floor of the vehicle compartment (both not shown) via seat rails. This fixes the vehicle seat 10 to the vehicle (not shown). The lower frame 16 includes a pair of left and right rail members 16A extending along the front-rear direction of the seat at both ends in the seat width direction (vehicle width direction), and a pair of front and rear lateral members 16B extending along the seat width direction at the front and rear ends of the rail members 16A and connecting the front ends and rear ends of the rail members 16A. Therefore, the lower frame 16 is formed in a substantially frame shape in a plan view.

[0028] An upper frame 18 is disposed above the seat of the lower frame 16. The upper frame 18 includes a pair of left and right rail members 18A extending along the front-rear direction of the seat at both ends in the seat width direction, and a pair of front and rear lateral members 18B extending along the seat width direction at the front and rear ends of the upper frame 18 and connecting the front ends and rear ends of the rail members 18A. Therefore, the upper frame 18 is formed in a substantially frame shape in a plan view. The upper frame 18 is disposed below the seat body 12 (see FIG. 1). As a result, the seat body 12 is supported by the suspension 14 from the seat below.

[0029] (Suspension link mechanism configuration) As shown in Figs. 2, 3, 4 and 5, the suspension link mechanism 20 includes a pair of left and right X links 28 as links arranged on both ends of the lower frame 16 and the upper frame 18 in the seat width direction. The pair of left and right X links 28 includes an inner link arm 30 as a first link member arranged on the inner side in the seat width direction, and an outer link arm 32 as a second link member arranged on the outer side in the seat width direction relative to the inner link arm 30. The inner link arm 30 is inclined toward the upper side of the seat as it approaches the front side of the seat. The outer link arm 32 is inclined toward the lower side of the seat as it approaches the front side of the seat. The longitudinal center of the inner link arm 30 and the longitudinal center of the outer link arm 32 are connected via a link shaft 34 as a rotation shaft portion whose rotation axis is the seat width direction. This allows the inner link arm 30 and the outer link arm 32 to rotate relatively around the link shaft 34 as a rotation center.

[0030] The suspension link mechanism 20 includes a front upper connecting shaft 36 that connects the front ends of the left and right inner link arms 30 in the seat width direction. The suspension link mechanism 20 also includes a front lower connecting shaft 38 that connects the front ends of the left and right outer link arms 32 in the seat width direction. The suspension link mechanism 20 also includes a rear lower connecting shaft 40 that connects the rear ends of the left and right inner link arms 30 in the seat width direction. The suspension link mechanism 20 also includes a plate-shaped connecting plate 41 that connects the upper edges of the rear parts of the left and right inner link arms 30 in the seat width direction. The suspension link mechanism 20 also includes a rear upper connecting shaft 42 that connects the rear ends of the left and right outer link arms 32 in the seat width direction. The front upper connecting shaft 36 and the rear upper connecting shaft 42 are supported by the rail members 18A of the upper frame 18. The front lower connecting shaft 38 and the rear lower connecting shaft 40 are supported by the rail members 16A of the lower frame 16.

[0031] The upper frame 18 rises and falls in the up-down direction of the seat as the left and right X links 28 synchronously expand and contract. Specifically, when the upper frame 18 is displaced (raised) toward the upper side of the seat, the inclination direction of the inner link arm 30 and the outer link arm 32 is displaced (raised) so as to approach the up-down direction of the seat. As a result, the X links 28 expand toward the upper side of the seat, and the upper frame 18 is displaced (raised) toward the upper side of the seat.

[0032] When the upper frame 18 is displaced (lowered) toward the lower side of the seat, the inner link arm 30 and the outer link arm 32 are displaced (folded) so that the inclination direction approaches the front and rear of the seat. As a result, the X link 28 is contracted toward the lower side of the seat, and the upper frame 18 is displaced (lowered) toward the lower side of the seat.

[0033] (Air springs, dampers) As shown in FIG. 4, the air spring 22 is provided between the upper frame 18 and the lower frame 16 and between the left and right X-links 28. The air spring 22 is configured to receive compressed air from, for example, an air compressor (air supply source) constituting an air brake device of the vehicle. The air spring 22 biases the upper frame 18 toward the upper side of the seat and generates a reaction force against a load acting from the seat body 12 side (upper side of the seat). Vibrations of the air spring 22 are absorbed by a hydraulic cylinder type damper 24. The suspension link mechanism 20 can expand and contract in the up-down direction of the seat as the air spring 22 expands and contracts. This allows the upper frame 18 and the seat body 12 to be displaced along the up-down direction of the seat. With this configuration, the load (self-weight) of an occupant seated on the seat body 12 installed on the upper frame 18 is transmitted (loaded) to the air spring 22. When the X-link 28 is not restrained by a locking device 50 described below, the load applied to the air spring 22 is buffered together with the vibration absorbing action of the damper 24. When air is supplied to the air spring 22, it expands toward the upper side of the seat, so that the upper frame 18 is raised and the height position of the seat main body 12 is adjusted toward the upper side of the seat. When air is exhausted from the air spring 22, it contracts toward the lower side of the seat, so that the upper frame 18 is lowered and the height position of the seat main body 12 is adjusted toward the lower side of the seat.

[0034] (Locking device) 3, 4, 5, and 6, the vehicle seat 10 of this embodiment includes a locking device 50 that locks the vertical displacement of the seat body 12 caused by the suspension 14. The locking device 50 includes a locking device main body 53 that is supported by one of the pair of X links 28 in a state of being disposed along the one X link 28, and a motor actuator 64 as a motor that operates the locking device main body 53. In this embodiment, the locking device main body 53 is supported by the right X link 28.

[0035] As shown in Figures 6, 7 and 8, the locking device body 53 is disposed on the front side with respect to the rotation axis of the X-link 28. The locking device body 53 includes a gear 65 as a first displacement member supported by the outer link arm 32. The locking device body 53 also includes a pawl 67 as a second displacement member supported by the inner link arm 30, a rotor 69 as a third displacement member, a cam plate 71 as a fourth displacement member, and a cam 73 as a fifth displacement member. The locking device body 53 also includes a return bracket 75 and a cover 77 that support the pawl 67, the rotor 69, the cam plate 71, and the cam 73. The locking device body 53 also includes a return spring 79 as a biasing member that biases the cam plate 71 to rotate in one direction.

[0036] As shown in FIG. 6, the gear 65 is curved in a substantially C-shape when viewed from the left side. The gear 65 includes a gear body 65A whose rear and front surfaces are cylindrically shaped with the rotation axis of the X-link 28 as the center. The lower end of the gear body 65A is fixed to the outer link arm 32 via a fastening member 81. The upper end of the gear body 65A is fixed to the outer link arm 32 via a fastening member 81 that penetrates the inner link arm 30. The fastening member 81 penetrates the inner link arm 30 by being inserted into a long hole 30A formed in the inner link arm 30. The dimensions of the long hole 30A are set so as not to hinder the extension and contraction of the X-link 28. That is, in the extension and contraction range of the X-link 28, the fastening member 81 inserted into the long hole 30A does not abut against the edge of the long hole 30A. A plurality of engagement teeth 65B protrude from the front surface of the gear body 65A. The plurality of engagement teeth 65B are arranged at equal intervals along the front surface of the gear body 65A. The rear surface of the gear body 65A is slidably supported by a guide member 91 fixed to the inner link arm 30.

[0037] As shown in Figs. 7 and 8, the pawl 67 is disposed on the front side of the gear 65 shown in Fig. 6. The pawl 67 is formed in a rectangular plate shape with the thickness direction being the left-right direction and the longitudinal direction being the up-down direction when viewed from the left or right side. A collar insertion hole 67A into which a collar 83 is inserted is formed in the upper end of the pawl 67. The upper end of the pawl 67 is rotatably supported by a return bracket 75 and a cover 77, which will be described later, via the collar 83. A spacer 93 is interposed between the pawl 67 and the cover 77. The return bracket 75 is not shown in Fig. 7. A cylindrical engagement protrusion 67B protrudes toward the cover 77 from the surface of the lower end of the pawl 67 facing the cover 77. Furthermore, a plurality of engagement teeth 67C protrude from the rear surface of the lower end of the pawl 67. The plurality of engagement teeth 67C are arranged at equal intervals along the rear surface of the lower end of the pawl 67. Further, the front surface of the lower end of the pawl 67 serves as a cam contact surface 67D with which a cam 73, which will be described later, comes into contact.

[0038] As shown in FIG. 8 and FIG. 9, the rotor 69 is formed in an elliptical plate shape with the left-right direction as the thickness direction and viewed from the left or right side. At one end of the rotor 69, a shaft insertion hole 69A is formed with an edge formed in a D-shape as viewed from the left or right side. The shaft 85 is formed in a rod shape with the left-right direction as the axial direction. The end of the shaft 85 on the return bracket 75 side is a rotor engagement part 85A that is inserted into the shaft insertion hole 69A of the rotor 69. Since the shape of the rotor engagement part 85A corresponds to the inside of the shaft insertion hole 69A, the rotor 69 and the shaft 85 are connected so as not to rotate relative to each other. In addition, the end of the shaft 85 on the opposite side to the side where the rotor 69 is engaged is an actuator engagement part 85B with which the motor actuator 64 is engaged. The shaft 85 is inserted through the return bracket 75 and the cover 77, so that the rotor 69 is rotatably supported by the return bracket 75 and the cover 77. A push nut 87 is engaged with the right end of the shaft 85 to prevent the shaft 85 from slipping out of the return bracket 75 .

[0039] As shown in FIG. 8 and FIG. 10, the cam plate 71 is provided between the rotor 69 and the pawl 67. The cam plate 71 includes a first substrate portion 71A formed in a rectangular plate shape with the thickness direction being the left-right direction and the longitudinal direction being the front-rear direction when viewed from the left or right side, and a second substrate portion 71B protruding upward from the front end portion of the first substrate portion 71A. A collar insertion hole 71C into which a collar 83 is inserted is formed at the boundary between the first substrate portion 71A and the second substrate portion 71B. The cam plate 71 is rotatably supported by the return bracket 75 and the cover 77 via the collar 83 inserted into the collar insertion hole 71C. An elongated operating hole 71D with the longitudinal direction being the up-down direction is formed at the rear end portion of the first substrate portion 71A. The engaging projection 67B of the pawl 67 is arranged inside the operating hole 71D. As a result, the pawl 67 is displaced toward the gear 65 or toward the opposite side to the gear 65 with the rotational displacement of the cam plate 71. A cam engagement hole 71E is formed in the center of the first base plate portion 71A in the front-rear direction, with which a cam 73 described later engages. The rear surface of the second base plate portion 71B is a rotor engagement surface 71F with which the rotor 69 engages. The cam plate 71 also includes a spring locking portion 71G that protrudes toward the cover 77 side from the front end side of the upper end of the second base plate portion 71B. A plurality of stiffening beads 71H are formed in the first base plate portion 71A and the second base plate portion 71B at locations adjacent to the collar insertion hole 71C and the spring locking portion 71G. The plurality of stiffening beads 71H are formed in a convex shape toward the cover 77 side. In FIG. 8 and other figures, the stiffening beads 71H are not shown.

[0040] The cam 73 is disposed on the return bracket 75 side with respect to the cam plate 71. The cam 73 is formed in a rectangular plate shape with the thickness direction being the left-right direction and the longitudinal direction being the front-rear direction when viewed from the left or right side. A collar insertion hole 73A into which a collar 83 is inserted is formed at the front end of the cam 73. The cam 73 is rotatably supported by the return bracket 75 and the cover 77 together with the cam plate 71 via the collar 83 inserted into the collar insertion hole 73A. A cylindrical engagement protrusion 73B protrudes toward the cam plate 71 from the surface of the rear end of the cam 73 facing the cam plate 71. The engagement protrusion 73B is disposed in the cam engagement hole 71E of the cam plate 71, so that the cam 73 and the cam plate 71 are coupled to each other so as not to rotate relative to each other.

[0041] The return bracket 75 includes a return bracket main body 75A formed in a rectangular plate shape with the thickness direction being the left-right direction and the longitudinal direction being the up-down direction when viewed from the left or right side, and a cover engagement portion 75B bending and extending from the upper end of the return bracket main body 75A toward the cover 77. The return bracket main body 75A is formed with two collar insertion holes 75C into which collars 83 are inserted, a shaft insertion hole 75D into which a shaft 85 is inserted, and a rivet insertion hole 75E into which a rivet 89 is inserted.

[0042] The cover 77 as a cover member is formed in a rectangular plate shape with the thickness direction being the left-right direction and the longitudinal direction being the up-down direction when viewed from the left or right side, and includes a cover body portion 77A that covers most of the pawl 67, rotor 69, cam plate 71, etc. from the left side, and a spring locking portion 77B that bends and extends from the upper end of the cover body portion 77A toward the opposite side to the return bracket 75. The cover 77 also includes a support piece portion 77C that protrudes rearward from the rear end of the cover body portion 77A. The cover body portion 77A is formed with two collar insertion holes 77D into which the collars 83 are inserted, a shaft insertion hole 77E into which the shaft 85 is inserted, and a rivet insertion hole 77F into which the rivet 89 is inserted.

[0043] The tension coil spring is a tension coil spring. One end of the return spring 79 is engaged with a spring engaging portion 71G of the cam plate 71. The other end of the return spring 79 is engaged with a spring engaging portion 77B of the cover 77. This causes the tension coil spring to span between the cover 77 and the cam plate 71. The biasing force of the return spring 79 biases the cam plate 71 to rotate toward a second position, which will be described later.

[0044] The motor actuator 64 is configured to be actuated by energizing it to rotate an output portion (not shown). An actuator engagement portion 85B of the shaft 85 is engaged with the output portion of the motor actuator 64. When the motor actuator 64 is actuated, the shaft 85 rotates together with the rotor 69 to one side or the other side.

[0045] (Operation of locking device 50) Next, the operation of the locking device 50 will be described.

[0046] 11 shows a state in which the end of the rotor 69 opposite to the shaft 85 is in contact with the rotor engagement surface 71F of the cam plate 71. In this state, the cam plate 71 is located at the first position A1, and the pawl 67 is located at the permissible position B1. With the pawl 67 located at the permissible position B1, the engagement tooth 67C of the pawl 67 is furthest from the engagement tooth 65B of the gear 65.

[0047] As shown in FIG. 12, when the motor actuator 64 is actuated to rotate the rotor 69 together with the shaft 85 to one side (the direction of the arrow C1), the contact position between the rotor 69 and the rotor engagement surface 71F of the cam plate 71 changes.

[0048] Here, as shown in Figs. 12 to 16, when the rotor 69 is rotationally displaced together with the shaft 85 to one side (arrow C1 direction), as the rotation angle of the rotor 69 to one side increases, the distance from the rotation center of the rotor 69 to the contact position between the rotor 69 and the rotor engagement surface 71F of the cam plate 71 gradually decreases. As a result, the cam plate 71 is rotationally displaced to one side (arrow D1 direction) by the biasing force of the return spring 79. When the cam plate 71 is rotationally displaced to one side, the engagement projection 67B of the pawl 67 moves to one side along the operation hole 71D while being pressed against the edge of the operation hole 71D of the cam plate 71. As a result, the pawl 67 is rotationally displaced to the gear 65 side (arrow E1 side), and the engagement teeth 65B of the pawl 67 engage (mesh) with the engagement teeth 65B of the gear 65. The position of the pawl 67 in a state where the engagement of the engagement teeth 65B of the pawl 67 with the engagement teeth 65B of the gear 65 is complete is called a locked position B2, and the position of the cam plate 71 is called a second position A2.

[0049] Furthermore, when the cam plate 71 is rotationally displaced to one side (the direction of the arrow D1) by the biasing force of the return spring 79, the cam 73 is rotationally displaced to one side together with the cam plate 71. In this process, after the cam 73 abuts against the cam abutment surface 67D of the pawl 67, the cam 73 continues to abut against the cam abutment surface 67D of the pawl 67.

[0050] When the pawl 67 is positioned in the lock position B2 and the cam plate 71 is positioned in the second position A2, as shown in Figures 17 to 20, the motor actuator 64 is operated and the rotor 69 is rotationally displaced together with the shaft 85 to the other side (the direction of arrow C2), and the abutment position between the rotor 69 and the rotor engagement surface 71F of the cam plate 71 changes.

[0051] Here, when the rotor 69 is rotationally displaced together with the shaft 85 to the other side (arrow C2 direction), as the rotation angle of the rotor 69 to the other side increases, the distance from the rotation center of the rotor 69 to the contact position between the rotor 69 and the rotor engagement surface 71F of the cam plate 71 gradually increases. As a result, the cam plate 71 is rotationally displaced to the other side (arrow D2 direction) against the biasing force of the return spring 79. When the cam plate 71 is rotationally displaced to the other side, the engagement projection 67B of the pawl 67 moves to the other side along the operation hole 71D while being pressed against the edge of the operation hole 71D of the cam plate 71. As a result, the pawl 67 is rotationally displaced to the opposite side to the gear 65 (arrow E2 side), and the engagement tooth 65B of the pawl 67 separates from the engagement tooth 65B of the gear 65. In this way, the cam plate 71 returns to the first position A1, and the pawl 67 returns to the allowable position B1.

[0052] Furthermore, when the cam plate 71 is rotationally displaced to the other side (the direction of the arrow D2) against the biasing force of the return spring 79, the cam 73 is rotationally displaced to the other side together with the cam plate 71. During this process, the cam 73 moves away from the cam abutment surface 67D of the pawl 67.

[0053] The locking device 50 is operated as described above. The above-described locking device 50 is operated, for example, by the following configuration. Each configuration for operating the locking device will be described below.

[0054] 1, a seating sensor 80 is disposed inside a seat cushion 10A disposed above the seat body 12. The seating sensor 80 includes a sensor unit 80A at one end on the side disposed on the seat cushion. The sensor unit 80A includes an electrode such as a piezoelectric element, and is disposed inside the seat cushion 10A so that the electrode is disposed at a portion of the seat cushion 10A that is pressed (a load is applied) by a seated occupant.

[0055] The other end of the seating sensor 80 is electrically connected to an ECU (Electronic Control Unit) 82 via a connector (not shown). Similarly, the motor actuator 64 of the locking device 50 is electrically connected to the ECU 82. Therefore, the seating sensor 80 and the locking device 50 are electrically connected via the ECU 82. Here, the seating sensor 80 functions as a load sensor that detects the load caused by the occupant sitting, and the ECU 82 functions as a mechanism that determines whether the occupant sits or stands up. Specifically, the ECU 82 detects the resistance value between a plurality of electrodes provided in the seating sensor 80. For example, the ECU 82 detects whether the occupant is seated on the seat main body 12 by determining whether the resistance value of the electrode pressed by the occupant sitting on the seat is different from the resistance value of the electrode when the electrode is not pressed, that is, when the occupant is not seated. Also, the ECU 82 detects whether the occupant stands up from the seat main body 12 by determining whether the resistance value of the electrode pressed by the occupant sitting on the seat is different from the resistance value of the electrode when the occupant is not seated. When the occupant stands up from the seat body, the motor actuator 64 of the locking device 50 is actuated, and the pawl 67 is displaced in a direction in which it meshes with the gear 65.

[0056] The ECU 82 is electrically connected to a buckle switch 86 provided to detect fastening and unfastening of a seat belt (both not shown) in a seat belt buckle of a seat belt device installed in the vehicle cabin. The buckle switch 86 is electrically connected to the locking device 50 via the ECU 82, and the locking device 50 is configured to operate in conjunction with fastening and unfastening of the seat belt by an occupant. Specifically, when an occupant unfastens the seat belt, the motor actuator 64 of the locking device 50 is actuated, and the pawl 67 is displaced in a direction to mesh with the gear 65.

[0057] The ECU 82 is disposed in the passenger compartment and is electrically connected to a shift lever 88 as an operating unit for operating a transmission (not shown) of the vehicle. The shift lever 88 is configured to include a lever formed in a substantially rod shape. In the following description, the transmission will be described as an automatic transmission, but the present invention is not limited to this, and the transmission may be a manual transmission. The shift lever 88 is electrically connected to the lock device 50 via the ECU 82, and the lock device 50 is configured to operate in conjunction with the operation of the shift lever 88. Specifically, when the occupant places the shift lever 88 in the reverse range or the parking range, the motor actuator 64 of the lock device 50 is operated, and the pawl 67 is displaced in a direction to mesh with the gear 65.

[0058] A lock switch 90 is provided as an operation unit on an instrument panel (not shown) provided at the front of the vehicle compartment and on the vehicle front side of the vehicle seat 10. The lock switch 90 is configured to include a switch that can be manually turned on or off by an occupant. The lock switch 90 is electrically connected to the lock device 50 via the ECU 82, and the lock device 50 is configured to operate in conjunction with the operation of the lock switch 90. Specifically, when the occupant turns on the lock switch 90, the motor actuator 64 of the lock device 50 is operated, and the pawl 67 is displaced in a direction to mesh with the gear 65. When the occupant turns off the lock switch 90, the motor actuator 64 of the lock device 50 is operated, and the pawl 67 is displaced in a direction to separate from the gear 65.

[0059] The locking device 50 is mechanically connected, for example, to a side brake 92 serving as an operation unit disposed on the right or left side of the vehicle seat 10 via a cable 94. The pawl 67 is configured to be displaced in a direction to mesh with the gear 65 when the occupant pulls a lever (not shown) of the side brake 92. The pawl 67 is also configured to be displaced in a direction to move away from the gear 65 when the occupant lowers the lever of the side brake 92.

[0060] (Actions and Effects of the Present Embodiment) Next, the operation and effects of this embodiment will be described.

[0061] According to the vehicle seat 10 of this embodiment, by providing the lock device 50, which has a simple configuration as described above, on the X link 28, it is possible to lock the lifting and lowering of the seat body 12 by the suspension 14.

[0062] In the lock device 50 of this embodiment, as shown in Fig. 11 to Fig. 16, when the rotor 69 is rotationally displaced to one side with the operation of the motor actuator 64, it is considered that a force toward the first position A1 side is input to the cam plate 71. For example, when the engagement tooth 67C of the pawl 67 is about to engage with the engagement tooth 65B of the gear 65 in a state in which the X link 28 is displaced, that is, in a state in which the gear 65 is displaced, the engagement tooth 67C of the pawl 67 is repelled by the engagement tooth 65B of the gear 65, and the pawl 67 is repelled toward the allowable position B1 side. As a result, a force toward the first position A1 side is input to the cam plate 71 engaged with the pawl 67, and the cam plate 71 is rotationally displaced toward the first position A1 side as shown by the two-dot chain line in Fig. 14. As a result, the cam plate 71 is separated from the rotor 69, and the impact generated when the engagement teeth 67C of the pawl 67 are repelled by the engagement teeth 65B of the gear 65 is not input to the motor actuator 64 via the rotor 69. This makes it possible to prevent excessive torque from being input to the motor actuator 64.

[0063] In the locking device 50 of this embodiment, the cam plate 71 is displaced from the first position A1 to the second position A2 by the biasing force of the return spring 79. When the rotor 69 is rotated to the other side, the rotor 69 displaces the cam plate 71 from the second position A2 to the first position A1 against the biasing force of the return spring 79. In this way, by providing the return spring 79, it is possible to stably displace the cam plate 71 from the first position A1 to the second position A2 when the rotor 69 is rotated to one side while making it difficult to be affected by the center of gravity position and posture of the cam plate 71. In addition, when the return spring 79 is not provided, it is sufficient to appropriately set the center of gravity position of the cam plate 71 so that the cam plate 71 is displaced from the first position A1 to the second position A2 when the rotor 69 is rotated to one side.

[0064] Furthermore, in the locking device 50 of this embodiment, the cam plate 71 is displaced together with the cam 73. When the cam plate 71 is disposed at the second position A2, the cam 73 is in contact with the cam contact surface 67D of the pawl 67. This makes it possible to limit the displacement of the pawl 67 disposed at the locking position B2 toward the allowable position B1, and makes it possible to easily maintain the engagement state between the engagement teeth 67C of the pawl 67 and the engagement teeth 65B of the gear 65. Whether or not to provide the cam 73 may be appropriately determined in consideration of the engagement state between the engagement teeth 67C of the pawl 67 and the engagement teeth 65B of the gear 65.

[0065] Moreover, the locking device body 53 of the locking device 50 of this embodiment is provided along one of the X links 28. This makes it possible to secure a space between the pair of X links 28, compared to a configuration in which the locking device body 53 is provided along both X links 28.

[0066] Furthermore, in the locking device 50 of this embodiment, a spring locking portion 77B to which the return spring 79 is locked is provided on the cover 77. This makes it possible to prevent the configuration of the X-link 28 from becoming complicated, compared to a case in which a portion to which the return spring 79 is locked is provided on the X-link 28 side.

[0067] In this embodiment, an example has been described in which the configuration of the locking device 50 is applied to lock the lifting and lowering of the seat body 12 by the suspension 14, but the present invention is not limited to this. The configuration of the locking device 50 of this embodiment can also be applied to lock the displacement of a portion of the seat body 12. In addition, the configuration of the locking device 50 of this embodiment can also be applied to a vehicle seat that does not have a suspension 14.

[0068] Although one embodiment of the present invention has been described above, the present invention is not limited to the above, and it is of course possible to implement the present invention in various other modified forms without departing from the spirit and scope of the present invention. [Explanation of symbols]

[0069] 10 Vehicle seats 10A Seat cushion 10B Seat back 12 Seat body 14 Suspension (displacement mechanism) 22 Air spring (lifting and cushioning material) 28 Xlink(link) 30 Inner link arm (first link member) 32 Outer link arm (second link member) 34 Link shaft (rotating shaft part) 64 Motor Actuator (Motor) 65 Gear (first displacement member) 67 Paul (second displacement member) 69 Rotor (third displacement member) 71 Cam plate (fourth displacement member) 73 Cam (fifth displacement member) 77 Cover (Cover material) 79 Return spring (biasing member) A1 1st position A2 2nd position B2 Lock position B1 Permitted position

Claims

1. a seat body having a seat cushion that supports the buttocks of a seated occupant and a seat back that supports the back of the seated occupant; A displacement mechanism that displaces at least a portion of the seat body; A first displacement member that is displaced in accordance with displacement of at least a portion of the seat body; a second displacement member that, when disposed at a lock position, engages with the first displacement member to lock the displacement of at least a portion of the seat body by the displacement mechanism, and, when disposed at a permitting position, is separated from the first displacement member to permit the displacement of at least a portion of the seat body by the displacement mechanism; a third displacement member that undergoes rotational displacement in response to rotation of the motor and is formed in a shape such that the position of the rotation axis differs from the position of the centroid when viewed from the direction of the rotation axis; a fourth displacement member that is disposed between the second displacement member and the third displacement member, and when the third displacement member is rotationally displaced to one side, a contact position with an outer circumferential surface of the third displacement member changes and is displaced from a first position to a second position, so that the second displacement member is displaced from the allowed position to the locked position, and when the third displacement member is rotationally displaced to the other side, a contact position with the outer circumferential surface of the third displacement member changes and is displaced from the second position to the first position, so that the second displacement member is displaced from the locked position to the allowed position, and when the third displacement member is rotationally displaced to one side and the second displacement member is repelled by the first displacement member toward the allowed position side, so that a force toward the first position side is input; and A vehicle seat comprising:

2. a biasing member that biases the fourth displacement member toward the second position, When the third displacement member is rotated to one side, the fourth displacement member is displaced from the first position to the second position by the biasing force of the biasing member, 2. The vehicle seat according to claim 1, wherein when the third displacement member is rotated to the other side, the third displacement member displaces the fourth displacement member from the second position to the first position against the biasing force of the biasing member.

3. a seat body having a seat cushion that supports the buttocks of a seated occupant and a seat back that supports the back of the seated occupant; A displacement mechanism that displaces at least a portion of the seat body; A first displacement member that is displaced in accordance with displacement of at least a portion of the seat body; a second displacement member that, when disposed at a lock position, engages with the first displacement member to lock the displacement of at least a portion of the seat body by the displacement mechanism, and, when disposed at a permitting position, is separated from the first displacement member to permit the displacement of at least a portion of the seat body by the displacement mechanism; a third displacement member that undergoes rotational displacement in association with rotation of the motor; a fourth displacement member that is disposed between the second displacement member and the third displacement member, and that is displaced from a first position to a second position when the third displacement member is rotationally displaced to one side, so that the second displacement member is displaced from the allowed position to the locked position, and that is displaced from the second position to the first position when the third displacement member is rotationally displaced to the other side, so that the second displacement member is displaced from the locked position to the allowed position, and that is separated from the third displacement member when the third displacement member is rotationally displaced to one side and a force toward the first position is input; Equipped with A fifth displacement member displaced together with the fourth displacement member is further provided, A vehicle seat in which, when the fourth displacement member is positioned at the second position, the fifth displacement member limits the displacement of the second displacement member, which is positioned at the locked position, toward the allowed position.

4. the displacement mechanism includes a link that has a first link member and a second link member that are connected to each other via a rotation shaft portion whose rotation axis direction is the seat width direction and that is disposed on a seat lower side of the seat main body, When the first link member is displaced relative to the second link member, the seat body is raised upward or the seat body is lowered downward. the first displacement member is supported by either the first link member or the second link member, The vehicle seat according to any one of claims 1 to 3, wherein the second displacement member, the third displacement member and the fourth displacement member are supported by the other of the first link member or the second link member.

5. A pair of the links are provided on the seat lower side of the seat body and are spaced apart in the seat width direction, The vehicle seat according to claim 4 , wherein the first displacement member, the second displacement member, the third displacement member and the fourth displacement member are arranged along one of the links.

6. a cover member that covers the second displacement member, the third displacement member, and the fourth displacement member is supported on the other of the first link member and the second link member, The biasing member is adapted to span between the cover member and the fourth displacement member.

6. A vehicle seat according to claim 4 or claim 5 which cites 2.

7. The vehicle seat according to any one of claims 1 to 6, wherein the displacement mechanism includes a lifting and cushioning member that supports the seat body from a lower side of the seat and is actuated to raise the seat body toward the upper side of the seat or to lower the seat body toward the lower side of the seat, thereby cushioning an impact on the seat body.

8. a first displacement member that is displaced in accordance with the displacement of a link that displaces a seat body having a seat cushion that supports the buttocks of a seated occupant and a seat back that supports the back of the seated occupant; a second displacement member that, when disposed at a lock position, engages with the first displacement member to lock the displacement of the seat body caused by the displacement of the link, and, when disposed at a permitting position, is separated from the first displacement member to permit the displacement of the seat body caused by the displacement of the link; a third displacement member that undergoes rotational displacement in response to rotation of the motor and is formed in a shape such that the position of the rotation axis differs from the position of the centroid when viewed from the direction of the rotation axis; a fourth displacement member that is disposed between the second displacement member and the third displacement member, and when the third displacement member is rotationally displaced to one side, a contact position with an outer circumferential surface of the third displacement member changes and is displaced from a first position to a second position, so that the second displacement member is displaced from the allowed position to the locked position, and when the third displacement member is rotationally displaced to the other side, a contact position with the outer circumferential surface of the third displacement member changes and is displaced from the second position to the first position, so that the second displacement member is displaced from the locked position to the allowed position, and when the third displacement member is rotationally displaced to one side and the second displacement member is repelled by the first displacement member toward the allowed position side, so that a force toward the first position side is input; and A locking device comprising:

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