EP3732076A1 - Assise de véhicule à capacité de mesure de vibrations - Google Patents

Assise de véhicule à capacité de mesure de vibrations

Info

Publication number
EP3732076A1
EP3732076A1 EP17861200.8A EP17861200A EP3732076A1 EP 3732076 A1 EP3732076 A1 EP 3732076A1 EP 17861200 A EP17861200 A EP 17861200A EP 3732076 A1 EP3732076 A1 EP 3732076A1
Authority
EP
European Patent Office
Prior art keywords
seat
driver
user
backrest
seating
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP17861200.8A
Other languages
German (de)
English (en)
Inventor
Gino Mainardi
Marco Codeluppi
Luca TAMAGNINI
Giuseppe TALARICO
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
COBO SpA
Original Assignee
COBO SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by COBO SpA filed Critical COBO SpA
Publication of EP3732076A1 publication Critical patent/EP3732076A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/002—Seats provided with an occupancy detection means mounted therein or thereon
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/0224—Non-manual adjustments, e.g. with electrical operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/22—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable
    • B60N2/2222—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable the back-rest having two or more parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/56—Heating or ventilating devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/75—Arm-rests
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01H—MEASUREMENT OF MECHANICAL VIBRATIONS OR ULTRASONIC, SONIC OR INFRASONIC WAVES
    • G01H1/00—Measuring characteristics of vibrations in solids by using direct conduction to the detector
    • G01H1/04—Measuring characteristics of vibrations in solids by using direct conduction to the detector of vibrations which are transverse to direction of propagation

Definitions

  • the present invention relates to a seat for land vehicles with the capability of detecting the vibrations transmitted to the seat itself, and consequently to the user of the seat, according to the conditions of use on which it is mounted.
  • the seats with known vibration detection capabilities are not able to discriminate or distinguish between different users, who individually receive "partial" amounts of the total amount of vibrations recorded and therefore may remain well below the maximum safety thresholds foreseen by the regulations (note, however, that the problem highlighted above assumes practical relevance for vehicles such as agricultural tractors or construction machinery, which frequently find themselves working for a working day with an operator/user and that following day are taken by another operator/user instead: in this case the vibration detection only returns a total value over two days, but it is not known how many vibrations actually received each of the two operators during its respective period of work).
  • Another possible ambiguity of measurement of the known type of seating can be given by the fact that there may be cases in which the vehicle is left in a "stand-by" condition, where the onboard power plants are left active - therefore, generating stresses and vibrations - but where the driver/user has temporarily moved away from the driving position (think for example the need to disconnect a mechanical user at the end of a given processing and to connect a different one to start with another process): in these possible situations the vibration count is clearly distorted due to the impossibility for the seat to detect the fact that when the operator is not seated above, the vibrations he receives are equal to zero.
  • the seats of the known type may also present structural and functional disadvantages from an ergonomic point of view: for example, if the seats are equipped with side armrests, often the entrance and the exit from the seating itself involves having to rotate or translate them to define an adequate space of passage: in the known type of seating these translations or rotations may not be possible or may even be anti-intuitive or uncomfortable from an ergonomic/articular point of view .
  • the adjustment and adaptation capacities of many known types of seating are based on adjustment mechanisms which modify the positions of the various seat components in a "discrete" manner, i.e. without the possibility of selecting a predetermined degree of displacement arbitrarily chosen by the user of the seating: this translates into a lower capacity for anatomical adaptation and therefore a worsening of the working conditions of the driver/user irrespective of the level of vibration he can receive.
  • the seating of known type often have a poor predisposition (or do not possess it at all!) to be integrated with control units that can act on different functions of the vehicle (for example, on-board computer with the chance to select different menus from a user interface and with the possibility of performing such selection operations with the least possible muscular and positional effort): this too is a factor in reducing the quality of the working environment regardless of the level of vibrations receivable from a user/driver.
  • a seating is also proposed which at the same time offers a considerable improvement in the ergonomic correlation with one of its users, both in terms of adaptation to one's own appearance and in terms of ease of access and exit from the seating itself.
  • the object of the present invention is also to provide a seating suitable to a functional and ergonomic integration with various on-board controls of modern vehicles, for example where it is necessary to provide an appropriate selection mode, scrolling through menus and command of these menus.
  • FIG. 1 is a generic perspective/axonometric view of a seating according to the present invention.
  • ⁇ Figure 2, 3, 4 are generic perspective/axonometric view of the seating of figure 1 from different angles;
  • ⁇ Figure 5, 6a, 6b, and 7 are perspective views of constitutive particulars and/or functional sub-groups of the seating of figure 1 ; and
  • FIGS. 8 and 9 are schematic views of a further functional sub- group of the seating of figure 1 and of the relative signal flows and/or information exchanged between the elements of the same functional subgroup in respect to a different possible architecture of integrated system that comprises a vehicle and/or“external” processing means to the seating object of the invention.
  • this seat basically comprises a seat 2 (possibly divided into different portions, according to the corresponding anatomic portions with which it can interface) and a backrest 3 (also divisible in different portions for the same anatomical reasons of the seat 2), which are mutually interconnected and are cooperatively able to accommodate a user/driver of a vehicle on which the seating 1 can be installed; conveniently, suitable means for detecting vibrations 4 (represented only schematically in the accompanying figures) which can be transmitted through the seat 2 and/or through the backrest 3 to the user/driver are available.
  • the seating 1 further comprises means for association of a predetermined quantity of vibrations to a single and univocal user/driver housed on the seating 1 for a predetermined period of time: these means for association (which basically constitute the functional subgroup of FIG. 8 and that, as will be shown below, may be both software and hardware depending on the technical needs of the moment) are operatively connected to the seat 2 and/or backrest 3 at least as regards the part of their operation designed to detect the physical quantities translatable into "vibrations" and transmissible to the user/driver.
  • the detection means 4 comprise a predetermined number of sensors for measuring forces and/or accelerations: these sensors therefore produce suitable parameters (therefore numerical values, expressed in analogue or digital terms depending on the adoptable type of sensors) and these parameters can be taken as quantification indexes of the vibrations: on their part instead the means for association first of all comprising an identification element 5a (which is able to convey and/or transmit at least one identifiable data univocally associated with a user/driver) and an identification element 5b connected to the seat 2 and/or to the backrest 3 and/or to the detection means 4.
  • an identification element 5a which is able to convey and/or transmit at least one identifiable data univocally associated with a user/driver
  • an identification element 5b connected to the seat 2 and/or to the backrest 3 and/or to the detection means 4.
  • the recognition element 5b is suitable to receive the identification data transmitted by the identification element 5a, that for example can be a specific transponder or even a smartphone with suitable connectivity means (also of the wireless type or with signal contact/cable or in any case by any equivalent technological means available nowadays): this identifying data is therefore sent to a processing element 5c, which in turn is connected to the identification element 5a and to the recognition element 5b.
  • the processing element 5c which may for example be a dedicated electronic circuit installed on the seat or which can also be integrated into the vehicle electronics on which the seat 1 is mounted, can define an individual overall absorption rate simultaneously related to both types of data illustrated above, namely:
  • the invention advantageously allows to discriminate and to attribute in a non-ambiguous and absolutely accurate manner the actual levels of exposure to vibrations of all users/drivers that can alternate, with any time intervals and with arbitrary seating periods, on the seat itself (thus obtaining an obvious operational advantage given that it is possible to verify the actual level of "vibration stress" actually reached for each user/driver and to plan in due time a possible rest or a "driver-switch").
  • the identification element 5a and/or the recognition element 5b and/or the processing element 5c may also be adapted, preferably in a mutually cooperative way (for example, by exchanging and keeping in memory certain signals or parameters of start and end of activity), to determine a "period of work time" in which the user/driver is housed on the seating 1 : such period of time is typically defined by at least a start time, in which the user/driver takes place on the seating 1 , and for at least one end time (following the start time) in which the user/driver moves away from the seating 1 and the means of association are advantageously able to define the aforementioned individual overall absorption data in the above introduced "period of work time" during which the user/driver is housed on the seating (1).
  • the means for association further comprise a positioning element 5d able to detect a condition of vicinity and/or proximity and/or functional association between the user/driver and the seating 1 (for example, a load cell appropriately placed under the seat 2 and able to detect the weight of a person sitting on the seat): in this configuration, the quantification parameters and/or the period of time in which the user/driver is housed on the seating 1 are determined in the occurrence of said condition of vicinity and/or proximity and/or functional association.
  • a positioning element 5d able to detect a condition of vicinity and/or proximity and/or functional association between the user/driver and the seating 1 (for example, a load cell appropriately placed under the seat 2 and able to detect the weight of a person sitting on the seat): in this configuration, the quantification parameters and/or the period of time in which the user/driver is housed on the seating 1 are determined in the occurrence of said condition of vicinity and/or proximity and/or functional association.
  • the positioning element 5d may possibly comprise or overlap (even partially, at least at hardware level) to the sensors 4 themselves, depending on the type of transduction and detection devices available nowadays, or more traditionally may be structurally separated from the sensors 4.
  • the functional cooperation between the detection means 4, the identification element 5a and the recognition element 5b can be conveniently implemented in such a way that the recognition of the presence of the user/driver (and therefore the consequent count of the vibrations absorbed by the latter) only occurs if a "double presence signal" is detected (basically, the system works cooperatively only if a "user/driver sitting on seat 1" signal is obtained together with the univocal identification signal, e.g. coming from an RFID badge in possession of the user/driver himself): in the event wherein one of the two signals/parameters just described is missing, the counting and individual attribution of the vibrations mode is not activated.
  • ail data detected by the seating 1 can be geo-referenced to provide an even greater information and calculation capacity (among the geo- referenced data we can mention, e.g., the working area in which the vehicle is moving, any tools connected to the vehicle, the speed of travel and/or manoeuvring of the vehicle, the morphology of the terrain and so on).
  • the data collected by the electronics of the seat 1 are sent to the CAN BUS - indicated by the double numbering 5c; 5e in figure 9 - of the vehicle on which the seating 1 is mounted/installed: using the transmission systems which may be on board of the vehicle (and which will in turn be connected to such CAN BUS) the same data may be processed locally or "remotely" by means of the most suitable processing elements 5c (generally, computers on board of the vehicle or also positioned externally to the vehicle) according to the transmission and/or communication possibilities always given by the electronics of the vehicle itself.
  • the most suitable processing elements 5c generally, computers on board of the vehicle or also positioned externally to the vehicle
  • the presence of the user/driver can also be detected or induced/deduced automatically if the recognition element 5b and the identification element 5a are within a certain relative distance, so that it can be presumed that at this relative distance (and at shorter distances to the latter) the seating 1 is effectively occupied.
  • the identification element 5a can conveniently comprise a transmitter (e.g., based on an electronic card with RFID and/or NFC and/or Bluetooth and/or wireless connectivity) while the recognition element 5b can complementarily comprise a receiver (which will typically be based on a reception circuit compatible with transmissions generated by said electronic card with RFID and/or NFC and/or Bluetooth and/or wireless connectivity).
  • a transmitter e.g., based on an electronic card with RFID and/or NFC and/or Bluetooth and/or wireless connectivity
  • the recognition element 5b can complementarily comprise a receiver (which will typically be based on a reception circuit compatible with transmissions generated by said electronic card with RFID and/or NFC and/or Bluetooth and/or wireless connectivity).
  • the means for association may also comprise a storage element 5e in order to preserve a predetermined sequence of identifying data univocally associated with a user/driver (and also associable with the vibrations quantification parameters): typically at least one and preferably each of such identifiable data uniquely associable in this sequence - which could also be defined as "storage sequence" - will be related to following working time periods in which the same user/driver is housed on seating 1 (and could be, e.g., summed or combined thereof in accordance with any arithmetic logic in order to determine an overall stress level of that given user/driver ... also possibly mediated in a way to take into account any long periods of time wherein that same user/driver has not worked on the seating 1).
  • a storage element 5e in order to preserve a predetermined sequence of identifying data univocally associated with a user/driver (and also associable with the vibrations quantification parameters): typically at least one and preferably each of such identifiable data uniquely associable in this sequence
  • the invention can also comprise means for displaying and/or signalling (e.g., dedicated diagrams on the seat or on the vehicle, or even appropriate display modes of a smartphone in possession of the user/driver) of uniquely associable identifiable data, which in turn can be further processed: for example, the means of visualization and/or signalling can make visible or more generally suitable to communication (again to the user/driver) a warning signal related to a threshold value resulting from the uniquely associable identifying data (for this purpose and as already seen above, the display and/or signalling means will preferably be based on acoustic and/or visual and/or multi-sensorial signals).
  • displaying and/or signalling e.g., dedicated diagrams on the seat or on the vehicle, or even appropriate display modes of a smartphone in possession of the user/driver
  • the means of visualization and/or signalling can make visible or more generally suitable to communication (again to the user/driver) a warning signal related to a threshold value resulting from the uniquely associable
  • the display means can comprise at least one visualization tool (which can be integrated into the on-board instrument panel or in a multifunction display of the vehicle on which the seating 1 is mounted) which will be suitable for optically showing and simultaneously, by means of straight or curvilinear bar graphic representations, an exposure time to vibrations by user/driver and at least a quantitative parameter of the vibrations themselves.
  • at least one visualization tool which can be integrated into the on-board instrument panel or in a multifunction display of the vehicle on which the seating 1 is mounted
  • the display means can comprise at least one visualization tool (which can be integrated into the on-board instrument panel or in a multifunction display of the vehicle on which the seating 1 is mounted) which will be suitable for optically showing and simultaneously, by means of straight or curvilinear bar graphic representations, an exposure time to vibrations by user/driver and at least a quantitative parameter of the vibrations themselves.
  • the seat can also comprise ergonomic operating means 6 connected to the seat 2 (but also, depending on the requirements of the moment, to the backrest 3) and connectable to at least one command and control system of the vehicle: these ergonomic control means 6, which in the accompanying figures are shown by way of example but not limited by a small wheel control also able of being "clicked” by crushing or even equipped with a touch-sensitive surface, they are advantageously positioned in an access area reachable by means of movements exclusively of a forearm of the user/driver housed in the seating 1 in a condition whereby his back and the parts of arms included between shoulders and elbows are substantially in contact with the backrest 3.
  • the ergonomic operating means comprise a small wheel and/or prewired control acting as a switch positioned in a lateral and front area of the seat 2, which can therefore be easily reached by the user/driver with a simple and intuitive forward/downward rotation of one of his two arms.
  • the recognition element 5b must also recognize a possible and convenient analogous position (i.e., in a lateral and front area of the seat 2), so that the juxtaposition of the identification 5a occurs with the same ease of access and physiological articulation of the user/driver.
  • a prismatic body 7a slidably engaged with the seat 2 along a translation axis and supporting at least a scapular portion 3a of the backrest 3;
  • a prismatic base 7b having at least one cross-section coinciding with a respective cross-section of the prismatic body 7a at least at a mutual contact condition (i.e. when the prismatic base 7b is integral with a lumbar portion 3b of the backrest 3);
  • - handling means 7c (typically of the "motorized” type and for example constituted by racks and electric servomotors active on said racks) operatively active between the prismatic body 7a and the prismatic base 7b
  • the handling means 7c are contained in a concealment cavity cooperatively defined by the prismatic body 7a and the prismatic base 7b (which can for example be constituted by a boxed metal element).
  • ventilation means 7d may also be present that are active at least on the backrest 3 (but also on the seat 2): these ventilation means 7d can be reversibly configured between a closing condition when the prismatic body 7a and the prismatic base 7b are in mutual contact (thus not allowing ventilation flow towards the back of the user/driver) and an opening condition when the prismatic body 7a and the prismatic base 7b are mutually separated (letting the aforementioned flows of ventilation pass, instead).
  • the ventilation means can be made in any way, for example they can include air passages and/or grids and/or ducts obtained in the prismatic body 7a and/or in the prismatic base 7b (and which are obviously subjected to the operation above disclosed).
  • the prismatic body 7a can comprise a lower/lumbar segment, connected to the lumbar portion 3a of the backrest 3 (which in turn, as already seen and in the accompanying figures is positioned so as to be adjacent to the seat 2) and an upper/scapular segment connected to the scapular portion 3b of the seat 3.
  • the upper/scapular segment is upper connected to the lower/lumbar segment and at the same time is able to rotate around the translation axis of the prismatic body 7a: as a consequence of this type of kinematic constraint, the upper/scapular segment allows one (or more) relative rotation of the scapular portion 3b of the backrest 3 with respect to the lumbar portion 3a of the backrest 3 itself.
  • the selective ergonomic facilitation means comprise at least one, and typically two armrests 8a which emerge laterally from the backrest 3 and that are rotatable engaged with respect to the backrest 3 itself: said armrests 8a being reversibly configurable between a supporting condition (wherein they can support an arm and/or a forearm of the user/driver and wherein they are arranged at a first stationary angle where they define a non-minimum distance from the seat 2) and an access condition in which they allow movement away and/or in a lateral approach of the user/driver to the seat 1 instead (i.e., in other words allowing the user/driver to "get off' and "get on” the seat).
  • a supporting condition wherein they can support an arm and/or a forearm of the user/driver and wherein they are arranged at a first stationary angle where they define a non-minimum distance from the seat 2
  • an access condition in which they allow movement away and/or in a lateral approach of the user/driver to
  • the armrests 8a at the access condition are arranged at a second stationary angle smaller than the first one and typically defined by a downward rotation arc of the armrests 8a themselves: in this way the armrests 8a define their minimum distance from the seat 2 and allow the user/driver to reach the recognition element 5b and/or the ergonomic control means 6 with extremely easy and intuitive movements and above all without having to bring hands and/or forearms into positions of excessive contraction or proximity to the back.
  • discrete rotational constraint bodies 8b can be present, interposed between the armrests 8a and the backrest 3 (such discrete rotational constraint bodies 8b can define multiple intermediate conditions of the armrests 8a with respect to the backrest 3 , and these intermediate conditions in turn correspond to a plurality of stationary angles and/or rotation arcs towards the bottom or the top of the armrests 8a themselves) and even continuous rotational constraint bodies 8c may be present.
  • the continuous rotational constraint bodies 8c are active between the armrests 8a and the backrest 3 and/or between the armrests 8a and are needed to define stationing angles and/or rotation arcs additional to the stationary angles and/or rotation angles selectable by the user/driver through discrete rotational constraint bodies 8b (i.e., achieve an almost infinite degree of "refined adjustments” starting from a "coarse” regulation achieved by a previous actuation of the discrete rotational constraint bodies 8b).
  • the present seat can also comprise a pneumatic adjustment unit 9 which is adapted to determine multiple inclinations of the backrest 3 with respect to the seat 2: conveniently, the choice of this type of adjustment allows to obtain/select the aforementioned multiple inclinations in a continuous and non-discrete way.
  • an electro pneumatic adjustment unit 10a preferably comprising a command interface 10b placed in front of the seat 2 (as visible in the appended figures).
  • a further possible implementation feature of the present invention provides the presence of selective inflation means of portions of the seat 2 (e.g., of a front cushion for supporting the advanced part of the leg and/or the calf) and/or of the backrest 3 (for example, an additional lumbar support and/or lateral wraparound sidewalls): said selective inflation means are adapted to decrease or increase a volume of portions of the seat 2 and/or of the backrest 3 to achieve anatomical adaptations to the user/driver.
  • portions of the seat 2 e.g., of a front cushion for supporting the advanced part of the leg and/or the calf
  • the backrest 3 for example, an additional lumbar support and/or lateral wraparound sidewalls
  • An object of the present invention is also a vehicle 100 (which can typically be a so-called “tractor” or a “construction machine” or an “agricultural machine” or similar): this vehicle typically comprises at least one driving position 200 housed in the vehicle 100 itself, and conveniently this guide position 200 may comprise at least one seat 1 of the type in accordance with the one disclosed and/or with what has been claimed below) and in accordance with any one of the previous claims.
  • this guide position 200 may comprise at least one seat 1 of the type in accordance with the one disclosed and/or with what has been claimed below
  • the peculiar constructive architecture of the present seat allows an univocal and accurate attribution of the actual level of vibrations absorbed by a single and well identified user/driver: this allows a real monitoring of the actual working conditions (and therefore of wellbeing in the workplace!) of the single operators that can alternate, even in very long operating periods (for example, several weeks or months) and therefore can be constantly "traced” - and possibly notified in advance - on the achievement of their individual and personal threshold values of absorbed vibrations.
  • the unique association function of the vibration level to a single driver/user can act as a basis for the implementation of additional functions that are precluded to devices of the known type, such as e.g., the creation and management, also in a delocalised way, such as "cloud" technology, of a user database, where it is possible to optimize work shifts and changes taking into account equitable distribution (even calculable in advance) of the vibrations and/or taking into account changes to the work shifts when events occur, associated with individual users, in which the vibrations absorbed were particularly intense or rarefied.
  • the univocal identification of the user/driver and of the relative level of vibrations can also lead to preventive actions that can be carried out directly from on board the vehicle, such as the emission of warning signals of close reaching of the absorbable vibration threshold or, in cases where the vehicle's on-board technology makes it possible, the predisposition of the vehicle's on-board systems to operate at regimes that favour the abatement of the vibrations themselves (consider for example an energy saving mode to be given to the engines and/or to the vehicle actuators or to the activation of possible active damping suspension joints interposed between the seating and the vehicle, along the lines of the so-called "active engine supports" already present in the automotive field).
  • the characteristics of the present seating - which, as already highlighted in other parts of the present disclosure, can also find implementation autonomy with respect to the functional group responsible for the unambiguous association of the vibration level - considerably improve the accommodation and removal of the driver/user with respect to the seating itself, while improving the extent and quality of possible joint movements in all those conditions where an adjustment of the seating components or the performance of a seating is required or direct control execution towards one or more vehicle on-board systems.
  • the present seat can be easily installed both as “first equipment” on new vehicles and in rear-fitting mode on already operating vehicles, to the advantage of the possibility of increasing their operational capabilities and compliance with the regulations for use.

Abstract

L'invention concerne une assise de véhicule, comprenant un siège et un dossier ainsi que des moyens de détection des vibrations pouvant être transmises à travers le siège et/ou le dossier à un utilisateur/conducteur ; le siège comprenant en outre des moyens d'association d'une intensité de vibrations à un utilisateur/conducteur unique et univoque installé sur le siège pendant une période prédéterminée, lesdits moyens d'association étant reliés au siège et/ou au dossier.
EP17861200.8A 2017-12-29 2017-12-29 Assise de véhicule à capacité de mesure de vibrations Withdrawn EP3732076A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/IT2017/000302 WO2019130362A1 (fr) 2017-12-29 2017-12-29 Assise de véhicule à capacité de mesure de vibrations

Publications (1)

Publication Number Publication Date
EP3732076A1 true EP3732076A1 (fr) 2020-11-04

Family

ID=61966036

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17861200.8A Withdrawn EP3732076A1 (fr) 2017-12-29 2017-12-29 Assise de véhicule à capacité de mesure de vibrations

Country Status (2)

Country Link
EP (1) EP3732076A1 (fr)
WO (1) WO2019130362A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111577405A (zh) * 2020-04-29 2020-08-25 陈兆真 一种借助自身的异常抖动来激活按钮的外燃机报警装置

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7256686B2 (en) * 2003-05-27 2007-08-14 Sears Manufacturing Co. Vehicle seat with vibration monitoring ability
JP4050217B2 (ja) * 2003-11-07 2008-02-20 日立建機株式会社 オペレータの振動暴露量を管理する作業車両、振動暴露量管理装置
DE102004045141A1 (de) * 2004-09-17 2006-03-30 Wacker Construction Equipment Ag Expositionsmessvorrichtung für ein Arbeitsgerät
EP1724148A1 (fr) * 2005-05-18 2006-11-22 Grupo Antolin-Ingenieria, S.A. Siège ajustable pour véhicule automobile
US7578193B2 (en) * 2006-06-28 2009-08-25 Sauer-Danfoss Inc. Method of measuring vibration on a device
US8483914B2 (en) * 2008-09-03 2013-07-09 Caterpillar Inc. Electrically adjustable control interface
DE102010031455A1 (de) * 2010-07-16 2012-01-19 Deere & Company Einrichtung zur Ermittlung einer Schwingungsdosis
GB2541377A (en) * 2015-08-13 2017-02-22 Keeling Alexander A seat
US10632866B2 (en) * 2016-06-03 2020-04-28 Faurecia Automotive Seating, Llc Movement system for a vehicle seat

Also Published As

Publication number Publication date
WO2019130362A1 (fr) 2019-07-04

Similar Documents

Publication Publication Date Title
KR102113297B1 (ko) 대지 작업 차량, 대지 작업 차량 관리 시스템, 대지 작업 정보 표시 방법
EP2798420B1 (fr) Système de cartographie et d'orientation pour vehicule d'entretien de jardin
EP2798744B1 (fr) Véhicule d'entretien du gazon muni d'un système d'informations de parcours modulaire
EP1589869B1 (fr) Systeme de prevention d'accidents du travail
JP5996468B2 (ja) 農業管理支援システム
CN101755253A (zh) 用于在机动车中确定使用者的操纵元件、尤其为手指的位置的方法以及定位装置
EP3732076A1 (fr) Assise de véhicule à capacité de mesure de vibrations
JP6027933B2 (ja) 作業管理支援装置
JP5972820B2 (ja) 作業管理支援装置
EP2878186B1 (fr) Outil agricole, tel qu'un coupe-broussailles extensible, avec une sécurité améliorée pour une fixation amovible à un tracteur
JP6021717B2 (ja) 作業管理支援装置及び作業管理システム
CN106441199A (zh) 一种开沟机作业质量监测系统及方法
JP2014071708A (ja) 農業機械のデータ通信システム
US11174621B2 (en) Implement and a method for obtaining information related to said implement
JP7127313B2 (ja) 建設機械
AU2017343373B2 (en) An implement for a work vehicle and a method for obtaining information related to said implement
US11248360B2 (en) Implement and method for controlling the implement
KR102506369B1 (ko) 건설기계의 가이던스용 웨어러블 디바이스 및 이를 이용한 작업정보 표시 방법
JP2020195316A (ja) 農作業機用作業時間測定システム
JP5972818B2 (ja) 作業管理支援装置及び作業管理システム
Hernández-Grageda Case Study: Ergonomic Analysis and Intervention of a Tractor Cabin: Improving Its Usability and Reducing the Risk of Physical Fatigue
JP5972819B2 (ja) 作業管理支援装置及び作業管理システム
WO2014156940A1 (fr) Dispositif d'aide à la gestion d'opérations et système de gestion d'opérations
US20140172127A1 (en) Instrument System with Portable Computing Device
Choi et al. A study on visibility evaluation for cabin type combine

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20200701

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20220225

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20220701