Vehicle seats

Abstract

To provide a vehicular seat whose height is suppressed from changing during travelling of a vehicle, when a lock mechanism is displaced to a lock-releasing position during the travelling of the vehicle.SOLUTION: A suspension is configured to enable a height of a vehicular seat 10 to change by supplying and exhausting air to and from an air chamber of an air spring arranged at a lower side of a vehicle of a vehicular seat 10, in accordance with operation of a height switch for instructing change of a height of the vehicular seat 10. A lock mechanism can be displaced to a lock position where change of the height of the vehicular seat 10 is locked or to a lock-releasing position where the lock is released, and a suspension lock ACT displaces the lock mechanism. When it is detected that an occupant is seated on the vehicular seat 10 after a first predetermined time elapses since it is detected that the occupant gets out of the vehicular seat 10, a control part makes the suspension lock ACT displace the lock mechanism to the lock-releasing position.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a vehicle seat.

Background Art

[0002] Patent Document 1 describes an air suspension mechanism capable of changing the height of a seat by supplying and discharging air to / from an air chamber disposed below the vehicle of the seat in response to an operation of a predetermined switch, and a lock mechanism displaceable to a lock position for locking a change in the height of the seat or a unlock position for releasing the lock.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the vehicle seat described in Patent Document 1, when an operation is performed by a passenger to displace the lock mechanism to the unlock position during the running of the vehicle, the height of the seat may change during the running of the vehicle.

[0005] For example, after a first passenger displaces the lock mechanism to the lock position in a seated state, if the driver is changed from the first passenger to a second passenger with a weight difference and the second passenger is seated, due to the weight difference between the first passenger and the second passenger, the balance between the load applied to the air suspension mechanism downward from the vehicle through the seat and the internal pressure of the air chamber of the air suspension mechanism is disrupted (hereinafter, this is referred to as "weight gap"). Then, when the lock mechanism is displaced to the unlock position by the second passenger during the running of the vehicle in a state where a weight gap has occurred, the height of the seat changes during the running of the vehicle, which may have an adverse effect on the driving of the vehicle by the second passenger.

[0006] This disclosure is made in consideration of the above facts, and aims to provide a vehicle seat that can suppress changes in the seat height while the vehicle is in motion when the locking mechanism is displaced to the unlocked position while the vehicle is running. [Means for solving the problem]

[0007] A vehicle seat according to the first embodiment includes an air suspension mechanism capable of changing the height of the seat by supplying and exhausting air to and from an air chamber located below the seat in response to the operation of a first switch for instructing a change in the seat height, a locking mechanism capable of being displaced to a locked position that locks the change in the seat height or an unlocked position that releases the lock, and an actuator that displaces the locking mechanism. By seat sensor or camera After a first predetermined time has elapsed since the detection of leaving the seat, By the aforementioned seating sensor or camera The system includes a control unit that, when seating on the seat is detected, displaces the locking mechanism to the unlocked position using the actuator.

[0008] In the first embodiment, By seat sensor or camera After a specified period of time has elapsed since the detection of leaving the seat, By seat sensor or camera When seating is detected, the actuator displaces the locking mechanism to the unlocked position. As a result, if the occupant seated in the seat changes, a predetermined time or more elapses between leaving the seat and re-sitting in the seat, eliminating the weight gap before the vehicle starts moving. Therefore, according to the first embodiment, if the locking mechanism is displaced to the unlocked position while the vehicle is moving, it is possible to suppress changes in the seat height while the vehicle is moving.

[0009] In the second embodiment, in the first embodiment, the control unit displaces the locking mechanism to the locked position using the actuator after a second predetermined time has elapsed since displacing the locking mechanism to the unlocked position using the actuator.

[0010] If the occupant seated in the seat changes and the seatbelt is fastened, the first switch may then be operated to adjust the seat height. In the second embodiment, the locking mechanism is displaced to the unlocked position, and then, after the first switch remains unoperated for a second predetermined time or longer, the locking mechanism is displaced to the locked position. This allows the locking mechanism to be displaced to the locked position at an appropriate time when the seat height adjustment is complete.

[0011] A third embodiment further includes a lock sensor incorporated in the actuator in the first or second embodiment, which indirectly detects whether the locking mechanism is in a locked or unlocked position by detecting the position of the output shaft of the actuator, and the control unit recognizes the position of the locking mechanism based on the signal from the lock sensor.

[0012] In the third embodiment, the lock sensor indirectly detects the position of the lock mechanism by detecting the position of the output shaft of the actuator, thus enabling miniaturization of the lock sensor and, consequently, the lock mechanism. [Effects of the Invention]

[0013] This disclosure has the effect of preventing the seat height from changing while the vehicle is in motion if the locking mechanism is displaced to the unlocked position while the vehicle is running. [Brief explanation of the drawing]

[0014] [Figure 1] This is a perspective view showing the exterior of a vehicle seat. [Figure 2] This is a perspective view of the suspension. [Figure 3] This is a perspective view showing a linkage mechanism equipped with a locking mechanism. [Figure 4] This is an exploded perspective view showing a disassembled linkage mechanism equipped with a locking mechanism. [Figure 5] This is a side view showing the link mechanism to which the locking mechanism body is attached. [Figure 6]It is a perspective view showing the main body of the locking mechanism. [Figure 7] It is an exploded perspective view showing the main body of the locking mechanism disassembled. [Figure 8] It is an exploded perspective view showing the cam plate and the cam disassembled. [Figure 9] It is a plan view showing the unlocked state of the locking mechanism. [Figure 10] It is a plan view showing the locked state of the locking mechanism. [Figure 11] It is a block diagram showing the seat ECU and its peripheral configuration. [Figure 12] It is a functional block diagram of the seat ECU. [Figure 13] It is an image diagram showing the operation when air is supplied to and exhausted from the air spring in the unlocked state of the locking mechanism. [Figure 14] It is an image diagram showing the operation when the locking mechanism switches to the unlocked state after air is supplied to and exhausted from the air spring in the locked state of the locking mechanism. [Figure 15] It is an image diagram showing an example of the case where the height of the seat cushion changes rapidly when the locking mechanism switches to the unlocked state. [Figure 16] It is a flowchart showing the processing when the lock switch is turned on. [Figure 17] It is a flowchart showing the processing during height adjustment operation. [Figure 18] It is a flowchart showing the processing when the belt is removed. [Figure 19] It is a flowchart showing the processing when the belt is attached. <于天 <于天 [Figure 20] It is a flowchart showing the passenger change monitoring process. <于天 <于天

Embodiments for Carrying Out the Invention

[0015] <于天 It should be noted that there are some tags like <于天 etc. in the original text which seem to have incorrect encoding or strange format. You may need to double-check the accuracy of such content in the source. If they are just mislabeled and should be normal tags like , please correct them in the original text for a more accurate translation.Hereinafter, an example of an embodiment of this disclosure will be described in detail with reference to the drawings. In the following embodiments, numerical values ​​will be used that do not impede the disclosure, but this disclosure is not limited to the numerical values ​​described in the following embodiments. In the figures described below, arrow FR indicates the front side of the seat, arrow UP indicates the upper side of the seat, and arrow W indicates the seat width direction. The seat width direction also coincides with the left and right directions of the seat. Hereafter, when simply using the front / back, up / down, and left / right directions, unless otherwise specified, they refer to the front / back direction of the seat, the up / down direction of the seat, and the left / right direction of the seat.

[0016] The vehicle seat 10 shown in Figure 1 is installed in a vehicle (not shown) and is used by occupants when they are in the vehicle. The seat body 12 of the vehicle seat 10 includes a seat cushion 12A that supports the thighs and buttocks of the occupant, a seat back 12B that supports the occupant's back, and a headrest 12C that supports the occupant's head. The seat cushion 12A has a cushion pad attached to the upper side of the seat frame (not shown), which is a skeletal member. The seat back 12B has a back pad attached to the front side of the back frame (not shown), which is a skeletal member, and the headrest 12C is attached to the top of the seat back 12B.

[0017] In the vehicle seat 10, the lower end of the back frame is rotatably connected to the rear end of the seat frame, and the seat back 12B is tiltable relative to the seat cushion 12A (reclining mechanism). The vehicle seat 10 is also provided with a sliding mechanism that allows it to move in the front-rear direction relative to the vehicle body, and a lifting mechanism that allows the seat back 12B and headrest 12C to move up and down together with the seat cushion 12A.

[0018] The vehicle seat 10 is a so-called suspension seat, and a suspension 14 is provided on the lower side of the seat body 12. As shown in Figure 2, the suspension 14 comprises a lower frame 16, an upper frame 18 positioned above the lower frame 16, and a suspension link mechanism 20 that connects the lower frame 16 and the upper frame 18 in the vertical direction. The suspension 14 also includes an air spring 22 (see Figure 4) and a damper 24, which support the seat body 12 from below and, when actuated, raise the seat body 12 upward or lower it downward, thereby cushioning impacts to the seat body 12. The suspension 14, including the air spring 22, is an example of a suspension mechanism in this disclosure.

[0019] As shown in Figure 2, the lower frame 16 is fixed to the floor of the vehicle compartment (both not shown) via seat rails at its lower portion. The lower frame 16 comprises a pair of left and right rail members 16A that extend along the front-rear direction at both ends in the left-right direction, and a pair of front and rear lateral members 16B that extend along the left-right direction at their front and rear ends and connect the front and rear ends of the rail members 16A. For this reason, the lower frame 16 is formed in a substantially frame shape in plan view.

[0020] An upper frame 18 is positioned above the lower frame 16. The upper frame 18 includes a pair of left and right rail members 18A that extend along the front-rear direction at both ends in the left-right direction, and a pair of front and rear lateral members 18B that extend along the left-right direction at their front and rear ends and connect the front and rear ends of the rail members 18A. Therefore, the upper frame 18 is formed in a substantially frame shape in plan view. The upper frame 18 is positioned below the seat body 12 (see Figure 1). As a result, the seat body 12 is supported from below by the suspension 14.

[0021] (Suspension linkage mechanism configuration) As shown in Figures 2, 3, and 4, the suspension link mechanism 20 includes a pair of left and right X-links 28, which are links positioned at both ends in the left-right direction of the lower frame 16 and the upper frame 18, respectively. The pair of left and right X-links 28 consists of an inner link arm 30 as a first link member positioned inward in the left-right direction, and an outer link arm 32 as a second link member positioned outward in the left-right direction relative to the inner link arm 30. The inner link arm 30 is inclined upward as it moves forward. The outer link arm 32 is inclined downward as it moves forward. The longitudinal center of the inner link arm 30 and the longitudinal center of the outer link arm 32 are connected via a link shaft 34, which is a rotation axis with the left-right direction as the rotation axis. This allows the inner link arm 30 and the outer link arm 32 to rotate relative to each other with the link shaft 34 as the center of rotation.

[0022] The suspension link mechanism 20 includes a front upper connecting shaft 36 that connects the front ends of the left and right inner link arms 30 in the left-right direction. The suspension link mechanism 20 also includes a front lower connecting shaft 38 that connects the front ends of the left and right outer link arms 32 in the left-right direction. Furthermore, the suspension link mechanism 20 includes a rear lower connecting shaft 40 that connects the rear ends of the left and right inner link arms 30 in the left-right direction. The suspension link mechanism 20 also includes a plate-shaped connecting plate 41 that connects the upper edges of the rear portions of the left and right inner link arms 30 in the left-right direction. Furthermore, the suspension link mechanism 20 includes a rear upper connecting shaft 42 that connects the rear ends of the left and right outer link arms 32 in the left-right direction. The front upper connecting shaft 36 and the rear upper connecting shaft 42 are supported by the respective rail members 18A of the upper frame 18. The front lower connecting shaft 38 and the rear lower connecting shaft 40 are supported by the respective rail members 16A of the lower frame 16.

[0023] The upper frame 18 moves up and down vertically as the left and right X-links 28 extend and contract synchronously. Specifically, when the upper frame 18 is displaced (raised) upward, the inclination direction of the inner link arm 30 and the outer link arm 32 is displaced (raised) so that it approaches the vertical direction. As a result, the X-links 28 extend upward, causing the upper frame 18 to be displaced (raised) upward.

[0024] When the upper frame 18 is displaced (descended) downward, the inclination direction of the inner link arm 30 and the outer link arm 32 are displaced (folded) so that they approach the front-rear direction. As a result, the X-link 28 is reduced downward, and the upper frame 18 is displaced (descended) downward.

[0025] (Air springs, dampers) As shown in Figure 4, the air spring 22 is installed between the upper frame 18 and the lower frame 16 and between the left and right X links 28. The air spring 22 is configured to receive compressed air from, for example, an air compressor (air supply source) that constitutes the vehicle's air brake system into its internal air chamber. The air spring 22 biases the upper frame 18 upward and generates a reaction force against loads acting from the seat body 12 side (upper side). Furthermore, vibrations of the air spring 22 are absorbed by a hydraulic cylinder type damper 24. The suspension link mechanism 20 expands and contracts vertically in accordance with the expansion and contraction of the air spring 22. This allows the upper frame 18 and the seat body 12 to be displaced along the vertical direction. With this configuration, the load (self-weight) of the occupant seated on the seat body 12 installed on the upper frame 18 is transmitted (loaded) to the air spring 22. If the X-link 28 is not restrained by the locking mechanism 50 described later, the load applied to the air spring 22 is cushioned along with the vibration absorption action of the damper 24. When air is supplied to the internal air chamber of the air spring 22, it expands upward, causing the upper frame 18 to rise and the height position of the seat body 12 to be adjusted upward. Also, when air is exhausted from the air chamber of the air spring 22, it contracts downward, causing the upper frame 18 to descend and the height position of the seat body 12 to be adjusted downward.

[0026] (Locking mechanism) As shown in Figures 3, 4, and 5, the vehicle seat 10 of this embodiment is equipped with a locking mechanism 50 that locks the vertical displacement of the seat body 12 by the suspension 14. The locking mechanism 50 comprises a locking mechanism body 53 supported by one of the pair of X-links 28, positioned along one of the X-links 28, and a suspension lock ACT (actuator) 64 which acts as a motor to operate the locking mechanism body 53. In this embodiment, the locking mechanism body 53 is supported by the right-side X-link 28.

[0027] As shown in Figures 5, 6, and 7, the locking mechanism body 53 is positioned forward of the rotation axis of the X-link 28. The locking mechanism body 53 includes a gear 65 as a first displacement member supported by the outer link arm 32. The locking mechanism body 53 also includes a pole 67 as a second displacement member supported by the inner link arm 30, a rotor 69 as a third displacement member, a cam plate 71 as a fourth displacement member, and a cam 73 as a fifth displacement member. Furthermore, the locking mechanism body 53 includes a return bracket 75 and a cover 77 that support the pole 67, rotor 69, cam plate 71, and cam 73. The locking mechanism body 53 also includes a return spring 79 as a biasing member that biases the cam plate 71 to rotate in one direction.

[0028] As shown in Figure 5, the gear 65 has a roughly C-shaped curve when viewed from the left side. The gear 65 includes a gear body 65A whose rear and front surfaces are formed in a cylindrical shape centered on the rotation axis of the X-link 28. The lower end of the gear body 65A is fixed to the outer link arm 32 via a fastening member 81. The upper end of the gear body 65A is also fixed to the outer link arm 32 via a fastening member 81 that passes through the inner link arm 30. The fastening member 81 passes through the inner link arm 30 by being inserted into an elongated hole 30A formed in the inner link arm 30. The dimensions of the elongated hole 30A are set so as not to hinder the extension and contraction of the X-link 28. That is, within the extension and contraction range of the X-link 28, the fastening member 81 inserted into the elongated hole 30A does not come into contact with the edge of the elongated hole 30A. Multiple engaging teeth 65B protrude from the front surface of the gear body 65A. The multiple engaging teeth 65B are arranged at equal intervals along the front surface of the gear body 65A. The rear surface of the gear body 65A is slidably supported by a guide member 91 fixed to the inner link arm 30.

[0029] As shown in Figures 6 and 7, the Paul 67 is positioned in front of the gear 65 shown in Figure 5. The Paul 67 is formed in the shape of a rectangular plate with the left-right direction as the thickness direction and the up-down direction as the longitudinal direction when viewed from the left or right side. A collar insertion hole 67A into which a collar 83 is inserted is formed at the upper end of the Paul 67. The upper end of the Paul 67 is rotatably supported by the return bracket 75 and cover 77, which will be described later, via the collar 83. A spacer 93 is interposed between the Paul 67 and the cover 77. In Figure 6, the return bracket 75 is not shown. From the cover 77 side surface of the lower end of the Paul 67, a cylindrical engaging projection 67B protrudes toward the cover 77. Furthermore, a plurality of engaging teeth 67C protrude from the rear side surface of the lower end of the Paul 67. The plurality of engaging teeth 67C are arranged at equal intervals along the rear side surface of the lower end of the Paul 67. Furthermore, the front surface of the lower end of Paul 67 is the cam contact surface 67D, which will be contacted by the cam 73 described later.

[0030] As shown in Figure 7, the rotor 69 is formed in an elliptical plate shape with its thickness in the left-right direction and viewed from the left or right side. A shaft insertion hole is formed at one end of the rotor 69, with its edge formed in a D shape when viewed from the left or right side. The shaft 85 is formed in a rod shape with its axial direction in the left-right direction. The end of the shaft 85 on the return bracket 75 side is a rotor engagement portion that is inserted into the shaft insertion hole of the rotor 69. The shape of this rotor engagement portion corresponds to the shape of the inside of the shaft insertion hole, so that the rotor 69 and the shaft 85 are coupled so that they cannot rotate relative to each other. The end of the shaft 85 opposite to the side to which the rotor 69 is engaged is an ACT engagement portion 85B into which the suspension lock ACT 64 engages. The rotor 69 is rotatably supported by the return bracket 75 and cover 77 by inserting the shaft 85 through the return bracket 75 and cover 77. A push nut 87 engages with the right end of the shaft 85 to prevent the shaft 85 from coming out of the return bracket 75.

[0031] As shown in Figures 7 and 8, the cam plate 71 is provided between the rotor 69 and the pawl 67. The cam plate 71 comprises a first base portion 71A, which is formed in the shape of a rectangular plate with the left-right direction as the thickness direction and the front-rear direction as the longitudinal direction when viewed from the left or right side, and a second base portion 71B that protrudes upward from the front end of the first base portion 71A. A collar insertion hole 71C into which a collar 83 is inserted is formed at the boundary between the first base portion 71A and the second base portion 71B. The cam plate 71 is rotatably supported by the return bracket 75 and the cover 77 via the collar 83 inserted through the collar insertion hole 71C. An elongated operating hole 71D with the vertical direction as the longitudinal direction is formed at the rear end of the first base portion 71A. The engaging projection 67B of the pawl 67 is positioned inside this operating hole 71D. As a result, the pawl 67 is displaced either towards the gear 65 or away from the gear 65 as the cam plate 71 rotates. A cam engagement hole 71E is formed in the center of the first base plate portion 71A in the front-rear direction, into which the cam 73, described later, engages. The rear surface of the second base plate portion 71B is a rotor engagement surface 71F into which the rotor 69 engages. The cam plate 71 also has a spring locking portion 71G that protrudes from the front end of the upper end of the second base plate portion 71B toward the cover 77.

[0032] The cam 73 is positioned on the return bracket 75 side relative to the cam plate 71. The cam 73 is formed in a rectangular plate shape with the left-right direction as the thickness direction and the front-rear direction as the longitudinal direction when viewed from the left or right side. A collar insertion hole 73A is formed at the front end of the cam 73 into which a collar 83 is inserted. The cam 73 is rotatably supported by the return bracket 75 and cover 77 together with the cam plate 71 via the collar 83 inserted through the collar insertion hole 73A. Furthermore, a cylindrical engaging projection 73B protrudes toward the cam plate 71 from the surface of the rear end of the cam 73 that faces the cam plate 71. This engaging projection 73B is positioned within the cam engagement hole 71E of the cam plate 71, thereby coupling the cam 73 and the cam plate 71 so that they cannot rotate relative to each other.

[0033] The return bracket 75 comprises a return bracket body portion 75A formed in the shape of a rectangular plate with the left-right direction as the thickness direction and the up-down direction as the longitudinal direction when viewed from the left or right side, and a cover engagement portion 75B that bends and extends from the upper end of the return bracket body portion 75A toward the cover 77 side. The return bracket body portion 75A has two collar insertion holes 75C into which the collar 83 is inserted, a shaft insertion hole 75D into which the shaft 85 is inserted, and a rivet insertion hole 75E into which the rivet 89 is inserted.

[0034] The cover 77, as a cover member, is formed in the shape of a rectangular plate with the left-right direction as the thickness direction and the up-down direction as the longitudinal direction when viewed from the left or right side, and includes a cover body portion 77A that covers most of the pole 67, rotor 69, cam plate 71, etc. from the left side, and a spring locking portion 77B that bends and extends from the upper end of the cover body portion 77A toward the opposite side from the return bracket 75. The cover 77 also includes a support piece portion 77C that protrudes toward the rear from the rear end of the cover body portion 77A. The cover body portion 77A has two collar insertion holes 77D into which the collar 83 is inserted, a shaft insertion hole 77E into which the shaft 85 is inserted, and a rivet insertion hole 77F into which the rivet 89 is inserted.

[0035] The return spring 79 is a tension coil spring. One end of the return spring 79 is locked to the spring locking portion 71G of the cam plate 71. The other end of the return spring 79 is locked to the spring locking portion 77B of the cover 77. As a result, the tension coil spring is stretched between the cover 77 and the cam plate 71. The biasing force of this return spring 79 rotates the cam plate 71 toward the second position, which will be described later.

[0036] The suspension lock ACT64 is configured to be activated when energized, causing an output section (not shown) to rotate. The ACT engagement section 85B of the shaft 85 engages with the output section of the suspension lock ACT64. As a result, the shaft 85 functions as the output shaft of the suspension lock ACT64. When the suspension lock ACT64 is activated, the shaft 85 rotates together with the rotor 69 to one side or the other.

[0037] (Activation of locking mechanism 50) Next, the operation of the locking mechanism 50 will be described. Figure 9 shows the state in which the end of the rotor 69 opposite to the shaft 85 is in contact with the rotor engagement surface 71F of the cam plate 71. In this state, the cam plate 71 is positioned at the first position A1, and the pawl 67 is positioned at the unlocked position B1. When the pawl 67 is in the unlocked position B1, the engagement teeth 67C of the pawl 67 are separated from the engagement teeth 65B of the gear 65. Hereafter, the state in which each component of the locking mechanism 50 is positioned as shown in Figure 9 will be referred to as the unlocked state.

[0038] When the suspension lock ACT64 is activated, the rotor 69 rotates to one side (in the direction of arrow C1) together with the shaft 85, as shown in Figure 9, and the contact position between the rotor 69 and the rotor engagement surface 71F of the cam plate 71 changes. Here, when the rotor 69 rotates to one side (in the direction of arrow C1) together with the shaft 85, as the rotation angle of the rotor 69 to one side increases, the distance from the center of rotation of the rotor 69 to the contact position between the rotor 69 and the rotor engagement surface 71F of the cam plate 71 gradually decreases. As a result, the cam plate 71 rotates to one side (in the direction of arrow D1) due to the biasing force of the return spring 79. When the cam plate 71 rotates to one side, the engagement projection 67B of the pole 67 is pressed against the edge of the operating hole 71D of the cam plate 71 and moves to one side along the operating hole 71D.

[0039] As a result, the pole 67 is rotated toward the gear 65 side (arrow E1 side), and as shown in Figure 10, the engaging teeth 65B of the pole 67 engage with the engaging teeth 65B of the gear 65 (mesh). The position of the pole 67 when the engaging teeth 65B of the pole 67 are fully engaged with the engaging teeth 65B of the gear 65 is called the locked position B2, and the position of the cam plate 71 is called the second position A2. Furthermore, below, the state in which each component of the locking mechanism 50 is positioned as shown in Figure 10 is referred to as the locked state.

[0040] Furthermore, when the cam plate 71 is rotated to one side (in the direction of arrow D1) by the biasing force of the return spring 79, the cam 73 is also rotated to one side together with the cam plate 71. In this process, the cam 73 comes into contact with the cam contact surface 67D of the pole 67, and then continues to come into contact with the cam contact surface 67D of the pole 67.

[0041] With the pawl 67 positioned in the locked position B2 and the cam plate 71 in the second position A2, as shown in Figure 10, when the suspension lock ACT64 is activated and the rotor 69 is rotated to the other side (in the direction of arrow C2) together with the shaft 85, the contact position between the rotor 69 and the rotor engagement surface 71F of the cam plate 71 changes. Here, when the rotor 69 is rotated to the other side (in the direction of arrow C2) together with the shaft 85, as the rotation angle of the rotor 69 to the other side increases, the distance from the center of rotation of the rotor 69 to the contact position between the rotor 69 and the rotor engagement surface 71F of the cam plate 71 gradually increases. As a result, the cam plate 71 is rotated to the other side (in the direction of arrow D2) against the biasing force of the return spring 79. When the cam plate 71 is rotated to the other side, the engagement projection 67B of the pawl 67 is pressed against the edge of the operating hole 71D of the cam plate 71 and moves along the operating hole 71D to the other side. As a result, the pole 67 is rotated away from the gear 65 (towards arrow E2), and the engaging teeth 65B of the pole 67 are separated from the engaging teeth 65B of the gear 65. In this way, the cam plate 71 returns to the first position A1 and the pole 67 returns to the unlocked position B1 (see Figure 9).

[0042] Furthermore, when the cam plate 71 is rotated to the other side (in the direction of arrow D2) against the biasing force of the return spring 79, the cam 73 is rotated to the other side together with the cam plate 71. In this process, the cam 73 moves away from the cam contact surface 67D of the pole 67.

[0043] On the other hand, Figure 11 shows the configuration of the seat ECU (Electronic Control Unit) 100 and its surroundings. The seat ECU 100 is electrically connected to the seating sensor 122, buckle sensor 120, lock sensor 124, height switch 128, lock switch 126, air spring 22, and suspension lock ACT 64.

[0044] The seating sensor 122 is located inside the seat cushion 12A. The seating sensor 122 is equipped with electrodes, such as piezoelectric elements, and is positioned so that the electrodes are located in the area of ​​the seat cushion 12A that is pressed (loaded) by the seated occupant. The seating sensor 122 may also be composed of a strain gauge type sensor, a capacitive type sensor, a camera, etc. instead of a piezoelectric element. The vehicle seat 10 is also fitted with a seat belt device including a seat belt 130 and a seat belt buckle 132 (see Figure 1). The buckle sensor 120 detects the fastening and unfastening of the seat belt 130 at the seat belt buckle 132.

[0045] The lock sensor 124 is a limit switch or Hall IC incorporated into the suspension lock ACT 64, and indirectly detects whether the lock mechanism 50 is in a locked or unlocked state by sensing the position of the output shaft of the suspension lock ACT 64. The lock switch 126 is provided, for example, in an operating unit 134 located on the right side of the seat cushion 12A, and is turned on by the occupant when switching the lock mechanism 50 from a locked state to an unlocked state, or when switching the lock mechanism 50 from an unlocked state to a locked state. The lock switch 126 may be a push switch or a toggle switch, and may be a momentary switch or an alternate switch. The height switch 128 is provided, for example, in the operating unit 134, and is operated by the occupant when instructing a change in the height of the seat surface of the vehicle seat 10. The height switch 128 is composed of, for example, a limit switch or a variable resistor. The height switch 128 is an example of a first switch in this disclosure.

[0046] The seat ECU 100 changes the height of the seat surface of the vehicle seat 10 by controlling the supply and exhaust of air to and from the air chamber inside the air spring 22 in response to the operation of the height switch 128. The seat ECU 100 activates the suspension lock ACT 64 when switching the lock mechanism 50 from the unlocked state to the locked state, and when switching the lock mechanism 50 from the locked state to the unlocked state.

[0047] The seat ECU 100 includes a CPU (Central Processing Unit) 102, memory 104 such as ROM (Read Only Memory) and RAM (Random Access Memory), and a non-volatile storage unit 106 such as an HDD (Hard Disk Drive) and SSD (Solid State Drive). The seat ECU 100 also includes an I / F (Interface) unit 108, to which a seating sensor 122, buckle sensor 120, lock sensor 124, height switch 128, lock switch 126, air spring 22, and suspension lock ACT 64 are connected. The CPU 102, memory 104, storage unit 106, and I / F unit 108 are each connected to an internal bus 110 and are able to communicate with each other.

[0048] Furthermore, the seat control program 112 is stored in the memory unit 106 of the seat ECU 100. The seat ECU 100 reads the seat control program 112 from the memory unit 106 and loads it into the memory 104. The seat control program 112 loaded into the memory 104 is then executed by the CPU 102, and functions as the determination unit 114 and control unit 116 shown in Figure 12, performing the following processes: lock switch ON processing (Figure 16), height adjustment processing (Figure 17), belt removal processing (Figure 18), belt fastening processing (Figure 19), and occupant change monitoring processing (Figure 20), which will be described later.

[0049] The determination unit 114 determines whether or not an occupant is seated in the vehicle seat 10. The control unit 116, if seating in the vehicle seat 10 is detected after a first predetermined time has elapsed since the detection of an occupant leaving the vehicle seat 10, displaces the lock mechanism 50 to the unlocked position using the suspension lock ACT 64. Note that the control unit 116 is an example of a control unit in this disclosure.

[0050] Next, the operation of this embodiment will be explained. When an occupant is seated in the vehicle seat 10 and the locking mechanism 50 is unlocked, the height of the seat cushion 12A of the vehicle seat 10 stabilizes at a height where the load on the suspension 14, such as the weight of the occupant, and the internal pressure of the air chamber of the air spring 22 of the suspension 14 are balanced, as shown in Figure 13(A). Furthermore, when the occupant operates the height switch 128 to raise the height of the seat cushion 12A, as shown in Figure 13(B), air is supplied to the air spring 22 in response to the operation of the height switch 128, and the internal pressure of the air spring 22 is increased. Consequently, the balance between the load on the suspension 14 and the internal pressure of the air spring 22 is disrupted, and the suspension 14 extends upward to a position where the load on the suspension 14 and the internal pressure of the air chamber of the air spring 22 are balanced (a position where the weight gap is eliminated), and the height of the seat cushion 12A increases, as shown in Figure 13(C).

[0051] Furthermore, when the occupant operates the height switch 128 from the stable state shown in Figure 13(D) to lower the height of the seat cushion 12A, as shown in Figure 13(E), air is released from the air spring 22 in response to the operation of the height switch 128, lowering the internal pressure of the air spring 22. Consequently, the balance between the load on the suspension 14 and the internal pressure of the air spring 22 is disrupted, causing the suspension 14 to compress downwards until the load on the suspension 14 and the internal pressure of the air spring 22 are balanced (the position where the weight gap is eliminated), and the height of the seat cushion 12A decreases as shown in Figure 13(F).

[0052] On the other hand, if the lock mechanism 50 is switched to the unlocked state after a weight gap has been created due to air supply and exhaust to the air spring 22 while the lock mechanism 50 is in the locked state, the height of the seat cushion 12A changes abruptly, which can cause discomfort to the occupant.

[0053] In other words, if a weight gap occurs while the locking mechanism 50 is in the locked state, as shown in Figure 14(A), where "the load on the suspension 14 is less than the internal pressure of the air spring 22," then switching the locking mechanism 50 to the unlocked state in this state will cause the height of the seat cushion 12A to rise rapidly, as also shown in Figure 14(B). One example of when this phenomenon occurs is as shown in Figure 15, when a first occupant, who is relatively heavy, uses the vehicle seat 10 and then disembarks with the locking mechanism 50 still locked, and a second occupant, who is relatively lighter, sits down on the vehicle seat 10 (this creates a weight gap where the load on the suspension 14 decreases by the difference in weight between the first and second occupants), and the locking mechanism 50 is switched to the unlocked state. In particular, if the timing of switching the locking mechanism 50 to the unlocked state occurs while the vehicle is in motion, the rapid change in the height of the seat cushion 12A may adversely affect the operation of the vehicle.

[0054] Furthermore, if a weight gap occurs while the locking mechanism 50 is locked, as shown in Figure 14(C), where "load on the suspension 14 >> internal pressure of the air spring 22", switching the locking mechanism 50 to the unlocked state in this state will cause the height of the seat cushion 12A to drop sharply, as also shown in Figure 14(D). One example of when the above phenomenon occurs is in the pattern shown in Figure 15, where the weight of the first occupant < the weight of the second occupant.

[0055] To solve the above problems, the seat ECU 100 according to this embodiment performs the following processing. Specifically, first, referring to Figure 16, the lock switch ON processing performed by the seat ECU 100 when the lock switch 126 is turned ON by the occupant will be described.

[0056] In step 200 of the lock switch ON processing, the determination unit 114 obtains information from the seat sensor 122 indicating the ON / OFF state of the seat sensor 122. Then, in step 202, the determination unit 114 determines whether the seat sensor 122 is ON or OFF. In this embodiment, the seat sensor 122 is ON when a load is applied to the seat cushion 12A, and OFF when no load is applied to the seat cushion 12A. If the determination in step 202 is negative, the lock switch ON processing is terminated.

[0057] Furthermore, if the determination in step 202 is affirmative, the process proceeds to step 204. In step 204, the determination unit 114 obtains information from the buckle sensor 120 indicating the on / off state of the buckle sensor 120. Then, in step 206, the determination unit 114 determines whether the buckle sensor 120 is in the off state or not. In this embodiment, the buckle sensor 120 is in the off state when the seat belt 130 is fastened, and in the on state when the seat belt 130 is not fastened. If the determination in step 206 is negative, the lock switch ON processing is terminated.

[0058] The above lock switch ON processing prevents the lock mechanism 50 from being displaced to the unlocked position even if an occupant who has operated the lock mechanism 50 to the locked position while seated in the vehicle seat 10 disembarks from the vehicle and then, before re-entering, mistakenly operates the lock mechanism 50 to the unlocked position. In the above lock switch ON processing, the execution order of steps 200, 202 and steps 204, 206 is not limited to the order shown in Figure 16, and steps 204 and 206 may be performed before steps 200 and 202.

[0059] Furthermore, if the determination in step 206 is affirmative, the process proceeds to step 208. In step 208, the control unit 116 obtains information representing the state of the locking mechanism 50 from the lock sensor 124. In step 210, the control unit 116 determines whether the locking mechanism 50 is in a locked state or an unlocked state, and branches according to the determination result. If the locking mechanism 50 is in an unlocked state, the process proceeds from step 210 to step 212. In step 212, the control unit 116 controls the operation of the suspension lock ACT 64 so that the locking mechanism 50 is displaced from the unlocked state to the locked state. If the locking mechanism 50 is in a locked state, the process proceeds from step 210 to step 214, where the control unit 116 controls the operation of the suspension lock ACT 64 so that the locking mechanism 50 is displaced from the locked state to an unlocked state.

[0060] After completing step 212 or step 214, the process proceeds to step 216. In step 216, the control unit 116 writes the current state of the lock mechanism 50 as the seated state to the memory 104 and terminates the lock switch on process. This lock switch on process stores the position of the lock mechanism 50 (seated state) in the memory 104 when the determination unit 114 has determined that an occupant is seated in the vehicle seat 10.

[0061] Next, referring to Figure 17, the height adjustment processing performed by the seat ECU 100 when the height switch 128 is operated by the occupant will be described. In step 230 of the height adjustment processing, the control unit 116 obtains information representing the state of the lock mechanism 50 from the lock sensor 124. In step 232, the control unit 116 determines whether the lock mechanism 50 is in a locked state or an unlocked state, and branches according to the determination result. If the lock mechanism 50 is in an unlocked state, the control unit 116 controls the air spring 22 to supply air to the air chamber or exhaust air from the air chamber in response to the occupant's operation of the height switch 128, and terminates the height adjustment processing.

[0062] On the other hand, if the locking mechanism 50 is in the locked state, the process proceeds from step 232 to step 234. In step 234, the control unit 116 controls the operation of the suspension lock ACT 64 so that the locking mechanism 50 is displaced from the locked state to the unlocked state. After switching the locking mechanism 50 to the unlocked state, the control unit 116 controls the supply of air to the air chamber of the air spring 22 or the exhaust of air from the air chamber in response to the operation of the height switch 128 by the occupant.

[0063] As a result of the above height adjustment process, when the height switch 128 is operated while the lock mechanism 50 is in the locked position, the suspension lock ACT 64 displaces the lock mechanism 50 to the unlocked position before the air supply and exhaust to and from the air chamber of the air spring 22 occurs. This suppresses the occurrence of a weight gap and prevents the height of the vehicle seat 10 from changing abruptly.

[0064] In step 236, the control unit 116 determines whether or not the height switch 128 has been operated by the occupant. If the determination in step 236 is negative, the determination in step 236 is repeated. During this time, the control unit 116 controls the supply of air to the air chamber or exhaust of air from the air chamber in response to the operation of the height switch 128 by the occupant.

[0065] Furthermore, if the determination in step 236 is affirmative, the system proceeds to step 238. In step 238, the control unit 116 starts timing the time since the occupant finished operating the height switch 128 (idle time). In step 240, the control unit 116 determines whether the height switch 128 was operated again before the idle time reached a predetermined time. If the determination in step 240 is affirmative, the system returns to step 236. If the idle time reaches a predetermined time, the determination in step 240 is negative and the system proceeds to step 242.

[0066] In step 242, the control unit 116 reads the state of the locking mechanism 50 (seated state) written to the memory 104 from the memory 104. In step 244, the control unit 116 determines whether the seated state read from the memory 104 is locked or unlocked, and branches according to the determination result. If the seated state is locked, the process proceeds from step 244 to step 246. In step 246, the control unit 116 controls the operation of the suspension lock ACT 64 so that the locking mechanism 50 is displaced from the unlocked state to the locked state, and terminates the height adjustment process. If the seated state is unlocked, step 246 is skipped and the height adjustment process is terminated.

[0067] Next, referring to Figure 18, we will explain the belt removal process executed by the seat ECU 100 when the buckle sensor 120 detects that an occupant has removed the seat belt 130 by operating the seat belt buckle 132. In step 260 of the belt removal process, the determination unit 114 obtains information from the seat sensor 122 indicating the on / off state of the seat sensor 122, and in the next step 262, the determination unit 114 determines whether the seat sensor 122 is in the on state (seat detection state). If the determination in step 262 is negative, the belt removal process is terminated.

[0068] On the other hand, if the seat sensor 122 is ON, the determination in step 262 is affirmed and the process proceeds to step 264. In step 264, the control unit 116 obtains information representing the state of the lock mechanism 50 from the lock sensor 124. In step 266, the control unit 116 determines whether the state of the lock mechanism 50 is locked or unlocked, and branches according to the determination result. If the state of the lock mechanism 50 is unlocked, the process branches from step 266 to step 268. Then, in step 268, the control unit 116 controls the operation of the suspension lock ACT 64 so that the lock mechanism 50 is displaced from the unlocked state to the locked state, and the belt removal process ends. If the lock mechanism 50 is locked, step 268 is skipped and the belt removal process ends.

[0069] As a result of the above belt removal process, when the seat belt 130 is removed, the suspension lock ACT64 displaces the locking mechanism 50 to the locked position, thereby preventing the vehicle seat 10 from lifting up when a seated occupant stands up.

[0070] Next, referring to Figure 19, the belt fastening process executed by the seat ECU 100 when the buckle sensor 120 detects that an occupant has fastened the seat belt 130 will be described. In step 280 of the belt fastening process, the determination unit 114 obtains information from the seat sensor 122 indicating the on / off state of the seat sensor 122. In step 282, the determination unit 114 determines whether the seat sensor 122 is in the on state (seat detection state). If the determination in step 282 is negative, the belt fastening process is terminated.

[0071] On the other hand, if the seat sensor 122 is ON, the determination in step 282 is affirmed and the process proceeds to step 284. In step 284, the control unit 116 reads the state of the lock mechanism 50 (seated state) written to the memory 104 from the memory 104. In step 286, the control unit 116 determines whether the seated state read from the memory 104 is locked or unlocked, and branches according to the determination result.

[0072] If the seated state is in the unlocked state, the process proceeds from step 286 to step 288. In step 288, the control unit 116 controls the operation of the suspension lock ACT 64 so that the locking mechanism 50 is displaced to the unlocked state, and the belt fastening process ends. If the seated state is in the locked state, the process proceeds from step 286 to step 290. In step 290, the control unit 116 controls the operation of the suspension lock ACT 64 so that the locking mechanism 50 is displaced to the locked state, and the belt fastening process ends.

[0073] As a result of the above belt fastening process, when an occupant wishes to change the seat height while seated (when the seated position is in the unlocked state), the occupant does not need to perform an operation to displace the locking mechanism 50 to the unlocked position while seated, thereby preventing deterioration of operability.

[0074] Next, referring to Figure 20, we will describe the occupant change monitoring process performed by the seat ECU 100 while the vehicle's ignition switch is on, for example. In step 300 of the occupant change monitoring process, the control unit 116 obtains information from the seat sensor 122 indicating the on / off state of the seat sensor 122. In step 302, the control unit 116 determines whether the state of the seat sensor 122 has changed from on to off. If the determination in step 302 is negative, the process returns to step 300, and steps 300 and 302 are repeated until the determination in step 302 is positive.

[0075] If the determination in step 302 is affirmative, the process proceeds to step 304. In step 304, the control unit 116 starts timing the time when no occupant is seated in the vehicle seat 10 (unoccupied time). In step 306, the control unit 116 obtains information from the seat sensor 122 indicating the on / off state of the seat sensor 122. In step 308, the control unit 116 determines whether the state of the seat sensor 122 has changed from off to on. If the determination in step 308 is negative, the process returns to step 306, and steps 306 and 308 are repeated until the determination in step 308 is affirmative.

[0076] If the determination in step 308 is affirmative, the process proceeds to step 310. In step 310, the control unit 116 determines whether the time spent unoccupied is equal to or greater than a first predetermined time. The first predetermined time is set to the minimum time required for an occupant to change seats in the vehicle seat 10, which is, for example, 6 seconds. If the determination in step 310 is negative, the possibility that an occupant has changed seats in the vehicle seat 10 is very low, so the process returns to step 300 and the subsequent steps are repeated.

[0077] Furthermore, if the determination in step 310 is affirmative, it is possible that the occupant seated in the vehicle seat 10 has been replaced. For this reason, the process proceeds to step 312, and the system waits for a second predetermined time. The second predetermined time is set to the time required for an occupant who has been seated in the vehicle seat 10 to readjust their position, and one example is 1 second. In step 314, the control unit 116 controls the operation of the suspension lock ACT 64 so that the lock mechanism 50 is displaced from the locked state to the unlocked state. Note that if the occupant seated in the vehicle seat 10 has been replaced, the height of the vehicle seat 10 will change according to the difference in the occupant's weight as the lock mechanism 50 is displaced to the unlocked state in step 314, but the effect is small as this occurs before the vehicle starts moving. Also, if there has been no change in occupants, no weight gap occurs, so the height of the vehicle seat 10 does not change.

[0078] In step 316, the control unit 116 waits for a third predetermined time. The third predetermined time is set to the time required for the weight gap to be eliminated, which is, for example, 0.2 seconds. Then, in step 318, the control unit 116 controls the operation of the suspension lock ACT64 so that the lock mechanism 50 is displaced from the unlocked state to the locked state, and terminates the occupant monitoring process.

[0079] As a result of the above-described occupant change monitoring process, if an occupant sitting in the vehicle seat 10 changes, the weight gap is eliminated before the vehicle starts moving by ensuring that at least the first predetermined time elapses between leaving the vehicle seat 10 and re-sitting in the vehicle seat 10. Therefore, if the locking mechanism is displaced to the unlocked position while the vehicle is in motion, it is possible to suppress changes in the seat height while the vehicle is moving.

[0080] As described above, in this embodiment, the suspension 14 is capable of changing the height of the vehicle seat 10 by supplying and exhausting air to and from the air chamber of the air spring 22 located below the vehicle of the vehicle seat 10 in response to the operation of the height switch 128 for instructing a change in the height of the vehicle seat 10. The locking mechanism 50 is displaceable to a locked position that locks the change in the height of the vehicle seat 10 or an unlocked position that releases the lock, and the suspension lock ACT 64 displaces the locking mechanism 50. The control unit 116 then displaces the locking mechanism 50 to the unlocked position by the suspension lock ACT 64 when it is detected that the vehicle seat 10 has been left for a first predetermined time or more. As a result, when the occupant sitting in the vehicle seat 10 changes, the weight gap is eliminated before the vehicle starts moving by ensuring that the first predetermined time or more elapses between leaving the vehicle seat 10 and re-sitting in the vehicle seat 10. Therefore, if the locking mechanism is displaced to the unlocked position while the vehicle is in motion, it is possible to suppress changes in the seat height while the vehicle is in motion.

[0081] Furthermore, in this embodiment, the control unit 116 displaces the lock mechanism 50 to the unlocked position using the suspension lock ACT 64, and then, after a second predetermined time has elapsed since the suspension lock ACT 64 displaces the lock mechanism 50 to the unlocked position, it displaces the lock mechanism 50 to the locked position using the suspension lock ACT 64. As a result, the lock mechanism 50 is displaced to the locked position only after the height switch 128 has not been operated for a second predetermined time or longer since the lock mechanism 50 was displaced to the unlocked position. Therefore, the lock mechanism 50 can be displaced to the locked position at an appropriate timing when the height adjustment of the vehicle seat 10 is completed.

[0082] Furthermore, in this embodiment, the lock sensor 124 is incorporated into the suspension lock ACT 64, and by detecting the position of the output shaft of the suspension lock ACT 64, the lock mechanism 50 is indirectly detected as either locked or unlocked. The control unit 116 then recognizes the position of the lock mechanism 50 based on the signal from the lock sensor 124. This makes it possible to miniaturize the lock sensor 124 and, consequently, the lock mechanism 50.

[0083] In the above embodiment, the occupant change monitoring process (Figure 20) describes a method in which, if the time during which no occupant is seated in the vehicle seat 10 (unoccupied time) is equal to or greater than a first predetermined time, it is determined that the occupant seated in the vehicle seat 10 has been changed, and the lock mechanism 50 is switched to the unlocked state. However, this disclosure is not limited to this, and a sensor capable of detecting whether or not the occupant seated in the vehicle seat 10 has been changed may be provided, and the lock mechanism 50 may be switched to the unlocked state when the unoccupied time is equal to or greater than the first predetermined time, and when the sensor detects that the occupant has been changed. For example, the sensor could be a camera that photographs the seated occupant, but instead, it can also be realized by configuring the seating sensor 122 to also detect the weight of the occupant seated in the vehicle seat 10. [Explanation of Symbols]

[0084] 10 Vehicle seats 14. Suspension (Air suspension mechanism) 22 Air springs 50 Locking mechanism 64. Suspension Lock Actuator 100 Seat ECU 104 Memory (storage unit) 114 Judgment section 116 Control Unit 120 Buckle Sensor 122 Seat sensor 124 Lock Sensor 126 Lock switch (second switch) 128 Height switch (first switch) 130 Seat belts

Claims

1. An air suspension mechanism capable of changing the height of the seat by supplying and exhausting air to and from an air chamber located below the seat in response to the operation of a first switch for instructing a change in the seat height, A locking mechanism that can be displaced to a locking position that locks the height of the seat or to an unlocking position that releases the lock, An actuator that displaces the locking mechanism, A control unit that, when a seating sensor or camera detects that a person has left the seat and a first predetermined time has elapsed since the seating sensor or camera detected that the person has sat on the seat, displaces the locking mechanism to the unlocked position using the actuator, Vehicle seats including [specific components].

2. The vehicle seat according to claim 1, wherein the control unit displaces the locking mechanism to the locked position using the actuator after a second predetermined time has elapsed since the actuator displaced the locking mechanism to the unlocked position.

3. The actuator further includes a lock sensor that is incorporated into the actuator and indirectly detects whether the locking mechanism is in the locked position or the unlocked position by detecting the position of the output shaft of the actuator, The vehicle seat according to claim 1 or 2, wherein the control unit recognizes the position of the locking mechanism based on the signal from the lock sensor.

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