Vehicle seat control device

Abstract

A vehicle seat control device with a simple configuration that does not require electrical control, actuators, etc. is provided. [Solution] The vehicle comprises a first seat support means (4) having a first arc-shaped slide with a central axis parallel to the vehicle's longitudinal axis and a fulcrum located near the top of the seat (2) and the center of gravity (CG) of the seated passenger, and a first biasing means for biasing the center of the first arc-shaped slide; and a second seat support means (6) having a second arc-shaped slide with a fulcrum located at or near the fulcrum and a central axis parallel to the vehicle's lateral axis and a second biasing means for biasing the center of the second arc-shaped slide, and the second seat support means is connected to the top or bottom of the first seat support means by a seat support means connecting part (5).

Description

[Technical Field]

[0001] The present invention relates to a vehicle seat control device that controls the seat posture using the inertial force acting on the center of gravity of the seat and occupant of a vehicle such as an automobile, thereby improving ride comfort by mitigating the effects of pitching, rolling, etc. that occur when the vehicle is moving, and ensuring a seating posture that safely supports the occupant's head in the event of an accident. [Background technology]

[0002] When a vehicle such as an automobile is traveling on a road, the road curves up, down, left, and right. As a result, three types of behavior occur around the center of gravity of the vehicle: rolling, which is rotation around the front-to-rear axis due to centrifugal force when turning, pitching, which is rotation around the left-to-right axis due to acceleration or deceleration, and yawing, which is rotation around a vertical line that occurs when turning. Furthermore, depending on the road surface conditions, vertical vibrations may occur. For example, operating the accelerator causes the vehicle to accelerate in the direction of travel, pushing the passengers against their seats; operating the brakes causes the vehicle to slow down, pitching the passengers forward in their seats; and when driving around a curve, centrifugal force is generated in a direction away from the center of the curve, causing a force to be exerted sideways on the passengers in their seats. As the driver drives while judging the driving conditions and external environment, they anticipate changes in the situation and can easily maintain posture by operating the steering wheel. However, if the passenger is not paying attention to the driving conditions and external environment, unexpected acceleration and deceleration due to accelerator and brake operation, or the various rotational behaviors mentioned above due to changes in road conditions, may make it difficult to maintain posture, resulting in a poor ride. When driving around a curve, the left and right lower wheels of a vehicle such as an automobile are in contact with the ground, and the center of gravity is higher than that. Therefore, when turning, centrifugal force causes the tires and suspension springs to bend, causing the upper part of the vehicle to roll outward. On highways and other roads, a cant (single slope) may be created in which the outside of the road surface is higher than the inside at curved sections of the road. When driving around a curve, centrifugal force is generated the moment the vehicle starts to turn, but the cant near the junction where the straight line joins the curve is designed to have a continuously changing gradient, which causes some rolling. When driving on a highway at 120 km / h around a curve with a radius of 710 m, a centrifugal force of 0.16 G is generated as an inertial force, so that the apparent gravity acting on the passenger's center of gravity is tilted 9.2 degrees outward from the gravity due to the centrifugal force. Pitching, which is rotation around the left-right axis around the center of gravity of the vehicle, is a behavior caused by acceleration and deceleration of the vehicle.When braking, inertial forces corresponding to acceleration act in the direction of travel, and similarly, when accelerating, inertial forces act in the opposite direction to the direction of travel, causing pitching.The acceleration of these inertial forces is often less than about 0.15G during normal, gentle driving, in which case an apparent gravity that is tilted at a maximum of 8.5 degrees relative to gravity acts. Therefore, there is a strong demand for a vehicle seat control device with a simple system that can accurately and quickly eliminate the apparent gravity caused by rolling and pitching of about 8 to 9 degrees in a vehicle seat.

[0003] A conventional technology to deal with rolling is a vehicle seat structure that uses centrifugal force (inertial force) to tilt the body of a seated occupant toward the direction of centripetal force, thereby reducing occupant fatigue as much as possible and preventing discomfort such as car sickness. This structure is described in Patent Document 1 as "a vehicle seat structure that includes a seat support means that uses centrifugal force to rock the seating portion so that it traces an arc in a direction intersecting the direction of travel of the vehicle, with the upper center line of the seat as a fulcrum, and a biasing means that biases the seat so that its center line is positioned vertically." The biasing means can flexibly suppress violent rocking of the seat, absorb weak vibrations, etc., and suppress unnecessary rocking of the seat to give the occupant a comfortable ride, and since it operates by centrifugal force (inertia force), it has high responsiveness and reliability and is an inexpensive device. For vehicles traveling on tracks, where acceleration and deceleration are relatively infrequent, dealing with rolling is important. However, for vehicles traveling on roads with a high degree of freedom, pitching and yawing occur frequently, and pitching behavior is particularly important for vehicles with high power performance, such as electric vehicles. Vehicles traveling on roads are susceptible to vertical vibrations due to road surface conditions, and the vertical vibrations transmitted to the seat significantly affect ride comfort. A vehicle seat control device that can address these vibrations with a simple configuration is desired. By addressing both claim 1 and the highly compatible claim 4 in the limited space under the seat, the present invention provides a seat control device that can address the rotational behaviors of rolling, pitching, and yawing, as well as harshness, which is the vertical vibration transmitted to the seat. Furthermore, by addressing claim 4 alone, the present invention can address both yawing and bouncing, which has a larger amplitude than harshness, thereby providing a seat control device with unprecedented effectiveness.

[0004] A conventional technology for dealing with pitching is a vehicle seat posture control device that includes a vehicle state detection means for detecting the vehicle state, a posture change means for changing the posture of the vehicle seat, and a control means for controlling the posture change means based on the vehicle state detected by the vehicle state detection means.The posture change means is a device that changes the posture of the vehicle seat in the pitching direction of the vehicle, and the control means predicts and calculates the pitching angle for each predetermined time when the vehicle speed changes based on the detection signal of the vehicle state detection means as pitching behavior, and controls the posture change means to cancel out the pitching behavior (Patent Document 2). The structural features of this vehicle seat posture control device include a vehicle state detection means for detecting the vehicle state, a posture change means for changing the posture of the vehicle seat, and a control means for controlling the posture change means based on the vehicle state detected by the vehicle state detection means.The posture change means is a device for changing the posture of the vehicle seat in the pitching direction of the vehicle, and the control means predicts and calculates the pitching angle for each predetermined time when the vehicle speed changes based on the detection signal of the vehicle state detection means as pitching behavior, and controls the posture change means to cancel out the pitching behavior.Therefore, the configuration is different from that of the present invention, requires complex electrical control, is difficult to manufacture inexpensively, and has problems in that it is necessary to separately deal with rolling, yawing, etc.

[0005] A conventional technique for dealing with pitching is "a vehicle seat control device that includes an actuator that changes the tilt angle and fore-aft position of the vehicle seat to force the passenger's riding position into a position that can withstand deceleration, and a control circuit that detects the deceleration when the vehicle is braked and drives the actuator according to the degree of deceleration to prevent the passenger from leaning forward" (Patent Document 3). The seat tilt angle and fore-aft position can be freely changed by an actuator using a control circuit that detects and operates the deceleration of the vehicle when braking. However, this differs from the configuration of the present invention and requires complex electrical control of the actuator, making it difficult to manufacture inexpensively, and there are problems in that it is necessary to deal separately with rolling, yawing, etc.

[0006] One technology that addresses rolling and pitching is a seat control device in which "a vehicle behavior prediction unit predicts vehicle behavior from the outputs of a navigation device, acceleration sensor, and exterior camera, while an occupant status detection unit detects the status of the occupants from the outputs of an in-vehicle camera and seat sensor, and a seat control unit controls the seat position adjustment mechanism, backrest angle adjustment mechanism, etc., and the pendulum mechanism based on the occupant status and vehicle behavior to set the comfort of the seat" (Patent Document 4). As a specific example of a pendulum mechanism (Figure 7), the lower part of the seat is configured as a hemisphere, a magnet is embedded in the center of the lower hemisphere, and a coil is placed in the seat support part, and the tilt of the seat is controlled by passing electricity through this coil. Since the seat position is fixed and the tilt is controlled by the ratio of the electromagnetic forces generated by passing electricity through the coil, complex electrical control of the actuator and electricity to pass through the coil are required, making it difficult to manufacture inexpensively and different in configuration from the present invention. In a specific example of the structure of the pendulum mechanism, the double hemispherical spherical member is configured to rotate freely under the seat, but it is difficult to manufacture the hemispherical member including the magnet part, and there are problems with the reliability of the rolling mechanism and maintainability such as preventing floating.

[0007] There is an auto-position lifter structure (Patent Document 5) that allows the up-down position of a seat to be changed without manual or automatic electrically driven operation. An auto position lifter mechanism that constitutes an auto position lifter structure is mounted between the seat cushion and the floor panel. This auto position lifter mechanism allows the seat cushion to move up and down, and the stop position is changed depending on the seated occupant. The up and down movement of the seat cushion is stopped at a height where the biasing force of the load retention spring and the weight of the occupant seated on the seat surface of the seat cushion are balanced, thereby adjusting the height position in the seated state. However, this mechanism differs in configuration from the present invention. Furthermore, although the auto-position lifter structure allows the up and down position of the seat to be changed without the need for manual or automatic electrically driven operation, it has the problem of being unable to respond to up and down vibrations caused by road surface conditions.

[0008] The seat posture control device controls the posture of the seat in response to vehicle sway. Each rotation drive unit can rotate the seat in three directions: pitch, roll, and yaw. A six-axis inertial measurement unit is attached to the seat and measures acceleration along each three-dimensional axis, as well as angular acceleration in three directions: pitch, roll, and yaw, corresponding to the direction of rotation by the rotation drive unit. The drive unit acquires forward information, which is information about the area ahead in the vehicle's direction of travel, and predicts vehicle sway that will occur at a future destination based on this forward information. The drive unit further controls the rotation drive unit using feedforward control to counteract changes in seat posture caused by vehicle sway, based on current seat motion information detected by the inertial measurement unit. A seat posture control device capable of eliminating delays in position control has been proposed (Patent Document 6). While a seat posture control device capable of eliminating delays in position control can be provided, it has a problem in that it is a large-scale, electrically controlled device with a different configuration from the present invention and therefore cannot be manufactured inexpensively.

[0009] A control method for a vehicle seat detects at least one of the lateral acceleration or steering angle of the vehicle, determines whether the absolute value of the lateral acceleration is increasing or decreasing based on at least one of the lateral acceleration or steering angle, and rotates the seat back so that the component of the lateral acceleration parallel to the fore-and-aft direction of the seat back becomes a forward component during a period when the absolute value of the lateral acceleration of the vehicle 1 is increasing, and / or rotates the seat back so that the component of the lateral acceleration parallel to the fore-and-aft direction of the seat back becomes a backward component during a period when the absolute value of the lateral acceleration is decreasing (Patent Document 7). By changing the orientation of the seat back in the vehicle's yaw direction, it is possible to suppress changes in the occupant's posture due to the lateral acceleration of the vehicle, and also to suppress the decrease in comfort caused by the occupant being continuously pressed against the seat back. However, this configuration differs from that of the present invention, requires complex electrical control, and is difficult to manufacture inexpensively. [Prior art documents] [Patent documents]

[0010] [Patent Document 1] Jitsuzen Showa 58-097040 Public Relations [Patent Document 2] JP 2007-253883 Public Relations [Patent Document 3] Jitsuzen Showa 63-004841 Public Relations [Patent Document 4] JP 2006-008098 Public Relations [Patent Document 5] JP 2005-231434 Public Relations [Patent Document 6] Patent Publication No. 2021-123118 [Patent Document 7] Patent Publication No. 2023-105637 Summary of the Invention [Problem to be solved by the invention]

[0011] The inertia generated by accelerating and decelerating a car by operating the accelerator and brake, and by steering in response to road conditions, causes the vehicle to roll, pitch, and yaw around its center of gravity, which can make it difficult for passengers to maintain their posture, or can cause a poor ride due to vertical vibrations that the suspension is unable to absorb. In particular, in the case of stiffer suspensions that prioritize handling stability and driving performance, the ride can become uncomfortable as they are unable to fully absorb vibrations from the ground. In addition, in the event of a collision or other accident, a sudden strong force of inertia acts on the head, which can have a negative effect on the neck. To address these issues, solutions have been proposed that detect driving conditions, predict inertial forces, and control the seat posture accordingly, but this results in complex and expensive devices. [Means for solving the problem]

[0012] Claim 1 relates to a vehicle seat control device for a seat of a vehicle such as an automobile, comprising a first seat support means having a first arc-shaped slide with a fulcrum located near the top of the center of gravity of the seat and the seated occupant and a central axis parallel to the longitudinal axis of the vehicle, and a first biasing means for biasing the first arc-shaped slide toward the center of the first arc-shaped slide; and a second seat support means having a fulcrum located at or near the fulcrum and a central axis parallel to the lateral axis of the vehicle, and a second biasing means for biasing the second arc-shaped slide toward the center of the second arc-shaped slide, and the second seat support means is connected to the upper or lower part of the first seat support means by a seat support means connection part.

[0013] Claim 2 is a vehicle seat control device as described in claim 1, in which the biasing means of each seat support means is provided with an arc-shaped guide with a circular or hollow circular cross section at the axial position of the compression spring acting in one direction of rocking and the compression spring acting in the opposite direction, and a rocking brake is provided to suppress or stop the rocking by pressing or gripping the guide at any position of the rocking.

[0014] Claim 3 is a vehicle seat control device according to claim 1 or 2, in which a seat equipped with the vehicle seat control device is arranged parallel to the left-right axis of the vehicle, a removable auxiliary seat is provided between the two seats, and the seating portion and backrest portion of the auxiliary seat can be stored in the two seats.

[0015] Claim 4 relates to a second vehicle seat control device for a seat of a vehicle such as an automobile, which has a rotating section and / or a lifting section at the bottom of the seat, the central axis of which is a vertical line passing near the center of gravity of the seat and its occupant, the rotating section having a rotation biasing means for regulating the rotation angle of the seat and biasing it toward the center of the rotation angle, the lifting section having a lifting biasing means for raising and lowering the seat and biasing the seat upward, and the lifting section being capable of incorporating a buffer means for the lifting and lowering action. [Effects of the Invention]

[0016] Claim 1 relates to a vehicle seat control device for a seat of a vehicle such as an automobile, comprising a first seat support means having a first arc-shaped slide with a fulcrum located near the top of the center of gravity of the seat and the seated occupant and a central axis parallel to the longitudinal axis of the vehicle, and a first biasing means for biasing the first arc-shaped slide toward the center of the first arc-shaped slide; and a second seat support means having a fulcrum located at or near the fulcrum and a central axis parallel to the lateral axis of the vehicle, and a second biasing means for biasing the second arc-shaped slide toward the center of the second arc-shaped slide, and the second seat support means is connected to the upper or lower part of the first seat support means by a seat support means connection part. As an effect, it is possible to provide a vehicle seat control device that is energy-efficient because it does not require electrical control devices such as sensors and actuators, has high responsiveness and reliability because it instantly controls the posture to correspond to inertial force, and can respond to both the rolling and pitching behavior of the vehicle. Furthermore, it has the advantage of being safer because it reliably changes the posture of the head in a direction that supports it in response to instability that occurs in the event of a collision.

[0017] Claim 2 is a vehicle seat control device as described in claim 1, in which the biasing means of each seat support means is provided with an arc-shaped guide with a circular or hollow circular cross section at the axial position of the compression spring acting in one direction of rocking and the compression spring acting in the opposite direction, and a rocking brake is provided to suppress or stop the rocking by pressing or gripping the guide at any position of the rocking. As an effect, by providing a rocking brake that suppresses or stops the rocking of each seat support means, the seat can be rocked by the inertia acting on the seat and its occupant, the rocking can be suppressed as a buffer device, or the seat can be fixed in any seat position, thereby providing a vehicle seat control device that provides optimal riding comfort for occupants.

[0018] Claim 3 is a vehicle seat control device according to claim 1 or 2, in which a seat equipped with the vehicle seat control device is arranged parallel to the left-right axis of the vehicle, a removable auxiliary seat is provided between the two seats, and the seating portion and backrest portion of the auxiliary seat can be stored in the two seats. As a result, when an auxiliary seat is installed, it becomes a triple seat arrangement that can only accommodate pitching behavior, but the number of seats can be increased by one.

[0019] Claim 4 relates to a second vehicle seat control device for a seat of a vehicle such as an automobile, which has a rotating section and / or a lifting section at the bottom of the seat, the central axis of which is a vertical line passing near the center of gravity of the seat and its occupant, the rotating section having a rotation biasing means for regulating the rotation angle of the seat and biasing it toward the center of the rotation angle, the lifting section having a lifting biasing means for raising and lowering the seat and biasing the seat upward, and the lifting section being capable of incorporating a buffer means for the lifting and lowering action. As an effect, by providing a second vehicle seat control device consisting of a swivel section, a swivel angle, and a biasing means under the seat, the seat becomes capable of responding to the yawing behavior that occurs in the vehicle, and / or by providing a lifting section, it becomes a seat control device that acts as a buffer device to prevent unevenness in the road surface from being transmitted to the vehicle body, absorbing and mitigating up and down vibrations of the vehicle that cannot be absorbed by tires, suspension, etc., and further by incorporating a buffer device in the lifting and lowering biasing means, the ride comfort for up and down movements can be significantly improved. As shown in Examples 5 to 7 (Figs. 17 to 20), claims 1 and 4, which are highly compatible with the limited space under the seat, can be implemented, and in Example 5 (Figs. 17 and 18), rotational behaviors of rolling, pitching, and yawing can be addressed, and in Example 6 (Fig. 19), harshness, which is vertical vibration transmitted to the seat, can also be addressed, and in Example 7 (Fig. 20), a buffer device for the vertical vibration can be provided to further improve ride comfort against harshness. Furthermore, in the sole implementation of claim 4 of the present application (not shown), yawing and bouncing, which has a larger amplitude than harshness, can be addressed, so a seat control device can be provided that can achieve a significant improvement in ride comfort that has not been achieved before. [Brief explanation of the drawings]

[0020] [Figure 1] 1A and 1B are a side configuration diagram and a side cross-sectional view of a vehicle seat control device according to a first embodiment corresponding to claim 1. [Figure 2]1A and 1B are a front configuration diagram and a front sectional view of a vehicle seat control device according to a first embodiment corresponding to claim 1. [Figure 3] The upper figure (A) is a detail of part A in the lower explanatory diagram of FIG. 1, and the lower figure (B) is a detail of part B in the lower explanatory diagram of FIG. [Figure 4] FIG. 10 is a schematic front view of the first embodiment, illustrating the operating angle due to centrifugal force acting on the seat when the vehicle is traveling along a curve. [Figure 5] 2A and 2B are a side view and a partial explanatory view of the first embodiment in a frontal collision accident. [Figure 6] 3A and 3B are a front configuration diagram and a front cross-sectional view of the seat control device according to the first embodiment at the time of a collision accident from the right side. [Figure 7] The upper figure is a side view and the lower figure is a front view of a vehicle seat control device according to a second embodiment corresponding to claim 1, in which the slide rails of each seat support means are Accuride (registered trademark). [Figure 8] 10 is a side cross-sectional view of a vehicle seat control device according to a third embodiment corresponding to claim 2, and the lower diagram is an explanatory diagram of a brake mechanism of each seat support means. [Figure 9] FIG. 10 is a front cross-sectional view of a vehicle seat control device according to a third embodiment of the present invention, the lower diagram being an explanatory diagram of a brake mechanism for each seat support means. [Figure 10] The upper figure is an explanatory diagram of three rotational behaviors of a vehicle, and the lower figure is an explanatory diagram of the inertial force acting on the center of gravity of a seat and its occupant, and the rotational behavior about the center of rocking, etc., related to the present invention. [Figure 11] In Example 4 corresponding to claim 3, when a seat control device is installed in a vehicle with three rows of seats, the upper figure (5) is a seating layout diagram for a vehicle with three rows of seats with six passengers, and the lower figure (6) is a seating layout diagram for a vehicle with seven passengers. [Figure 12] In the case of six people in a three-row seat vehicle as shown in the upper diagram of FIG. 11 of the fourth embodiment, each seat in the second row can rotate about each axis (XYZ) of the rocking center with a degree of freedom. [Figure 13] 12. The fourth embodiment corresponds to claim 3 and illustrates the outline of each step when the seat is shifted from the upper view to the lower view of FIG. 12 by connecting the seats with the auxiliary seats. [Figure 14]FIG. 14 is a side view of a seat 2s1 according to the fourth embodiment, showing an example of a seat configuration that allows the steps shown in FIG. 13 to be performed. [Figure 15] FIG. 11 is a diagram for explaining the outline of each step of Example 4 corresponding to Claim 3, in which the upper diagram is a plan view of the seats when the seats are connected, and the lower diagram is a front view of the seats when the seats are connected. [Figure 16] FIG. 13 is an explanatory diagram showing how the degree of freedom of the seats shown in FIG. 12 is reduced to only pitching rotational behavior after the seats are connected by the auxiliary seats, due to the connection of the seats in the fourth embodiment. [Figure 17] 10 is a plan view of a swivel unit and a biasing means of a second vehicle seat control device according to a fifth embodiment corresponding to claim 4, and the lower figure is a front cross-sectional view of the biasing means. FIG. [Figure 18] FIG. 10 is a side cross-sectional view of a second vehicle seat control device provided with a swivel portion and a biasing means according to the fifth embodiment, and the lower figure is a cross-sectional view of the swivel portion. [Figure 19] 6 is a side cross-sectional view of a second seat control device 7e according to a sixth embodiment corresponding to claim 4, in which the swivel unit of the fifth embodiment is made movable up and down in the axial direction, and the lower figure is a cross-sectional view of the swivel lift unit 75. [Figure 20] 13 is a side cross-sectional view of a second seat control device according to a seventh embodiment corresponding to claim 4, in which a lifting buffer means for lifting operation is provided in the swiveling lifting section of the sixth embodiment. FIG. [Figure 21] FIG. 1 is a correlation diagram between the claims of the seat control device of the present invention and related behaviors. DETAILED DESCRIPTION OF THE INVENTION

[0021] 17 and 18. This is a cross-sectional side view of a second seat control device 7e of a sixth embodiment, in which the swivel section of the fifth embodiment (FIGS. 17 and 18) is made movable up and down in the axial direction, and the lower view is a cross-sectional view of a swivel lift section 75. The contents and embodiments of the vehicle seat control device of the present invention will be described below with reference to the drawings (FIGS. 1 to 20). The embodiments and the like described in the present invention are merely examples of the present invention, and do not limit the present invention, and modifications and improvements can be made by those skilled in the art. [Example]

[0022] FIG. 1 is a side view of a vehicle seat control device according to a first embodiment of the present invention, and a side cross-sectional view of the vehicle seat control device. The seat control device 3 is characterized in that, in a seat 2 of a vehicle such as an automobile, the device comprises: a first seat support means 4 having a frame 61 of a first arc-shaped slide with a central axis parallel to the longitudinal axis of the vehicle and a fulcrum CO near the top of the center of gravity CG of the seat 2 and a seated occupant, the frame 61 being equipped with a first biasing means that biases the center of the first arc-shaped slide; and a second seat support means 6 having a frame 61 of a second arc-shaped slide with a central axis parallel to the lateral axis of the vehicle and a fulcrum CO, the frame 61 being equipped with a second biasing means that biases the center of the second arc-shaped slide, the second seat support means 6 being connected to the lower part of the first seat support means 4 by a seat support means connecting part 5. The seat 2, consisting of a backrest portion 21 and a sitting portion 22, is fixed to a frame 41 of the first seat support means 4 by an upper support portion 31, the frame 41 having a central axis parallel to the longitudinal axis of the vehicle with CO as a fulcrum, and the frame 61 of the second seat support means 6 having a central axis parallel to the lateral axis of the vehicle with CO as a fulcrum, by a lower support portion 32, to the vehicle floor surface 12. Four rollers 43 and four rollers 63 that slide within the respective frames are provided in the seat support means connecting portion 5, and the seat 2 becomes a vehicle seat control device that oscillates about the two perpendicular axes at fulcrum CO. As shown in the diagram below, rollers 63 running inside the frame 61 of the second seat support means 6 cause the seat support means connecting part 5 to swing around fulcrum CO, and a swinging member 65 combined with the seat support means connecting part 5 provides an arc-shaped guide 67 with a circular or hollow circular cross section, which is fixed by support members 64 provided symmetrically on the frame 61 at the swing center position, which are provided symmetrically on the left and right sides of the frame 61. As shown in the diagram below, a swinging member 65 provided at the center position of the seat support means connecting part 5 is provided at the position of center line C of the guide 67, and springs 66 are provided on both sides of the swinging member 65, using the guides 67 as guides, and the springs 66 urge the swinging member 65 to the swing center position. The function is that the first seat support means 4 and the second seat support means 6, which swing around the fulcrum CO, tilt the seat in a direction that cancels out the inertial force acting on the center of gravity CG, which is generated by the rolling and pitching rotational behavior that occurs depending on the driving conditions, thereby improving the ride comfort of the passengers by canceling out the inertia in real time. As an effect, it is possible to provide a vehicle seat control device that is simple in configuration and energy-efficient because it does not require electrical control devices such as sensors and actuators, has high responsiveness and reliability because it instantly controls the posture to correspond to inertial force, and can respond to both the rolling and pitching behavior of the vehicle.

[0023] FIG. 2 is a front view of the vehicle seat control device according to the first embodiment, which corresponds to claim 1, and a front cross-sectional view of the vehicle seat control device. The seat control device 3 is characterized in that, in a seat 2 of a vehicle such as an automobile, the device comprises a first seat support means 4 having a frame 41 of a first arc-shaped slide with a central axis parallel to the longitudinal axis of the vehicle and a fulcrum CO near the top of the center of gravity CG of the seat 2 and a seated occupant, and a first biasing means for biasing the center of the first arc-shaped slide, and a second seat support means 6 having a frame 61 of a second arc-shaped slide with a central axis parallel to the lateral axis of the vehicle and a fulcrum CO, and a second biasing means for biasing the center of the second arc-shaped slide, and the second seat support means 6 is connected to the lower part of the first seat support means 4 by a seat support means connecting part 5. The seat 2, consisting of a backrest portion 21 and a sitting portion 22, is fixed to a frame 41 of the first seat support means 4 by an upper support portion 31, the frame 41 having a central axis parallel to the longitudinal axis of the vehicle with CO as a fulcrum, and the frame 61 of the second seat support means 6 having a central axis parallel to the lateral axis of the vehicle with CO as a fulcrum, by a lower support portion 32, to the vehicle floor surface 12. Four rollers 43 and four rollers 63 that slide within the respective frames are provided in the seat support means connecting portion 5, and the seat 2 becomes a vehicle seat control device that oscillates about the two perpendicular axes at fulcrum CO. As shown in the figure below, rollers 43 running within the frame 41 of the first seat support means 4 cause the seat support means connection part 5 to swing around fulcrum CO, and the swinging member 45 combined with the seat support means connection part 5 is biased to the swing center position by springs 46 provided symmetrically on the left and right at the swing center position. The first seat support means 4 and the second seat support means 6 are arranged above and below via the seat support means connection part 5, but the first seat support means 4 has the same basic configuration as the second seat support means 6 described in Figure 1, and its action and effect are also the same as those described in Figure 1, so their explanation will be omitted.

[0024] In FIG. 3, the upper diagram (A) is a detailed view of part A in the lower explanatory diagram of FIG. 1, and the lower diagram (B) is a detailed view of part B in the lower explanatory diagram of FIG. The upper figure (A) is a detailed view of part A showing the running means within the frame 41 of the first arc slide of the first seat support means 4, as shown in the side cross-sectional view of the seat control device 3 in the lower figure of Figure 1, and the lower figure (B) is a detailed view of part B showing the running means within the frame 61 of the second arc slide of the second seat support means 6, as shown in the side cross-sectional view of the seat control device 3 in the lower figure of Figure 2. The upper figure (A) shows a rolling mechanism in which rollers 43 and bearings 431 are attached to four bearings 431 fixed to the seat support means connecting portion 5 as a moving means that runs within the frame 41 of the first arc slide with a fulcrum CO near the top of the center of gravity CG of the seat and the seated passenger on the first seat support means 4. The lower figure (B) shows a rolling mechanism in which rollers 63 and roller bearings 631 are attached to four roller bearings 631 fixed to the seat support means connecting portion 5 as a moving means that runs within the frame 61 of the second arc slide with a fulcrum CO near the top of the center of gravity CG of the seat and the seated passenger on the second seat support means 6. The above-mentioned rolling mechanism allows the respective biasing means described in Figures 1 and 2 to be compactly installed inside frame 41, which is the arc slide of the first seat support means 4, and frame 61, which is the arc slide of the second seat support means 6, without interfering with the rolling mechanism.

[0025] FIG. 4 is a schematic front view of the first embodiment, illustrating the operating angle due to the centrifugal force acting on the seat when traveling around a curve. In the front schematic view of the first embodiment shown in Figure 4, the vehicle floor surface 12 is supported by the left and right tires of the vehicle that are in contact with the ground at the bottom via a suspension or the like (not shown), and the seat 2 is supported by a seat control device 3 (not shown). On expressways and other roads, curved sections have a cant that makes the outside road surface higher than the inside. This causes the combined force of gravity and centrifugal force acting on passing vehicles to point at an angle close to perpendicular to the center of the track, thereby canceling out excess centrifugal acceleration, allowing the vehicle to travel around curves more stably and improving ride comfort. In actual driving, centrifugal force acts on the center of gravity of the vehicle, which is higher than the road surface, so the load on the outside of the suspension is greater than that on the inside, and as shown in this diagram, the horizontal angle of the vehicle floor is smaller than the superelevation θS, so it is difficult to completely eliminate centrifugal force with the superelevation. Centrifugal force Fc acts on the seat 2 at a right angle to gravity Fg, and the resultant force F is generated by rolling at an action angle θa with respect to gravity Fg. For example, when traveling on a Japanese expressway at 120 km / h around a curve with a radius of 710 m, the centrifugal force is 0.16 G, and an action angle θa = 9.1° with respect to gravity Fg is generated by rolling. If the vehicle floor surface 12 is horizontal as shown in this figure, the seat control device 3 can absorb the influence of rolling by setting the rocking angle θr shown in FIG. 2 to ±9.1°. However, it is not necessary to completely eliminate the action angle caused by centrifugal force; even eliminating it by just 50%, for example, will have a significant impact on ride comfort.

[0026] FIG. 5 is a side view of the configuration of the first embodiment and a side cross-sectional view of the seat control device in the event of a frontal collision. 5A and 5B are a side view and a side cross-sectional view of the seat control device 3 of the first embodiment when a frontal collision accident occurs in the side view and partial explanatory diagram of the first embodiment of FIG. In the event of a head-on collision, an inertial force Fa acts on the left side of the diagram on the center of gravity CG of the seat and the seated occupant, causing the seat 2 to pitch clockwise (towards the pitch angle +θp) as shown in the diagram, rather than counterclockwise as indicated by the two-dot chain line around fulcrum CO. At the same time, if we consider only the head, which is unstable and has a large mass, an inertial force Fha acts on the head alone, causing the head to lean forward, but at this point the occupant's posture swings clockwise, which makes it easier to support the head's forward lean, and this has the effect of preventing or mitigating the occurrence of whiplash, etc. As shown in the side cross-sectional view of the seat control device 3 in the figure below, the seat control device 3 swings along the frame 61 of the second seat support means 6, and the seat support means connection part 5 swings clockwise from the center line C, causing the first seat control means 4, which is linked to the seat support means connection part 5, and the seat 2, which is connected by the upper support means 31, to swing clockwise. At this time, as shown in the figure, the spring 66 on the left side, which is the biasing means of the second seat support means 6, is compressed, and when the inertial force Fa disappears, the spring 66 of the second biasing means biases the seat to the center position of the swing. As an effect, the seat control device 3 operates using inertial force as a power source, and therefore does not require electrical control devices such as sensors and actuators, making it energy-efficient; it instantly controls the posture to correspond to inertial force, so it is highly responsive and reliable, and it is possible to provide a vehicle seat control device that can respond to the pitching behavior of the vehicle.

[0027] FIG. 6 is a front view of the structure of the first embodiment and a front cross-sectional view of the seat control device in the event of a collision accident from the right side. 6A and 6B are a front configuration diagram and a front sectional view of the seat control device 3 of the first embodiment when a collision accident occurs from the right side in the front configuration diagram and the front sectional view of the first embodiment of FIG. In the event of a right-side collision, an inertial force Fb acts on the left side of the diagram on the center of gravity CG of the seat and the seated occupant, causing seat 2 to swing clockwise (towards swing angle +θr) around fulcrum CO, rather than counterclockwise as indicated by the two-dot chain line. At the same time, if we consider only the head, which is unstable and has a large mass, an inertial force of Fhb acts on the head alone, causing the head to tilt to the left side of the diagram, but at this point the occupant's seat tilts clockwise, which is the direction that supports the tilt of the head, and this has the effect of reducing the strain on the neck. As shown in the front cross-sectional view of the seat control device 3 in the figure below, the seat support means connection part 5 of the seat control device 3 swings along the frame 41 of the first seat support means 4, causing the frame 41 of the first seat support means 4 to swing clockwise about the center line C, and causing the seat 2 connected to the first seat support means 4 by the upper support part 31 to swing clockwise. At this time, as shown in the figure, the spring 46 on the right side of the biasing means of the first seat support means 4 is compressed, and when the inertial force Fb disappears, the seat 2 is biased to the center position of the swing by the spring 66 on the right side of the first biasing means, so that the seat control device 3 can respond to the rolling behavior of the vehicle. Therefore, due to the correspondence of the pitching behavior of the vehicle shown in FIG. 5 and the correspondence of the rolling behavior of the vehicle shown in FIG. 6, the seat control device 3 is a vehicle seat control device that can respond to the rolling behavior and the pitching behavior. As an effect, the seat control device 3 operates using inertial force as a power source, and therefore does not require electrical control devices such as sensors or actuators, making it energy-saving and simple in configuration, and since the seat is controlled to a corresponding position by the inertial force acting on the seat, it is possible to provide a vehicle seat control device that is highly responsive and reliable. [Example]

[0028] FIG. 7 shows a vehicle seat control device according to a second embodiment corresponding to claim 1, in which the slide rails of each seat support means are Accuride (registered trademark), with the upper view being a side view and the lower view being a front view. This is a seat control device 3a for a vehicle in which the frame configuration of the first control means 4 and the second control means 6 of the seat control 3 shown in FIG. 2 is replaced with Accuride (registered trademark), which is a telescopic slide. The seat control device comprises a first seat support means 4a having an arc-shaped slide rail (Accuride) with multiple ball bearings 4a5 between an outer frame 4a1 and an inner frame 4a2, a second seat support means 6a having an arc-shaped slide rail (Accuride) with multiple ball bearings 6a5 between an outer frame 6a1 and an inner frame 6a2, and a seat support means connecting portion 5a that connects the first seat support means 4a and the second seat support means 6a. Each biasing means presses the swinging member 45a and the swinging member 65a, which are linked to the seat support means connecting portion 5a, toward the center of the swinging motion by springs 46a and 66a that press the swinging member from both sides. The configuration and operation of each biasing means are the same as those of the seat control device 3 shown in Figures 1 and 2, so description thereof will be omitted. Each arc-shaped slide rail (Accuride) is provided with ball retainers 4a6 and 6a6 to regulate the ball bearings in regular positions, and each slide rail (Accuride) operates telescopically, which has the effect of making the slide section compact. It should be noted that there are issues that need to be resolved regarding durability, lubrication, dust resistance, and the processing precision of each frame. [Example]

[0029] FIG. 8 is a side cross-sectional view of a vehicle seat control device according to a third embodiment of the present invention, which corresponds to claim 2, and the lower drawing is an explanatory diagram of the brake mechanism of each seat support means. FIG. 10 is a side cross-sectional view of a seat control device 3b according to a third embodiment corresponding to claim 2, and the lower diagram is an explanatory diagram of a brake mechanism provided on the swinging members (45b, 65b) of each seat support means (4b, 6b). As shown in the upper diagram of Figure 9, which is a related diagram, the vehicle seat control device described in claim 1 is characterized in that in the biasing means of the first seat support means 4b, a guide 47b in the shape of an arc with a hollow circular cross section is provided at the axial position of the compression spring 46b acting in one direction of rocking and the compression spring 46b acting in the opposite direction, and as shown in the lower diagram of the same figure, the guide 47b is pressed or gripped by a brake shoe 451 at any position of rocking by a brake wire 452 linked to a lever not shown, thereby providing a rocking brake provided on the rocking member 45b that suppresses or stops rocking. The swing brake provided on the swing member 45b has brake shoes 451 that can swing symmetrically around guide 47b and around fulcrum pin 454. Brake shoes 451 are pressed against stoppers 455 by return springs 453 except when the brake is activated. When the brake is activated, by pulling the wire of brake wire 452 with a handle (not shown), drums 456 press the brake shoes 451 on both sides against guide 47b, and the swing can be suppressed or stopped by adjusting the pressing force. Each seat support means rocks the seat by inertial force, and as shown in the upper diagram of Figure 9, it is pushed back to the center of the rocking by the spring 46b of the biasing means. However, if the inertial force is large, the inertia acting on the center of gravity due to the large rocking motion causes the seat to go past the center of the rocking motion and go back and forth to the center of the rocking motion multiple times, resulting in a damped vibration phenomenon. To prevent this, installing multiple shock absorbers is considered, but this is expensive and unsuitable for rocking motion that is not linear. In this invention, vibration can be suppressed by appropriately pressing the guide 47b with the brake shoe 451 of the rocking brake. Furthermore, in Example 4 (Figs. 12 to 19) corresponding to claim 3 described later, when a seat 2s equipped with the vehicle seat control device is provided and arranged parallel to the left-right axis of the vehicle, and a detachable auxiliary seat 25 is provided between the two seats 2s, when the seats are connected by the auxiliary seat 25 (Figs. 13 to 19), as shown in Fig. 16, it does not accommodate rolling behavior but accommodates pitching behavior, and therefore the seat behavior of the auxiliary seat 25 is stabilized by stopping the first seat support means 4b for rolling behavior with a rocking brake provided on the rocking member 45b. Specifically, when the seats are connected by installing the auxiliary seat seating portion 252 shown in (Figures 13 to 19), the brake wire 452 can be activated by a lever (not shown) that is linked to the tilting installation of the auxiliary seat seating portion 252, thereby stopping the rocking of the first seat support means 4 of the seats 2s at both ends. By providing a rocking brake that suppresses or stops the rocking of each seat support means, the seat can be rocked by the inertia acting on the seat and its occupant, and the rocking can be damped by a brake lever mechanism (not shown) that presses the brake shoes 451, 651 against the guides 47b, 67b via brake wires 452, 652, thereby improving the ride comfort by adjusting the pressing force with a pressure adjusting mechanism (not shown) that uses a screw and spring to damp the rocking vibration to a critical level. Furthermore, the pressing force can be increased to fix the rocking device in any seat position, which has the effect of providing a vehicle seat control device that provides the optimum ride comfort for the occupant.

[0030] FIG. 9 is a front cross-sectional view of a vehicle seat control device according to a third embodiment of the present invention, and the lower drawing is an explanatory diagram of the brake mechanism of each seat support means. Figures 8 and 9 are explanatory diagrams of the brake mechanisms provided on the oscillating members 45b and 65b of the first seat support means 4b and the second seat support means 6b. The explanation of the oscillating member 45b of the first seat support means 4b in Figure 8 and the explanatory diagram of the brake mechanism provided on the oscillating member 65b of the second seat support means 6b in this figure are the same in terms of the arrangement of the seat support means, except that the top and bottom of the drawings are reversed, so the configuration, action, and effect of the brake mechanisms are the same, and so explanations will be omitted.

[0031] In FIG. 10, the upper diagram is an explanatory diagram of three rotational behaviors of a vehicle, and the lower diagram is an explanatory diagram of the inertial force acting on the center of gravity of a seat and its occupant, and the rotational behavior about the center of swing, etc., related to the present invention. Generally, rolling around the Xc axis and pitching around the Yc axis are vehicle behaviors that occur mainly when turning and when accelerating and decelerating, while yawing around the Zc axis is a force that rotates the vehicle when turning, and is therefore necessary for triggering a turn (turning), but yawing that occurs during a turn can cause oversteer or understeer, which can worsen handling stability. In the present invention, the inertial force acting on the center of gravity CG of the seat and the seated passenger due to the above rotational behavior acting on the vehicle is used as the power source for the seat control device of the present invention, and therefore, with respect to each of the XYZ axes having CO as the origin, which is the swing fulcrum of the seat control device of the present invention, and which has coordinates of the same phase as Xc, Yc, and Zc based on the center of gravity of the vehicle in the above diagram, the forces of the rotational behavior of L:R and F:B according to claim 1 and CW:CCW according to claim 4 act. In the case of claim 4, apart from the rotational behavior, an upward inertial force U and a downward inertial force D act due to vertical vibrations that cannot be absorbed by the tires or suspension caused by unevenness in the road surface, etc., and the displacement caused by these forces can be used to address harshness, which deteriorates ride comfort, and when claim 4 is used alone and separated from claim 1, it can also address bouncing, which is a large vertical vibration. For ease of explanation, in each embodiment, the center of oscillation CO is located on the vertical line between the center of gravity CG of the seat and its occupant, but the center of oscillation CO does not have to be a single point, and may be slightly shifted for each behavior in order to emphasize commonality in processing. However, since the purpose is to improve ride comfort, it is desirable to locate the center of oscillation CO at the position of the head, which is weakly supported given its weight, and also at the position of the eyes so as to have minimal impact on vision. The relevant inertia forces for each claimed embodiment of the present invention are given below. (Claim) (Example) (Drawing number) = (Type of inertial force involved (see bottom diagram of Figure 10)) Claim 1 Example 1 (Figs. 1 and 2) = LR, FB, Claim 1 Example 2 (Fig. 7) =LR, FB, Claim 1 Example 3 (Figs. 8 and 9) =LR, FB, Claim 1 Example 4 (Figs. 12 and 14) = LR, FB, CW CCW, Claim 1 Example 4 (Figs. 15 and 16) = FB, Claim 4 Example 5 (Figs. 17 and 18) = LR, FB, CW CCW, Claim 4 Example 6 (Fig. 19) =LR, FB, CW CCW, UD, Claim 4 Example 7 (Fig. 20) = CW CCW, UD, (Related behaviors: LR: rolling, FB: pitching, CW CCW: yawing, UD: harshness, bouncing) Claim 1 and claim 4 are different inventions with the technical feature of controlling a seat by inertial force, but the related inertial forces are "L:R and F:B" in claim 1 and "CW:CCW and U:D" in claim 4. These two inventions can handle all basic inertial forces of seats in vehicles such as automobiles, and combinations other than those in the above examples are also possible, making it possible to create a seat control device that responds to the characteristics of the vehicle. The patent combinations are explained in Figure 21. Furthermore, even if it is not possible to eliminate all of the inertial force with respect to each rocking angle and amplitude of vertical movement, even if only about 40% of the inertial force is eliminated, the passenger may feel that the ride comfort is greatly improved. [Example]

[0032] FIG. 11 shows a fourth embodiment corresponding to claim 3, in which a seat control device is installed in a vehicle with three rows of seats. The upper figure shows a seating layout for a vehicle with three rows of seats with six passengers, and the lower figure (6) shows a seating layout for a vehicle with seven passengers. Example 4 shown in Figure 11, which corresponds to claim 3, is a vehicle seat control device as described in either one of claims 1 or 2, characterized in that, as shown in the upper figure, a seat 2s equipped with the seat control device 3c is provided in the second row from the front, arranged parallel to the left-right axis of the vehicle 1s, and as shown in the lower figure, a removable auxiliary seat 25 is provided between the two seats 2s, and the backrest portion 21s and the seating portion 22s of the auxiliary seat 25 can be stored in the two seats 2s. In the fourth embodiment shown in the figures, the third seat control means of the seat control device 3 is not the third seat control means 3S that can be raised and lowered, but the third seat control means 3C that can only yawing. With the third seat control means 3S that can be raised and lowered, there is a problem that the connection becomes unstable when the auxiliary seat 25 is raised and lowered when the seats are connected. Because the driver drives while judging the driving conditions and external environment, he or she anticipates changes in the situation and can easily maintain his or her posture by operating the steering wheel. However, if a passenger is not paying attention to the driving conditions and external environment, unexpected acceleration and deceleration due to accelerator and brake operation, or the various rotational behaviors mentioned above due to changes in road conditions, may cause the passenger to lose posture and experience an uncomfortable ride. Because the driver operates the steering wheel, accelerator, brake, etc. while keeping his or her eyes on the direction of travel, the information obtained from the eyes tends to match the sensations of the semicircular canals, making the driver less likely to suffer from car sickness. However, if a seat control device 3c were installed in the driver's seat, changes in the driver's posture caused by the seat control device 3c could cause safety issues such as unstable steering. Therefore, the driver's seat of vehicle 1s is not equipped with a seat control device 3c. As can be seen from the diagram below, the seats on both sides do not require yawing or rolling behavior, so the seat spacing for seat 2s is wider than the arrangement in the diagram above, and auxiliary seats 25 are provided. FIG. 12 shows the degree of freedom of each seat 2s in the second row when the auxiliary seats shown in the above figure are not provided, and explains the rotational behavior with respect to each rocking center. FIG. 16 shows an explanatory diagram of the rotational behavior of connected seats that can only rotate in response to pitching due to the connection of auxiliary seats 25. This diagram explains the second row of a three-row seat vehicle, but it can also be adapted to the rear seats of a two-row seat vehicle such as a sedan by improving the storage of the auxiliary seat backrest.

[0033] FIG. 12 shows the degree of freedom of each seat in the second row for six people in the three-row seat vehicle shown in the upper diagram of FIG. 11 of the fourth embodiment, and shows that rotational behavior is possible around each axis (XYZ) of the rocking center. Each seat 2s in this figure is the same as the seat and its occupant's forces acting on their center of gravity CG and rotational behavior about the rocking center CO explained in FIG. 10, so the forces acting on the seat and its occupant's center of gravity CG are not shown, and the explanation of each rotational behavior is also omitted. The seat control device 3c of the fifth embodiment (not shown) can accommodate the rolling behavior caused by the first seat support means 4, the pitching behavior caused by the second seat support means 6, and the yawing behavior caused by the third seat support means 7 relative to the rocking center CO, so a distance from the vehicle is required, and furthermore, a distance W between the seats (2S1, 2S2) is required to avoid interference between the seats (2S1, 2S2). Providing a footrest 24 at the feet, shown in phantom lines, stabilizes the passenger's posture, improving riding comfort.

[0034] FIG. 13 is a diagram illustrating an outline of each step (ST) when the seat is shifted from the upper view to the lower view of FIG. 12 by connecting the seats with the auxiliary seats in the fourth embodiment corresponding to claim 3. Since this figure is an explanatory diagram of the connection of the seats 2s by the auxiliary seats 25, the seat control device 3c is not shown. Example 4 corresponding to claim 3 is a seat control device 3c (not shown) according to claim 2, characterized in that seats (2s1, 2S2) equipped with the seat control device 3c arranged parallel to the left-right axis of the vehicle are provided, a detachable auxiliary seat 25 (2S1, 2S2) is provided between the two seats, and an auxiliary seat seating portion 252 which is the seating portion of the auxiliary seat and an auxiliary seat back portion 251 which is the backrest can be stored in the two seats (2S1, 2S2). In the upper diagram (7) of this figure, in step 1 (1ST), the seat span W is expanded to Ws, which is the installation width of the auxiliary seat 25, during the seat connection process 1s. In other words, the seat span W when independently installed, which allows rotational behavior on each of the three axes by the seat control device 3c of each seat 2s shown in Figure 12, is expanded to the seat span Ws when the seats are connected by the auxiliary seat 25 shown in the lower diagram (8). This expansion is possible because the rotational behavior when the seats are connected is only pitching behavior as shown in Figure 16, so seat space for rolling behavior and yawing behavior is not required. As shown in the lower diagram (8) of this figure, in the seat connection process as step 2 (2ST), the auxiliary seat seating portions 252 that were standing as armrests for the seats on both sides (2S1, 2S2) are folded down and connected by a connecting mechanism not shown to form the seating portions of the auxiliary seats. Auxiliary seat backs 251, shown by two-dot chain lines in Figs. 14 and 15 described later, are stored behind the backs 21s of the seats 2s on both sides. In the seat connection process 3s as step 3 (3ST), the auxiliary seat backs 251 are rotated in the direction of the arrow from the stored state on both sides with both back hinges 253 (not shown) as fulcrums, and are fixed by connecting means (not shown) as shown by solid lines in Figures 14 and 15. In these figures, they are shown as screwed together for ease of understanding. In this way, by connecting two seats (2S1, 2S2) using the auxiliary seat 25, it is possible to add one more seat in response to an increase in the number of passengers in the vehicle.

[0035] FIG. 14 is a side view of a seat 2s1 according to the fourth embodiment, showing an example of a seat configuration that allows the steps shown in FIG. Example 4 corresponding to claim 3 is the seat control device 3c described in claim 2, characterized in that a seat 2s1 equipped with the seat control device 3c arranged parallel to the left-right axis of the vehicle is provided, a removable auxiliary seat 25 is provided between the two seats (2S1, 2S2), and an auxiliary seat seating portion 252 which is the seating portion of the auxiliary seat 25 and an auxiliary seat backrest portion 251 which is the backrest portion can be stored in the two seats (2S1, 2S2). In the upper diagram (7) of Figure 13, the seat span W is expanded to Ws, which is the installation width of the auxiliary seats (2S1, 2S2), during the seat connection process 1s. As shown in this figure, this expansion of the seat span is achieved by providing a lower slide 255 between the seat control device 3c and the vehicle floor surface 12s to expand the seat span, and changing the seat span of the seat equipped with the seat control device 3c from W to Ws. The installation status of the lower slide 255 will be explained in Figure 15. In the seat connection process 2s shown in the lower diagram (8) of Figure 13, the auxiliary seat seating portions 252 stored upright as armrests of the seats on both sides (2S1, 2S2) are tilted horizontally, and the auxiliary seat seating portions 252 on both sides are connected and fixed to each other by a connecting mechanism (not shown), thereby forming the seating portions of the auxiliary seats. In this case, by providing a link mechanism (not shown) that links the seating hinge 254 and the lower slide 255, the tipping of the auxiliary seat seating portion 252 and the lower slide 255 can be linked. In the seat connection process 3ST shown in the lower diagram (8) of Figure 13, the auxiliary seat backrest (251) stored at the position shown by the two-dot chain line on the back of the seat backrest 21s of the seat 2s in this figure is rotated around the backrest hinge 253 as a fulcrum, and is combined at the combined position of the auxiliary seat backrest 251 shown in the cross-sectional view. As described above, the auxiliary seat seating portion 252 and the auxiliary seat back portion 251 of the auxiliary seat 25 can be stored in the two symmetrical seats 2s.

[0036] FIG. 15 is a diagram for explaining the outline of each step of the fourth embodiment corresponding to claim 3, in which the upper diagram is a plan view of the seats when the seats are connected, and the lower diagram is a front view of the seats when the seats are connected. The upper diagram is a plan view of the seats (2S1, 2S2) on both sides of FIG. 14 connected via the auxiliary seat 251 at 1ST, 2ST, and 3ST of the seat connection process of FIG. In the seat connection process 1ST shown in FIG. 13, the seat span W is expanded to Ws, which is the installation width of the auxiliary seat 25, by the four lower slides 255 shown in this figure. In the seat connection process 2ST shown in Figure 13, the auxiliary seat seating portions 252 that were standing as armrests for the seats 2s on both sides are folded down, and the left and right seat seating portions 252 are connected to each other by a connecting mechanism not shown, thereby forming the seating portions of the auxiliary seats. The auxiliary seat backrests 251 shown by the two-dot chain lines in FIGS. 14 and 15 are stored behind the backrests 21s of the seats 2s on both sides. In the seat connection process 3ST shown in Figure 13, the auxiliary seat backs 251 shown by the two-dot chain lines in the figure are rotated in the direction of the arrow from the stored state on both sides, using both back hinges 253 as fulcrums, and fixed in the position shown by the solid lines. In the figure, a screw connection is used for ease of understanding, but a toggle mechanism that can be reliably connected in a short time, or a fastener or the like may also be used as long as the strength is ensured. In this way, by connecting two seats 2s with the auxiliary seat 25, it is possible to add one more seat in response to an increase in the number of passengers in the vehicle.

[0037] FIG. 16 is an explanatory diagram showing that, by connecting the seats in the fourth embodiment, the degree of freedom of the seats shown in FIG. 12 is such that only pitching rotational behavior is possible after connecting the seats with the auxiliary seats. By connecting the seats in the fourth embodiment, one additional auxiliary seat is added as shown in the lower diagram of FIG. 11, but after the seats are connected, the seat is only capable of pitching rotational motion. As shown in Figure 16, by connecting the seats of Example 4 corresponding to Claim 3, forward inertial forces (F1, Fs, F2) or backward inertial forces (B1, Bs, B2) acting on the center of gravity (CG1, CGs, CG2) of each seat and its occupant enable rotational behavior about the Y-axis, which is the left-right axis connecting the centers of oscillation (CO1, CO2), resulting in a connected seat that is only capable of pitching rotational behavior. As shown in the upper diagram of Figure 11, when the seats are not connected, as shown in Figure 12, various rotational behaviors such as rolling, pitching, and yawing are possible due to various inertial forces (not shown) acting on the center of gravity (CG1, CG2) of each seat, centered on the fulcrum (CO1, CO2) of each seat. Therefore, by connecting the seats, the auxiliary seats 25 can be increased, but the rotational behavior is restricted only by the pitching rotational behavior. [Example]

[0038] FIG. 17 is a plan view of a swivel unit and a biasing means of a second vehicle seat control device according to a fifth embodiment corresponding to claim 4, and the lower drawing is a front cross-sectional view of the biasing means. The second vehicle seat control device 7 is characterized in that in a seat 2c of a vehicle such as an automobile, a seat bottom surface 23c, which is the bottom of the seat 2c, is provided with a rotation unit 71 whose central axis is a center line Cc, which is a vertical line passing near the center of gravity CGc of the swing unit, which is the center of gravity of the seat 2c and the occupant, and the rotation unit 71 is provided with a rotation biasing means 72 that regulates the yawing rotation angle ±θy of the seat 2c and biases it toward the center of the rotation angle ±θy. Example 5 corresponding to claim 4 in Figure 17 is a second seat control device 7 equipped with a swivel unit 71 and a swivel biasing means 72, as shown in the upper figure, and as shown in the lower figure, the seat 2c is equipped with a seat control device 3c consisting of a first seat support means 4c and a second seat support means 6 corresponding to claim 1, and the second seat control device 7 is characterized in that it is equipped with a swivel unit 71 between the seat bottom surface 23c and the first seat support means 4c, which passes near the center of gravity CGc of the swing unit, which is the center of gravity of the seat 2c and the occupant, and has a central axis Cc parallel to a vertical line, and biasing means 72 that regulates the swivel angle ±θy of the swivel unit 71 and biases it to the center of the swivel angle. As shown in the plan view of the upper figure, the biasing means 72 is a rotation biasing means 72 having springs 723 provided on both sides. As shown in the explanatory front cross-sectional view of the biasing means 72 in the figure below, a rocking member 722 provided on the seat bottom surface 23c is pressed symmetrically by springs 723 inserted into stoppers 725 supported by support members 721 provided on the first seat support means 4c and provided symmetrically via the rocking member 722. Originally, the rocking member 722 was symmetrical, but on the right side of the figure, a shock absorber 724 is provided in place of stopper 725 in order to provide a buffer function for turning movements in both directions, and by abutting the pushed-in end of shock absorber 724, the turning angle (±θy) of the rocking member 722 is restricted, and yawing correspondence is interfered with, thereby further improving ride comfort. If the shock absorber 724 is replaced with the inexpensive guide 725 shown on the left, it will simply be a stopper that restricts the turning angle without the buffering function, but it can be manufactured inexpensively.

[0039] FIG. 18 is a side cross-sectional view of the second seat control device 3 provided with the swivel section 71 and the swivel section biasing means 72 of the fifth embodiment, and the lower figure is a cross-sectional view of the swivel section. The vehicle seat control device according to claim 4, further comprising a second seat control device 7, which is provided between the seat 2c and the first seat support means 4c, with a rotating section 71 having a central axis Cc that passes through the seat 2c and the center of gravity CGc of the occupant and is parallel to a vertical line, and a rotating section biasing means 72 that regulates the rotation angle of the rotating section 71 and biases it toward the center of the rotation angle. As shown in the figure, the swivel portion 71 of the third seat support means 7 is installed on the center line CC between the seat bottom surface 23c and the frame 41c of the first seat support means 4c, and is rotatable. As explained in Figure 17, the swivel angle of the swinging member 722 is restricted to a swivel angle (±θy) by limiting the swivel angle with a guide 725 or the like provided on the support member 721. As shown in the lower figure, the swivel unit 71 is configured to rotate a rotary shaft 711 installed on the center line CC of the seat bottom surface 23c by means of a bearing 712 provided in a housing 713 fixed on the center line Cc of the frame 41c of the first seat support means 4c, and the swivel angle is ±θy, as determined by the swivel biasing means 72 shown in Figure 17. As shown in the lower diagram of Figure 17, the action of the third seat support means 7 is that the seat 2c can rotate about the center line Cc passing through the center of gravity CGc, so that it can accommodate yawing, which is the rotational behavior of the Zc axis of the center of gravity of the vehicle shown in the upper diagram (3) of Figure 10, and since the Z axis parallel to the vertical line passing through the center of gravity CG of the seat and its occupant shown in the lower diagram (4) of Figure 10 hits the center line CC, it can accommodate yawing, which is the rotational behavior caused by the inertial force of the seat and its occupant about the center of gravity, thereby further improving ride comfort. As an effect, since it can respond to rolling behavior by the first seat support means 4c corresponding to claim 1, pitching behavior by the second seat support means 6, and further yawing behavior by the second seat control device 7 corresponding to claim 4, it can respond to all rotational behaviors, and since both have a simple configuration that does not require electrical control devices, they can be produced at low cost, and since the inertial force acting on the seat and its occupant is used as the power source, it has high responsiveness, reliability, and energy savings, and it can provide a vehicle seat control device that can respond to all of the three rotational behaviors acting on the vehicle shown in Figure 10 and improve the ride comfort of the occupant. [Example]

[0040] Figure 19 is a side cross-sectional view of the second seat control device 7e in Example 6 corresponding to claim 4, in which the swivel unit of Example 5 can be raised and lowered in the axial direction, and the lower figure is a cross-sectional view of the swivel and lift unit 75. Figure 19 shows a second seat control device 7e, which is a second vehicle seat control device, as set forth in claim 4, characterized in that "in a seat 2e of a vehicle such as an automobile, a seat bottom surface 23e, which is the bottom of the seat 2e, is provided with a swivel unit and a lift unit, the center line Ce being a central axis which is a vertical line passing near the center of gravity CGe of the rocking unit, which is the center of gravity of the seat 2e and the occupant, and the swivel and lift unit 75, which is the swivel unit, is provided with a swivel biasing means 72e that regulates the swivel angle of the seat 2e and biases it toward the center of the swivel angle, and the swivel and lift unit 75, which is the lift unit, is provided with a lift biasing means 76 that raises and lowers the seat 2e and biases the seat 2e upward." 19 shows a seat control device 3e according to claim 1 provided under a seat 2e, and a rotation biasing means 72e, a rotation and lifting unit 75, and a lifting biasing means 76 of the second seat control device 7e provided between the lower part of the seat bottom surface 23e, which is the lower part of the seat 2e, and the upper part of the frame 41e of the first seat support means 4e of the seat control device 3e, thereby preventing interference or obstruction with the respective functions and arrangements. In this way, the seat control device 3e according to claim 1 and the second seat control device 7e according to claim 4 have a high affinity with each other. The rotation biasing means 72e that regulates the rotation angle has a configuration similar to the structure of the rotation section biasing means 72 shown in the lower diagram of Figure 17, and extends the rocking member 722e up and down to accommodate vertical displacement that occurs when the seat 2e is raised or lowered. As shown in the lower diagram of this figure, the swivel and lift unit 75 has a bearing 752 mounted inside a housing 753 as a sliding metal bearing to enable the swivel and lift shaft 751 of the swivel and lift unit 75, which is located on the center line Ce of the seat bottom surface 23e, to rotate and move up and down. Since an impact occurs at the lower end of the swivel and lift shaft 751 when it moves up and down, a buffer material 754 (disc spring) is mounted on the upper end surface of the housing 753. The lift biasing means 76 has a spring 764 mounted on the outer periphery of the housing 753 and presses against the seat bottom surface 23e of the seat 22e to bias the seat upward. When inertial force acts on the weight of the seat and passenger due to the vehicle moving up and down, the seat moves down from the upper biased state, and twisting occurs on the upper and lower surfaces due to the expansion and contraction of the spring 764 and the yawing behavior of the spring 764. Therefore, a slide metal 765 is mounted on either the upper or lower end surface. As in the explanation of Figure 18, the second seat control device 7e can handle yawing behavior, which is the rotation of the center of gravity of the vehicle around the Zc axis shown in the upper diagram (3) of Figure 10, and since the Z axis parallel to the vertical axis passing through CG, which is the center of gravity of the seat and its occupant, shown in the lower diagram (4) of Figure 1, corresponds to the center line Ce in this figure, it can handle inertial forces U and D, shown in the lower diagram of Figure 10, which are vertical forces acting on the center of gravity CGe of the seat 2e and the occupant. Therefore, all major inertial forces acting on CG, which is the center of gravity of the seat and its occupant, shown in the lower diagram (4) of Figure 1, can be alleviated, thereby significantly improving the ride comfort for the occupant. As an effect, the rolling behavior caused by the first seat support means 4e of the seat control device 3e corresponding to claim 1 and the pitching behavior caused by the second seat support means 6 are alleviated, and the swivel and lifting section 75, swivel biasing means 72e and lifting biasing means 76 of the second seat control device 7e corresponding to claim 4 can deal with yawing behavior and harshness, which is up and down vibration caused by unevenness in the road surface and the like that could not be eliminated by tires or suspensions. Therefore, since it is possible to deal with all rotational behavior and harshness, which is up and down vibration, it is possible to improve all behaviors related to ride comfort. If sufficient stroke of up and down vibration is secured, it can also cope with bouncing. The above effect can be obtained by combining it with the seat control device 3e corresponding to claim 1, but since claim 4 is an independent invention, by implementing only claim 4, it is also possible to mitigate yawing and / or up-and-down vibrations. The vehicle seat control device has a simple configuration that does not require electrical control devices, making it inexpensive to produce, and uses the inertial force acting on the seat and its occupant as its power source, making it highly responsive, reliable, and energy-efficient, and can also handle vertical vibrations in addition to the rolling, pitching, and yawing behaviors. [Example]

[0041] FIG. 20 is a side cross-sectional view of a second seat control device according to a seventh embodiment of the present invention, in which a lifting buffer means for lifting operation is provided in the swivel lifting section of the sixth embodiment. FIG. 20 is a side cross-sectional view of a second seat control device 7f according to a seventh embodiment of the present invention, in which the swiveling and lifting section 75 of the sixth embodiment is provided with a lifting buffer means 77 for buffering the lifting motion. This figure shows a second seat control device 7f, which is a second vehicle seat control device, characterized in that in a seat 2f of a vehicle such as an automobile, a seat bottom surface 23f, which is the bottom of the seat 2f, is provided with a swivel and lift part 75f, which is a swivel part and lift part, with a central axis being a center line Cf, which is a vertical line passing near the center of gravity CGf of the seat 2f and the occupant, and the swivel and lift part 75f, which is the swivel part, is provided with a swivel biasing means 72f that regulates the swivel angle of the seat 2f and biases it toward the center of the swivel angle, the swivel and lift part 75f, which is the lift part, is provided with a lift biasing means 76f that raises and lowers the seat 2f and biases the seat 2f upward, and the swivel and lift part 75f, which is the lift part, has a lift buffering means 77, which is a buffering means for the lifting and lowering action, built into the swivel and lift part 75f. The swivel-lifting unit 75f is made up of a swivel-lifting shaft 751f, a bearing 752f which is a metal bearing that can swivel and rise and fall, and a housing 753f, and furthermore, a buffer material 754f (disc spring) is placed on the upper end surface of the housing 753f to prevent a large impact from occurring at the lower end of the swivel-lifting shaft 751f. A cylindrical space is provided inside the swivel-lifting shaft 751f, and a free piston 772 is placed at the top, with a gas chamber 771 above and an oil chamber 773 below, and a piston equipped with a piston valve 774 is fixed in the oil chamber by a rod 775. In this figure, the rod 775 of the lifting section buffer means 77 is positioned on the center line Cf of the frame 41f of the first seat support hand 4f of the seat control device 3f, so in order to avoid interference with the oscillating member 45f of the seat support means connecting portion 5f, the oscillating member 45f is shifted to the left and positioned. When the seat 2f rises or falls, the oil in the oil chamber 773 of the lifting / lowering section buffering means 77 is narrowed by the piston valve 774 provided on the piston. This flow resistance converts the kinetic energy of the seat 2f during its rise and fall into thermal energy, acting as a shock absorber for the seat 2f. This suppresses unpleasant and redundant lifting motion, such as damped vibration. During this operation, the apparent volume of the oil chamber 773 increases or decreases as the piston rod 775 moves in and out of the oil chamber 773 due to the rise and fall of the swivel / lift shaft 751f of the swivel / lifting section 75f. Therefore, the increase or decrease in the oil chamber volume due to the rod 775 in the oil chamber 773 is accommodated by a volume change accompanied by pressure fluctuations in the gas chamber 771 above the free piston 772 provided in the oil chamber 773. As a method of installing a shock absorber different from that in the seventh embodiment, it is also possible to provide a commercially available shock absorber inside the revolving / lifting shaft 751f of the revolving / lifting part 75f instead of the lifting part buffering means 77. As an action of the second seat control device 7f, similar to FIG. 19, the seat control device 3f (not shown) can respond to rolling and pitching behavior, and the second seat control device 7f shown in this figure uses the spring 764f of the lifting and lowering biasing means 76f to dampen the up and down vibrations of the seat 2f caused by yawing behavior and unevenness of the road surface, which could not be eliminated by the tires or suspension.Furthermore, in the seventh embodiment, the lifting section buffering means 77 provided in the swiveling lifting section 75f of the second seat control device 7f damps the up and down vibrations of the seat 2f buffered by the spring 764f so that they do not become uncomfortable damped vibrations, thereby improving the ride comfort caused by up and down vibrations compared to the sixth embodiment. As an effect of Example 7, the rolling behavior due to the first seat support means 4e of the seat control device 3e corresponding to claim 1 and the pitching behavior due to the second seat support means 6 are improved, and the swivel lifting section 75f, swivel biasing means 72f and lifting biasing means 76f of the second seat control device 7f corresponding to claim 4 alleviate the yawing behavior and the up and down vibrations caused by unevenness in the road surface and the like that could not be eliminated by the tires or suspension with the spring 764f of the lifting and downward biasing means 76f, and furthermore, by braking so that they do not become damped vibrations, the ride comfort due to up and down vibrations can be further improved compared to Example 6. If the stroke of the vertical vibration is small, it can cope with harshness, and if the stroke of the vertical vibration is sufficient, it can also cope with bouncing. Since these controls are performed with a simple configuration that does not require electrical control devices, the seat control device can be produced at low cost, and since it uses the inertial force acting on the seat and its occupant as a power source, it has high responsiveness, reliability, and energy savings, and can provide a vehicle seat control device that can also deal with the three-rotation behavior acting on the vehicle shown in the lower diagram (4) of Figure 10, and the damped vibration of the up and down vibration that could not be eliminated by the tires, suspension, and spring 764f of the lifting and lowering biasing means 76f.

[0042] FIG. 21 is a correlation diagram between the claims of the seat control device of the present invention and related behaviors. FIG. 21 is a correlation diagram between claims 1, 2, and 4 of the present invention, the rotational behavior of rolling, pitching, and yawing, and the rising and falling behavior of harshness and bouncing. As shown in the lower diagram (4) of Figure 10, the present invention addresses rolling, pitching, yawing, harshness, and bouncing, which are behaviors of a seat and its occupant caused by inertial forces acting on the center of gravity of the seat and its occupant. Claim 1 addresses rolling and pitching, and claim 2 can cushion the rolling and pitching swaying motions of claim 1 with light pressure from the brake shoe. The combination of rolling and pitching of claim 1 and yawing of claim 4 addresses the three rotational behaviors of rolling, pitching, and yawing acting on the center of gravity of the seat and its occupant. Claim 4 can deal with harshness, which is a relatively small vertical movement that tends to occur when passing over road joints or small steps, apart from yawing, and by providing a shock absorber as in Example 7, the ride comfort can be further improved. In Examples 5 to 7 corresponding to claim 4, the seat control device of the present invention has been described as an example that can also handle rolling and pitching behaviors by combining it with the highly compatible seat control devices 3c to 3f corresponding to claim 1. However, since claim 4 is an independent invention, it is also possible to make a seat control device that can handle yawing and / or mitigate up-and-down vibrations by implementing only the seat control device corresponding to claim 4 in Examples 5 to 7. When claim 4 is not combined with claim 1, a large vertical stroke can be secured, so that it can also deal with bouncing, a phenomenon in which the entire vehicle body shakes up and down due to unevenness in the road, and the front and rear of the vehicle vibrate in the same phase. By providing a shock absorber as in Example 7, the ride comfort can be further improved.

[0043] Explaining the combined effect of the seat control device of the present invention. By combining all the inertial forces shown in the lower diagram (4) of FIG. 10 that govern the ride comfort, with claims 1, 2 and 4 of the present application, it is possible to improve the ride comfort in accordance with the characteristics of the vehicle. Therefore, rather than choosing a compromise between the conventional method of making the suspension stiffer by increasing the spring constant relative to the vehicle weight and / or increasing the damping force of the dampers to prioritize handling stability and driving performance, or conversely, making the suspension softer to prioritize ride comfort, it is possible to select a suspension that prioritizes the handling stability and driving performance of the vehicle, and improve ride comfort by adjusting the inertial force required to improve the ride comfort of the vehicle in accordance with claims 1, 2 and / or claim 4 of the present invention, thereby making it possible to set the suspension optimally for the vehicle. The present invention has a simple configuration that does not require electrical control devices, making it inexpensive to produce, and since it is a seat control device that uses the inertial force acting on the seat and its occupant as its power source, it is highly responsive, reliable, and energy-efficient, and can provide a vehicle seat control device that can handle not only the rolling behavior, pitching behavior, and yawing behavior, but also harshness and bouncing, which are up-and-down vibrations. [Industrial Applicability]

[0044] The vehicle control device of the present invention is a seat control device that responds to pitching and rolling by using an arc slide with the fulcrum located near the top of the center of gravity of the seat and the seated passenger, and a seat control device that responds to rising and falling due to yawing and / or vibration, and depending on the response method, can mitigate and control all inertial forces related to the ride comfort of the automobile. These seat controls are performed by a seat control device with a simple configuration that does not require electrical control devices, so it can be manufactured at low cost, and since it uses the inertial force acting on the seat and its occupant as a power source, it is possible to provide a vehicle seat control device that is highly responsive, reliable, and energy-efficient. [Explanation of symbols]

[0045] 1 vehicle 11 Vehicle roof 12 Vehicle floor (floor) 2 seats 21 Backrest 22 Seating area 23 Bottom of seat 24 Footrest 25 Booster Seat 251 Auxiliary seat back 252 Auxiliary seat seating area 253 Backrest hinge 254 Seat hinge 255 Lower Slide 3 Seat control device 31 Upper support part 32 Lower support part 4. First seat support means 4a First seat support means (Accuride system) 41 frames 4a1 outer frame (Accuride system) 4a2 inner frame (Accuride system) 4a5 ball bearing (Accuride type) 4a6 Ball Cage (Accuride type) 42 Stopper 43 Laura 431 Roller bearings 432 Roller shaft 44 Support member 45 Swinging member 45B Swinging member with brake 451 Brake shoe 452 Brake wire 453 return spring 454 Fulcrum Pin 455 Stopper 456 Drum 46 Spring 47 Guide 5 Seat support means connection part 6 Second seat support means 61 frames 6a1 outer frame (Accuride system) 6a2 Inner frame (Accuride type) 6a5 ball bearing (Accuride type) 6a6 Ball Cage (Accuride type) 62 Stopper 63 Laura 631 Roller bearings 632 Roller shaft 64 Support member 65 Swinging member 65B Swinging member with brake 651 Brake shoe 652 Brake wire 653 Return spring 654 Fulcrum pin 655 Stopper 656 Drum 66 Spring 67 Guide 7 Second seat control device 71 Swivel section 711 Rotating Axis 712 Bearings 713 Housing 72 Swivel biasing means 721 Supporting member 722 Swinging member 723 Spring 724 Shock Absorber 725 Guide 75 Swivel lifting section 751 Swivel lifting axis 752 bearings 753 Housing 754 Buffer material (disc spring) 76 Lifting and lowering biasing means 764 Spring 765 Thrust Metal 77 Lifting and lowering buffer means 771 Gas Chamber 772 Free Piston 773 Oil Room 774 Piston Valve 775 Rod C center line CG Center of gravity of swinging part CO Swing fulcrum F resultant force Fc centrifugal force Fg gravity Fh Head inertia force θ Swing angle θr rolling θp pitching θy Yawing θs Superelevation w Seat pitch

Claims

1. This vehicle seat control device is characterized in that it comprises a seat for a vehicle such as an automobile, a first seat support means having a first arc-shaped slide that has a fulcrum near the top of the center of gravity of the seat and the seated occupant and a central axis parallel to the longitudinal axis of the vehicle, and a first biasing means that biases the first arc-shaped slide toward the center of the first arc-shaped slide, and a second seat support means having a fulcrum at or near the fulcrum and a central axis parallel to the lateral axis of the vehicle, and a second biasing means that biases the second arc-shaped slide toward the center of the second arc-shaped slide, and the second seat support means is connected to the upper or lower part of the first seat support means by a seat support means connection part, and the biasing means of each seat support means is provided with an arc-shaped guide with a circular or hollow circular cross section at the axial position of a compression spring that acts in one direction of rocking and a compression spring that acts in the opposite direction, and the vehicle seat control device further comprises a rocking brake that suppresses or stops rocking by pressing or gripping the guide at any position of rocking.

2. The vehicle seat control device according to claim 1, further comprising: two seats equipped with the vehicle seat control device arranged parallel to the left-right axis of the vehicle; a removable auxiliary seat provided between the two seats; the seating portion and backrest of the auxiliary seat being storable in the two seats; and a lower slide that allows the two seats to move parallel to the left-right axis of the vehicle between the vehicle seat control device of each of the two seats and the vehicle floor, to a seat position that avoids interference between the vehicle and the seats due to the rolling and pitching behavior of the two seats, and a seat position where rolling behavior is not necessary when the auxiliary seat is installed.

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