JPH0436893B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automatic side support adjustment device for an automobile seat, and more particularly to means for automatically adjusting a support force against centrifugal force while the automobile is running.

[Conventional technology]

Recently, as a side support device for car seats, especially driver seats, the support power, or strength, of the side supports located on the sides of the seat back has been changed according to the driver's body shape, so that the optimal seating position for driving can be obtained. , side support devices that can be adjusted to an appropriate size have come into use. As the support force adjustment means for the side support device, a means for adjusting the support force to a predetermined state by manual operation while the vehicle is stopped is mainly employed.

[Problem that the invention seeks to solve]

In the side support device with the above configuration,
I had the following problem: In other words, since the support force adjustment means is manually operated, the strength of the support can only be adjusted while the vehicle is stopped. In other words, manually controlling the support strength while the vehicle is running is not only very troublesome but also extremely dangerous, so it has to be done while the vehicle is stopped. On the other hand, since the adjustment is fixedly set to a constant strength, it is not possible to obtain an optimal adjustment state that corresponds to changes in vehicle body conditions during driving. In other words, if the vehicle is adjusted in advance to be optimal when driving on a straight road, for example, the vehicle's body will be swayed from side to side every time it curves, which not only causes severe fatigue, but also poses a risk of erroneous steering operations. On the other hand, if the support force is adjusted to be strong enough to cause no problem when making a curve, the body will be tightened more than necessary when driving on a straight road, giving a feeling of being cramped.

Therefore, the present invention takes simple measures to provide a comfortable seating position that does not feel cramped while driving on a straight road, allowing comfortable driving, and when making sharp turns, etc. The side of a car seat that automatically strengthens the support force, reliably prevents the body from shaking even when subjected to strong centrifugal force, ensures safety, and can adjust the support force appropriately according to the vehicle speed. - The purpose is to provide a support automatic adjustment device.

[Means for Solving the Problems] In order to solve the above problems and achieve the objectives, the present invention takes the following measures.

means for detecting a steering angle in a moving vehicle; means for adjusting a support force in a side support of a vehicle seat based on the steering angle detected by the means; and means for detecting a vehicle speed of the vehicle; Adjustment degree variable means is provided for changing the degree of adjustment of the support force with respect to the steering angle based on the vehicle speed detected by the vehicle speed detection means. The adjustment degree variable means is a means for setting the steering angle at which the adjustment control of the support force is started to be smaller as the vehicle speed increases.

[Effects] As a result of taking the above measures, the following effects occur.

When the car makes a sharp turn while driving, the support force is automatically adjusted to provide a strong support force, so the body is kept stable even when subjected to centrifugal force. When driving at low speeds, the support force is not corrected unless the steering wheel is rotated by a relatively large amount, whereas when driving at high speeds, the support force is not corrected even if the steering wheel is rotated by a relatively small amount. will be carried out. In other words, the support force is adjusted in accordance with the magnitude of the centrifugal force.

〔Example〕

FIG. 1 is a diagram showing the overall configuration of an apparatus in an embodiment of the present invention. In Fig. 1, 1 is a driver seat, and side supports 2a, 2 of this driver seat 1 are equipped with air mats 3a, 3b.
are interpolated respectively. Above air mat 3
Air pipes 4a and 4b are branched into two parts a and 3b.
is connected. Reference numeral 5 denotes an air supply electromagnetic valve, which strengthens the support force by supplying compressed air from an air compressor to the air mats 3a, 3b via air pipes 4a, 4b. Reference numeral 6 denotes an exhaust electromagnetic valve, which weakens the support force by exhausting air from the air mats 3a, 3b to the outside via air pipes 4a, 4b. The air supply electromagnetic valve 5 and the exhaust electromagnetic valve 6 are energized and controlled by a control device 40. This control device 40 will be explained in detail later, but it receives a support force detection signal from the support force sensor 7, an operation command signal from the operation switch 8, and a vehicle speed sensor 9.
It operates based on the vehicle speed information signal from the steering angle sensor 10 and the steering angle information signal from the steering angle sensor 10, and energizes and controls the electromagnetic valves 5 and 6.

The support force sensor 7 is connected to the side support 2
This is a sensor installed to detect the support force of air mats 3a and 2b and send out a detection signal. It is designed to detect support power.

The operation switch 8 includes buttons 8a and 8b for turning the power on and off, and a button for the driver to initialize the strength of support in stages, such as L1, L2, and L3, depending on the driver's body shape. 81,8
2,83.

The vehicle speed sensor 9 consists of a gear 92 connected to the propeller shaft 91 and an electromagnetic pickup 93 placed opposite to the gear 92, and extracts and sends out a vehicle speed information signal corresponding to the rotational speed of the propeller shaft 91, that is, the vehicle speed. It has become something to do.

The steering angle sensor 10 has a gear 13 coupled to a shaft 12 directly connected to the steering wheel 11, and a rotation angle amplifying mechanism 14 consisting of gears or the like amplifies the rotation angle of the gear 13 according to the rotation angle of the steering wheel 11. is transmitted to the slit disk 15,
Passage through the slit of the slit disk 15 is detected by two sets of photoelectric detectors consisting of light emitting elements 16a, 16b and light receiving elements 17a, 17b, and the waveform is shaped by a waveform shaping circuit 18 to detect rotational direction components. The included steering angle information signal is extracted.

Figure 2 shows the side support 20 (2a in Figure 1).
or 2b). As shown in FIG.
A pad 22 made of urethane or the like is loaded inside the pad 22, and an air mat 23 made of rubber, for example, is inserted into the pad 22. Therefore, when air is introduced into the air mat 23, it deforms as shown by the broken line, thereby increasing the support force.

FIG. 3 is a diagram showing the functions of the waveform shaping circuit 18. As shown in FIG. 3, the sine wave signals S1 and S2 from the light receiving elements 17a and 17b inputted from the terminals 31 and 32 are waveform-shaped and become rectangular wave signals S11 and S12 with a phase shift of 90°, which are sent to the terminal 33. , 34. Therefore, this square wave signal S11,
S12 can be used as a steering angle information signal having a phase difference of 90° as a rotational direction component.

FIG. 4 is a block diagram showing the circuit configuration of the control device together with its peripheral parts. In Figure 4, 41
is a register that temporarily stores data, and 4
2 is a preset multi-stage support force L1,
It is a memory that stores data corresponding to L2 and L3, and 43 is a support strength that controls the strength of the support force by controlling the energization of the air supply solenoid valve 5 and the exhaust solenoid valve 6 according to the input signal. A control circuit includes a comparator 44 which sends out a stop signal when the support force detection signal from the support force sensor 7 reaches a set value. Further, 45 is a travel speed detector that outputs a travel signal when the vehicle speed exceeds a certain speed based on the vehicle speed information signal from the vehicle speed sensor 9, and 46 is turned on by the travel signal from the detector, and is turned on by the steering angle sensor. 47 is a reversible counter that counts the steering angle information signal (count up pulse and count down pulse) passed through the gate, and 48 is a steering angle counter that starts adjustment control of the support force. In other words, it is a response angle setting device that sets the response start angle smaller as the vehicle speed increases.
9 is a deviation circuit that sends out the exceeded amount, that is, the deviation amount, when the detected steering angle exceeds the set response start angle, and 50 is a deviation circuit that sends out the amount of deviation, that is, the deviation amount, when the detected steering angle exceeds the set response start angle; This is a level determiner that sends out correction data every time the level exceeds the level. The response angle setter 48 is configured such that the magnitude of the set response start angle is variably adjusted, for example, in stages, in accordance with the vehicle speed information signal from the vehicle speed sensor 9. In addition, the level determiner 50 is equipped with a plurality of (for example, three) threshold circuits having different threshold values set in advance so that the support force is corrected according to the steering angle. There is. The variable adjustment range of the response start angle is, for example, about 10° to 20°.

Next, the operation of this embodiment configured as described above is as follows.
The explanation will be given with reference to the waveform diagram in FIG. 5 and the characteristic diagram in FIG. 6 as appropriate. First, the initial setting operation while the vehicle is stopped will be explained. After pressing the on-operation button 8a of the operation switch 8 to turn it on, the button 81 is pressed at time t0 in FIG. 5 in order to set the strength of the support force to L1, for example, depending on the body shape of the driver. Then, a command signal as shown in FIG. 5 is sent out and given to the memory 42 of the control device 40. Therefore, data corresponding to the support force strength L1 is read into the register 41. The data read into the register 41 is given to the support strength control circuit 43. Then, the support strength control circuit 43 gives an "open" signal to the air supply solenoid valve 5, and the air supply solenoid valve 5 opens, allowing compressed air from the compressor to flow through the air pipes 4a, 4b to the air mat 3a,
3b is supplied with air. As a result, the support power is gradually strengthened. At time t1, the strength of the support force is
When L1 is reached, the signal from the support force sensor 7 reaches the set value, which is the content of the register 41, and the comparator 44 issues a stop signal. Therefore, the support strength control circuit 43 cuts off the "open" signal to the air supply electromagnetic valve 5. Therefore, the air supply to the air mats 3a, 3b is stopped, and the initial setting operation is completed.

From this state, if you press the button 82 at time t2 to further change the strength of the support force to L2,
A command signal is provided to memory 42. Therefore, data corresponding to the support force strength L2 is read into the register 41, and the data is given to the support strength control circuit 43. Then, from the support strength control circuit 43 to the air supply solenoid valve 5
An "open" signal is given again to the air supply solenoid valve 5, which opens the compressed air from the compressor to the air mats 3a, 3 via the air pipes 4a, 4b.
Air is supplied to b. As a result, the support power is further strengthened. At time t3, the strength of the support force is
When L2 is reached and the signal from the support force sensor 7 reaches the set value, which is the content of the register 41, a stop signal is sent from the comparator 44 to the support strength control circuit 43, and the "open" signal to the air supply solenoid valve 5 is sent. ”
Cut off the signal. Therefore, the air supply to the air mats 3a and 3b is stopped, and the initial setting changing operation is completed.

Next, the automatic adjustment operation during driving will be explained.
When the automobile starts running, a vehicle speed information signal is sent from the vehicle speed sensor 9, and this is sent to the traveling speed detector 4.
5 and response angle setter 48. When the vehicle is running at a low speed that does not require reinforcement of the support force, or when the vehicle is running backwards in a garage, etc., an off signal is given from the running speed detector 45 to the gate 46. Therefore, the steering angle information signal from the steering angle sensor 10 does not pass through the gate 46 and is not input to the counter 47. In such a state, automatic adjustment control of the support force is not performed. Therefore, the driver can freely adopt any posture when parking the vehicle in the garage or the like.
The speed at which the vehicle speed requires reinforcement of support force e.g. 30
When the speed exceeds Km/h, the running speed detector 45 gives an ON signal to the gate 46. Therefore, the steering angle information signal from the steering angle sensor 10 is input to the counter 47 through the gate 46. Therefore, the counter 47 counts up or counts down the steering angle information signal.

On the other hand, by inputting the vehicle speed information signal from the vehicle speed sensor 9 to the response angle setter 48, the steering angle at which the support force adjustment control is started, that is, the response start angle θ, is set in accordance with the vehicle speed. For example, the vehicle speed is 60
When the vehicle speed is less than Km/h, the response start angle θ is set to 20° (corresponding to θA in Fig. 6), and when the vehicle speed exceeds 60 Km/h, the response start angle θ is set to 10° (corresponding to θB in Fig. 6). equivalent)
is set to

For example, if the vehicle speed is currently less than 60 km/h, the response start steering angle θ is set to 20° (corresponding to θA in FIG. 6). Therefore, in this state, when the steering wheel 11 is rotated clockwise to make a right curve, for example, if the steering angle exceeds 20 degrees, the counted value of the counter 47 will exceed the set value of the response angle setter 48. Then, the exceeded value, that is, the amount of deviation, is obtained by the deviation circuit 49, and this is provided to the level determiner 50. As shown in FIG. 6, if the deviation amount is less than the preset threshold value X,
Correction data corresponding to the support force correction amount V1 is provided from the level determiner 50 to the register 41. Then, the contents of register 41 will be changed to, for example, L2.
Since it changes from the one equivalent to L2 + V1, the air mat 3
Air is supplied to a and 3b, and the support power is +
Only V1 can be strengthened. The steering angle becomes even larger,
When the deviation amount falls within a range of not less than a preset threshold value X and less than Y, the level determiner 50 provides the register 41 with correction data corresponding to the support force correction amount V2. When the amount of deviation becomes larger and falls within a range of not less than a preset threshold value Y and less than Z, the level determiner 50 provides the register 41 with correction data corresponding to the support force correction amount V3. Therefore, the contents of register 41 change from the one corresponding to L2+V1 to L2+V2 or
Since the change corresponds to L2+V3, air is supplied to the air mats 3a and 3b in the same way as in the case described above, and the support force is increased by +V2 or +V3.

When the vehicle finishes turning the curve and returns the steering wheel 11 in the opposite direction, the count value of the counter 47 is counted down. And the amount of deviation is Y at time t5
becomes less than X at time t6, becomes less than X at time t7
When it becomes zero, the level judger 50
The correction data that was being sent is cut off. Then, the contents of the register 41 return to their original state, and the air mats 3a, 3b
Exhaust is performed, and the support force is weakened to L2.

When the vehicle speed becomes 60km/h or more, the response start angle θ becomes
It is set at 10° (corresponding to θB in Figure 6). Therefore, in this case, if the steering angle exceeds 10 degrees due to the right rotation operation of the steering wheel 11, the counted value of the counter 47 will exceed the set value of the response angle setter 48. Then, as in the case described above, the exceeded value, that is, the amount of deviation, is obtained by the deviation circuit 49,
This is given to the level judger 50, and depending on what value the deviation amount is with respect to the preset thresholds X, Y, and Z, the judger 50 outputs the
Correction signals corresponding to support force correction amounts V1, V2, and V3 are given to the register 41. As a result, the contents of the register 41 change, and air is supplied to the air mats 3a, 3b in the same way as in the case described above, and the support force is strengthened to a predetermined strength.

Contrary to the above, steering 1 at the left curve
When 1 is rotated to the left, it operates in exactly the same way as when it is rotated to the right.

As described above, according to this embodiment, when the vehicle is traveling at a low speed that does not require reinforcement of the support force or is traveling backwards when parking the vehicle in a garage, etc.
No automatic adjustment control of the support force is performed. Therefore, the driver can freely adopt any posture when parking the vehicle in the garage or the like. When the car makes a curve while driving and the steering angle exceeds a certain angle, the side support force is automatically increased to keep the body stable. When the driver completes the curve, the side support force automatically returns to its original initial setting, so when driving on a straight road, the driver's body is not forced to tighten, allowing for comfortable driving. In addition, the support force is automatically adjusted to correspond to the vehicle speed, so
The support force can be adjusted appropriately according to the vehicle speed.
That is, when the vehicle is running at low speed, the support force is not corrected unless the steering wheel is rotated by a relatively large amount. However, when driving at high speeds, the support force is corrected even when a relatively small steering rotation is performed. Therefore, it corresponds to the magnitude of centrifugal force.
On the other hand, since the strength of the support force also changes depending on the magnitude of the steering angle, the strength of the support force corresponds more precisely to the magnitude of the centrifugal force in this respect.

Note that the present invention is not limited to the above embodiment. For example, in the above embodiment, the air mat inserted into the side support is used as a support force adjustment means to supply or exhaust air, but the side support may also be rotated in a swing door manner. Alternatively, the side support may be rotated by a drive mechanism using a motor as a drive source. It goes without saying that various other modifications can be made without departing from the gist of the present invention.

〔Effect of the invention〕

As detailed above, according to the present invention, by taking simple measures, it is possible to obtain a comfortable seating position without feeling cramped while driving on a straight road, allowing comfortable driving, and making it possible to take sharp turns. When driving, the support force is automatically strengthened to ensure that your body does not sway even when subjected to strong centrifugal force, ensuring safety and making it possible to adjust the support force appropriately according to the vehicle speed. The present invention provides an automatic side support adjustment device for automobile seats.

[Brief explanation of drawings]

1 to 6 are diagrams showing one embodiment of the present invention, in which FIG. 1 is a diagram showing the overall configuration of the device, FIG. 2 is a partial sectional view showing the structure of the side support, and FIG.
The figure is a functional explanatory diagram of the waveform shaping circuit, Fig. 4 is a block diagram showing the configuration of the control device together with its peripheral parts, Fig. 5 is a waveform diagram for explaining the operation, and Fig. 6 is a diagram showing the support force correction amount with respect to the steering angle. It is a characteristic diagram showing a relationship. 1...Driver seat, 2a, 2b, 20...
...Side support, 3a, 3b, 23... Air mat, 5... Solenoid valve for air supply, 6... Solenoid valve for exhaust, 7... Support force sensor, 8... Operation switch, 9... Vehicle speed sensor, 10... Steering angle sensor, 11... Steering, 13... Gear,
14...Rotation angle amplification mechanism, 15...Slit disk, 16a, 16b...Light emitting element, 17a, 17
b... Light receiving element, 18... Waveform shaping circuit, 40...
…Control device.

Claims (1)

[Claims] 1. Means for detecting the steering angle of a running automobile; means for adjusting the support force in the side support of the automobile seat based on the steering angle detected by the means; and means for detecting the vehicle speed of the automobile. and adjustment degree variable means for changing the degree of adjustment of the support force with respect to the steering angle based on the vehicle speed detected by the vehicle speed detection means, the adjustment degree variable means comprising a steering control unit that starts adjustment control of the support force. An automatic side support adjustment device for a car seat, characterized in that it is a means for setting the angle smaller as the vehicle speed increases.