JP2023129647A - vehicle seat - Google Patents

Abstract

To prevent rolling of an upper body of an occupant in a vehicle seat.SOLUTION: A vehicle seat 1 has a seat cushion 5 and a seat back 6, is mounted on a vehicle S, and includes drive parts 21 which deform the seat back so as to selectively restrain at least a part of an upper body of an occupant from left and right sides.SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle seat for reducing motion sickness of an occupant.

2. Description of the Related Art A vehicle seat that can reduce motion sickness by suppressing the lateral sway of an occupant's upper body is known (for example, Patent Document 1). In the vehicle seat described in Patent Document 1, the upper part of the seat back has higher support resistance against lateral movement of the occupant's upper body than the lower part. This effectively suppresses lateral movement and rolling of the occupant's upper body.

International Publication No. 2013/160990

In the vehicle seat of Patent Document 1, when the lateral acceleration applied to the occupant increases and the support resistance becomes unable to counter the inertia force applied to the occupant, the occupant's upper body moves according to the inertial force, and the occupant's upper body moves laterally. There is a possibility that the shaking cannot be suppressed sufficiently.

In view of the above background, an object of the present invention is to suppress the lateral movement of the upper body of an occupant in a vehicle seat.

In order to solve the above problems, we have developed a vehicle seat (1, 51, 81, 101, 201, 301, 401) that has a seat cushion (5) and a seat back (6, 52) and is mounted on a vehicle (S). , 501), which is characterized by comprising a drive unit (21, 53, 83) that deforms the seat back to selectively restrain at least part of the upper body of a seated occupant from the left and right sides.

According to this configuration, since the occupant's upper body is restrained from the left and right sides, the lateral movement of the occupant's upper body can be suppressed more reliably.

Further, in the above aspect, a lateral acceleration acquisition section (32, 102, 203) that acquires the lateral acceleration applied to the occupant, and a lateral acceleration acquisition section (32, 102, 203) that acquires the lateral acceleration applied to the occupant, and a It is preferable to include a control section (22) that deforms the seat back so as to resist an inertial force applied to the upper body of the passenger.

According to this configuration, it is possible to detect that inertial force, which causes lateral shaking, is applied to the occupant due to lateral acceleration applied to the vehicle. Thereby, it is possible to support the occupant's upper body in accordance with the timing when the occupant's upper body sways, and it is possible to more effectively prevent the occupant's upper body from lateral shaking.

In the above aspect, the drive unit is provided inside the seat back, and the driving unit is a pair of left and right drives that protrude the front surface of the seat back forward on the left and right sides of the shoulders or the right and left sides of the hips of the occupant by supplying air. an air cell (25), and a supply/discharge device (26) that supplies and exhausts air to each of the left and right air cells, and when the lateral acceleration is in the right direction, the control section controls the supply/discharge device When the lateral acceleration is in the left direction, air is preferably supplied to the air cell on the right side by the supply/discharge device.

According to this configuration, the seat back can be deformed by providing the air cell and piping for supplying and exhausting air to the air cell in the seat back, and the configuration of the drive unit is simple.

Further, in the above aspect, the seatback includes a seatback body (55) that supports the back of the occupant, and a pair of left and right regulating members (56) coupled to left and right side surfaces of the seatback body, respectively. , the drive unit supplies and exhausts air to a pair of left and right air cells (61) that cause the inner side surfaces of the left and right regulation members to protrude inward of the seat, respectively, and to the left and right air cells, respectively. a supply/discharge device (62), the control unit supplies air to the air cell on the left side by the supply/discharge device when the lateral acceleration is in the right direction, and supplies air to the air cell on the left side when the lateral acceleration is in the left direction. Air may be supplied to the air cell on the right side by a supply/discharge device.

According to this configuration, the movement of the occupant's upper body in the left-right direction is regulated by providing the regulating members on the left and right sides of the occupant. Furthermore, when lateral acceleration is applied, the regulating member located on the side in the direction of movement of the occupant protrudes inward of the seat, applying a load to the occupant that counteracts the inertial force. As a result, the upper body of the occupant is supported by the regulating member, so that it is possible to prevent the upper body of the occupant from rolling.

Further, in the above aspect, a touch sensor (70) for detecting contact with the occupant is provided on each of the inner side surfaces of the seat of the regulating member, and when the lateral acceleration is in the right direction, the control section The air supply/discharge device supplies air to the air cell on the left side until the contact is detected by the touch sensor on the left side, and when the lateral acceleration is in the left direction, until the contact is detected by the touch sensor on the right side. Air may be supplied to the air cell on the right side by the supply/discharge device.

According to this configuration, the amount of protrusion of the regulating member inward of the seat can be adjusted based on the signal from the touch sensor, depending on the physique of the occupant.

Further, in the above aspect, the driving section is provided inside the seat back, and includes a bag body (84) that dents the front surface of the seat back by being exhausted, and a bag body (84) that is capable of supplying air to the bag body; a supply/discharge device (85) capable of evacuating the bag, and the control section drives the supply/discharge device when the lateral acceleration acquired by the lateral acceleration acquisition section is equal to or higher than a predetermined threshold. Good.

According to this configuration, when the lateral acceleration is equal to or greater than the threshold value, the bag body is evacuated by the supply/discharge device, and the front surface of the seat back is recessed rearward. As a result, a recess is formed in the seat back, and the occupant's upper body is received in the recess. This restricts the movement of the occupant's upper body in the left-right direction, and prevents the occupant's upper body from swaying laterally.

In the above aspect, the lateral acceleration acquisition unit (32) includes an acceleration sensor (33) provided on the seat back or the seat cushion, a steering angle sensor (105) that acquires the steering angle of the vehicle, or It is preferable to include any one of a car navigation system (202) that is mounted on the vehicle and holds map information, the location of the vehicle, and a driving schedule of the vehicle.

According to this configuration, the direction of lateral acceleration applied to the seated occupant can be obtained, and the upper body of the occupant can be supported in accordance with the direction in which the occupant's upper body moves due to inertial force and the timing at which the inertial force is applied. I can do it.

Further, in the above aspect, a seating sensor is provided on the seat cushion or the seat back and detects whether the occupant is seated; and when the seating sensor detects that the occupant is seated, the drive unit It is preferable to include a control section that deforms the seat back so as to restrain the upper body of the passenger from both right and left sides.

According to this configuration, when the occupant is seated, the occupant's upper body is restrained from both left and right sides, so that it is possible to prevent the occupant's upper body from swaying laterally while the vehicle is running.

Further, in the above aspect, the driving section is provided inside the seat back, and includes a bag body that dents the front surface of the seat back when exhausted, and is capable of supplying air to the bag body, and is capable of supplying air to the bag body. It is preferable that the bag includes a supply/discharge device capable of exhausting air, and when the seating of the occupant is detected, the control section causes the supply/discharge device to exhaust the air from the bag.

According to this configuration, when the occupant is seated, the air supply and evacuation device exhausts the air from the bag, and the front surface of the seat back is recessed rearward. As a result, a recess is formed in the seat back, and the occupant's upper body is received in the recess. This restricts the movement of the occupant's upper body in the left-right direction, and prevents the occupant's upper body from swaying laterally.

Further, in the above aspect, the drive unit is provided inside the seat back, and includes a bag body that accommodates a plurality of spherical bodies therein, and a bag body that is capable of supplying air to the inside of the bag body and that is capable of supplying air to the inside of the bag body. It is preferable that the bag includes a supply/discharge device capable of evacuating the bag, and when the seating of the occupant is detected, the control section causes the drive section to evacuate the bag.

According to this configuration, when the occupant is seated, the seat back is deformed by the load from the occupant, and a recess that conforms to the shape of the occupant's upper body is formed in the front surface of the seat back. When the bag is evacuated, the spherical bodies stick together and the bag becomes difficult to deform. As a result, when an inertial force due to lateral acceleration is applied to the upper body of the occupant, a load resisting the inertial force is applied from the wall surface defining the recess. Thereby, it is possible to prevent the occupant's upper body from swaying laterally.

Further, in the above aspect, the seatback includes a seatback main body that supports the back of the occupant, and a pair of left and right regulating members respectively coupled to left and right side surfaces of the seatback main body, and the drive unit a pair of left and right air cells that cause inner side surfaces of the left and right regulation members to protrude inward of the seat, respectively, and a supply/discharge device that supplies and exhausts air to and from the left and right air cells, respectively; A touch sensor for detecting contact with the occupant is provided on each of the inner sides of the seat of the regulating member, and when the seating sensor detects that the occupant is seated, the control unit controls the touch sensor on both the left and right sides. It is preferable that the air supply/discharge device supplies air to the left and right air cells until the contact is detected, and then the air supply/discharge device exhausts the left and right air cells, respectively, over a predetermined period of time.

According to this configuration, when the occupant is seated, the left and right air cells are respectively inflated until they come into contact with the occupant. Since the left and right air cells are inflated and then exhausted for a predetermined period of time, a gap is formed between the seat inner side of the regulating member and the occupant. In this manner, the regulating members protrude inward from the seat and are disposed near the left and right sides of the occupant, thereby regulating the movement of the occupant's upper body in the left-right direction, thereby preventing the occupant's upper body from lateral shaking. Furthermore, since the left and right air cells are exhausted for a predetermined period of time, the inner side of the seat of the regulating member is slightly separated from the occupant, so that the regulating member does not constantly come into contact with the occupant, reducing the feeling of pressure on the occupant.

In the above aspect, the drive unit is provided inside the seat back, and the driving unit is a pair of left and right drives that protrude the front surface of the seat back forward on the left and right sides of the shoulders or the right and left sides of the hips of the occupant by supplying air. an air cell, and a supply/exhaust device that supplies and exhausts air to the left and right air cells, respectively, and a touch sensor ( 503), and when the seating sensor detects that the occupant is seated, the control unit causes the supply/discharge device to control the air cells on both the left and right sides until the contact is detected by the touch sensors on both the left and right sides. After each air is supplied, the left and right air cells may be evacuated by the supply/discharge device for a predetermined period of time.

According to this configuration, the front surface of the seat back protrudes on the left and right sides of the occupant's shoulders or hips. This restricts the movement of the occupant in the left and right direction. After the touch sensor detects contact, the air cell is exhausted for a predetermined period of time, and a gap is formed between the occupant and the wall formed by the protruding front surface of the seat back. The feeling of pressure on the occupants is reduced.

In the above aspect, the seat cushion and the seat back each include a frame (12, 13) forming a skeleton, a pad member (14, 15) supported by the frame, and at least one surface of the pad member. It is preferable to include a skin material (16, 17) that covers a part.

According to this configuration, by providing the frame, the vehicle seat can have sufficient rigidity to support the occupant, and by providing the pad member and the skin material, the occupant can easily sit on the seat.

In order to solve the above problems, a vehicle seat is provided which has a seat cushion and a seat back and is installed in a vehicle, and which selectively restrains at least a part of the upper body of a seated occupant from the left and right sides. It includes a drive unit that deforms the bag. According to this configuration, since the occupant's upper body is restrained from the left and right sides, the lateral movement of the occupant's upper body can be suppressed more reliably.

In addition, in the above aspect, a lateral acceleration acquisition section that acquires the lateral acceleration applied to the occupant, and a driving section that controls the seat so as to resist the inertial force applied to the upper body of the occupant, based on the lateral acceleration acquired by the lateral acceleration acquisition section. and a control section that deforms the bag. According to this configuration, it is possible to detect that inertial force, which causes lateral shaking, is applied to the occupant due to lateral acceleration applied to the vehicle. Thereby, it is possible to support the occupant's upper body in accordance with the timing when the occupant's upper body sways, and it is possible to more effectively prevent the occupant's upper body from lateral shaking.

In the above aspect, the drive unit is provided inside the seat back, and includes a pair of left and right air cells that use supplied air to project the front surface of the seat back forward on the left and right sides of the occupant's shoulders or the left and right sides of the waist; It has a supply/discharge device that supplies and exhausts air to each of the left and right air cells, and when the lateral acceleration is in the right direction, the control unit supplies air to the left air cell by the supply/discharge device when the lateral acceleration is in the left direction. When this is the case, air is supplied to the right air cell by the supply/discharge device. According to this configuration, the seat back can be deformed by providing the air cell and piping for supplying and exhausting air to the air cell in the seat back, and the configuration of the drive unit is simple.

Further, in the above aspect, the seatback includes a seatback body that supports the back of the occupant, and a pair of left and right regulating members coupled to the left and right side surfaces of the seatback body, respectively, and the drive unit controls the left and right sides by supplying air. It has a pair of left and right air cells that make the inner side surfaces of the regulating member protrude inward from the seat, and a supply/discharge device that supplies and exhausts air to the left and right air cells, respectively. When the lateral acceleration is in the left direction, the supply/discharge device supplies air to the left air cell, and when the lateral acceleration is in the left direction, the supply/discharge device supplies air to the right air cell. According to this configuration, the movement of the occupant's upper body in the left-right direction is regulated by providing the regulating members on the left and right sides of the occupant. Furthermore, when lateral acceleration is applied, the regulating member located on the side in the direction of movement of the occupant protrudes inward of the seat, applying a load to the occupant that counteracts the inertial force. As a result, the upper body of the occupant is supported by the regulating member, so that it is possible to prevent the upper body of the occupant from rolling.

Further, in the above aspect, a touch sensor is provided on the inner side of the seat of the regulating member to detect contact with the occupant, and when the lateral acceleration is in the right direction, the control unit detects contact with the left touch sensor. The supply/discharge device supplies air to the left air cell until a contact is detected, and when the lateral acceleration is in the left direction, the supply/discharge device supplies air to the right air cell until contact is detected by the right touch sensor. According to this configuration, the amount of protrusion of the regulating member inward of the seat can be adjusted based on the signal from the touch sensor, depending on the physique of the occupant.

In the above aspect, the drive unit is provided inside the seat back, and includes a bag body that dents the front surface of the seat back when exhausted, and a supply/exhaust unit that can supply air to the bag body and exhaust air from the bag body. The control unit drives the supply/discharge device when the lateral acceleration acquired by the lateral acceleration acquisition unit is equal to or greater than a predetermined threshold. According to this configuration, when the lateral acceleration is equal to or greater than the threshold value, the bag body is evacuated by the supply/discharge device, and the front surface of the seat back is recessed rearward. As a result, a recess is formed in the seat back, and the occupant's upper body is received in the recess. This restricts the movement of the occupant's upper body in the left-right direction, and prevents the occupant's upper body from swaying laterally.

Further, in the above aspect, the lateral acceleration acquisition unit is an acceleration sensor provided on the seat back or the seat cushion, a steering angle sensor that acquires the steering angle of the vehicle, or is mounted on the vehicle, and is configured to acquire map information, the position of the vehicle, and Includes any one of a car navigation system that maintains a vehicle travel schedule. According to this configuration, the direction of lateral acceleration applied to the seated occupant can be obtained, and the upper body of the occupant can be supported in accordance with the direction in which the occupant's upper body moves due to inertial force and the timing at which the inertial force is applied. I can do it.

Further, in the above aspect, a seating sensor is provided on the seat cushion or the seat back to detect whether the occupant is seated; and a control section that deforms the seat back to restrain it. According to this configuration, when the occupant is seated, the occupant's upper body is restrained from both left and right sides, so that it is possible to prevent the occupant's upper body from swaying laterally while the vehicle is running.

In the above aspect, the drive unit is provided inside the seat back, and includes a bag body that dents the front surface of the seat back when exhausted, and a supply/exhaust unit that can supply air to the bag body and exhaust air from the bag body. When the seating of the occupant is detected, the control unit causes the supply/discharge device to exhaust the air from the bag. According to this configuration, when the occupant is seated, the air supply and evacuation device exhausts the air from the bag, and the front surface of the seat back is recessed rearward. As a result, a recess is formed in the seat back, and the occupant's upper body is received in the recess. This restricts the movement of the occupant's upper body in the left-right direction, and prevents the occupant's upper body from swaying laterally.

Further, in the above aspect, the drive unit is provided inside the seat back, and includes a bag that accommodates a plurality of spherical bodies therein, and a supply that is capable of supplying air to the inside of the bag and exhausting the inside of the bag. and an evacuation device, and when the seating of the occupant is detected, the control section causes the drive section to evacuate the bag. According to this configuration, when the occupant is seated, the seat back is deformed by the load from the occupant, and a recess that conforms to the shape of the occupant's upper body is formed in the front surface of the seat back. When the bag is evacuated, the spherical bodies stick together and the bag becomes difficult to deform. As a result, when an inertial force due to lateral acceleration is applied to the upper body of the occupant, a load resisting the inertial force is applied from the wall surface defining the recess. Thereby, it is possible to prevent the occupant's upper body from swaying laterally.

Further, in the above aspect, the seatback includes a seatback body that supports the back of the occupant, and a pair of left and right regulating members coupled to the left and right side surfaces of the seatback body, respectively, and the drive unit controls the left and right sides by supplying air. It has a pair of left and right air cells that project the inner side of the seat of the regulating member inward, and a supply/discharge device that supplies and exhausts air to the left and right air cells, respectively. Touch sensors are provided on each side to detect contact with the occupant, and when the seating sensor detects that the occupant is seated, the control unit controls the left and right feed/eject devices to After the air cells on both sides are supplied with air, the left and right air cells are respectively evacuated by the supply/discharge device over a predetermined period of time. According to this configuration, when the occupant is seated, the left and right air cells are respectively inflated until they come into contact with the occupant. Since the left and right air cells are inflated and then exhausted for a predetermined period of time, a gap is formed between the seat inner side of the regulating member and the occupant. In this manner, the regulating members protrude inward from the seat and are disposed near the left and right sides of the occupant, thereby regulating the movement of the occupant's upper body in the left-right direction, thereby preventing the occupant's upper body from lateral shaking. Furthermore, since the left and right air cells are exhausted for a predetermined period of time, the inner side of the seat of the regulating member is slightly separated from the occupant, so that the regulating member does not constantly come into contact with the occupant, reducing the feeling of pressure on the occupant.

In the above aspect, the drive unit is provided inside the seat back, and includes a pair of left and right air cells that use supplied air to project the front surface of the seat back forward on the left and right sides of the occupant's shoulders or the left and right sides of the waist; It has a supply/discharge device that supplies and exhausts air to each of the left and right air cells, and a touch sensor is provided on the front of the seat back in front of each air cell to detect contact with the occupant, and the control unit is connected to the seating sensor. When the seating of an occupant is detected by the air supply/discharge device, air is supplied to the left and right air cells until contact is detected by the touch sensors on both the left and right sides. Vent each air cell. According to this configuration, the front surface of the seat back protrudes on the left and right sides of the occupant's shoulders or hips. This restricts the movement of the occupant in the left and right direction. After the touch sensor detects contact, the air cell is exhausted for a predetermined period of time, and a gap is formed between the occupant and the wall formed by the protruding front surface of the seat back. The feeling of pressure on the occupants is reduced.

Further, in the above embodiment, the seat cushion and the seat back each include a frame forming a skeleton, a pad member supported by the frame, and a skin material covering at least a portion of the surface of the pad member. According to this configuration, by providing the frame, the vehicle seat can have sufficient rigidity to support the occupant, and by providing the pad member and the skin material, the occupant can easily sit on the seat.

A perspective view of a vehicle seat according to a first embodiment A perspective sectional view of a vehicle seat according to a first embodiment Horizontal sectional views of the left air cell of the vehicle seat according to the first embodiment (A) when it is exhausted and (B) when it is supplied with air Flowchart of first air cell control process A perspective view of a vehicle seat according to a second embodiment Horizontal sectional views of the left air cell of the vehicle seat according to the second embodiment (A) when it is exhausted and (B) when it is supplied with air Flowchart of second air cell control process A perspective view of a vehicle seat according to a third embodiment Horizontal cross-sectional views of the vehicle seat according to the third embodiment when an occupant is seated, and (A) the bag is being supplied with air, and (B) the bag is being exhausted. Flowchart of first bag control process A schematic diagram of a vehicle provided with a vehicle seat according to a fourth embodiment A schematic diagram of a vehicle provided with a vehicle seat according to a fifth embodiment A perspective view of a vehicle seat according to a sixth embodiment Flowchart of second bag control process A perspective view of a vehicle seat according to a seventh embodiment Flowchart of third air cell control process A perspective view of a vehicle seat according to an eighth embodiment Modified example of the vehicle seat according to the eighth embodiment

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which a vehicle seat according to the present invention is arranged in a seat of a vehicle such as an automobile will be described below with reference to the drawings.

<<First embodiment>>
The vehicle seat 1 is arranged on the side of a driver's seat in a vehicle S such as an automobile (see FIG. 11), and constitutes a passenger seat. As shown in FIG. 1, a vehicle seat 1 is mounted on a floor 3 that defines the bottom of a vehicle interior 2 so as to face the front of the vehicle S (more specifically, the seated occupant faces the front of the vehicle S). It is placed. A vehicle seat 1 is supported by a floor 3 so as to be slidable back and forth. In the following, description will be made by defining front and rear, left and right, and up and down directions, respectively, based on the direction seen from the passenger seated on the vehicle seat 1.

The vehicle seat 1 includes a seat cushion 5 that supports the buttocks of a seated person, a seat back 6 that is provided at the rear of the seat cushion 5 and functions as a backrest, and a headrest 7 that is provided on the top of each seat back 6. We are prepared.

The seat cushion 5 has a substantially rectangular parallelepiped shape with surfaces facing substantially upward and downward. The upper surface of the seat cushion 5 constitutes a seating surface 9 for one occupant. The seating surface 9 is recessed downward at approximately the center in the left-right direction and is slightly inclined downward toward the rear. Thereby, the seating surface 9 has a shape corresponding to the buttocks and thighs of the occupant. When the occupant is seated, the occupant's buttocks and thighs are placed on the seating surface 9.

The seat back 6 extends vertically and has a substantially rectangular parallelepiped shape with a surface facing substantially in the front-rear direction. The front surface of the seat back 6 constitutes a support surface 10 that supports the back of the occupant. The support surface 10 is recessed rearward at approximately the center in the left-right direction, and is slightly inclined rearward toward the top. Thereby, the support surface 10 has a shape corresponding to the back of the occupant, and the back of the seated occupant is supported by the support surface 10.

The seat back 6 is rotatably supported at its lower end by a rear end of the seat cushion 5 via a known reclining mechanism. That is, the seat back 6 is connected to the rear end of the seat cushion 5 at its lower end so that it can be folded forward and backward.

The headrest 7 is connected to the upper end of the seat back 6 via two pillars 11. The headrest 7 is arranged behind the head of the seated occupant.

As shown in FIG. 2, the seat cushion 5 and the seat back 6 each include frames 12 and 13 forming a skeleton, pad members 14 and 15 supported by the frames 12 and 13, and surfaces of the pad members 14 and 15, respectively. and skin materials 16 and 17 that cover at least a portion of the. The frames 12 and 13 of the seat cushion 5 and the seat back 6 are each made of metal and are formed into a substantially rectangular frame shape. The pad member 15 of the seat cushion 5 is arranged above the corresponding frame 12, and its upper surface is covered with a skin material 16. The pad member 15 of the seat back 6 is arranged on the front surface of the corresponding frame 13, and the front surface thereof is covered with a skin material 17. By providing the frames 12 and 13 on the seat cushion 5 and the seat back 6 in this manner, the vehicle seat 1 can have sufficient rigidity to support the occupant. Further, by providing the pad members 14 and 15 and the skin materials 16 and 17, the seating surface 9 and the support surface 10 can have suitable elasticity and texture, making it easier for the occupant to sit on the vehicle seat 1. Improves comfort.

The seat back 6 is provided with a drive unit 21 that changes the shape of the seat back 6 and a control unit 22 that controls the drive of the drive unit 21. The drive unit 21 includes a pair of left and right air cells 25, and a supply/discharge device 26 that supplies and exhausts air to and from the left and right air cells 25, respectively.

Each of the air cells 25 is a non-breathable bag-like member, and is preferably made of a stretchable material such as rubber. The air cells 25 are located on the left and right sides of the shoulders of a seated occupant when viewed from the front (see broken lines in FIG. 1), and are arranged between the pad member 15 and the skin material 17, as shown in FIG. 3(A). There is. Inside the seat back 6, there are provided a pair of left and right supply/exhaust pipes 27, each connected to the air cell 25 at one end side, passing through the pad member 15, and opening independently at the lower back surface of the seat back 6. Hereinafter, the air cell 25 provided on the left side will be referred to as a left air cell 25L, and the air cell 25 provided on the right side will be referred to as a right air cell 25R, as necessary.

As shown in FIG. 3(B), each of the air cells 25 is inflated forward by being supplied with air, thereby deforming the front surface of the seat back 6 so as to protrude forward. . Each of the air cells 25 can be inflated until the front surface of the seat back 6 protrudes on the right and left sides of the occupant's shoulders to form walls 28 that prevent the occupant from moving in the left and right direction.

In this embodiment, when the air cell 25 is evacuated, it forms a substantially rectangular shape when viewed from the front and is compressed in the front-rear direction. When the air cell 25 is supplied with air, it expands into a fan shape with the inner edge of the sheet as the key point when viewed from above, as shown by the arrow in FIG. 3(B). In this embodiment, as shown in FIG. 1, a pair of left and right slits 29 are provided in the skin material 17 of the seat back 6 along the left and right outer edges and the upper and lower edges of the air cell 25 so that the expansion of the air cell 25 is not inhibited. ing. As shown in FIGS. 3A and 3B, the front surface of the air cell 25 and the back surface of the skin material 17 are bonded to each other, and the rear surface of the air cell 25 is bonded to the front surface of the pad member 15.

The supply/discharge device 26 is fixed to the upper back surface of the seat back 6, as shown in FIG. As shown in FIG. 3, the supply/exhaust device 26 is an air pump that has two supply/exhaust ports 30, can supply air individually from each supply/exhaust port 30, and can exhaust air individually from each supply/exhaust port 30. . The supply/exhaust ports 30 are connected to different supply/exhaust pipes 27, and the supply/exhaust device 26 can individually supply air to the left and right air cells 25 through the supply/exhaust pipes 27, and can exhaust the left and right air cells 25 individually. can. When the supply/discharge device 26 supplies air to the air cell 25, the supply/discharge device 26 increases the internal pressure of the air cell 25 to a predetermined pressure. When the internal pressure of the air cell 25 is a predetermined pressure, as shown in FIG. 3(B), walls 28 are formed on the outside of the seat at the shoulders of the occupant. Thereafter, the supply/exhaust device 26 maintains the internal pressure of the air cell 25 until receiving an evacuation instruction.

As shown in FIG. 1, the lower surface of the seat cushion 5 shows the horizontal acceleration (hereinafter referred to as lateral acceleration) of the seat cushion 5, that is, the lateral acceleration applied to the occupant seated on the vehicle seat 1, including the magnitude and direction. A lateral acceleration acquisition unit 32 is provided to acquire the lateral acceleration. The lateral acceleration acquisition unit 32 is configured, for example, to output lateral acceleration as positive for rightward and negative for leftward. The lateral acceleration acquisition section 32 includes a semiconductor acceleration sensor 33 using MEMS technology. In this embodiment, the acceleration sensor 33 is a so-called capacitive sensor that detects acceleration by reading the displacement of a movable part supported by a beam as a change in capacitance. However, the acceleration sensor 33 is not limited to this embodiment, and may be a piezoelectric element type sensor that detects acceleration using a change in piezoresistance, for example.

As described above, since the lateral acceleration acquisition section 32 is provided in the seat cushion 5, the lateral acceleration acquisition section 32 is located near the seated occupant, and can accurately and easily determine the magnitude and direction of the inertial force applied to the occupant. can be obtained.

The control unit 22 is a computer equipped with a central processing unit (CPU), a storage device (memory), etc., and is coupled to the lower surface of the seat cushion 5. The control unit 22 is connected to the lateral acceleration acquisition unit 32 and the supply/discharge device 26 via a signal line, and the control unit 22 receives information on the direction and magnitude of the lateral acceleration from the lateral acceleration acquisition unit 32, and Either one or both of the left and right air cells 25 is specified, and air is supplied or exhausted to the specified air cell 25.

However, when air is being supplied to a designated air cell 25, if the controller 22 instructs the air cell 25 to be supplied with air, the supply/discharge device 26 continues to supply air to the air cell 25, and the air cell 25 is supplied with air. 25 is maintained at a predetermined pressure. Further, when exhausting air to a designated air cell 25, if the controller 22 instructs the air cell 25 to exhaust air, the supply/discharge device 26 continues exhausting air to the air cell 25.

When the vehicle S is driving, the control unit 22 executes a first air cell control process to control the operation of the supply/discharge device 26 based on the lateral acceleration acquired by the lateral acceleration acquisition unit 32. The details of the first air cell control process will be described below with reference to FIG.

In the first step ST1 of the first air cell control process, the control unit 22 receives a signal from the lateral acceleration acquisition unit 32, and determines that the magnitude (absolute value) of the lateral acceleration applied to the vehicle seat 1 is set to a predetermined threshold value (below , lateral acceleration threshold) or more. When the magnitude of the lateral acceleration is greater than or equal to the lateral acceleration threshold, step ST2 is executed, and when the magnitude of the lateral acceleration is less than the lateral acceleration threshold, step ST3 is executed. The lateral acceleration threshold is generally set as a lateral acceleration threshold at which the occupant is more likely to experience motion sickness.

In step ST2, the control unit 22 determines the direction of the acquired lateral acceleration, and if the direction of the lateral acceleration is to the right, executes step ST4, and if the direction of the lateral acceleration is to the left, executes step ST5. do. When the lateral acceleration acquisition unit 32 outputs the lateral acceleration as positive for rightward and negative for leftward, the control unit 22 may determine the direction of the lateral acceleration based on whether the lateral acceleration is positive or negative.

In step ST4, the control unit 22 causes the supply/discharge device 26 to supply air to the left air cell 25L and exhaust air from the right air cell 25R. Thereafter, the control unit 22 completes step ST4 and ends the first air cell control process.

In step ST5, the control unit 22 causes the supply/discharge device 26 to supply air to the right air cell 25R and exhaust air from the left air cell 25L. Thereafter, the control unit 22 completes step ST5 and ends the first air cell control process.

In step ST3, the control unit 22 causes the supply/discharge device 26 to exhaust the right air cell 25R and the left air cell 25L. Thereafter, the control unit 22 completes step ST4 and ends the first air cell control process.

Next, the operation and effects of the vehicle seat 1 configured as described above will be explained. Due to turning of the vehicle S, etc., acceleration in the left and right direction may be applied to the vehicle seat 1.

When an acceleration equal to or greater than the lateral acceleration threshold is applied to the vehicle seat 1 in the right direction, the control section 22 sequentially executes step ST1, step ST2, and step ST4. In step ST4, the control unit 22 causes the supply/discharge device 26 to supply air to the left air cell 25L and exhaust the right air cell 25R. As a result, the front surface of the seat back 6 protrudes forward to the left of the occupant's left shoulder, and a wall 28 is provided to the left outside of the occupant's left shoulder (see FIG. 3(B)).

At this time, inertia force is applied to the upper body of the occupant in the opposite direction to the acceleration, that is, in the left direction. As a result, the occupant's upper body moves to the left and comes into contact with the wall 28. A load is applied to the occupant from the wall so as to resist the inertial force, and the upper body of the occupant is supported by the wall 28 .

Further, when an acceleration equal to or higher than the lateral acceleration threshold is applied to the vehicle seat 1 in the left direction due to turning of the vehicle S, etc., the control unit 22 executes steps ST1, ST2, and ST5, and the supply/discharge device 26 Air is supplied to the right air cell 25R, and air is exhausted from the left air cell 25L. As a result, the front surface of the seat back 6 protrudes forward to the right of the occupant's right shoulder, and the wall 28 is provided to the right outside of the occupant's right shoulder.

Inertia force in the right direction is applied to the upper body of the occupant. As a result, the occupant's upper body moves to the right and comes into contact with the wall 28. A load is applied to the occupant from the wall 28 so as to resist the inertial force, and the upper body of the occupant is supported by the wall 28.

In this manner, when a lateral acceleration equal to or greater than the lateral acceleration threshold is applied, a wall 28 is formed on the seat back 6 outside the shoulder on the side that moves according to the inertia of the occupant. As a result, a load resisting the inertial force is applied to the occupant from the wall 28, and the occupant is supported. In this way, the side to which the occupant moves according to the inertial force of the occupant is selected based on the lateral acceleration, and the wall body 28 is formed so as to restrain the occupant's upper body from the selected side (that is, selectively). Since the upper body of the occupant is supported by the formed wall body 28, the upper body of the occupant is prevented from rolling, and the posture of the occupant is stabilized. Thereby, motion sickness can be prevented.

Further, when the lateral acceleration is less than the lateral acceleration threshold, the air cells 25 are exhausted, and when the lateral acceleration is more than the lateral acceleration threshold, one of the left and right air cells 25 is inflated, and a wall is formed on one side of the left and right outside of the occupant's shoulders. A body 28 is formed. In this way, since the walls 28 are formed when it is necessary to support the occupant's upper body, the pressure felt by the occupant is reduced compared to a case where the walls 28 are always formed on the left and right sides of the occupant. can be reduced.

In order to deform the seat back 6, it is sufficient to provide the seat back 6 with an air cell 25 and an air supply/exhaust pipe 27 for supplying and exhausting air to the air cell 25. For example, the seat back 6 can be deformed using a plurality of links. The configuration of the drive unit 21 is simpler than the configuration in which it is deformed.

<<Second embodiment>>
The vehicle seat 51 according to the second embodiment is different from the first embodiment in the configuration of the seat back 52, the configuration of the drive unit 53, and the processing performed by the control unit 22, but the other configurations are the same as in the first embodiment. Therefore, description of the other configurations will be omitted.

As shown in FIG. 5, the seat back 52 includes a substantially rectangular parallelepiped seat back main body 55 that extends vertically and has a surface facing substantially in the front-rear direction, and a pair of left and right restraints connected to the left and right side surfaces of the seat back main body 55, respectively. member 56.

The seat back main body 55 has the same shape as the seat back 6 of the first embodiment, and includes a substantially rectangular metal frame 13 forming a skeleton, a pad member 15 supported by the frame 13, and a surface of the pad member 15. (See FIG. 2). The front surface of the seat back body 55 constitutes a support surface 10 that supports the back of the occupant.

Each of the regulating members 56 has a main surface facing in the vehicle width direction, and has a plate shape extending back and forth. The regulating member 56 is fixed to the left and right side surfaces of the seat back body 55 at the rear end. The regulating member 56 extends further forward than the front surface of the seat back body 55.

The drive unit 53 includes a pair of air cells 61 provided inside each of the left and right regulating members 56, and a pair of left and right supply/discharge devices 62 that respectively supply and exhaust air to the air cells 61. The air cells 61 are each non-breathable bag-shaped members as in the first embodiment, and are housed inside the regulating member 56 in front of the front surface of the seat back body 55. Hereinafter, the left regulating member 56 will be referred to as a left regulating member 56L, and the right regulating member 56 will be referred to as a right regulating member 56R, as necessary. Further, the air cell 61 provided on the left regulating member 56L will be referred to as a left air cell 61L, and the air cell 61 provided on the right regulating member 56R will be referred to as a right air cell 61R. Further, the supply/discharge device 62 provided on the left regulating member 56L will be referred to as a left supply/discharge device 62L, and the supply/discharge device 62 provided on the right regulation member 56 will be referred to as a right supply/discharge device 62R.

In this embodiment, as shown in FIG. 6A, each of the regulating members 56 includes a regulating member body 65 that extends back and forth, and has a housing recess 64 in its front portion that accommodates the air cell 61 therein; 61 from inside the seat. The regulating member main body 65 is a member made of resin, and has a plate shape with a main surface facing in the vehicle width direction. The regulating member main bodies 65 are each fixed to the left and right side surfaces of the seat back main body 55 at their rear ends. The accommodation recesses 64 are recesses formed on the inner side of the seat of the regulating member main body 65 so as to be recessed outward from the seat, and are located forward of the front surface of the seat back main body 55, respectively.

Each of the regulating member bodies 65 is provided with a through hole 67 extending from the housing recess 64 to the rear end, and an air supply/exhaust pipe 68 is housed in the through hole 67 . The supply/exhaust pipe 68 is connected to the air cell 61 at one end, passes through the through hole 67, and opens at the rear end of the regulating member main body 65. The supply/discharge device 62 is coupled to the rear end of the regulating member 56, and the supply/exhaust pipe 68 is connected to the supply/discharge device 62 at the other end. As shown in FIG. 6(B), the air cells 61 are each expanded inward of the seat by being supplied with air by the supply/discharge device 62, and the inner side surfaces of the regulating members 56 are respectively projected inward of the seat. transform into.

The cap members 66 each have a plate shape with a main surface facing in the left-right direction, and are fitted into the corresponding accommodation recesses 64. The side surface of the cap member 66 on the outside of the seat is bonded to the air cell 61, and the air cell 61 is bonded to the bottom surface of the accommodation recess 64.

A touch sensor 70 is provided on each side of the cap member 66 inside the seat. The touch sensor 70 is a sensor that detects contact by an occupant from inside the seat. In this embodiment, the touch sensor 70 includes an electrode on the inner side surface of the seat, and detects a touch of an occupant to the electrode by reading a change in capacitance between the electrode and the ground. It is a capacitive sensor. However, the touch sensor 70 is not limited to this embodiment, and may be a resistive film type sensor, for example. Hereinafter, the touch sensor 70 provided on the cap member 66 of the left regulating member 56L will be referred to as a left touch sensor 70L, and the touch sensor 70 provided on the cap member 66 of the right regulating member 56R will be referred to as a right touch sensor 70R.

The control unit 22 performs a second air cell control process to control the supply/discharge device 62 based on signals from the lateral acceleration acquisition unit 32 and the left and right touch sensors 70 . The details of the second air cell control process will be described below with reference to FIG.

As shown in FIG. 7, in the first step ST11 of the second air cell control process, the control unit 22 acquires the lateral acceleration applied to the vehicle seat 51 from the lateral acceleration acquisition unit 32, and the magnitude is equal to the lateral acceleration. Determine whether it is greater than or equal to the threshold. When the lateral acceleration threshold is greater than or equal to the lateral acceleration threshold, step ST12 is executed, and when the lateral acceleration is less than the lateral acceleration threshold, step ST13 is executed.

The control unit 22 determines whether the direction of the lateral acceleration is rightward in step ST12. If the direction is to the right, step ST14 is executed, and if the direction is to the left, step ST17 is executed.

In step ST14, the control unit 22 instructs the left supply/discharge device 62L to supply air to the left air cell 61L. After that, the control unit 22 executes step ST15.

The control unit 22 determines whether contact is detected by the left touch sensor 70L in step ST15. When contact is detected, step ST16 is executed, and when contact is not detected, the process returns to step ST14.

In step ST16, the control unit 22 instructs the right supply/discharge device 62R to exhaust the right air cell 61R. When the exhaust is completed, the control unit 22 ends the second air cell control process.

In step ST17, the control unit 22 instructs the right supply/discharge device 62R to supply air to the right air cell 61R. After that, the control unit 22 executes step ST18.

The control unit 22 determines whether contact is detected by the right touch sensor 70R in step ST18. When contact is detected, step ST19 is executed, and when contact is not detected, the process returns to step ST14.

In step ST19, the control unit 22 instructs the left supply/discharge device 62L to exhaust the left air cell 61L. When the exhaust is completed, the control unit 22 ends the second air cell control process.

In step ST13, the control unit 22 instructs the left exhaust device and the right exhaust device to exhaust the left air cell 61L and right air cell 61R. When exhaustion of the left air cell 61L and right air cell 61R is completed, the control section 22 ends the second air cell control process.

Next, the operation and effects of the vehicle seat 51 according to the second embodiment will be explained. Since the regulating members 56 are provided on the right and left sides of the occupant, movement of the occupant's upper body in the left and right direction can be restricted.

When an acceleration equal to or greater than the lateral acceleration threshold is applied to the vehicle seat 51 in the right direction, an inertia force in the left direction is applied to the upper body of the occupant. At this time, the control unit 22 repeats steps ST14 and ST15 after passing through steps ST11 and ST12, so that the control unit 22 controls the left air cell 61L to the left air supply/discharge device 62L until contact is detected by the left touch sensor 70L. supply air to As a result, the left air cell 61L expands until the left touch sensor 70L touches the occupant, that is, until the left side surface of the left regulating member 56L touches the occupant. The occupant's upper body is supported by the expansion of the left regulating member 56L, and a load resisting the inertial force is applied to the occupant (see FIG. 6(B)).

When an acceleration equal to or greater than the lateral acceleration threshold is applied to the vehicle seat 51 in the left direction, an inertia force in the right direction is applied to the upper body of the occupant. At this time, the control unit 22 repeatedly performs steps ST17 and 18 after passing through steps ST11 and ST12, so that the control unit 22 controls the right air cell 61R to the right air supply/discharge device 62R until contact is detected by the right touch sensor 70R. supply air to As a result, the right air cell 61R expands until the right touch sensor 70R touches the occupant, that is, until the right side surface of the right regulating member 56R touches the occupant. The upper body of the occupant is supported by the expansion of the right regulating member 56R, and a load resisting the inertial force is applied to the occupant.

In this way, in order to apply a load to the occupant that counteracts the inertial force, the regulating member 56 located on the side in the direction of movement of the occupant projects inward of the seat, and applies a load to the occupant that counteracts the inertial force. This supports the occupant's upper body and prevents the occupant's upper body from swaying laterally.

In this embodiment, the regulating member 56 expands inward of the seat until the touch sensor 70 detects contact with the occupant. As a result, even if the seated occupant has a small physique, it is possible to reliably support the occupant, and therefore it is possible to prevent the occupant's upper body from swaying from side to side, regardless of the occupant's physique.

<<Third Embodiment>>
The vehicle seat 81 according to the third embodiment is different from the first embodiment in the configuration of the drive section 83 and the control processing executed by the control section 22, but is similar to the first embodiment in other parts. , description of other parts will be omitted.

As shown in FIG. 8, the drive unit 83 includes one bag 84 and one supply/discharge device 85. The bag body 84 is arranged between the back surface of the skin material 17 provided on the front surface of the seat back 6 and the front surface of the pad member 15. The bag body 84 is located at approximately the center in the left-right direction and the center in the vertical direction of the seat back 6 when viewed from the front, and is disposed behind the back of the seated occupant. The bag body 84 is non-breathable and is preferably made of a stretchable resin material such as rubber.

As shown in FIG. 9(A), the inside of the bag 84 is filled with a large number of resin spherical bodies 86. A connecting pipe 87 is connected to the bag body 84 for evacuating or supplying air to the inside. A through hole 88 is provided inside the pad member 15 and extends from front to back, and the connecting pipe 87 passes through the through hole 88 and a hole provided on the back surface of the seat back 6 and is led out to the outside of the seat back 6. There is. In order to prevent the spherical body 86 from being discharged to the outside of the bag 84, the connecting pipe 87 is preferably provided with a predetermined filter.

The supply/discharge device 85 is fixed to the upper back surface of the seat back 6, as shown in FIG. The supply/discharge device 85 of this embodiment includes one supply/exhaust port 89 , and the connecting pipe 87 is connected to the supply/discharge port 89 of the supply/discharge device 85 . The supply/discharge device 85 is connected to the control section 22 fixed to the lower surface of the seat cushion 5. The supply/discharge device 85 is capable of supplying air (capable of supplying air) to the inside of the bag body 84 via the connecting pipe 87 based on a signal from the control unit 22, and is capable of discharging the air inside the bag body 84. (can be exhausted). In this embodiment, when the speed of the vehicle S becomes zero, the drive of the vehicle S is stopped, and the supply/discharge device 85 is powered off, the supply/discharge device 85 seals the bag body 84 . As a result, while the drive of the vehicle S is stopped, air is supplied to the bag body 84, and the inside of the bag body 84 is maintained at a predetermined pressure.

As shown in FIG. 8, a lateral acceleration acquisition section 32 similar to the first embodiment is fixed to the lower surface of the seat cushion 5. While the vehicle S is driving, the control unit 22 executes a first bag control process for controlling the supply/discharge device 85 based on the lateral acceleration acquired by the lateral acceleration acquisition unit 32. The details of the first bag control process will be described below with reference to FIG.

In the first step ST21 of the first bag control process, the control unit 22 receives the signal from the lateral acceleration acquisition unit 32, acquires the lateral acceleration applied to the vehicle seat 81, and determines the magnitude (absolute value) of the lateral acceleration. It is determined whether the lateral acceleration is greater than or equal to the lateral acceleration threshold. When the magnitude of the lateral acceleration is greater than or equal to the lateral acceleration threshold, step ST22 is executed, and when the magnitude of the lateral acceleration is less than the lateral acceleration threshold, step ST23 is executed.

In step ST22, the control unit 22 causes the supply/discharge device 85 to exhaust the inside of the bag body 84. However, when the supply/discharge device 85 is exhausting air, the control section 22 continues to cause the supply/discharge device 85 to exhaust the air. When the exhaust is completed, the control unit 22 ends the first bag control process.

In step ST23, the control unit 22 causes the supply/discharge device 85 to supply air to the inside of the bag 84 so that the inside of the bag 84 has a required pressure. However, when the supply/discharge device 85 is supplying air, the control unit 22 causes the supply/discharge device 85 to continue supplying air to the inside of the bag 84 so that the inside of the bag 84 has a predetermined pressure. . When the air supply is completed, the control unit 22 ends the first bag control process.

Next, the operation and effects of the vehicle seat 81 configured as described above will be explained. Before the vehicle S is driven, the bag 84 is maintained in an air-supplied state. At this time, as shown in FIG. 9(A), the spherical bodies 86 inside the bag 84 do not come into close contact with each other, and the spherical bodies 86 inside the bag 84 tend to move. That is, by the movement of the spherical body 86 inside the bag 84, the bag 84 is easily deformed and is in a soft state. Therefore, due to the load from the seated occupant, the front surface of the seat back 6 easily deforms from the state shown by the two-dot chain line in FIG. 9(A) to the state shown by the solid line. At this time, a recess 90 is formed in the front surface of the seat back 6, which is recessed rearward due to the load from the passenger and conforms to the shape of the upper body of the passenger.

When the vehicle S starts running and the lateral acceleration of the vehicle S is less than the lateral acceleration, air is supplied to the bag body 84 by the supply/discharge device 85, and the inside of the bag body 84 is at a predetermined pressure. Therefore, the bag body 84 is in a soft state, and a recess 90 is formed by the load from the occupant, as before the vehicle S is driven.

When the lateral acceleration becomes equal to or greater than the lateral acceleration threshold due to turning of the vehicle S, etc., the bag 84 is exhausted. As a result, as shown in FIG. 9(B), the volume of the bag 84 decreases compared to when air is being supplied. At this time, the seat back 6 is recessed rearward at approximately the center in the left-right direction, and the recess 90 becomes deeper. As the recess 90 becomes deeper, the occupant's upper body moves rearward, and a portion of the left and right sides 6A (bolster portions) of the seat back 6 protrudes more forward relative to the occupant's upper body. Therefore, the occupant's lateral movement is further restricted by the left and right side portions 6A of the seat back 6, and the occupant's upper body is maintained in a state received by the recess 90, thereby preventing the occupant from rolling.

Further, as the bag body 84 is evacuated, the spherical bodies 86 inside the bag body 84 come into close contact with each other. As a result, the bag body 84 is harder than when air is being supplied, and the seat back 6 is less likely to deform. That is, when the lateral acceleration changes from a state below the lateral acceleration threshold to a state above the lateral acceleration threshold, the seat back 6 changes in quality so that its rigidity increases. Therefore, the recess 90 formed in the seat back 6 becomes difficult to deform, and a load resisting the inertial force is applied to the upper body of the occupant from the wall surface defining the recess 90. As a result, the occupant's upper body is reliably maintained in a state received in the recess 90, and the occupant's side-to-side shaking can be prevented.

Thereafter, when the lateral acceleration becomes less than the lateral acceleration threshold, air is supplied to the bag 84, and when the lateral acceleration becomes equal to or higher than the lateral acceleration threshold again, the bag 84 is evacuated. When the vehicle S is stopped, the drive of the vehicle S is stopped, and the supply/discharge device 85 is powered off, the bag body 84 is sealed and its internal pressure is maintained at a predetermined pressure.

In this way, in a range where the lateral acceleration at which motion sickness is likely to occur is equal to or greater than the lateral acceleration threshold, the recess 90 becomes deep, and the movement of the occupant's upper body in the left-right direction is restricted. Further, in a range of lateral acceleration where motion sickness is less likely to occur, the occupant can more easily move the upper body of the passenger in the left-right direction than in a range where motion sickness is more likely to occur. This improves the comfort of the vehicle seat 81.

<<Fourth embodiment>>
The vehicle seat 101 according to the fourth embodiment differs from the vehicle seat 1 according to the first embodiment in the configuration of the lateral acceleration acquisition section 102, and the other configurations are the same as in the first embodiment. The explanation will be omitted.

As shown in FIG. 11, the lateral acceleration acquisition unit 102 of the vehicle seat 101 according to the fourth embodiment includes a steering angle sensor that is provided on the steering shaft 103 of the vehicle S and detects the steering angle of the steering handle 104 of the vehicle S. 105, a vehicle speed sensor 107 that is provided on the vehicle body 106 and detects the vehicle speed based on the rotation speed of the axle, and a calculation section 108 that is connected to the steering angle sensor 105, the vehicle speed sensor 107, and the control section 22 by a signal line. include.

The calculation unit 108 is a computer equipped with a central processing unit (CPU) and memory. The calculation unit 108 acquires the steering angle and vehicle speed from the steering angle sensor 105 and the vehicle speed sensor 107, calculates the direction of lateral acceleration applied to the vehicle seat 1 based on the steering angle, and calculates the lateral acceleration based on the steering angle and the vehicle speed. The magnitude of is calculated and output to the control section 22. More specifically, the calculation unit 108 derives the turning direction of the vehicle S based on the steering angle acquired by the steering angle sensor 105, and determines the turning direction as the direction of acceleration. Furthermore, the calculation unit 108 calculates the radius of rotation of the vehicle S from the steering angle, and uses the calculated radius of rotation and the vehicle speed acquired by the vehicle speed sensor 107 to determine, for example, that the motion of the vehicle S is a uniform circular motion. Assuming that, the magnitude of the lateral acceleration applied to the vehicle S is calculated. Thereby, the calculation unit 108 calculates the lateral acceleration applied to the vehicle S, that is, the lateral acceleration applied to the vehicle seat 101.

Next, the effects of the vehicle seat 101 configured in this way will be explained. By detecting the steering angle input from the steering angle sensor 105, it is detected that the vehicle S is turning before the steering is performed and the vehicle S starts turning, that is, before the left-right inertia force acts on the occupant. can do. As a result, it is possible to detect in advance that inertia force in the left and right direction acts on the occupant, and to deform the seat back 6 by driving the supply/discharge device 26 in accordance with the timing at which the inertia force in the circumferential direction acts. I can do it. Therefore, movement of the occupant's upper body can be more reliably prevented and motion sickness can be reduced.

<<Fifth embodiment>>
A vehicle seat 201 according to the fifth embodiment is installed in a vehicle S equipped with a car navigation system 202, as shown in FIG. The vehicle seat 201 according to the fifth embodiment is different from the vehicle seat 101 according to the fourth embodiment in that the lateral acceleration acquisition section 203 includes a car navigation system 202 instead of the steering angle sensor 105 and the vehicle speed sensor 107. This is different from the fourth embodiment, and the other configurations are the same as those of the fourth embodiment. Therefore, description of the other configurations will be omitted.

The car navigation system 202 includes a GPS and a storage device, and holds data including map information, the current location of the vehicle S, and the travel schedule of the vehicle S. Further, the car navigation system 202 transmits the map information held in the calculation unit 108, the position of the vehicle S, and the travel schedule of the vehicle S. Based on the received map information, the position of the vehicle S, and the travel schedule, the calculation unit 108 calculates the predicted time of turning of the vehicle S, the traveling speed of the vehicle S at the time of turning, and the lateral acceleration applied to the vehicle seat 201 at that time. The direction and magnitude of are calculated and output to the control section 22. With this configuration, the direction and magnitude of the acceleration applied to the occupant can be predicted, and the seat back 6 can be deformed based on the predicted direction and magnitude of the lateral acceleration. Therefore, the seat back 6 can be deformed in accordance with the moment (timing) when the inertia force due to turning is applied to the occupant, so that it is possible to prevent the occupant's upper body from rolling.

<<Sixth embodiment>>
The vehicle seat 301 according to the sixth embodiment differs from the vehicle seat 81 according to the third embodiment in that it includes a seating sensor 302 instead of the lateral acceleration acquisition section 32, and the processing executed by the control section 22 ( Hereinafter, the second bag body control process) is different, and the other configurations are the same as the vehicle seat 81 of the third embodiment, so a description of the other configurations will be omitted.

As shown in FIG. 13, the seating sensor 302 is a sensor that is disposed between the skin material 16 of the seat cushion 5 and the pad member 14, and is turned on when an occupant sits on the seat cushion 5. The seating sensor 302 may include a plurality of known membrane switches that are turned on by a load from above, or may include a known capacitance sensor that detects the proximity of the occupant to the seat cushion. .

The seating sensor 302 is connected to the control unit 22, and the control unit 22 detects whether the seating sensor 302 is on or off to obtain information on whether or not an occupant is seated on the vehicle seat 201. can do.

Next, the second bag control process executed by the control unit 22 will be described. As shown in FIG. 14, the second bag control process differs only in that it includes step ST31 instead of the first step ST21 of the first bag control process (see FIG. 10); Since this is the same as the body control process, explanations of other parts will be omitted.

In step ST31, the control unit 22 determines whether the seating sensor 302 is on, and if it is on, executes step ST22, and if it is off, executes step ST23.

Next, the effects of the vehicle seat 301 configured in this way will be explained. When the occupant is seated on the vehicle seat 301, the control unit 22 determines in step ST31 that the occupant is seated, and executes step ST22. Thereby, the bag body 84 is evacuated by the supply/discharge device 85. At this time, the front surface of the seat back 6 is deformed by the load from the occupant so that the upper body of the occupant sinks in, and a recess 90 that is recessed rearward is formed in the front surface of the seat back 6. At this time, the occupant's upper body is received in the recess 90, and movement of the occupant's upper body is restrained from both left and right sides, so it is possible to prevent the occupant's upper body from rolling.

In addition, the spherical bodies 86 come into close contact with each other due to the exhaust gas, making it difficult for the bag body 84 to deform, thereby increasing the rigidity of the seat back 6. As a result, a load is applied to the upper body of the occupant from the wall surface defining the recess 90, which resists the inertial force caused by the lateral acceleration. Therefore, the occupant's upper body is reliably held inside the recess 90, and the occupant's upper body is more reliably prevented from rolling.

<<Seventh embodiment>>
As shown in FIG. 15, the vehicle seat 401 according to the seventh embodiment, unlike the vehicle seat 51 according to the second embodiment, has the same seating position as the fifth embodiment, in place of the lateral acceleration acquisition section 32. Although the process including the sensor 302 and executed by the control unit 22 (hereinafter referred to as the third air cell control process) is different, the other configurations are the same, so a description thereof will be omitted.

As shown in FIG. 16, the control unit 22 receives information as to whether or not the occupant is seated on the seat cushion 5 from the seating sensor 302 in a first step ST41. Step ST42 is executed when the occupant is seated, and step ST43 is executed when the occupant is not seated, that is, has left the seat.

In step ST42, the control unit 22 causes the right supply/discharge device 62R to supply air to the right air cell 61R. Thereafter, step ST44 is executed, and it is determined whether the right touch sensor 70R detects a contact by the occupant. When contact is detected, step ST45 is executed, and when contact is not detected, the process returns to step ST42.

In step ST45, the control unit 22 causes the right supply/discharge device 62R to exhaust the right air cell 61R for a predetermined period of time. After that, the control unit 22 executes step ST46.

In step ST46, the control unit 22 causes the left supply/discharge device 62L to supply air to the left air cell 61L. Thereafter, step ST47 is executed, and it is determined whether the left touch sensor 70L detects a contact by the occupant. When contact is detected, the control section 22 executes step ST48, and when no contact is detected, the control section 22 returns to step ST45.

In step ST48, the control unit 22 causes the left supply/discharge device 62L to exhaust the left air cell 61L for a predetermined period of time. Thereafter, the second bag control process ends.

In step ST43, the control unit 22 causes the right supply/discharge device 62R and the left supply/discharge device 62L to evacuate the air cell 61, respectively. When the exhaust is completed, the control unit 22 ends the second bag control process.

Next, the effects of the vehicle seat 401 configured in this way will be explained. When the occupant's seating is detected by the seating sensor 302 and the control section 22 determines that the occupant is seated (ST41), the right air cell 61R is inflated until it comes into contact with the occupant (ST42, ST43). Thereafter, the air inside the right air cell 61R is exhausted for a predetermined period of time, and the side surface of the right regulating member 56R on the inside of the seat is slightly separated from the occupant (ST44). Similarly, the left air cell 61L expands until it contacts the passenger (ST45, 46), and then the air inside the left air cell 61L is exhausted for a predetermined period of time (ST47), causing the left regulating member 56L to move toward the inside of the seat. The side of the vehicle is slightly separated from the passenger.

In this way, the side surfaces of the left and right regulating members 56 on the inside of the seat protrude inward of the seat and are disposed near the left and right sides of the occupant. As a result, the occupant's upper body is restrained from both left and right sides, and movement of the occupant's upper body in the left-right direction is restricted. This prevents the occupant's upper body from swaying laterally. Further, the left and right air cells 61 are exhausted for a predetermined period of time after the seat-inward side surfaces of the regulating member 56 come into contact with the occupant. As a result, the side surface of each regulating member 56 on the inside of the seat is slightly separated from the occupant, and a gap is formed between the side surface of the regulating member 56 on the inner side of the seat and the occupant. As a result, the restriction member 56 does not continue to come into contact with the occupant, reducing the feeling of pressure on the occupant. Therefore, the tension of the occupant can be relieved, and the motion sickness of the occupant can be reduced.

<<Eighth embodiment>>
A vehicle seat 501 according to the eighth embodiment is different from the vehicle seat 1 according to the first embodiment in that it includes a seating sensor 302 similar to that in the seventh embodiment, and each air cell. The difference is that a touch sensor 503 similar to the seventh embodiment is provided on the skin material 17 covering the front surface of the air cell 25, and the control unit 22 performs the second air cell control process similar to the seventh embodiment. , the other parts are the same as those in the first embodiment, and therefore the description of the other parts will be omitted.

In the second air cell control process, when the seating sensor 302 detects that the occupant is seated (ST41), the control section 22 sequentially controls each of the left and right supply/discharge devices 26 to detect contact with the occupant using the touch sensor 503. After the corresponding air cells 25 are supplied with air until the detection is detected (ST42, 43, 45, 46), the corresponding air cells 25 are exhausted for a predetermined period of time (ST44, 47). As a result, walls 28 are formed on the left and right sides of the shoulders of the occupant, respectively, so as to face the shoulders of the occupant through gaps. Thereby, similarly to the seventh embodiment, it is possible to restrict the movement of the occupant's upper body in the left-right direction while reducing the feeling of pressure on the occupant.

Although the description of the specific embodiments has been completed above, the present invention is not limited to the above-mentioned embodiments and can be widely modified and implemented. In the first embodiment, the lateral acceleration acquisition section 32 is provided on the lower surface of the seat cushion 5, but the present invention is not limited to this aspect. For example, the lateral acceleration acquisition section 32 may be provided inside or on the top surface of the seat cushion 5, on the left and right side surfaces, or on the front and back sides, or may be provided on the outside surface or inside of the seat back 6. With this configuration, since the lateral acceleration acquisition section 32 is provided near the occupant, it is possible to more accurately and simply acquire the acceleration applied to the occupant.

In the fourth and fifth embodiments described above, the calculation unit 108 was configured separately from the control unit 22, but the calculation unit 108 may be configured as software executed by the control unit 22. .

Further, the lateral acceleration acquisition units 102 and 203 of the vehicle seats 101 and 201 according to the fourth embodiment and the fifth embodiment are the lateral acceleration acquisition units 32 and 203 of the vehicle seats 51 according to the second embodiment, or the third It can be replaced with the lateral acceleration acquisition section 32 of the vehicle seat 81 according to the embodiment. This allows the seat backs 6, 52 to be deformed by driving the feeding/discharging devices 62, 85 at the moment when inertial force acts on the occupant. Thereby, movement of the occupant's upper body can be more reliably prevented and motion sickness can be reduced.

In the vehicle seat 101 according to the fourth embodiment, the lateral acceleration acquisition unit 102 includes the vehicle speed sensor 107, but this is not essential. For example, the control unit 22 uses the steering angle sensor in ST1 of the first air cell control process It may be configured such that when the steering angle acquired by step 105 is less than a predetermined threshold, ST3 is executed, and when the steering angle is greater than or equal to the predetermined threshold, ST2 is executed.

In the embodiment described above, the vehicle seat 1 is supported by the floor 3 so as to be slidable back and forth, but the present invention is not limited to this aspect. In the embodiment described above, for example, the vehicle seat 1 may be rotatably provided on the floor 3 defining the bottom of the vehicle interior 2 with the vertical direction as the axis. With this configuration, the orientation of the vehicle seat 1 can be freely changed when the vehicle seat 1 is installed in a vehicle S capable of automatically driving, for example, so that the comfort of the vehicle seat 1 can be improved. will improve. At this time, when the control unit 22 acquires the lateral acceleration of the vehicle S based on information from a sensor fixed to the vehicle S, more specifically, the steering angle sensor 105 and the car navigation system 202, A rotation angle sensor is provided to obtain the rotation angle of the vehicle seat 1 with respect to the floor 3, and the control unit 22 converts the lateral acceleration applied to the vehicle S based on the rotation angle obtained by the rotation angle sensor, and calculates the lateral acceleration applied to the occupant. It is best to calculate it.

In the second embodiment, the left and right regulating members 56 are respectively fixed to the left and right side surfaces of the corresponding seat back body 55, but may be detachable from the left and right side surfaces of the seat back body 55, respectively.

In the second embodiment, the left and right regulating members 56 are configured such that the inner side surfaces of the seat protrude inward of the seat, but the present invention is not limited to this configuration. For example, the left and right regulating members 56 are rotatably coupled to the left and right side surfaces of the seatback body 55, respectively, with the left and right directions as an axis, and when the lateral acceleration exceeds a lateral acceleration threshold, the left and right regulating members 56 are connected to the side to which the occupant's upper body moves. The regulating member 56 may be configured to rotate forward and when the lateral acceleration becomes less than the lateral acceleration, the regulating member 56 rotates to a position extending vertically along the seat back body 55.

In the first embodiment, the front surface of the seat back 6 is configured to protrude forward by inflating the air cell 25, but the present invention is not limited to this. Any mode may be used as long as it can support the upper half of the body. Similarly, in the first embodiment, the aspect in which the sheet-inward side surfaces of the left and right regulating members 56 protrude inward from the seat is not limited to the air cell 61; Any mode may be used as long as it can protrude inward and support the upper body of the occupant.

In the first embodiment, the air cells 25 are provided on the right and left sides of the occupant's shoulders, but the embodiment is not limited to this, and the air cells 25 may be provided on the left and right sides of the upper arms from the shoulders of the occupant. As shown in FIG. 18, the air cells 25 may be provided on the left and right sides of the waist of the occupant. Further, the air cells 25 may be provided on the right and left sides of the occupant's shoulders and on the right and left sides of the occupant's waist.

Further, in the eighth embodiment, pressure sensors for detecting pressure from the occupant are provided in the skin material 17 covering the front surface of the air cell 25, and the pressure applied to the passenger from the skin material 17 is measured, and the pressure inside the air cell 25 is measured. It may be configured to be adjustable.

1: Vehicle seat 5 according to the first embodiment: Seat cushion 6: Seat backs 12, 13: Frames 14, 15: Pad members 16, 17: Skin material 21: Drive section 22: Control section 25: Air cell 26: Supply Discharge device 32: Lateral acceleration acquisition section 51: Vehicle seat 52 according to the second embodiment: Seat back 53: Drive section 55: Seat back main body 56: Regulation member 61: Air cell 62: Supply/discharge device 70: Touch sensor 81: Vehicle seat 83 according to the third embodiment: Drive section 84: Bag body 85: Supply/discharge device 86: Spherical body 101: Vehicle seat 102 according to the fourth embodiment: Lateral acceleration acquisition section 105: Rudder angle sensor 201: Vehicle seat 202 according to the fifth embodiment: Car navigation system 203: Lateral acceleration acquisition unit S: Vehicle 301: Vehicle seat 302 according to the sixth embodiment: Seating sensor 401: Vehicle seat 501 according to the seventh embodiment : Vehicle seat 503 according to the eighth embodiment : Touch sensor

Claims (1)

A vehicle seat that has a seat cushion and a seat back and is mounted on a vehicle,
a drive unit that deforms the seat back to restrain the upper body of a seated occupant;
a lateral acceleration acquisition unit that acquires lateral acceleration applied to the occupant;
a control unit that causes the drive unit to deform the seat back so as to resist an inertial force applied to the upper body of the occupant, based on the lateral acceleration acquired by the lateral acceleration acquisition unit;
The seatback includes a seatback body that supports the back of the occupant, and a pair of left and right regulating members that are coupled to left and right side surfaces of the seatback body at the rear end and extend forward from the front surface of the seatback body. and
The drive unit includes a pair of left and right air cells provided in a portion of the regulating member located in front of the seat back, and a supply/discharge device that supplies and exhausts air to each of the left and right air cells. ,
Each of the air cells expands inwardly of the seat by being supplied with air by the supply/discharge device, causing a portion of the regulating member located forward of the front surface of the seat back body to protrude inwardly of the seat. A vehicle seat characterized in that the upper body of the occupant is selectively restrained from left and right sides.

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