JP2005125903A - Seat device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a seat device of a motorcycle and a three-wheeled motorcycle superior in design property, for surely assisting a driving posture of an occupant when traveling at a high speed. <P>SOLUTION: This seat device S has a backrest 6 movable in the longitudinal direction between a front seat 4 and a rear seat 5, and has a side support 7 arranged on both left and right sides of the backrest 6 and rotatable in the opening-closing direction in a predetermined angle range with a hinge 48 of an outside end part of the backrest 6 as a rotary shaft, an air cylinder 31 for moving the backrest 6 in the longitudinal direction on the basis of an operation signal, an air cylinder 41 for rotating the side support 7 on the basis of the operation signal, and an operation panel 70 for outputting the operation signal to a driving means such as the air cylinder 31. A pleat part is formed in a part of a surface skin material in a bending part of the backrest 6 and the side support 7. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a seat device, and more particularly, to a seat device for a motorcycle or a tricycle equipped with a seat provided with a backrest that supports a lumbar part of a passenger from behind in a movable manner in the front-rear direction.

  2. Description of the Related Art Conventionally, many large motorcycle seats are formed with a tandem seat on which another occupant sits on the back of a driver's main seat. However, in such a seat configuration, the seating position of the driver is restricted at the stepped portion, so that there is a problem that an optimal driving posture cannot be obtained. For this reason, what provided the backrest which can move to the front-back direction in the level | step-difference part between a main seat and a tandem seat is known (for example, refer to patent documents 1). If the backrest is provided in this manner and is movable in the front-rear direction, an optimum driving posture can be obtained by adjusting the position of the backrest according to the individual physique of the driver.

In the backrest of Patent Document 1, two stays extend from the rear side of the backrest to the rear of the vehicle body, and the stay is inserted into a recess formed in the wall portion of the step portion to adjust the position. It is comprised so that it may fix with a locking device. The stay is formed with a plurality of lock grooves. The lock portion of the position adjusting device is always urged, and the backrest is locked so as not to move in the front-rear direction when the lock portion fits into the lock groove. Further, if the operation lever on the back surface of the seat is operated, the lock portion can be slid to the unlock position against urging, thereby moving the backrest back and forth.
JP 2001-341682 A (page 2-6, FIG. 1-8)

  However, since the backrest described in Patent Document 1 has an operation lever for releasing the lock on the back surface of the seat, the position of the backrest cannot be easily adjusted during traveling. For this reason, even when it is desired to change the position of the backrest while traveling for a long time, the position cannot be easily adjusted.

  In addition, while a scooter type motorcycle can support the driver's body with a backrest when traveling, it can assist the occupant's driving posture and drive more comfortably when traveling at high speeds, etc. It is desirable that there is an auxiliary device for reliably holding the driving posture of the occupant. Furthermore, recently, the design of motorcycles has become more varied, and a proposal for a seat with further improved design is desired.

The present invention has been made in view of the above circumstances, and an object of the present invention is to easily adjust the position of the backrest in the front-rear direction regardless of when the occupant stops or travels, and travels at high speed. It is an object of the present invention to provide a seat device for a motorcycle that can reliably assist the driver's driving posture.
Another object of the present invention is to provide a seat device for a motorcycle having a seat with excellent design.

  In the seat device for a motorcycle having a seat having a backrest between a front seat and a rear seat, the subject is rotatable on the left and right sides of the backrest with respect to the backrest. A side support is provided, and the backrest and the side support are each covered with a skin material, and a pleat portion is formed in a portion of the skin material in a bent portion between the backrest and the side support, It is solved by.

  As described above, according to the present invention, since the side support that can rotate with respect to the backrest is provided on both the left and right sides of the backrest, the lumbar part of the occupant can be supported from the left and right by the side support. The driving posture can be reliably assisted, and a more stable driving posture can be maintained. Further, in the seat device of the present invention, the backrest and the side support are respectively covered with the skin material, and the pleat portion is formed at the portion of the skin material in the bent portion between the backrest and the side support. The appearance of the bent portion can be improved.

  At this time, as described in claim 2, the pleat portion is more specifically formed by stitching the skin material at a portion that is always unexposed inside the fold mountain formed by bending the skin material. It becomes. If comprised in this way, the stitching | suture part in a bending part cannot be visually recognized from the outside, and is suitable.

  According to a third aspect of the present invention, the first drive unit that moves the backrest in the front-rear direction, the side support that is disposed on both the left and right outer sides of the backrest and that can be opened and closed, and the second drive that drives the side support By providing the drive unit and the operation panel that outputs these operation signals, the occupant can easily move the backrest in the front-rear direction by supporting the occupant's waist from the rear by operating the operation panel. By opening and closing the side support, the waist can be supported from the left and right. Thereby, position adjustment of a backrest and a side support can be easily performed without taking effort. In addition, since the occupant's lower back can be supported from the left and right by the side support, the driving posture during traveling can be reliably assisted, and a more stable driving posture can be maintained.

  According to a fourth aspect of the present invention, the apparatus includes a control unit that controls the first driving unit and the second driving unit, and the control unit is configured to control the first driving unit and the second driving unit based on an external signal. It is preferable that the driving unit is controlled. Specifically, as described in claim 5, the external signal is a speed signal of the motorcycle, and the control unit determines a moving speed of the motorcycle based on the speed signal. When the speed is reached, the first drive unit is controlled to move the backrest forward, and the second drive unit is controlled to rotate the side support in the closing direction. Can be configured. In this way, the occupant's waist can be reliably supported by the backrest and the side support during traveling at a predetermined speed, so that the occupant can travel more safely.

  According to a fifth aspect of the present invention, the first pressing detection switch that outputs a first pressing detection signal when a predetermined pressing force is applied to the backrest, and the predetermined pressing force is applied to the side support. And a second press detection switch that outputs a second press detection signal when the control unit moves the backrest forward until the first press detection signal is detected. While controlling the said 1st drive part, it can comprise so that the said 2nd drive part may be controlled so that the said side support may be rotated to a close direction until it detects the said 2nd press detection signal. If comprised in this way, a passenger | crew's waist | hip | lumbar part can be supported in a suitable position by a backrest and a side support automatically during driving | running | working.

  According to the present invention, a drive unit that moves the backrest in the front-rear direction based on an operation signal and an operation panel that outputs the operation signal to the drive unit are provided. Therefore, it is possible to provide a seat device for a motorcycle that can easily adjust the position of the backrest in the front-rear direction. Also, a side support that is arranged on both the left and right sides of the backrest and that can rotate in the opening and closing direction within a predetermined angle range with the outer end of the backrest as a rotation axis, and a drive that rotates the side support in the opening and closing direction based on an operation signal Since the back portion and the side support can reliably support the occupant's waist from behind and from the left and right, the driving posture of the occupant can be reliably assisted when traveling at high speed. A seat device for a motorcycle can be provided.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. It should be noted that members, arrangements, and the like described below do not limit the present invention, and it goes without saying that various modifications can be made in accordance with the spirit of the present invention.
1 to 20 relate to the first embodiment of the seat device, FIG. 1 is an explanatory diagram of the seat device, FIG. 2 is an explanatory diagram of the front seat of FIG. 1, and FIG. 3 is the front seat of FIG. 4 is an explanatory diagram of the air cushion, FIG. 5 is a sectional view of the air cushion, FIG. 6 is an explanatory diagram of the side air cushion, FIG. 7 is a configuration diagram of a hardness adjusting mechanism, and FIG. 8 is an explanatory diagram of the operation panel. FIGS. 9 and 9 are explanatory views showing the operation of the hardness adjusting mechanism, and FIGS. 9 to 11 are explanatory views showing the operation of the hardness adjusting mechanism. 12 and 13 are explanatory views of the backrest. 14 and 15 are explanatory diagrams of the side support. FIG. 16 is an explanatory diagram of a side support according to another embodiment. 17 and 18 are explanatory views of the rear seat backrest, and FIG. 19 is a partially enlarged explanatory view of the rear seat backrest. FIG. 20 is a configuration diagram of the position adjustment mechanism.

  21 to 29 relate to another embodiment of the seat device, FIG. 21 is an explanatory view of the backrest, FIG. 22 is an explanatory view of the side of the backrest, FIGS. 23 and 24 are explanatory views of the side support, FIG. 25 is an explanatory view showing the operation of the side support. 26 is an explanatory side view of the rear seat backrest, FIG. 27 is an explanatory front view of the rear seat backrest, FIG. 28 is an explanatory view showing the operation of the rear seat backrest, and FIG. 29 is a configuration diagram of the position adjusting mechanism.

  The seat device S of the present invention is suitably mounted on a motorcycle, a tricycle, or the like, and in the present embodiment, an example of mounting on a large scooter is shown. As shown in FIG. 1, the seat device S includes a front seat (main seat) 4 and a rear seat 5 that is raised from the rear end of the front seat 4 and is one step higher, and the front seat 4, the rear seat 5, A movable backrest 6 and a side support 7 that support the waist of the occupant are disposed between the two. A movable rear seat backrest 8 is disposed at the rear end of the rear seat 5. In the front seat 4 and the rear seat 5, a cushion material 2 made of a foam material is placed on the upper surface of a bottom plate 1 made of synthetic resin or the like, and an outer skin material 3 such as vinyl leather formed into a predetermined shape. And the end of the skin material 3 is fixed to the back side edge of the bottom plate 1. The front seat 4 and the rear seat 5 are configured in a predetermined shape by the cushion material 2 and the skin material 3 placed on the bottom plate 1, and seat surfaces 4a and 5a are formed on the upper surfaces, respectively.

As shown in FIGS. 1 and 2, the front seat 4 is provided with a substantially rectangular main air cushion (air cushion) 11 below the seat surface 4a. A substantially cylindrical long side support air cushion (side air cushion) 21 is disposed along the vicinity of the outer end (corner portion 4b). These internal pressures are automatically set and held, but can also be changed manually by operating an operation panel 70 described later.
A of FIG. 3 is a portion where a load is applied when the occupant is seated. B is a portion where a particularly large load is applied when the seat bone portion of the occupant abuts. C is a portion of the corner portion 4a where the occupant's thighs come into contact with and load is applied. The air cushion 11 is disposed below the A portion including the B portion, and the side air cushion 21 is disposed below the C portion.

  As will be described later, the backrest 6 and the side support 7 are formed such that cushion materials 2a and 2b are disposed on the plates 33 and 43, respectively, and these are covered with the skin material 3a. Further, the rear seat back seat 8 is formed so that the cushion material 2c is placed on the plate 53 and covered with the skin material 3c.

  The backrest 6 can be adjusted in the front-rear direction by an air cylinder 31 manually or automatically. The backrest 6 improves the riding comfort by supporting the occupant's waist, and can stably support the occupant's body, particularly when traveling at high speed. The occupant can adjust the front and rear positions of the backrest 6 according to the physique and the driving posture while traveling and stopping by operating the operation panel 70. In addition, the position of the backrest 6 is automatically adjusted according to the traveling situation.

  The side support 7 is rotatably attached to the left and right sides of the backrest 6 by hinges 48, respectively, and its opening degree can be adjusted by operating an air cylinder 41 disposed at the rear of the backrest 6. is there. The side support 7 can assist the occupant's driving posture while traveling by supporting the occupant's waist from both sides, and can thereby be less fatigued even when traveling for a long time. The occupant can manually adjust the opening degree of the side support 7 together with the backrest 6 according to the physique by operating the operation panel 70 during traveling and stopping. In addition, the opening degree of the side support 7 is automatically adjusted according to the traveling situation.

  The rear seat backrest 8 is normally held in a lying position where it has fallen rearward of the rear seat 5, and a horizontal plane is formed so as to be substantially flush with the seat surface 5 a of the rear seat 5. Thereby, the substantial area of the backseat 5 spreads, and the backseat 5 and the backseat backrest 8 can be utilized integrally as a luggage space. The rear seat backrest 8 is mounted so as to be rotatable in a direction to stand up with respect to the seating surface 5a, and is manually or automatically angled within an angle range from the lying position to the standing position by the operation of the air cylinder 51. Adjustment is possible. When an occupant sits on the rear seat 5, the rear seat backrest 8 can be actuated in the standing direction and used as the occupant's backrest. In this way, the backseat backrest 8 serves as both a backrest and a luggage carrier. Further, the angle can be adjusted manually by operating the operation panel 70 even during traveling. In addition, the angle of the rear seat backrest 8 is automatically adjusted according to the traveling situation.

  Next, the hardness adjustment mechanism of the front seat 4 in the seat apparatus S of the present embodiment will be described. The hardness and height of the seating surface 4a and the shape of the corner 4b can be adjusted by the hardness adjusting mechanism. As shown in FIG. 3, a substantially rectangular air cushion 11 is placed on the bottom plate 1. The action 11 is arranged at the lower part of the portion of the seat surface 4a where the occupant's buttocks abut. In addition, a substantially cylindrical side air cushion 21 is disposed inside the cushion material 2 along the corner 4b of the front seat 4 (the outer end of the seating surface 4a). The corner 4b is pressed against the occupant's thigh when stopped and running.

  In addition, a thin cloth-like heater 17 is disposed on the back surface of the skin material 3 on the seat surface 4a. When the heater 17 is operated by operating the operation panel 70, current flows into the heater 17 and the seat surface. 4a is warmed up. A temperature sensor 17a is attached to the heater 17, and when the heater 17 is heated to a predetermined temperature or higher, the supply of current is automatically stopped. The heater 17 may be disposed on the rear seat 5.

  As shown in FIGS. 4 and 5, the air cushion 11 is formed into a bag shape by superimposing a non-stretchable and air-impermeable upper skin 14 a and a lower skin 14 b, A connection port 12 is provided for supplying air to the inside and discharging the air introduced to the outside to the outside. And the tube 91 extended to the air pump 80 side mentioned later is connected to the connection port 12.

  A plurality of non-stretchable connecting threads 15 that connect the upper skin 14 a and the lower skin 14 b are provided inside the air cushion 11. The connecting thread 15 is configured to have substantially the same length, and is provided on the entire inner surfaces of the upper skin 14a and the lower skin 14b at appropriate intervals. As a result, when the amount of air injected into the air cushion 11 is small, the tether 15 is loosened as shown in FIG. 5A, but when the amount of air injected into the air cushion 11 is large, FIG. As shown in B), the connecting thread 15 is in a tensioned state, and the distance between the upper skin 14a and the lower skin 14b is kept substantially constant. Then, in a state where the air cushion 11 is sufficiently pressurized and the connecting thread 15 is tensioned, the flat state of the upper skin 14a and the lower skin 14b is maintained without causing unevenness locally, and the entire air cushion 11 is The predetermined height H is maintained.

  In the conventional air cushion, as the pressure is increased, the shape of the air cushion itself becomes curved, and it is difficult to keep the surface flat. On the other hand, in the air cushion 11 of the present embodiment, after being pressurized to the height H, even if air is further supplied to the inside, the height is maintained at H by the connecting thread 15, The shape can be kept constant. Therefore, the air cushion 11 can be adjusted only in hardness while maintaining its shape.

Since it is configured in this way, the height from the ground surface to the seat surface 4a is variably adjusted within the range of the height H in the front seat 4 by adjusting the amount of air injected into the air cushion 11. can do. Furthermore, it is possible to change only the hardness without changing the shape with the height of the air cushion 11 being the height H (that is, without changing the size of the seating surface 4a of the front seat 4). it can. Thereby, the passenger | crew can adjust the seat surface 4a to favorite hardness.
Further, since the upper skin 14a and the lower skin 14b are connected by the non-stretchable connecting thread 15, the air cushion 11 is in the highest state (height H) and hardly deforms due to external force. Become. Thereby, even if the scooter rolls or the like, the front seat 4 becomes difficult to swing, so that the occupant can stably maintain the driving posture.

As shown in FIG. 6, the side air cushion 21 is formed in a substantially cylindrical shape by an elastic material such as synthetic rubber. A connection port 22 is provided at the center, and a tube 91 extending to the air pump 80 described later is connected to the connection port 22. Since the side air cushion 21 is made of a stretchable material, it can be deformed and bent when an external force is applied. As will be described later, when the inside of the side air cushion 21 is sufficiently pressurized, the corner portion 4b of the front seat 4 projects outward and the seat surface 4a is formed widely. On the other hand, when the inside of the side air cushion 21 is depressurized, it is pressed inward by the elastic force of the skin material 3 covering the cushion material 2 with a predetermined tension and deformed into an elliptical shape, and the corner 4b is displaced inward. In this way, the amount by which the corner 4b projects outward by the side air cushion 21 can be adjusted. Displacement of the corner 4b inward makes it easy for the occupant's feet to reach the ground surface, and improves the occupant's legability when the scooter is stopped.
Further, when the corner portion 4b protrudes outward, the corner portion 4b and the occupant's thigh hit locally, and if the internal pressure of the side air cushion 21 is further increased, the cushioning property of the corner portion 4b is made harder. can do. On the other hand, when the corner portion 4b is pressed inward, the contact surface of the corner portion 4b with the occupant under the thigh is curved, so that the contact area with the occupant's thigh is increased and the contact with the thigh is softened. be able to. For example, when traveling for a long time, the corner 4b can be displaced inward.

  FIG. 7 shows a configuration diagram of the hardness adjustment mechanism of the front seat 4. The hardness adjustment mechanism includes an air cushion 11 and a side air cushion 21, a control unit 60 that receives signals from the outside and performs control such as hardness adjustment, an air pump 80 that supplies compressed air, and a pressure in the air cushion 11. And an air supply / exhaust section 90 that holds the pressure at a predetermined pressure. The air supply / exhaust unit 90 includes a regulator 92 that decompresses and adjusts highly compressed air from the air pump 80, air supply electromagnetic valves 93 a and 93 b that supply compressed air supplied from the regulator 92 to the downstream side, and the air cushion 11. The exhaust solenoid valves 94a and 94b for exhausting the air inside, the pressure sensors 96a and 96b for measuring the pressure in the air cushion 11 and outputting a predetermined signal, and the operation signals from the pressure sensor 96 are received and electromagnetically received. It consists of relays 95a, 95b, etc. that actuate the valves 93, 94.

  The air pump 80 is for supplying compressed air and pressurizing the inside of the air cushion 11. The air pump 80 includes a cylinder filled with gas (for example, carbon dioxide), an air compressor that compresses air and discharges it to the outside, and the like. The air pump 80 continuously discharges gas at a constant pressure, and the discharge port of the air pump 80 is connected to the suction port of the regulator 92 via the tube 91.

  The control unit 60 includes a speed signal supplied from the scooter side, an idle stop signal, an operation signal from the operation panel 70 described later, a pressure signal from the pressure sensor 96, a position signal from the position switches 35, 45, and 55, and a pressure switch. This is for adjusting the pressure of the air cushion 11 and the side air cushion 21 by pressing signals from 36, 46, 56, etc., and operates on an input unit for receiving a signal from the outside, a pressure sensor 96, etc. An electric circuit such as an output unit for outputting a signal and an arithmetic unit for performing arithmetic processing or the like in accordance with an input signal from the outside is provided.

The regulator 92 is for making the flow rate of the gas discharged from the air pump 80 constant. The suction port of the regulator 92 is connected to the discharge port of the air pump 80, and the discharge port of the regulator 92 is an electromagnetic valve 93a for supplying air. It is connected to the inlet 93b.
The supply solenoid valves 93a and 93b are operated in accordance with operation signals output from the relays 95a and 95b, respectively, to adjust the throttle amount, and hold the downstream pressure at the set pressure by the pressure sensors 96a and 96b. . The discharge port of the supply solenoid valve 93a is connected to the connection port 12, the pressure sensor 96a, and the exhaust solenoid valve 94a of the air cushion 11. The discharge port of the air supply solenoid valve 93b is connected to the connection port 22, the pressure sensor 96b, and the exhaust solenoid valve 94b of the side air cushion 21.

  The pressure sensors 96a and 96b detect the pressure of the gas filled in the air cushion 11 or the side air cushion 21, and operate the relays 95a and 95b by comparing the detected pressure with the set pressure. In addition to the sensor element that measures the pressure of the introduced gas, the pressure sensors 96a and 96b set an preset pressure value, compare the detected pressure with the set pressure value, and output an operation signal. Etc. When the pressure sensors 96a and 96b receive an operation signal corresponding to pressurization or decompression from the control unit 60, the pressure sensors 96a and 96b change the set pressure value based on the operation signal. Further, the pressure sensor 96 outputs a pressure signal corresponding to the detected pressure value to the control unit 60.

The relays 95a and 95b actuate the supply solenoid valves 93a and 93b and the exhaust solenoid valves 94a and 94b based on the operation signals output from the pressure sensors 96a and 96b, respectively, and adjust their throttle amounts. It is configured to be able to.
The exhaust solenoid valves 94a and 94b operate in accordance with the operation signals output from the relays 95a and 95b, respectively, to adjust the throttle amount, and set the pressure in the air cushion 11 or the side air cushion 21 to the set pressure value. Or the gas filled in the air cushion 11 or the side air cushion 21 is released to the outside.
In the seat device S according to the present embodiment, the air pump 80, the control unit 60, and the like are disposed in a waterproof part such as the lower side of the bottom plate 1.

  The operation panel 70 is disposed on the vehicle body in the vicinity of the instrument panel of the scooter so that the occupant can easily operate when the vehicle is stopped. The operation panel 70 is used when an occupant wants to manually operate each mechanism. As shown in FIG. 8, the operation panel 70 includes a heater switch 72, an operation display lamp 71, a hardness adjustment switch 73, a thigh support switch 74, a backrest adjustment switch 75, a side support adjustment switch 76, and a rear seat backrest adjustment switch 77. Is arranged.

  The heater switch 72 is a switch for operating or stopping the heater 17. When the heater switch 72 is set to “ON”, an operation signal is sent to the control unit 60 as shown in FIG. 7, and the control unit 60 supplies current to the heater 17 when receiving the operation signal. The temperature sensor 17a is disposed between the control unit 60 and the heater 17, and when a temperature equal to or higher than a predetermined temperature is detected, the contact opens to stop the supply of current. The operation display lamp 71 is lit when a current is supplied to the heater 17. A separate temperature sensor is provided so that when the temperature sensor detects that the temperature is lower than the set temperature, a detection signal is output to the control unit 60 so that the control unit 60 automatically supplies current to the heater 17. It may be configured.

The hardness adjustment switch 73 is a momentary switch used when adjusting the hardness by adjusting the amount of air injected into the air cushion 11. By tilting the switch to either “pressurization” or “decompression”, a signal for pressurizing or depressurizing the air cushion 11 is output to the control unit 60.
The thigh support switch 74 is a momentary switch used when adjusting the shape of the corner 4b by adjusting the amount of air injected into the side air cushion 21. When the side air cushion 21 is stopped, the internal pressure is automatically reduced to a predetermined pressure. However, the occupant manually operates the thigh support switch 74 in the pressure reducing or pressurizing direction to manually increase the foot pressure when stopping. Fine adjustments can be made. In addition, when traveling, the pressure is automatically increased to a predetermined internal pressure. For example, when it is desired to make the contact between the thigh and the corner 4b soft when traveling for a long time, the switch 4 is operated in the pressure reducing direction so that the corner 4b is moved. It can be adjusted softly, or can be adjusted so that the corner 4b protrudes outward by operating the switch in the pressurizing direction in order to take a wide seating surface during high-speed traveling.

The backrest adjustment switch 75 is a momentary switch used when the position of the backrest 6 is adjusted in the front-rear direction. The side support adjustment switch 76 is a momentary switch used when adjusting the opening degree of the side support 7. The rear seat backrest adjustment switch 77 is a momentary switch used when the angle of the rear seat backrest 8 is adjusted.
These momentary switches have an operation signal corresponding to the control unit 60 while the switch is tilted to any switch position (for example, “pressurization” or “decompression”, “front” or “rear”). Is output. The control unit 60 receives this operation signal and controls the pressure sensor 96 and electromagnetic valves 97a, 97b, 97c described later. In the present embodiment, operation signals from the backrest adjustment switch 75, the side support adjustment switch 76, and the rear seat backrest adjustment switch 77 are output to the control unit 60. These signals will be described later. The air cylinders 31, 41, 51 as drive units may be directly operated by directly inputting the electromagnetic valves 97 a, 97 b, 97 c to be operated.

  Next, operation | movement of the hardness adjustment mechanism of the seat apparatus S is demonstrated. First, when the engine of the scooter is started, power is turned on to the control unit 60 and the control unit 60 receives a speed signal and the like from the scooter side. The air pump 80 and the regulator 92 operate to supply compressed air having a predetermined pressure to the upstream side of the supply solenoid valves 93a and 93b. The supply solenoid valves 93a and 93b and the exhaust solenoid valves 94a and 94b are normally closed. In this state, no operation signal is output from the control unit 60 to the pressure sensors 96a and 96b.

  Then, the pressure sensor 96a compares the preset pressure value set in advance with the pressure in the air cushion 11, outputs a signal (supply signal) for pressurizing the relay 95a, and activates the relay 95a. The air supply solenoid valve 93a is opened by a predetermined throttle amount. Thereby, compressed air is injected into the air cushion 11 from the connection port 12 through the tube 91 from the air pump 80 side. When the pressure in the air cushion 11 reaches the set pressure value, a stop signal is output from the pressure sensor 96a to the relay 95a, whereby the relay 95a is activated and the supply electromagnetic valve 93a is closed. . In this way, the pressure in the air cushion 11 is maintained at a constant value. Further, when air leaks from the exhaust electromagnetic valve 94a or the like and falls below the set pressure value, the pressure sensor 96a outputs an air supply signal so as to operate the air supply electromagnetic valve 93a again.

  The pressure sensor 96b also operates in the same manner as the pressure sensor 96a, and functions to maintain the pressure in the side air cushion 21 at the set pressure value. Note that the set pressure value corresponds to when the vehicle is stopped, and when the vehicle is stopped, the pressure in the side air cushion 21 is lower than that during travel. For this reason, the cross section of the side air cushion 21 is bent into an elliptical shape, and the corner portion 4b of the front seat 4 does not protrude so much outward, so that the occupant 100's legability is improved. FIG. 9 shows a state where the occupant 100 is sitting on the front seat 4 and his / her foot is attached to the ground surface. In the portion where the occupant's 100 (thigh) hits, the side air cushion 21 is caused by the weight of the foot. In particular, since it bends, footing property is improved.

  Further, since the weight of the occupant 100 is applied to the seat surface 4a when seated, the pressure in the air cushion 11 and the side air cushion 21 temporarily rises above the set pressure value. For this reason, the pressure sensors 96a and 96b output signals (exhaust signals) for depressurization to the relays 95a and 95b, respectively, actuate the relays 95a and 95b, and open the exhaust solenoid valves 94a and 94b. . As a result, when the pressure in the air cushion 11 and the side air cushion 21 decreases and reaches the set pressure value, the pressure sensors 96a and 96b output stop signals to operate the relays 95a and 95b, and the exhaust solenoid valves 94a and 94b. Is in a closed state. Thus, the internal pressure of the air cushion 11 and the side air cushion 21 is maintained at a constant value regardless of the weight of the occupant 100, so that individual differences in ride comfort are less likely to occur.

FIG. 10 shows a state where the occupant 100 is sitting on the front seat 4 while traveling. When the controller 60 detects that the vehicle is traveling based on the speed signal, it sends an operation signal (air supply signal) to the pressure sensors 96a and 96b, and the set pressure values of the pressure sensors 96a and 96b are changed to the set values during traveling. Is done. Thereby, the air cushion 11 and the side air cushion 21 are pressurized to the set pressure at the time of travel. At this time, the corner 4b has a shape protruding outward, and the seat surface 4a of the front seat 4 expands.
Further, the control unit 60 sends out an operation signal (air supply signal) so that the internal pressures of the air cushion 11 and the side air cushion 21 are changed according to the magnitude of the speed signal (scooter moving speed). When the controller 60 detects that the scooter is traveling at a high speed (for example, 60 km / h or more) from the received speed signal, it sends an operation signal (air supply signal) to the pressure sensors 96a and 96b, and the pressure sensors 96a and 96b. Change the set pressure value to the set value for high-speed driving. Thereby, the seat surface 4a of the front seat 4 is set to be firm. Further, the seat surface 4a expands and can receive the occupant's load over a wide range, thereby reducing the feeling of fatigue caused by the occupant's driving.

When the scooter stops due to a signal waiting or the like, the control unit 60 detects from the speed signal that the scooter has stopped, and sends an operation signal (exhaust signal) to the pressure sensors 96a and 96b. Thereby, the air cushion 11 and the side air cushion 21 are pressure-reduced so that it may become the setting pressure according to the time of a stop (refer FIG. 9). In addition to sending the operation signal (exhaust signal) when detecting the stop of the scooter from the speed signal, the operation signal (exhaust signal) is sent when the control unit 60 receives the idle stop signal from the scooter side. You may comprise.
Further, the pressure of the side air cushion 21 may be set to a low pressure during stoppage and low speed traveling, and the pressure of the side air cushion 21 may be set to high pressure during high speed traveling. By setting in this way, the thigh hit is eased while traveling in the city, and the legging property is improved. Further, during high speed traveling, the feeling of bending of the entire cushion received from the seating surface 4a can be reduced to suppress the occupant's fatigue.

FIG. 11 shows a state in which the occupant 100 has feet on the ground surface when the vehicle is stopped. At this time, the pressure in the side air cushion 21 may be reduced as shown in FIG. 11 and the pressure in the air cushion 11 may be reduced until the height of the air cushion 11 becomes the height H or less. Good. If it does in this way, footing property can be improved more.
In this embodiment, the pressure in the air cushion 11 is set to a low pressure when stopped, and a high pressure when traveling. However, the present invention is not limited to this, and a constant pressure is maintained regardless of when stopping or traveling. You may comprise. Furthermore, a constant pressure may be maintained when the vehicle is stopped and when traveling at a low speed, and the high pressure may be set only when traveling at a high speed.

  Regardless of when the vehicle is stopped or running, by operating the hardness adjustment switch 73 or the thigh support switch 74 of the operation panel 70, an operation signal is sent to the control unit 60, and the control unit 60 that receives the operation signal An operation signal is sent to the pressure sensors 96a and 96b so as to pressurize or depressurize the air cushion 11 or the side air cushion 21. Thereby, the internal pressure of the air cushion 11 and the side air cushion 21 is appropriately set, and the height and hardness or shape of the seat surface 4a can be adjusted according to the preference of the occupant.

  Next, the position adjustment mechanism of the seat apparatus S will be described with reference to FIGS. First, the backrest 6 of the seat apparatus S will be described with reference to FIGS. The backrest 6 is obtained by placing a cushion material 2a having a predetermined shape on a synthetic resin plate 33 and attaching a skin material 3a so as to cover them. A step is formed between the front seat 4 and the rear seat 5, and a wall 1a is formed on the bottom plate 1 corresponding to the step. A predetermined opening hole 1b is formed in the wall part 1a, and an integral or separate extension part 1c is formed from the lower end part of the opening hole 1b toward the rear of the vehicle body. The opening hole 1b is closed by a hole covering member 34 made of an elastic material.

  An air cylinder 31 is disposed in the extending portion 1c along the front-rear direction of the vehicle body. A tube 91 is connected to the intake port and the exhaust port of the air cylinder 31, and the air cylinder 31 is configured to be expandable and contractable between a rear position and a front position described later by compressed air from the air pump 80 side. The backrest 6 can be held at any position between the rear position and the front position. The piston rod 32 of the air cylinder 31 protrudes forward through a through hole formed in the hole covering member 34, and a plate 33 is attached to the tip. Since the piston rod 32 protrudes forward through the through hole of the hole covering member 34, it is difficult for water or the like to enter the seat device S through the opening hole 1b.

  The piston rod 32 is formed with a pressing piece 32a protruding downward. Further, position switches 35a and 35b are disposed in the extending portion 1c. When the backrest 6 is in the rear position with the piston rod 32 contracted as shown in FIG. 12, the pressing piece 32a is in contact with the position switch 35a, and the position switch 35a outputs a rear position detection signal to the control unit 60. doing. Further, as shown in FIG. 13, when the backrest 6 is in the forward position with the piston rod 32 extended, the pressing piece 32a contacts the position switch 35b, and the position switch 35b sends a forward position detection signal to the control unit 60. Output. In this way, the position switch 35a, 35b allows the control unit 60 to detect that the backrest 6 is in the rear position or the front position, and is configured to stop the operation of the air cylinder 31 when these positions are detected. ing. The position switches 35a and 35b are disposed outside the air cylinder 31, but may be disposed inside the air cylinder 31.

  A pressing switch 36 is disposed on the front side surface of the plate 33. This switch is configured to operate when the backrest 6 is in contact with and supported by the occupant's lower back with a predetermined pressure, and outputs a pressure detection signal to the control unit 60. In this example, the push switch 36 is disposed on the plate 33. However, the present invention is not limited to this, and any configuration is possible as long as it can detect that a predetermined pressure is applied to the backrest 6 toward the rear of the vehicle body. For example, a pressure sensitive switch such as a strain gauge may be provided on the plate 33, the piston rod 32, the extending portion 1c, and the like.

  Next, the side support 7 of the seat apparatus S will be described with reference to FIGS. 14 and 15. The side support 7 is configured such that a cushion material 2b having a predetermined shape is attached to a synthetic resin plate 43, and the skin material 3a covers these. A substantially L-shaped attachment member (angle member) 47 is fixed to the inner end of the plate 43, and the attachment member 47 covers a corner on the inner rear side of the cushion member 2b. Further, a substantially L-shaped attachment member (angle member) 37 is fixed to the outer end portion of the plate 33 of the backrest 6 and covers the outer rear corner of the cushion member 2a. A hinge 48 is attached to the front ends of the attachment members 37, 47, and the side support 7 is rotatably supported by the hinge 48.

  An air cylinder 41 is attached to the plate 33 of the backrest 6, the piston rod 42 protrudes outward through a through hole formed in the attachment member 37, and the tip is attached to the inner wall portion of the attachment member 47. ing. As a result, when the air cylinder 41 is actuated and the piston rod 42 is extended, the side support 7 can rotate within a predetermined angle range in the closing direction with the hinge 48 as a rotation axis, as shown in FIG. In this example, the air cylinder 41 is disposed on the backrest 6 side, but is not limited thereto, and may be disposed on the side support 7 side.

  Further, in the state shown in FIG. 14, the piston rod 42 is contracted, and the pressing piece 42a formed on the piston rod 42 is in contact with the position switch 45a. In this state, the position switch 45 a outputs an open state detection signal to the control unit 60. In the state shown in FIG. 15, the piston rod 42 is in an extended state, and the pressing piece 42a is in contact with the position switch 45b. At this time, the position switch 45 b outputs a closed state detection signal to the control unit 60. In this way, the position switch 45a, 45b allows the control unit 60 to detect that the side support 7 is in the open state position or the closed state position. When these positions are detected, the operation of the air cylinder 41 is stopped. Has been. The side support 7 can be held at any position between the open state position and the closed state position. These position switches 45a and 45b may be disposed inside the air cylinder 41.

  Further, a pressing (pressure sensitive) switch 46 is disposed at a mounting portion between the mounting member 47 and the piston rod 42. This switch is configured to operate when the side support 7 is in contact with and supported by the occupant's lower back with a predetermined pressure, and outputs a pressure detection signal to the control unit 60. In this example, the pressing switch 46 is disposed on the mounting member 47. However, the present invention is not limited to this, and any device that can detect that a predetermined pressure in the opening direction is applied to the side support 7 may be used. For example, a pressure sensitive switch such as a strain gauge may be provided on the plate 43, the plate 33, the piston rod 42, and the like.

  Moreover, as shown in FIG. 14, the hinge 48 is in a position recessed from the skin material 3a in front of the vehicle body to the rear. The vehicle body front portion of the skin material 3a located between the backrest 6 and the side support 7 (that is, the vehicle body front portion of the hinge 48) is a portion (folded portion 3b) that bends when the side support 7 is opened and closed. The part 3b is provided with a pleat part 3d. This pleated portion 3d is of a so-called inverted type. That is, the pleat 3f is formed in a state where the skin material 3a is double-folded, and the skin material 3a is stitched at a portion that is always unexposed inside the pleat 3f. Since it is constituted in this way, as shown in FIG. 15, even if the side support 7 is opened and closed, the bent portion 3b does not protrude forward of the vehicle body. Thereby, the external appearance of the bending part 3b can be kept favorable.

  In the seat device according to the present embodiment, the bent portion 3b may be configured as follows. That is, as shown in FIG. 30, the part covering the backrest 6 and the part covering the side support 7 in the skin material 3a are stitched together at the bent portion 3b by the sewing thread 3e, and the stitched portion. Is covered with a pleated portion 3d formed by bending the skin material 3a. Even if comprised in this way, as shown in FIG. 31, the bending part 3b does not protrude to the vehicle body front by the opening / closing operation | movement of the side support 7. FIG. Thereby, the external appearance of the bending part 3b can be kept favorable.

  FIG. 16 shows another embodiment of the side support 7. In this example, one end of a guide portion 47 a having a circular arc cross section is attached to the inner wall surface of the attachment member 47. The guide portion 47a is obtained by processing a thin plate member into an arc shape, and its movement is guided by a plurality of bearings 47c. A mounting portion 47b is formed on the rear surface of the guide portion 47a, and the tip end of the piston rod 42 is mounted on the mounting portion 47b. With this configuration, when the air cylinder 41 is activated and the piston rod 42 is extended, the guide portion 47a moves while drawing an arc while being guided by the bearing 47c. Then, the side support 7 rotates in the opening direction around the hinge 48. In addition, the guide part 47a may not be what processed the thin plate member into the circular arc shape, and may be another thing which processed the rod-shaped member into the circular arc shape.

  Next, the rear seat backrest 8 of the seat device S will be described with reference to FIGS. The rear seat backrest 8 is configured such that a cushion material 2c having a predetermined shape is placed on a synthetic resin plate 53, and the skin material 3c covers them. A case 54 is fixed to the lower part of the bottom plate 1 constituting the rear seat 5, and an air cylinder 51 is fixed to the case 54. The air cylinder 51 is disposed so that the piston rod 52 extends rearward of the vehicle body. On the left and right sides of the rear end of the case 54, thin link holding portions 54a are formed so as to extend toward the rear seat 5 and face each other, and a link mechanism 57 is attached to the link holding portion 54a. The link mechanism 57 connects the piston rod 52 and the plate 53.

  FIG. 17 shows a state in which the piston rod 52 of the air cylinder 51 is contracted, and the rear seat backrest 8 is in a lying position where it has fallen behind the rear seat 5. At this time, the seat surface 5a and the seat surface of the rear seat backrest 8 are held substantially flush. When the air cylinder 51 is activated and the piston rod 52 is extended, the rear seat backrest 8 is rotated via the link mechanism 57, and is in a state of being raised with respect to the rear seat 5 as shown in FIG. The rear seat backrest 8 can be held at an arbitrary position between the standing position and the lying position.

  FIG. 19 is an explanatory view showing the operation of the rear seat backrest 8. FIG. 4A shows a state in the lying position, and FIG. 4B shows a state in the standing position. The link mechanism 57 includes a first link 57a having one end attached to the tip of the piston rod 52 via a pivot 58a and a pivot 58b to the other end of the first link 57a. A second link 57b having one end attached and the other end attached rotatably to the link holding portion 54a via a rotation shaft 58c, and one end fixed to the side surface of the second link 57b and the other end of the plate 53 And a third link 57c fixed to the front portion.

  A long hole 54 b is formed in the link holding portion 54 a along the direction of expansion and contraction of the piston rod 52. The pivot 58a extends in the left-right direction of the vehicle body, and both left and right ends are inserted into the elongated hole 54b. As the piston rod 52 expands and contracts, the pivot 58a is guided and moved in the elongated hole 54b. When the pivot 58a is guided in the long hole 54b, the first link 57a is pushed out to the rear of the vehicle body, and the second link 57b rotatably connected to the first link 57a rotates about the rotation shaft 58c. To do. With this rotation, the third link 57c also rotates, and the rear seat backrest 8 connected thereto also rotates simultaneously.

  Further, position switches 55a and 55b are disposed in the link holding portion 54a. In the state shown in FIG. 5A, the second link 57b is in contact with the position switch 55a, and the position switch 55a outputs a fall state detection signal to the control unit 60. In the state shown in FIG. 5B, the second link 57b is in contact with the position switch 55b, and the position switch 55b outputs a standing state detection signal to the control unit 60. As described above, the position switch 55a, 55b allows the control unit 60 to detect that the rear seat backrest 8 is in the lying down position or the standing position. When these positions are detected, the operation of the air cylinder 51 is stopped. It is configured. The rear seat backrest 8 can be held at any position between the lying position and the standing position. These position switches 55a and 55b may be disposed inside the air cylinder 51.

  Further, a pressing (pressure sensitive) switch 56 is disposed on the third link 57c. This switch is configured to operate when the rear seat backrest 8 is in contact with and supported by the occupant's lower back with a predetermined pressure, and outputs a press detection signal to the control unit 60. In this example, the push switch 56 is disposed on the third link 57c. However, the present invention is not limited to this, as long as it can detect that a predetermined pressure is applied to the rear seat backrest 8 to the rear of the vehicle body. Good. For example, a pressure sensitive switch such as a strain gauge may be provided on the plate 53, the case 54, the piston rod 52, and the like.

  FIG. 20 shows a configuration diagram of a position adjustment mechanism for the backrest 6, the side support 7 and the rear seat backrest 8. As shown in FIG. These position adjustment mechanisms adjust the decompression of the air cylinders 31, 41, 51, a control unit 60 that receives an external signal and performs operation control, an air pump 80 that supplies compressed air, and high compressed air from the air pump 80. A regulator 92; electromagnetic valves 97a, 97b, 97c for supplying compressed air supplied from the regulator 92 to the downstream side; position switches 35, 45, 55 and a pressure switch 36 for outputting predetermined signals to the controller 60; , 46, 56, and the like. The electromagnetic valves 97a, 97b, 97c communicate with the air pump 80 side through one of the two air supply ports according to the expansion / contraction of the air cylinders 31, 41, 51 by the operation signal from the control unit 60, respectively. is there. The electromagnetic valves 97a, 97b, and 97c are biased to the neutral position, and the passage to any air supply port is normally closed.

  Next, the operation of the backrest 6 of the seat device S will be described. When the control unit 60 receives operation signals (forward movement signal, backward movement signal) instructing forward movement or backward movement from the backrest adjustment switch 75 of the operation panel 70, the controller 60 activates the electromagnetic valve 97a according to these signals. An operation signal is sent out. Thereby, the electromagnetic valve 97a expands and contracts the piston rod 32 by sending compressed air to any one of the air supply ports of the air cylinder 31, and moves the backrest 6 in the front-rear direction. When the occupant moves the backrest 6 to a desired position, the operation of the backrest adjustment switch 75 is terminated. As a result, the operation signal is not output to the control unit 60, so the control unit 60 stops sending the operation signal to the electromagnetic valve 97a, the electromagnetic valve 97a is returned to the neutral position, and the piston rod 32 stops moving. And the backrest 6 is hold | maintained in the stop position. When the control unit 60 receives the rear position detection signal or the front position detection signal from the position switches 35a and 35b, the control unit 60 stops outputting the operation signal to the electromagnetic valve 97a regardless of the operation signal. The movement of the backrest 6 is stopped. Thus, the backrest 6 of this example can be easily changed by operating the operation panel 70 regardless of whether it is running or stopped when it is desired to change the front / rear position. It is possible to support, and the occupant can travel in a more stable driving posture.

  Further, when the control unit 60 detects from the speed signal that the scooter is traveling at a high speed (for example, 60 km / h or more), it outputs an operation signal for automatically moving the scooter forward to the electromagnetic valve 97a. Thereby, the backrest 6 moves forward and contacts the occupant's waist. At this time, when a predetermined pressing force is applied to the backrest 6, the pressing switch 36 is activated and a pressing detection signal is output to the control unit 60. By receiving this pressure detection signal, the control unit 60 stops the output of the operation signal to the electromagnetic valve 97a, and stops the backrest 6 from moving forward. By comprising in this way, a passenger | crew can be reliably supported at the time of high-speed driving | running | working.

  The operation of the side support 7 is the same as the operation of the backrest 6. When the occupant operates the side support adjustment switch 76 of the operation panel 70, an operation signal corresponding to the opening / closing operation is sent to the control unit 60. Upon receiving this operation signal, the control unit 60 operates the electromagnetic valve 97b to operate the air cylinder. 41 is expanded and contracted. The side support 7 opens and closes by the expansion and contraction of the air cylinder 41. When receiving the open state detection signal or the closed state detection signal from the position switches 45a and 45b, the control unit 60 stops outputting the operation signal and stops the side support 7 at the open state position or the closed state position. In this way, the side support 7 of this example can be easily changed by operating the operation panel 70 regardless of whether it is running or stopped when it is desired to change the open / close position. It is possible to support from. Further, the control unit 60 automatically activates the side support 7 in the closing direction during high-speed traveling, and stops the side support 7 by receiving a pressure detection signal from the pressure switch 46. By comprising in this way, a passenger | crew can be reliably supported at the time of high-speed driving | running | working.

  The rear seat backrest 8 rotates between the lying position and the standing position when the occupant operates the rear seat backrest adjustment switch 77 of the operation panel 70. When the operation signal is sent to the control unit 60 by the operation of the rear seat backrest adjustment switch 77, the control unit 60 sends an operation signal to the electromagnetic valve 97c in order to rotate in the standing direction or the lying down direction according to the operation signal. Output. By this operation signal, the electromagnetic valve 97 c supplies compressed air to the air cylinder 51. As a result, the piston rod 52 expands and contracts, and the rear seat backrest 8 rotates. When receiving the lying state detection signal or the standing state detection signal from the position switches 55a and 55b, the control unit 60 stops outputting the operation signal and stops the backseat backrest 8 at the lying position or the standing position. As described above, when the backseat 8 is not used as a backrest, it is possible to mount a load as a load carrier and to use it as a backrest by standing up to a predetermined angle. Further, since the standing angle can be adjusted, the occupant's waist can be reliably supported irrespective of the occupant's physique and the like.

  In addition, when the occupant sits on the rear seat 5 and travels with the rear seat backrest 8 rotated in the standing direction, the control unit 60 automatically detects In addition, an operation signal is output to the electromagnetic valve 97c to rotate the rear seat backrest 8 in the standing direction. When the rear seat backrest 8 comes into contact with the waist of the occupant of the rear seat 5 and receives a predetermined pressing force, the pressing switch 56 is activated to output a pressing detection signal to the control unit 60. The control unit 60 receives the press detection signal and stops the rotation operation of the rear seat backrest 8. By comprising in this way, it can support at the time of the passenger | crew of the rear seat 5 traveling at high speed. When the rear seat backrest 8 is traveling in a lying state, it is traveled in a state where it has been pivoted in the standing direction in advance (that is, used as a backrest) so that it does not automatically pivot in the standing direction. Only in the case of the above, it is configured to further rotate in the standing direction.

  In this example, the rear seat backrest 8 is configured to be rotatable by an operation signal from the operation panel 70 regardless of whether the vehicle is stopped or traveling. However, the present invention is not limited to this, and the control unit 60 detects the scooter from the speed signal. When it is detected that the vehicle is traveling, the rear seat backrest 8 may not be operated even when an operation signal from the operation panel 70 is received. Further, during traveling, only the operation signal for rotating in the standing direction among the operation signals from the operation panel 70 may be made effective and operable only in the standing direction. In this way, the safety of the occupant of the rear seat 5 can be ensured by restricting the operation of the backseat backrest 8 during traveling or allowing the rotation only in the standing direction.

  In this example, the backrest 6, the side support 7, and the rear seat backrest 8 are all configured to automatically operate only during high-speed travel. However, the present invention is not limited to this. Instead, it may be configured to operate automatically. In addition, a load detection sensor for detecting that the occupant is seated in the front seat 4 or the rear seat 5 is provided, and when the control unit 60 receives the load detection signal, the backrest 6, the side support 7, and the rear seat back are automatically provided. You may comprise so that the rest 8 may be operated.

  In particular, the backrest 6 and the side support 7 are registered and set in advance by the occupant in the control unit 60 according to the body shape, so that when the load is detected by the load detection sensor during boarding, the scooter is running. When it becomes, when it becomes high-speed driving | running | working, it can comprise so that it may act | operate automatically to the appropriate position. In this case, it is possible to perform registration setting of an appropriate position by disposing a setting button or the like on the operation panel 70 or the like. For example, the air cylinders 31 and 41 having a position detection function (for example, an encoder or the like) for detecting the expansion / contraction positions of the piston rods 32 and 42 are employed, and the expansion / contraction positions of the piston rods 32 and 42 when the setting button is pressed. Can be registered as an appropriate position. In this way, the push switches 36 and 46 are not necessarily required.

Next, another embodiment of the drive mechanism for the backrest 6, the side support 7, and the rear seat backrest 8 will be described with reference to FIGS. In the above embodiment, these are driven by the air cylinders 31, 41, 51. However, in the following embodiment, they are driven by the electric motors 131, 141, 151.
As shown in FIGS. 21 and 22, an electric motor 131 is attached to the extending portion 1 c of the bottom plate 1, and the output shaft 132 can be rotated by an operation signal from the control unit 60. A gear (not shown) is attached to the end of the output shaft 132, and the rotational force is transmitted to the screw shaft 136 via the speed reduction mechanism 134. The screw shaft 136 is disposed along the longitudinal direction of the vehicle body and is rotatably supported by a bearing 136a. A slider 135 is attached to the screw shaft 136, and the slider 135 can move in the front-rear direction according to the rotational direction of the screw shaft 136. That is, the slider 135 and the screw shaft 136 constitute a ball screw. A flat plate-shaped connecting member 137 is fixed to the upper surface of the slider 135 in the left-right direction of the vehicle body. Stays 138 disposed along the longitudinal direction of the vehicle body are attached to the left and right ends of the connecting member 137, respectively. A plate 133 of the backrest 6 is attached to the front end portion of the stay 138 via an attachment plate 133a.

  With this configuration, when the electric motor 131 rotates, the slider 135 moves in the front-rear direction on the screw shaft 136 according to the rotation direction, and the connecting member 137 and the stay 138 move along with this movement. Moving in the front-rear direction, the backrest 6 is driven in the front-rear direction. The position switch 35, the push switch 36, etc. are not shown. Thus, it is preferable to use the electric motor 131 instead of the air cylinder 31 as the drive unit because it is not necessary to draw the tube 91 from the air pump 80 side.

  As shown in FIGS. 23 to 25, an electric motor 141 is attached to the rear side surface of the plate 133 of the backrest 6, and the output shaft 142 can be rotated by an operation signal from the control unit 60. A gear (not shown) is attached to the end of the output shaft 142, and the rotational force is transmitted to the shaft 143 through the speed reduction mechanism 144. The shaft 143 is disposed along the left-right direction of the vehicle body, and is rotatably supported by a bearing 146a attached to the rear side surface of the plate 133. Screw shafts 146 are fixed to the left and right ends of the shaft 143, respectively. A slider 145 is mounted on the screw shaft 146, and the slider 145 can move in the left-right direction according to the rotational direction of the screw shaft 146. That is, the slider 145 and the screw shaft 146 constitute a ball screw.

  One end of a drive link 145a is rotatably attached to the upper surface of the slider 145. A mounting portion 147a is mounted on the rear side surface of the mounting member 47 of the side support 7 so as to extend rearward, and the other end of the drive link 145a is rotatably mounted on the mounting portion 147a. Further, the attachment member 147 and the plate 133 are rotatably attached by a hinge 148.

  With this configuration, when the electric motor 141 rotates, the slider 145 moves left and right on the screw shaft 146 in accordance with the rotation direction, and the drive link 145a is pushed outward in accordance with this movement. Or pull inward. As a result, the mounting portion 147a is driven in the left-right direction, and the side support 7 opens and closes around the hinge 148. FIG. 25 shows a state in which the side support 7 is driven in the closing direction. When the screw shaft 146 rotates and the slider 145 moves outward, the drive link 145a is pushed outward at one end, and the other end of the drive link 145a is changing the connecting angle with the mounting portion 147a that rotates about the hinge 148. It rotates counterclockwise. Thereby, the side support 7 rotates in the closing direction. The position switch 45, the push switch 46, etc. are not shown. Thus, it is preferable to use the electric motor 141 instead of the air cylinder 41 as a drive unit because it is not necessary to draw the tube 91 from the air pump 80 side.

  As shown in FIGS. 26 to 28, an electric motor 151 is attached to the case 54, and the output shaft 152 can be rotated by an operation signal from the control unit 60. A gear (not shown) is attached to the end of the output shaft 152, and the rotational force is transmitted to the screw shaft 156 via the speed reduction mechanism 154. The screw shaft 156 is disposed along the longitudinal direction of the vehicle body, and is rotatably supported by a bearing 156a attached to the case 54. A slider 155 is attached to the screw shaft 156, and the slider 155 can move in the front-rear direction according to the rotational direction of the screw shaft 156. That is, the slider 155 and the screw shaft 156 constitute a ball screw.

  The inner ends of the pivots 158a are attached to the left and right sides of the slider 155, respectively. The outer end of the pivot 158 a is inserted into a long hole 54 b formed in the link holding portion 54 a of the case 54. The pivot 158a is guided in the long hole 54b and can move in the longitudinal direction of the vehicle body. One end of the first link 157a is rotatably attached to the outer end portion of the pivot 158a, and the second link 157b is pivotable to the other end of the first link 157a via the pivot 158b. Installed. The second link 157b is rotatably attached to the link holding portion 54a via a rotation shaft 158c. Further, the plate 53 of the rear seat backrest 8 is fixed to the second link 157b.

  With this configuration, when the electric motor 151 rotates, the slider 155 moves on the screw shaft 156 in the longitudinal direction of the vehicle body according to the rotational direction, and the pivot 158a moves in the longitudinal direction of the vehicle body along with this movement. Move to. Thereby, the one end side of the 1st link 157a moves to a vehicle body front-back direction, and the 2nd link 157b connected to this so that rotation is possible rotates centering on the rotating shaft 158c. By this rotation, the plate 53 connected to the second link 157b is rotated, and the rear seat backrest 8 is rotated between the lying position and the standing position. FIG. 28 shows a state in the standing position. When the slider 155 moves rearward, the first link 157a that is pivotally connected to the slider 155 moves rearward at one end and the second link 157b rotates around the rotation shaft 158c at the other end. It rotates counterclockwise while changing the connection angle. The position switch 55, the push switch 56, etc. are not shown. Thus, it is preferable to use the electric motor 151 instead of the air cylinder 51 as a drive unit because it is not necessary to draw the tube 91 from the air pump 80 side.

  FIG. 29 is a configuration diagram of a drive mechanism corresponding to the embodiment of FIGS. The control unit 60 receives detection signals from the position switches 35, 45, 55 and the pressure switches 36, 46, 56, etc., along with external signals. Based on these signals, the control unit 60 outputs an operation signal to the electric motors 131, 141, 151, and controls to move the backrest 6, the side support 7, and the rear seat backrest 8 to predetermined positions and hold them. To do.

(Second embodiment)
Next, a second embodiment of the present invention will be described. 1 and FIG. 2 are views showing a second embodiment of the present invention, FIG. 1 is a perspective view showing a configuration of a seat, FIG. 2 is a sectional view of a backrest, and FIG. 3 is a side support in the backrest shown in FIG. It is a figure which shows the state rotated.

  The seat S according to the present embodiment is suitably used for a motorcycle such as a scooter or a motorcycle. As shown in FIG. 32, the seat S is divided into a front seat 100a and a rear seat 100b, and the rear seat 100b is formed one step higher than the front seat 100a. Between the rear seat 100b and the front seat 100a, a backrest 106 on which the driver can lean is disposed, and the driver can maintain an optimal driving posture on both sides of the backrest 106. As shown, a side support 107 is provided.

  The seat S includes a bottom plate 101, a cushion material 102, and a skin material 103a. The bottom plate 101 is configured by injection molding a hard resin (for example, polypropylene) in order to obtain a predetermined strength, and is disposed on the body of the motorcycle. The cushion material 102 is disposed on the bottom plate 101 and is made of a flexible foam such as urethane foam, polypropylene foam, or polyethylene foam. The skin material 103 is made of synthetic leather or water-repellent water-repellent fabric, and covers the cushion material 102.

  As shown in FIG. 33, the backrest 106 includes a plate 111 and a cushion material 112. The side support 107 includes a plate 121 and a cushioning material 122, and is configured to be rotatable manually or electrically with respect to the backrest 106 by a hinge 148. The backrest 106 and the side support 107 are covered with a skin material 103a.

  A pleat portion 103 d is provided in the bent portion 103 b of the backrest 106 and the side support 107. The pleated portion 103d is of a so-called inverted type. That is, the pleat 103f is formed in a state where the skin 103a is folded twice, and the skin 103a is stitched at a portion that is always unexposed inside the pleat 103f. Since it is configured in this way, as shown in FIG. 34, even if the side support 107 is opened and closed, the bent portion 103b does not protrude forward of the vehicle body. Thereby, the external appearance of the bending part 103b can be kept favorable.

  In the seat device according to the present embodiment, the bent portion 103b may be configured as follows. That is, as shown in FIG. 35, a portion covering the backrest 106 and a portion covering the side support 107 in the skin material 103a are stitched together at the bent portion 103b by the sewing thread 103e, and the stitched portion. Is covered with a pleated portion 103d formed by bending the skin material 103a. Even with this configuration, as shown in FIG. 36, the bent portion 103 b does not protrude forward of the vehicle body due to the opening and closing operation of the side support 107. Thereby, the external appearance of the bending part 103b can be kept favorable.

It is explanatory drawing of the seat apparatus which concerns on 1st embodiment. It is explanatory drawing of the front seat of FIG. It is sectional drawing of the front seat of FIG. It is explanatory drawing of the air cushion which concerns on 1st embodiment. It is sectional drawing of the air cushion which concerns on 1st embodiment. It is explanatory drawing of the side air cushion which concerns on 1st embodiment. It is a block diagram of the hardness adjustment mechanism which concerns on 1st embodiment. It is explanatory drawing of the operation panel which concerns on 1st embodiment. It is explanatory drawing which shows operation | movement of the hardness adjustment mechanism which concerns on 1st embodiment. It is explanatory drawing which shows operation | movement of the hardness adjustment mechanism which concerns on 1st embodiment. It is explanatory drawing which shows operation | movement of the hardness adjustment mechanism which concerns on 1st embodiment. It is explanatory drawing of the backrest which concerns on 1st embodiment. It is explanatory drawing of the backrest which concerns on 1st embodiment. It is explanatory drawing of the side support which concerns on 1st embodiment. It is explanatory drawing of the side support which concerns on 1st embodiment. It is explanatory drawing which shows the modification of the side support which concerns on 1st embodiment. It is explanatory drawing of the backseat backrest which concerns on 1st embodiment. It is explanatory drawing of the backseat backrest which concerns on 1st embodiment. It is a partial expanded explanatory view of the backseat backrest concerning a first embodiment. It is a block diagram of the position adjustment mechanism which concerns on 1st embodiment. It is explanatory drawing of the backrest which concerns on another embodiment. It is side surface explanatory drawing of the backrest which concerns on another embodiment. It is explanatory drawing of the side support which concerns on another embodiment. It is explanatory drawing of the side support which concerns on another embodiment. It is explanatory drawing which shows operation | movement of the side support which concerns on another embodiment. It is side surface explanatory drawing of the backseat backrest which concerns on another embodiment. It is front explanatory drawing of the backseat backrest which concerns on another embodiment. It is explanatory drawing which shows operation | movement of the backseat backrest which concerns on another embodiment. It is a block diagram of the position adjustment mechanism which concerns on another embodiment. It is explanatory drawing which shows the modification of the side support which concerns on 1st embodiment. It is explanatory drawing which shows the modification of the side support which concerns on 1st embodiment. It is a perspective view which shows the structure of the seat which concerns on 2nd embodiment. It is sectional drawing of the backrest which concerns on 2nd embodiment. It is a figure which shows the state which rotated the side support in the backrest shown in FIG. It is explanatory drawing which shows the modification of the side support which concerns on 2nd embodiment. It is explanatory drawing which shows the modification of the side support which concerns on 2nd embodiment.

Explanation of symbols

1 bottom plate, 1a wall portion, 1b opening hole, 1c extension portion, 2, 2a, 2b, 2c cushion material, 3b bent portion, 3, 3a, 3c skin material, 3d pleat portion, 3e sewing thread, 4 front Section seat, 4a Seat surface, 4b Corner, 5 Rear seat, 5a Seat surface, 6 Backrest, 7 Side support, 8 Back seat back seat, 11 Action, 12 Connection port, 14a Upper skin, 14b Lower skin, 15 Connection Thread, 17 Heater, 17a Temperature sensor, 21 Side air cushion, 22 Connection port, 31, 41, 51 Air cylinder, 32, 42, 52 Piston rod, 32a, 42a Press piece, 33, 43, 53 Plate, 34 Hole cover Member, 35a, 35b, 45a, 45b, 55a, 55b position switch, 36, 46, 56 pressure switch, 37 mounting member, 47 mounting member, 4 a guide part, 47b mounting part, 47c bearing, 48 hinge, 54 case, 54a link holding part, 54b long hole, 57 link mechanism, 57a first link, 57b second link, 57c third link, 58a, 58b pivot, 58c Rotating shaft, 60 control unit, 70 operation panel, 71 operation indicator lamp, 80 air pump, 90 air supply / exhaust unit, 91 tube, 92 regulator, 93a, 93b air supply solenoid valve, 94a, 94b exhaust solenoid valve, 95a , 95b Relay, 96a, 96b Pressure sensor, 97a, 97b, 97c Solenoid valve, 100 passenger, 131, 141, 151 Electric motor, 132, 142, 152 Output shaft, 133 plate, 133a Mounting plate, 134, 144, 154 Deceleration Mechanism, 135, 145, 155 slider, 136, 146, 156 screw shaft, 136a, 146a, 156a Bearing, 137 connecting member, 138 stay, 143 shaft, 145a drive link, 147 mounting member, 147a mounting part, 148 hinge, 157a first link, 157b second link, 158c rotating shaft, 158a, 158b Axis, S seat device

Claims (6)

In a seat device for a motorcycle having a seat having a backrest between a front seat and a rear seat,
The left and right sides of the backrest are provided with side supports that can rotate with respect to the backrest,
The backrest and the side support are each covered with a skin material,
The seat apparatus according to claim 1, wherein a pleat portion is formed at a portion of the skin material in a bent portion between the backrest and the side support.   2. The seat device according to claim 1, wherein the pleat portion is formed by stitching the skin material at a portion that is not exposed at all times inside a pleat mountain formed by bending the skin material. . A first drive unit that moves the backrest in the front-rear direction based on an operation signal;
A second drive unit for rotating the side support based on an operation signal;
The seat device according to claim 1, further comprising: an operation panel that outputs the operation signal. A control unit for controlling the drive unit;
The seat device according to claim 3, wherein the control unit controls the driving unit based on an external signal. The external signal is a speed signal of the motorcycle,
The control unit controls the drive unit to move the backrest forward when the moving speed of the motorcycle reaches a predetermined speed based on the speed signal. 4. The seat device according to 4. A press detection switch that outputs a press detection signal when a predetermined pressing force is applied to the backrest;
The seat device according to claim 4 or 5, wherein the control unit controls the driving unit to move the backrest in a forward direction until the pressing detection signal is detected.

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