JPH06284942A - Control device for vehicle seat - Google Patents

Abstract

PURPOSE:To make secure holding of the passenger and the fatigue mitigation effect compatible in accordance with the driving condition. CONSTITUTION:This control device consists of air cushions 40a, 40b for passenger body-restraining mode which are respectively housed inside side supporting parts 38a, 38b and a constraint control means controller 50 which intensifies constraint to the seated passenger by inflating air bags 40a, 40b through control of an electromagnetic valve 45a wherever the acceleration of gravity in the transverse direction is magnified. The device is further provided with air cushions 40c, 40d, 40e which are all fatigue mitigation means acting to mitigate the passenger's fatigue. The fatigue mitigation means controller 50 controlls air cushions 40a-40e to either inflate or deflate whenever the frequency or the time of an intensified constraint exceeds a predetermined level thereby stimulating passenger's waist and mitigating his fatigue.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle seat in which the degree of restraint of a seated occupant is changed according to running conditions.

[0002]

2. Description of the Related Art Conventionally, for example, in Japanese Utility Model Laid-Open No. 61-90453 and Japanese Patent Laid-Open No. 62-225440, a side support portion of a seat is placed at a position where the degree of restraint is increased when lateral acceleration is large such as when the vehicle turns. An apparatus is disclosed that is controlled to enhance the holdability for a seated occupant.

FIG. 6 shows an example of a structure in a horizontal section of a seat back portion in such a device. The backrest portion 1 includes a central body 2 and side support portions 3a and 3b on both sides thereof. Side support part 3
a and 3b are configured to be switchable between a non-restricted position indicated by a solid line and a restricted position indicated by a dotted line, and are driven to be switched by a drive mechanism 5 in response to a signal from the lateral acceleration detector 4, and the sitting posture during driving collapses. Prevent.

[0004]

By the way, in such a device, the freedom of the occupant's body may be restricted frequently or for a long time depending on the running condition.
On the other hand, FIG. 7 shows a general tendency of changes in fatigue level with respect to sitting time when sitting in a body restraint type (bucket type) seat and a general open type (normal type) seat for a long time. As can be seen from this figure, in the case of the restraint-type seat, the longer the sitting time, the greater the degree of fatigue as compared with the general seat. Therefore, in the above-described conventional apparatus, the side support portions 3a and 3b may continue to be in the restrained posture as viewed from the dotted line in FIG.

The present invention has been made in view of such conventional problems, and provides a vehicle seat control device capable of eliminating fatigue accumulation due to an increase in restraint time and restraint frequency as much as possible. The purpose is to do.

[0006]

The invention according to claim 1 is based on FIG.
As shown in FIG. 5, restraint degree adjusting means 11 for adjusting the restraint degree for the seated occupant by changing the state of the seat surface,
When the predetermined condition is detected, the restraint degree control means 12 that controls the restraint degree adjusting means 11 so as to increase the restraint degree, and the fatigue mitigating means 1 that operates so as to reduce the fatigue of the seated occupant
3 and a fatigue mitigation control means 14 for driving and controlling the fatigue mitigation means 13 when the frequency or time ratio when the constraint degree adjustment means 11 is controlled to increase the degree of restraint exceeds a set value. It is characterized by having done.

In the invention of claim 2, as shown in FIG. 2, the restraint degree adjusting means 11 is provided on both sides of the seat and can be switched between a restrained position and a non-restrained position. Side support part drive mechanism 16 for switching and driving the part 15, and the restraint degree control means 12 for controlling the side support part drive mechanism 15 according to the lateral acceleration of the vehicle detected by the lateral acceleration sensor. 17, the fatigue reducing means 13 is formed by a backrest moving mechanism 18 provided in the back portion of the seat and stimulating a seated occupant during driving, and the fatigue reducing control means 14 restrains the side support portion 15. The calculation means 19 for calculating the frequency or the ratio of time when the position is controlled, and the calculation result of the calculation means 19 exceed the set value. The backrest moving mechanism 18 when
And a backrest movable mechanism control means 20 for driving and controlling.

[0008]

According to the control device for a vehicle seat according to the first aspect of the invention, when a predetermined condition is detected, the state of the seat surface is adjusted so as to increase the degree of restraint. When the frequency of switching to a state in which the degree of restraint is increased or the ratio of time becomes larger than the set value depending on the running situation, fatigue may be accumulated due to restraint of the body as it is, so the fatigue reducing means 13 is driven. It

According to the vehicle seat control device of the second aspect of the present invention, when the lateral acceleration of the vehicle is large, the side support portion is switched to the restraining position so as to suppress the movement of the seated occupant. When the frequency of restraint on the seated occupant or the ratio of restraint time to the seated occupant becomes larger than the set value depending on the running situation, fatigue may be accumulated due to restraint of the body as it is, so the backrest movable mechanism 18 is driven,
Stimulates seated occupants to reduce fatigue.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings.

FIG. 3 is a block diagram of a vehicle seat control apparatus of the embodiment, and 30 is a seat. The seat 30 includes a cushion portion 32 and a backrest portion 34, and has a headrest 35 at the upper end of the backrest portion 34. The backrest portion 34 includes a main body portion 36 at the center in the width direction and side support portions 38a and 38b on both sides thereof.

The side support portion 38 of the backrest portion 34
The air bags 40a for the occupant restraint mode, which swell toward the surface contacting the seated occupant when compressed air is introduced,
40b is built in. Further, at the portion of the body portion 36 that abuts on the occupant's waist, three air bags (backrest moving mechanisms 40c, 40d, 40e) for the fatigue mitigation mode that inflate toward the surface contacting the seated occupant when compressed air is similarly introduced.
Is built in.

Three bladders 40c for fatigue mode,
By supplying and discharging compressed air, 40d and 40e
It swells and deflates, thereby giving an appropriate stimulus (massage) for relieving fatigue to the occupant's lower back, and they are arranged at intervals above and below.

An air hose 47 extending from a solenoid valve device 45 is connected to the air bags 40a-40e. The solenoid valve device 45 includes two air bags 40 for the occupant restraint mode.
One open / close solenoid valve 45a connected to a and 40b,
Three air bags 40c, 40d, 40 for fatigue mode
3 open / close type solenoid valves 45c, 4 respectively connected to e
It consists of 5d and 45e. The input port of the solenoid valve device 45 is connected to the discharge port of the compressor 47, and each air bag 4 is connected via each solenoid valve 45a, 45c, 45d, 45e.
Compressed air can be supplied to and discharged from 0a to 40e. The secondary pressure (discharge pressure) is applied to the solenoid valve 45a connected to the air bags 40a and 40b for the passenger restraint mode.
It is equipped with a pressure adjustment function that adjusts the pressure in three levels: "strong (high)", "medium", and "weak (low)".

Each solenoid valve 45a, 45c, 45d, 45e
Is controlled to be opened and closed by the controller 50. A command from the operation panel 70 is input to the controller 50. On the operation panel 70, the degree of restraint on the occupant is “strong”,
A manual SW (switch) 72 for selecting either "medium" or "weak" is provided. here,
The "strong", "medium", and "weak" occupant restraint modes are called "side support modes". In addition to this, on the operation panel 70,
A set SW (switch) 74 for setting the memory of the selected side support mode is provided. Also,
The operation panel 70 is connected to an input instruction alarm 80 for prompting selection and setting of the side support mode.

On the other hand, the controller 50 includes an occupant restraint mode execution determination section 51 and an occupant restraint mode execution control section 52.
And are provided. Occupant restraint mode execution determination unit 51
Has a function of receiving a signal from the lateral acceleration sensor 90 for detecting a running condition, determining whether the lateral acceleration g is a predetermined value or more, and issuing an execution command of the occupant restraint mode when the lateral acceleration g is a predetermined value or more. In addition, the occupant restraint mode execution control unit 52 performs electromagnetic control to execute the side support mode set in the memory of the operation panel 70 based on a command from the restraint mode execution determination unit 51 or an operation signal from the set SW 74 of the operation panel 70. It has a function of controlling the valve 45a.

In addition to the controller 50,
A side support mode execution frequency calculation unit 53 and a fatigue mitigation control unit 54 are provided. The side support mode execution frequency calculation unit 53 uses a timer 92 that measures a fixed time.
Based on the signal, the ratio of the side support mode execution time to the predetermined time set by the timer is calculated, and when the calculated value is equal to or greater than the set value, the function of issuing the fatigue relaxation mode execution command is issued. Further, the fatigue mitigation control unit 54 has a function of controlling the solenoid valves 45c to 45e to execute the fatigue mitigation mode based on the command from the side support mode execution frequency calculation unit 53.

In this embodiment, the solenoid valve 45a,
The compressor 47 constitutes a side support drive mechanism, and the air bags 40a, 40b are added thereto to constitute a restraint degree adjusting means, and air bags 40c, 40d, 40e,
The electromagnetic valves 45c, 45d, 45e constitute a fatigue reducing means. Further, the controller 50 corresponds to restraint degree control means, fatigue mitigation means, side support part control means, calculation means, backrest movable mechanism control means.

Next, the operation will be described with reference to the flowchart of FIG.

First, in step S1, the ignition switch is turned on.
Control is started when the (switch) is turned on. When the control is started, the process proceeds to step S2, and the input instruction alarm 17 for prompting the selection of the side support mode (selection of "strong", "medium", and "weak") is turned on. Step S3
Then, it is determined whether or not the passenger has turned on the manual SW. When the occupant is prompted by the input instruction alarm 17 and turns on the manual SW, the determination in step S3 is YE.
In step S4, the side supports 3a and 3b are driven according to the selected mode in step S4. That is, the side support mode is turned on, and the side support parts 3a and 3b are turned on.
Compressed air with a pressure corresponding to the selected mode (strong, medium, weak) is supplied to the air bags 40a, 40b built in the air bag, and the air bags 40a, 40b are inflated to test the seated occupant with the force according to each mode. To restrain.

When the occupant judges that the degree of restraint is just right in the side support mode actually tested here and the set SW is turned on (step S5), the process proceeds to step S6. When the operation proceeds to step S6, the input instruction alarm is released, the side support mode (strong, medium, weak) that has been set at step S7 is stored in memory, and the side support mode executed for a test is temporarily released at step S8.

Unless the set SW is turned on in step S5, the process returns to step S3 and the mode can be adjusted any number of times. After step S8, the process proceeds to step S9, in which the timer 12 for measuring a fixed time is turned on and the measurement is started.

Next, in step S10, the lateral acceleration is detected. If the detected acceleration g is equal to or greater than the predetermined acceleration G, it is determined that a high lateral acceleration is applied, and the process proceeds to step S11.
The stored side support mode (strong, medium, weak) is read, and the side support mode stored in step S12 is executed. That is, by controlling the solenoid valve 45a, the air bags 40a, 4 built in the side support portions 3a, 3b are controlled.
0b is supplied with compressed air having a pressure corresponding to the selected mode (strong, medium, weak) to inflate the air bags 40a and 40b and restrain the seated occupant with a force corresponding to each mode. And
In step S13, as shown in FIG. 5, the side support mode is executed, that is, the time during which the bladders 40a and 40b are inflated is counted (the number of clock pulses is counted).
And memory.

If the lateral acceleration g is smaller than the predetermined acceleration G, it is determined in step S10 that the lateral acceleration is low, and the process proceeds to step S14. In step S14, it is determined whether or not the time measured by the timer has reached a predetermined time ΣT (given by the number of clock pulses). If the predetermined time ΣT has been reached, the process proceeds to step S15. Return to S10. Then, the determination of the lateral acceleration level (determination as to whether or not to execute the side support mode) in step S13 is repeated.

In step S15, the total execution time of the side support mode (here, the total number of clock pulse counts ΣT ') is calculated, and the ratio of the total time in the fixed time ΣT is calculated.
That is, the frequency of body restraint by the side support portion within a certain time is calculated by ΣT ′ / ΣT, and if the value is equal to or more than a predetermined amount (set value) S, the proportion of the body restraint time is large and fatigue is accumulating. to decide. And step S
16, the solenoid valves 45c, 45d, and 45e are operated to operate the solenoid bags 45c, 45d, and 45e to bury the air bag 40 buried in the waist seat surface of the backrest portion 34.
The c, 40d, and 40e are subjected to pressure increase / decrease control over time for a predetermined time (this is referred to as "fatigue relaxation mode") to stimulate the occupant's body to reduce fatigue, and the process proceeds to step S17.

On the other hand, if the calculated value of the body restraint frequency ΣT '/ ΣT is smaller than the predetermined amount S, it is determined in step S15 that the body restraint time is short and fatigue has not accumulated, and the fatigue relaxation mode is not performed. , And proceeds to step S17. In step S17, it is determined whether or not the ignition SW is OFF, and if so, the control is reset and set in step S18, and the process ends. If not, the process proceeds to step S19, the timer is turned off, all counters are reset, and the process returns to step S9 again.

FIG. 5 is a time chart showing an example of the above-mentioned control by simply making a right turn and traveling on a winding road.

That is, even when the vehicle is traveling to the right in (1), the side support mode is executed in (2) and the timer is counted in (3). However, the time when the lateral g is equal to or larger than the predetermined value is short (4), and the fatigue relaxation mode is not executed (5) and (6).

When the vehicle is traveling on the winding road in (1), the count number of the side support mode becomes a predetermined value or more (2), (3), (4), and the fatigue relaxation mode is executed (5), (6). .

As described above, when the body restraint frequency becomes larger than the set value, the fatigue relaxation mode is executed, so that fatigue does not accumulate even if the restraint time increases. Therefore, the holdability of the occupant can be ensured, fatigue can be relieved even when the restraint time is increased, and a comfortable traveling environment can be provided for a long time.

In the above embodiment, the air bags 40a-4a are used.
Although the restraint degree adjusting means is constituted by 0e, it may be replaced by a mechanical mechanism such as a movable plate. Further, the fatigue reducing means is not limited to the air bag of the above embodiment,
Various types such as a mechanical vibrator can be adopted.

[0032]

As described above, according to the first aspect of the invention, when fatigue may be accumulated due to the control of the degree of restraint according to the running condition, measures for mitigating fatigue are taken. As a result, fatigue of the seated occupant can be secured while alleviating fatigue.

According to the second aspect of the present invention, when the side support portion is controlled to the restrained position frequently or for a long time depending on the running condition, the backrest moving mechanism operates to reduce the fatigue of the seated occupant. The seated occupant does not feel much fatigue while being held in the side support section with sufficient stability.

[Brief description of drawings]

FIG. 1 is a block diagram showing the configuration of the invention of claim 1.

FIG. 2 is a block diagram showing the configuration of the invention of claim 2;

FIG. 3 is a configuration diagram of an embodiment of the present invention.

FIG. 4 is a control flowchart of an embodiment of the present invention.

FIG. 5 is a time chart showing the control contents of one embodiment of the present invention.

FIG. 6 is a cross-sectional view of a seat back portion of a conventional example viewed from above.

FIG. 7 is a diagram showing changes in the degree of fatigue with respect to sitting duration due to differences in body restraint.

[Explanation of symbols]

34 Backrests 38a, 38b Side support 40a, 40b Air bag for restraint mode (restraint adjusting means) 40c, 40d, 40e Air bag for fatigue reduction (fatigue reducing means, backrest moving mechanism) 45a Solenoid valve (side support) Part drive mechanism) 45c, 45d, 45e Solenoid valve (backrest moving mechanism) 47 Compressor (restraint degree adjusting means, fatigue reducing means,
Backrest movable mechanism) 50 controller (restraint degree control means, fatigue mitigation control means, side support portion control means, calculation means, backrest movable mechanism control means)

Claims (2)

[Claims] 1. A restraint degree adjusting means for adjusting a restraint degree for a seated occupant by changing a state of a seat surface, and a restraint for controlling the restraint degree adjusting means so as to increase the restraint degree when a predetermined condition is detected. Degree control means, fatigue mitigating means that operates to reduce fatigue of a seated occupant, and when the restraint degree adjusting means is controlled to increase the restraint degree, when the frequency or time ratio exceeds a set value. A control device for a vehicle seat, comprising: a fatigue mitigation control means for driving and controlling the fatigue mitigation means. 2. The vehicle seat control device according to claim 1, wherein the restraint degree adjusting means is provided on both sides of the seat and can be switched between a restrained position and a non-restrained position, and the side support. Side support section drive mechanism for switching and driving the section, and the restraint degree control means,
The side support part control means controls the side support part drive mechanism in accordance with the lateral acceleration of the vehicle detected by the lateral acceleration sensor, and the fatigue mitigating means is provided in the backrest part of the seat to stimulate the seated occupant during driving. Comprising a movable backrest mechanism, the fatigue mitigation control means, a calculation means for calculating the frequency or time ratio when the side support portion is controlled to the restrained position, and the calculation result of the calculation means exceeds the set value. A control device for a vehicle seat, characterized in that it comprises a backrest moving mechanism control means for driving and controlling the backrest moving mechanism.