JP2004117199A - Load detector for seat - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a load detector for seat, for detecting a load working on a seat by concentrating to a specific detection point, regardless of the position. <P>SOLUTION: First concentration mechanisms, for concentrating distribution load distributed in back and forth direction of a seat to that direction, are provided in the left and right directions of the seat. Second concentration mechanisms for concentrating the load in the left and right direction of the seat making the load concentration point to that of the first concentrating mechanism are provided. By making the concentrating point of the second concentration mechanism a point of detection, the displacement and the like of the part are detected to obtain the load. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention is provided at the lower part of the seat and receives the entire load applied to the seat at, for example, distributed load points distributed and arranged in the front-rear direction of the seat and the left-right direction of the seat, and collects the distributed loads received at these distributed load points. The present invention relates to a load detecting device for a seat, comprising a collecting mechanism for detecting a total load via a detection point provided in the collecting mechanism.
[0002]
[Prior art]
As this type of load detecting device for a sheet, there has been proposed a device including a load collecting mechanism for collecting loads applied to the entire seat into one point and one load sensor for detecting the collected loads. The load concentration mechanism in this technique has a configuration including a lever arm installed at the front of the seat and pressing the load sensor and a lever arm installed at the rear of the seat and pressing the load sensor (see Patent Document 1). .
[0003]
On the other hand, as another type of seat load detecting device, a load meter having a plurality of sensors for converting at least a part of the seat weight into an electric signal, and a front and rear, left and right, four, which connect the seat and a seat mounting portion of the vehicle body and receive the seat weight. And a plurality of transmission mechanisms that transmit the effect of the seat weight on each of these connection mechanisms to the sensor, and the operation is transmitted from one of each transmission mechanism to one load cell. There are things that can be done. In this technique, a transmission mechanism selectively transmits a vertical load to a sensor (see Patent Document 2).
[0004]
[Patent Document 1]
JP-A-11-321427
[Patent Document 2]
JP 2000-258232 A
[0005]
[Problems to be solved by the invention]
The conventional technique disclosed in Patent Document 1 has the following problems.
(A) Since the load in the front-rear direction of the seat is combined into one on the left and right sides and transmitted by a lever, a lever arm covering substantially the entire width in the width direction of the seat is required, and the lever arm requires high rigidity.
(B) Since the lever arm covers at least the front space on the front side of the seat and the rear space on the rear side of the seat, a large installation space is required, and installation may be difficult.
Further, referring to the drawing of the prior art, a traversing member (members indicated by reference numerals 30 and 40 in FIG. 1) is provided at a lower front portion and a lower rear portion of the seat to cover the entire width of the seat. Although it constitutes a moving support shaft, when such a member is provided, this arrangement location cannot be sufficiently utilized. In particular, in the lower space behind the seat, it becomes an obstacle for an occupant sitting in the rear seat to enter his / her feet.
(C) Since the entire load is received by the pressing type load sensor, for example, when a large load is applied to the seat back and the front of the seat is floating, the load may not be accurately detected.
(D) Further, as shown in FIG. 1 of the related art, when the entire load is detected by independent lever arms which are arranged separately in the front-rear direction of the seat, an error occurs depending on the characteristics of the front and rear lever systems. there is a possibility.
(E) A seat slide mechanism may be provided at the bottom of the seat, but from the standpoint of load detection, it is possible to accurately detect the weight of the person sitting on the seat regardless of the amount of slide of the seat. preferable.
[0006]
In the conventional technique disclosed in Patent Document 2, the cost of the sensor is high because a plurality of sensors are used. In addition, in order to determine the load (the weight of the occupant), it is necessary to calculate the sum of the outputs of the sensors. However, the error of each sensor is also added, and the measurement accuracy deteriorates.
[0007]
Therefore, an object of the present invention is to provide a seat load capable of accurately detecting a load with a relatively simple configuration while securing a space under the seat as much as possible irrespective of a load position of an occupant or the like on the seat. It is to obtain a detection device.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, the entire load applied to the seat is provided at a lower portion of the seat, and is received at distributed load points distributed and arranged in the front-rear direction of the seat and the left-right direction of the seat, and the distributed loads received at the distributed load points are respectively provided. The feature configuration of the seat load detection device that includes an aggregation mechanism that aggregates the total load via a detection point provided in the aggregation mechanism, as described in claim 1,
A first consolidation mechanism that consolidates the distributed loads received at the pair of distributed load points located in the seat front-rear direction to a first point of action is provided at the seat left-right position, and the pair of the second A second action mechanism that concentrates the first action load received at the first action point at the second action point, with one action point being an integrated load point;
The whole load is detected at the second action point as the detection point. As this detection form, the position of the second action point and the pressing or traction force generated at the second action point can be used.
[0009]
By adopting this configuration, the dispersed loads in the front-rear direction are first collected individually at the left and right positions of the seat via the first collecting mechanism. Then, the loads aggregated at the pair of first application points located in the left-right direction are integrated as the aggregated load by the second integration mechanism to the second operation point as the detection point in the left-right direction. That is, in this technique, the first point of action where the load is concentrated in the front-rear direction is used as the load point (force point) of the second concentration mechanism, the load is transmitted, and the dynamic force from the distributed load point to the detection point is measured. Integration.
[0010]
For example, the position of the second collecting mechanism can be set at the center in the front-rear direction of the seat, and as a result, a structure that does not necessarily require a member extending in the left-right direction near the front end or the rear end of the sheet can be obtained.
Further, each of the first collecting mechanism and the second collecting mechanism can be configured by a member having one longitudinal direction of the front-back or left-right direction, and as a result, the structure of the mechanism can be simplified.
[0011]
In addition, since the detection of the load is collectively detected at a specific detection point, there is no problem such as a single sensor, a conversion operation of the detection value, and a deterioration of the detection value accompanying the conversion.
[0012]
Further, since the load can be detected by reducing the load, the drag added to the distributed load at the detection point can be reduced. That is, when detecting in the form of displacement while suppressing the displacement at the distributed load point, it is possible to detect with a large displacement at the detection point, and when detecting as a pressing or traction force, the load is reduced, so the size is small. Load sensors can be used.
In the present application, the expressions of the distributed load point, the first load point, the aggregate load point, the second load point, and the detection point are used, but each point does not mean a point in a spatial sense. It means a part that receives a load in a mechanical sense, a part where an action by the load acts, and a part to be detected.
[0013]
Now, as described in claim 2, the first collecting mechanism includes a pair of front and rear first lever members each having a fulcrum and an equal lever ratio, and the pair of first lever members is a seat. It is preferable that the connecting member is rotatably connected to the first connecting shaft in the left-right direction and receives the separate dispersing load at the dispersing load point provided at the unconnected position.
In the case of adopting this configuration, as described in the basic principle of detection described later, it is possible to obtain the first aggregated load depending only on the predetermined lever ratio regardless of the position of the overall load in the front-rear direction. Further, the displacement at the first connection shaft is common between the pair of first lever members.
Here, the lever ratio of the first lever member refers to the distance from the distributed load point to the fulcrum of the first lever member, and the distance from the distributed load point to the first connecting shaft (or the first lever to the fulcrum of the first lever member). Distance to the connection axis).
[0014]
Furthermore, as described in claim 3, the second aggregation mechanism includes a pair of left and right second lever members each having a fulcrum and an equal lever ratio, and the pair of second lever members is a seat. It is preferable that the first connecting member is rotatably connected to the second connecting shaft in the front-rear direction and receives the separate first collecting load at the collecting load point provided at the non-connection position.
[0015]
In this case, regardless of the position of the overall load in the left-right direction, an action that depends only on the predetermined lever ratio can be obtained at the second action point. Further, the displacement at the second connection shaft is common between the pair of second lever members.
Here, the lever ratio of the second lever member refers to the distance from the collective load point to the fulcrum of the second lever member, and the distance from the collective load point to the second operating point (or the second fulcrum from the fulcrum of the second lever member). (The distance to the point of action).
[0016]
Therefore, the load can be accurately measured with one sensor regardless of the load distribution based on the occupant's posture and the like.
[0017]
Now, in the above-described seat load detecting device, as described in claim 4, the first and second collecting mechanisms are covered from the upper surface and the side surface, and are integrally connected to the vehicle body frame. It is preferable that a fulcrum provided with the main body frame and provided in the first and second collecting mechanisms is provided on the main body frame.
By employing this configuration, it is possible to appropriately set the fulcrum of the first and second aggregation mechanisms by using the body frame serving as a cover of the seat load detection device.
[0018]
In addition, by integrating the first and second collecting mechanisms and the main body frame, handling before attachment to the vehicle is facilitated, and it is possible to prevent foreign matter from being caught in the lever operating portion and the like.
[0019]
Further, the overall load applied to the seat is received at a distributed load point provided in a distributed manner at the lower portion of the seat, and an aggregation mechanism that aggregates the distributed loads received at the distributed load points is provided, and the detection mechanism provided in the aggregation mechanism is provided. To constitute a seat load detecting device that detects the overall load via a point, as described in claim 5,
A first consolidation mechanism for consolidating the distributed loads received at the distributed load points forming a pair in the first direction at a first point of action, and a pair of second concentrating mechanisms in a second direction different from the first direction,
The first action points present in the first consolidation mechanism forming a pair in the second direction are referred to as consolidation load points, and a pair of first consolidation loads received at the consolidation load points are condensed to the second action point. A second aggregation mechanism,
The first intensive mechanism and the second intensive mechanism are capable of transmitting the scattered load in the vertical arbitrary direction received at the scattered load point to the detection point via the first intensive load point forming a pair. Preferably, the entire load is detected at the second action point as the detection point.
Also in this case, a configuration in which the overall load is reduced and detected based on the position of the second action point or the pressing or traction force generated at the second action point can be adopted.
In this case, the functions and effects described in relation to the first aspect of the present invention can be obtained in relation to the first direction and the second direction. , The overall load can be detected.
[0020]
Further, as described in claim 6, it is preferable that a displacement regulating mechanism that regulates displacement of the dispersion load point, the first action point, or the second action point by a predetermined amount or more is provided.
By restricting the displacement of each of these points, it is possible to prevent the displacement of the seat load detecting device from exceeding a predetermined value, to prevent the mechanism from being damaged, and to provide a sensor provided at the detecting point. In addition, it is possible to prevent a problem that a detection value with low reliability is output in response to a displacement, a load, or the like within a predetermined range or more.
[0021]
Further, as described in claim 7, a slide mechanism for sliding the seat with respect to the body frame is provided, and the entire load is transmitted to the distributed load point via the slide mechanism. Is preferred.
By employing this configuration, even when the seat position is changed by using the slide mechanism, the entire load can be detected regardless of the position of the seat.
[0022]
By the way, in the seat load detecting device described so far, basically, the case where a dispersed load is received at four points in front, back, left and right is shown, but the case where one pair of sensors is used is allowed. For example, the following configuration is preferable as described in claim 8.
That is, provided at the lower portion of the seat, while receiving the overall load applied to the seat at the dispersed load points dispersedly arranged in the front-back direction of the seat, and provided with an aggregation mechanism that aggregates the dispersed loads received at the respective distributed load points, To configure a seat load detection device that detects the overall load via a detection point provided in the aggregation mechanism,
A first collecting mechanism for reducing the distributed loads received at the pair of distributed load points located in the front-rear direction of the seat and collecting the dispersed loads at a first action point located in the middle in the front-rear direction, wherein the first collecting mechanism is A pair of front and rear first lever members each having a fulcrum, wherein the pair of first lever members are rotatably connected by a first connection shaft in the seat left-right direction, and separate at the distributed load point. It is configured to receive a distributed load,
It is assumed that the overall load is detected at the first action point.
Also in this case, the overall load can be detected based on the position of the first action point or the pressing or traction force generated at the first action point.
With this configuration, the entire load applied to an arbitrary position in the front-rear direction on the seat load detection device can be changed in a simple configuration using the pair of first lever members regardless of the position. It can be detected at the center position.
[0023]
BEST MODE FOR CARRYING OUT THE INVENTION
An embodiment of the present application will be described with reference to the drawings.
1 to 9 show a specific structure of the seat load detection device 1 of the present application. FIG. 10 shows a situation around the detection unit 50 when a load is detected, and FIGS. 2 shows a structural principle of the embodiment.
[0024]
As shown in FIGS. 1, 2 and 3 and FIGS. 11 and 12 showing the principle of detection, the seat load detecting device 1 of the present invention distributes the entire load Fa applied to the seat 2 in the front-rear direction of the seat and the left-right direction of the seat. And collective mechanisms C1 and C2 for receiving the distributed loads Fv received at the distributed load points r, respectively. The overall loads are detected via detection points s provided at the collective mechanisms C1 and C2. Fa is to be detected.
[0025]
Here, in detecting the load at the detection point s, in this embodiment, the displacement of the detection point s at which the drag against the overall load acts is detected by the non-contact type displacement sensor 3, as will be described later. Alternatively, a configuration in which a force such as a pressing load or a traction load is detected as a force may be employed.
[0026]
As shown in FIGS. 1 and 3, the up-down direction, the seat front-back direction, and the left-right direction used in the present application are as follows.
Since the seat of the present application is mounted on a vehicle, the seat is defined in relation to its traveling direction. That is, the upward direction U indicates the upward direction in the direction of gravity when the vehicle body 4 is horizontal, and the downward direction D indicates the downward direction in the direction of gravity. Further, the forward direction F indicates the forward direction of the vehicle, and the backward direction B indicates the backward direction of the vehicle. The left direction L indicates left in the vehicle forward direction, and the right direction R indicates right in the vehicle forward direction.
[0027]
In the present embodiment, a seat slide mechanism 5 is provided below the seat 2 on which the occupant sits, and a seat load detecting device 1 is provided below the seat slide mechanism 5. The base (so-called main body frame 6) of the seat load detecting device 1 is attached integrally with the vehicle body 4.
[0028]
As shown in FIGS. 1 and 2, the seat slide mechanism 5 includes a seat rail 5 a extending in the seat front-rear direction and a slide member 5 b sliding on the seat rail 5 a. The position of the seat 2 in the front-rear direction can be arbitrarily set by the operation of a slide motor (not shown). The seat 2 is fixedly connected at a predetermined position to a pair of slide members 5b in the left-right direction of the seat.
[0029]
The seat load detecting device 1 is provided below the seat slide mechanism 5.
As shown in FIGS. 3 and 11, the seat load detection device 1 is configured in a substantially H-shape in plan view, and at each end point, a pair of left and right seat rails 5 a provided in the seat slide mechanism 5. A configuration in which a dispersed load is applied from a predetermined portion (a pair in front and back) is adopted. These dispersed load points r are symmetrically distributed in the left-right direction of the seat and symmetrically in the front-rear direction of the seat rail 5a.
[0030]
As will be described later, in the seat load detecting device 1 of the present application, when the occupant sits on the seat 2 and the occupant applies a load to the backrest 2a, the position of the load on the seat 2 and the slide position of the slide mechanism 5 Regardless, the load is accurately detected. For example, even when the backrest of the seat is falling or the child is leaning against the backrest 2a while standing and the front part of the seat is pulled up, the load can be detected.
[0031]
[Basic structure of load detection]
First, the load detecting structure of the seat load detecting device 1 will be described with reference to the basic structure shown in FIGS.
As shown in FIG. 11, the general configuration of the seat load detection device of the present application is configured in an H shape, but a pair of first aggregation mechanisms C1 arranged symmetrically in the left-right direction of the seat, It is configured to include a second collecting mechanism C2 provided at the central portion.
[0032]
In this configuration, the first collecting mechanism C1 reduces the distributed loads received at the pair of distributed load points r positioned in the front-rear direction of the seat and collects the reduced dispersion loads at the first application point f1.
On the other hand, the second consolidation mechanism C2 sets the pair of first application points f1 located in the seat left-right direction as the consolidation load points, reduces the first consolidation load received at these consolidation load points, and sets the second consolidation point to the second operation point f2. Performs the function of aggregation.
In the present application, the second action point f2 functions as the detection point s.
[0033]
That is, the dispersed loads received at four points in front, back, left and right of the sheet are first collected in the front-rear direction, further collected in the left-right direction, and detected at the detection point s.
At the detection point s, a non-contact type displacement sensor 3 is provided, as will be specifically described later, and by detecting the relative displacement of the detection point s with respect to the main body frame 6, the entirety of the sheet 2 The load Fa can be detected.
[0034]
The first aggregation mechanism C1 and the second aggregation mechanism C2 have basically the same mechanism configuration. FIG. 12 shows this basic structure in a simplified manner. In this figure, the figure numbers corresponding to the first collecting mechanism C1 are shown, but the basic structure is the same in the case of the second collecting mechanism C2.
In the drawing, an upper member 7 located on the upper side corresponds to a member to which a load to be detected is applied, and a pair of lower members provided below the upper member 7 (specifically, a first lever member 81, 81) plays a role of reducing the load of the dispersed load and transmitting it to the central point c at the center of the mechanism.
[0035]
Here, the pair of lower members 81 each have a fulcrum in the member transverse direction, and are rotatably connected at a load concentration point c as an action point f1 of the members 81. Therefore, the pair of members 81 is configured as a lever, and the lever ratio is the same (L1 / L2).
[0036]
With this configuration, regardless of the position of the load on the upper member 7, the load transmitted to the action point f1 is (L1 / L2) Fa, which is based only on the leverage ratio L1 / L2, and depends on the displacement of the action point f1 and the like. Thus, the load can be accurately detected.
As described above, in the present application, both the first collecting mechanism C1 and the second collecting mechanism C2 have a detection structure of this mechanism, and as a result, the sheet 2 is relatively simple and uses a common member. Such an overall load Fa can be accurately detected.
[0037]
[Configuration of each aggregation mechanism]
Further, each aggregation mechanism will be described in detail with reference to FIG. The first collecting mechanism C1 includes a pair of first lever members 81 in the seat front-rear direction. These first lever members 81 each have a fulcrum x1, and have the same lever ratio. The pair of first lever members 81 are rotatably connected to each other by a first connection shaft in the left-right direction of the seat at a first action point f1 located at the center in the front-back direction of the seat. Further, at the distributed load point r provided at the non-connection position, a separate distributed load is received.
[0038]
The second collecting mechanism C2 is located at a central position in the seat front-rear direction, and includes a second lever member 82 in the seat left-right direction. These second lever members 82 each have a fulcrum x2 and have the same lever ratio.
The pair of second lever members 82 are rotatably connected by a second connection shaft in the seat front-rear direction at a second action point f2 located at the center of the seat in the left-right direction.
Further, a separate first aggregated load is received at the aggregated load point c provided at the non-connection position.
[0039]
As a result, due to the configuration of the first collecting mechanism C1 in the front-rear direction of the seat, and further to the left and right direction of the seat, the load position is set by the configuration of the second collecting mechanism C2 that uniformly handles the loads collected by the first collecting mechanism C1. Regardless, it is possible to accurately detect.
[0040]
[Specific structure]
Hereinafter, a specific description will be given based on FIGS. FIGS. 4, 5, and 6 illustrate the cross sections indicated by the instruction lines in FIG. 1, and FIGS. 7 and 8 illustrate the cross sections indicated by the instruction lines in FIG.
1 and 3 show a specific structure of the first aggregation mechanism C1 of the present application.
As shown in the figure, the mechanism is configured to include a first main body frame 61 provided integrally with the vehicle body 4 and has a generally gate-shaped cross section. A pair of front and rear arms 810 as lever members 81 is provided.
Each of the front and rear arms 810 is also formed of a member having a portal section.
[0041]
The first body frame 61 and the front-rear direction arm 810 are connected via a support shaft 811 provided on the first body frame 61, and the front-rear direction arm 810 is configured to be swingable around the support shaft 811. ing. As shown in FIG. 5, the support shaft 811 has a shaft support pin interposed therebetween. The pin and the insertion counterpart members 61 and 810 have a rectangular hole, and after insertion using the rectangular hole, the pin can be rotated by a predetermined angle to prevent the pin from coming off. ing.
This structure is basically adopted also for the connection shafts 812 and 813 described below.
[0042]
Now, at the front-rear position, which is the point of action of the front-rear arm 810, the pair of front-rear arms 810 are also rotatable around the pin forming the connection shaft 812, as shown in FIGS. Are linked. This position is the aggregated load point c in the second aggregate mechanism C2.
[0043]
The distributed load from the slide rail 5a is a distributed load located on the free end side (located on the opposite side of the fulcrum x1 with respect to the aggregate load point c and near the front end or the rear end of the seat 2) of the pair of front and rear direction arms 810. It is received in the receiving part 9. The portion 9 is provided with a load receiving bracket 10, which is rotatably connected around a connection shaft 813 in the lateral direction of the seat as shown in FIGS.
With the above configuration, the dispersed loads received by the front-rear arm 810 are concentrated on the pair of concentrated load points c provided at the center in the front-rear direction.
[0044]
2 and 3 show a specific structure of the second aggregation mechanism C2 of the present application. The second collecting mechanism C2 is provided at the center in the seat front-back direction.
As shown in these drawings, the mechanism is configured to include a first main body frame 61 and, consequently, a second main body frame 62 that is integrally provided with the vehicle body 4, and has a substantially gate-shaped cross section. The second main body frame 62 is provided with a pair of left and right arms 820. This left-right arm 820 is also made of a gate-shaped member.
As shown in FIGS. 2 and 7, the second main body frame 62 and the left-right arm 820 are swingably supported via a support plate 821 provided on the second main body frame 62. Are swingable around the lower end of the support plate 821.
[0045]
Now, at the center position in the left-right direction, which is the point of action of the left-right arm 820, the pair of left-right arms 820 are rotatable about a pin forming the connection shaft 822 as shown in FIGS. Are linked. This position is the detection point s referred to in the present application.
[0046]
The first consolidated load received at the consolidated load point c which is the first application point f1 is the free end side of the pair of left and right arms 820 (located on the opposite side of the fulcrum with respect to the second application point f2; (In the vicinity of the left end or the right end).
[0047]
The connecting shaft 812 is provided at this portion, and the free end side of the left-right arm 820 is positioned according to the vertical position of the connecting shaft 812, and the aggregated load is transmitted.
[0048]
With the above-described configuration, the distributed loads Fv received by the front-rear arm 810 are collected at the pair of collective load points c provided at the center in the front-rear direction, and from the collective load point c via the left-right arm 820. The sheet is taken out in the left-right direction, and can be detected at a detection point s located at the center in both the front-rear and left-right directions.
[0049]
Next, the configuration of the detection unit 50 will be described with reference to FIG.
The detection unit 50 detects the relative displacement of the detection point s with respect to the second main body frame 62 by the non-contact type displacement sensor 3 as described above.
Although any displacement sensor can be used as the non-contact displacement sensor 3, in the present embodiment, a magnetic field having a predetermined distribution formed by a magnet is detected by the Hall element moving in a predetermined direction. A device that detects the amount of displacement based on the output difference is adopted.
Here, the direction of detection of the displacement by the displacement sensor 3 is the vertical direction shown in FIGS. In order to take out the displacement, a pair of detection brackets 12 are attached to the second main body frame 62 and the detection point s, and one element 3a of the displacement sensor is attached to one of the members and the other of the displacement sensor is attached to the other member. The other element 3b is provided.
The detection bracket 12 has a leaf spring structure that applies a drag force proportional to the amount of displacement to the detection point s.
[0050]
The element 3a on the magnetic field forming side in the displacement sensor 3 has different edges in the horizontal direction which is perpendicular to the vertical direction in which the displacement occurs and which is the front and back direction in FIG. 9, and this edge is different from the horizontal direction. And a pair of magnets 30. In the example shown in FIG. 9, a magnet 30 having a width in the front and back direction of the paper surface is employed, and the upper magnet 30t and the lower magnet 30c have opposite polarities. That is, the surface of the upper magnet 30t is magnetized on the N pole, and the surface of the lower magnet 30c is magnetized on the S pole, and the respective magnets are arranged vertically with an appropriate separation distance.
[0051]
On the other hand, the detection-side element 3b of the sensor is a so-called Hall element, which is disposed so as to face the magnet 30t and the magnet 30c with an appropriate distance from each other, and forms a magnetic field when a load in the detection range is applied. The relative displacement of the Hall element with respect to the side element 3a is about 1 mm. The separation width between the magnet and the Hall element needs to be 1 mm or more because of the thickness of the element package and the sensor housing. If the separation width is too large, the magnetic field strength decreases, so that there is necessarily an optimum separation width.
Regarding the distance between the magnet 30t and the magnet 30c in this range, if the distance between the magnets is too large, sufficient magnetic field strength cannot be obtained, and as a result, errors such as temperature drift increase. On the other hand, if the separation width of the magnet is too small, the magnetic field component detected by the Hall element cannot obtain a sufficient linear characteristic with respect to a displacement of 1 mm, and a non-linear error increases. As a result, accurate detection becomes impossible. In other words, it is possible to accurately detect the load by setting an appropriate distance between the magnets and an appropriate distance between the magnet and the Hall element.
[0052]
As described above, the basic structure of the seat load detection device 1 of the present application has been described. In this detection device 1, a displacement regulation mechanism is provided so that an excessive load is not applied to the detection points s that receive the dispersed load. I have. That is, as shown in FIGS. 1 and 4, the slide rail 5 a and the first front and rear arms 810 are connected around the connection shaft 813 via the load receiving bracket 10, and the displacement of the bracket 10 is The movement is regulated by the stopper 13, so that a large displacement of the arm can be avoided.
[0053]
[Another embodiment]
(1) In the above embodiment, the displacement at the detection point is detected by a magnetic non-contact displacement sensor. However, when detecting the displacement, any non-contact displacement sensor such as a potentiometer or a contact displacement sensor is used. Sensors may be used.
Further, the detection may be performed using a load sensor that generates a pressing or traction force according to the displacement of the detection point.
(2) In the above embodiment, the lever member is configured such that the fulcrum is located between the load point and the application point, but the fulcrum is formed outside the load point and the application point. May be adopted. A specific configuration of this configuration is shown in FIG. 14 corresponding to FIG. 11, and FIG. 15 corresponding to FIG. In the configuration shown in this figure, the fulcrum can be provided on the vehicle body.
(3) In the above embodiment, the displacement sensor is provided at the upper position of the second main body frame, but the drive motor provided in the slide mechanism is disposed at the center in the front-rear direction and in the left-right direction of the seat. It is also conceivable that this upper position is used by the drive motor, so the bracket is extended to the front-rear position, which is the front or rear side in FIG. 2, and detected at the front side of the second main body frame. Alternatively, a configuration in which detection is similarly performed on the rear side may be employed.
(4) In the above embodiment, the seat load detecting device is provided below the seat and the slide mechanism to detect both of these loads. May be provided.
In this case, since the seat load detecting device moves together with the slide member of the slide mechanism, only the seat load may be used as reference data in load detection.
(5) In the example described so far, the second aggregation mechanism receives the aggregated load at the connection point where the coupling shaft that couples the pair of first lever members forming the first aggregation mechanism is provided. (This point is referred to as an aggregate load point in the present application), but the connection point and the load aggregate point do not necessarily need to match.
FIG. 16A shows the structure described so far, and FIG. 16B shows a case where the connection point and the aggregated load point are misaligned.
[Brief description of the drawings]
FIG. 1 is a side view of a seat load detecting device.
FIG. 2 is a front view of the seat load detecting device.
FIG. 3 is a plan view of a seat load detecting device.
FIG. 4 is a cross-sectional view near a connection shaft provided at a distributed load point.
FIG. 5 is a sectional view of the vicinity of a support shaft of a first lever member.
FIG. 6 is a cross-sectional view of the vicinity of a connection shaft provided at a concentrated load point.
FIG. 7 is a sectional view of the vicinity of a support plate of a second lever member.
FIG. 8 is a cross-sectional view of the vicinity of a connection shaft provided at a detection point.
FIG. 9 is a diagram showing a structure near a displacement sensor of the seat load detecting device.
FIG. 10 is a diagram showing a detection state of displacement by a displacement sensor.
FIG. 11 is an explanatory view of a basic structure adopted by a seat load detecting device.
FIG. 12 is an explanatory diagram of a basic structure adopted by a load detection device for a seat;
FIG. 13 is a schematic diagram of a detection structure of a seat load detection device.
FIG. 14 is an explanatory diagram of a basic structure of another configuration example of the seat load detection device.
FIG. 15 is a schematic diagram of a detection structure of another configuration example of the seat load detection device.
FIG. 16 is a diagram showing another configuration of a connected state of a pair of lever members.
[Explanation of symbols]
1 Seat load detector
2 sheets
3 Displacement sensor
4 Body
5 Seat slide mechanism
6 Body frame
7 Upper member
9 Distributed load receiving part
10 Load receiving bracket
12 bracket
13 Stopper
61 1st body frame
62 Second body frame
C1 First aggregation mechanism
C2 Second aggregation mechanism
c Aggregation point
Fa Overall load
Fv dispersion load
f1 First point of action
f2 Second point of action
r Dispersion load point
s detection point

Claims (8)

Provided at the lower portion of the seat, the overall load applied to the seat, while receiving at the dispersed load points distributed and arranged in the front and rear direction of the seat and the lateral direction of the seat, provided with an aggregation mechanism that aggregates the distributed load received at each of the distributed load points, A seat load detection device that detects the overall load via a detection point provided in the aggregation mechanism,
A pair of first consolidation mechanisms that consolidate the distributed loads received at the pair of distributed load points located in the seat front-rear direction at a first point of action are provided at a pair of left and right seat positions,
A second consolidation mechanism that consolidates the first consolidation load received in the consolidation load point into a second consolidation point, with the pair of first operation points located in the seat left-right direction being a consolidation load point;
A seat load detection device that detects the overall load at the second action point as the detection point. The first collecting mechanism includes a pair of front and rear first lever members each having a fulcrum and an equal lever ratio, and the pair of first lever members are rotatably connected by a first connection shaft in a seat left-right direction. The load detecting device for a seat according to claim 1, further comprising receiving the distributed load separately at the distributed load point provided at the non-connection position. The second aggregation mechanism includes a pair of left and right second lever members each having a fulcrum and an equal lever ratio, and the pair of second lever members are rotatably connected by a second connection shaft in the seat front-rear direction. The load detecting device for a seat according to claim 1, further comprising receiving the separate first aggregated load at the aggregated load point provided at a non-connection position. A main body frame that covers the first and second collecting mechanisms from the top and side surfaces and is integrally connected to the vehicle body frame; and a fulcrum provided for the first and second collecting mechanisms is provided on the main body frame. The load detecting device for a seat according to claim 1, 2 or 3, wherein: The entire load applied to the sheet is received at distributed load points provided in a dispersed manner at the lower portion of the sheet, and a collecting mechanism that collects the dispersed loads received at the distributed load points is provided, and a detection point provided in the collecting mechanism is provided. A seat load detecting device for detecting the overall load through
A first consolidation mechanism for consolidating the distributed loads received at the distributed load points forming a pair in the first direction at a first point of action, and a pair of second concentrating mechanisms in a second direction different from the first direction,
The first action points present in the first consolidation mechanism forming a pair in the second direction are referred to as consolidation load points, and a pair of first consolidation loads received at the consolidation load points are condensed to the second action point. A second aggregation mechanism,
The first intensive mechanism and the second intensive mechanism are capable of transmitting the scattered load in the vertical arbitrary direction received at the scattered load point to the detection point via the first intensive load point forming a pair. And a load detecting device for a seat that detects the overall load at the second action point as the detection point. The load detecting device for a seat according to any one of claims 1 to 5, further comprising a displacement regulating mechanism that regulates displacement of the dispersion load point, the first action point, or the second action point by a predetermined amount or more. The load detection for a seat according to any one of claims 1 to 6, further comprising a slide mechanism that slides the seat with respect to the vehicle body frame, wherein the entire load is transmitted to the distributed load point via the slide mechanism. apparatus. A collective mechanism provided at a lower portion of the seat and receiving a total load applied to the seat at distributed load points dispersedly arranged in the front-rear direction of the seat, and aggregating a distributed load received at each of the distributed load points; A seat load detecting device for detecting the overall load via a detection point provided in,
A first consolidation mechanism for consolidating the distributed loads respectively received by the pair of distributed load points located in the seat front-rear direction to a first action point located in the middle in the front-rear direction, wherein the first consolidation mechanism includes a fulcrum; A pair of first lever members having a front and a rear, respectively, wherein the pair of first lever members are rotatably connected by a first connection shaft in the seat left-right direction, and separate the distributed loads at the distributed load points. Configuration,
A load detecting device for a seat for detecting the overall load at the first action point.

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