JP2007275254A - Seat heater - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a seat heater capable of sufficiently warming a seat when an occupant sits on the seat. <P>SOLUTION: The intrinsic resistance value of a heater 38 energized when operating a heater 12 before getting in a vehicle is smaller than the intrinsic resistance value of a heater 16 energized when operating the heater 12 in an ordinary state. A time required for a thermostat 14 from being heated by the resistance heat generated by the heater 38 till reaching a prescribed time is sufficiently longer than a time required for the thermostat 14 from being heated by the resistance heat generated by the heater 16 till reaching the prescribed time. The energization time of the main heater 12 when the heater 38 is energized is longer than that when the heater 16 is energized, so that a seat cushion and a seat back of the seat embedded with the main heater 12 is heated for a long time to sufficiently warm the seat. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a seat heater suitable as a heating device for a seat of a vehicle or the like.

In the seat heater disclosed in Patent Literature 1 described below, when the door is unlocked by an ignition key in a door locked state, the control device starts energizing the heater body. As described above, when the door is unlocked, that is, before the occupant is seated on the seat, the heater body is energized so that the surface of the seat is preheated when the occupant is seated on the seat. Can do.
Japanese Utility Model Publication No. 42710

  By the way, the seat heater usually includes a main heater for warming the seat and an auxiliary heater for temperature detection, and a temperature detecting means such as a thermostat detects the temperature of the auxiliary heater and is energized together with the main heater. When the auxiliary heater reaches a certain temperature, the control device cuts off the power supply to the auxiliary heater and the main heater. In such a configuration, the energization is cut off when the auxiliary heater reaches a certain temperature regardless of whether or not the occupant is seated on the seat. For this reason, in the state where the occupant who dissipates more heat from the seat surface than when the occupant is seated is not seated, the energization to the main heater before the seat surface is sufficiently warmed is cut off.

  An object of the present invention is to obtain a seat heater capable of sufficiently warming a seat when an occupant sits on the seat in consideration of the above facts.

  The seat heater according to the first aspect of the present invention includes a main heater that warms the seat by heat generated by energization, and a temperature detection heater that is energized together with the main heater and generates heat by resistance in the energized state. And a temperature detection means for detecting the temperature of the temperature detection heater or a temperature in the vicinity of the temperature detection heater, and the temperature value based on the detection result of the temperature detection means is a predetermined temperature. The main heater is cut off when the power reaches the main heater, and the main heater is turned off when the passenger is not seated on the seat than when the passenger is seated on the seat. Control means for setting the temperature of the heater high.

  In the seat heater according to the first aspect of the present invention, when the main heater is energized, the temperature detection heater is also energized. The temperature detection heater generates resistance heat when energized, and is thereby heated. The temperature detection heater thus heated is detected by temperature detection means. When the temperature of the temperature detection heater reaches a predetermined temperature and the temperature detection means detects the temperature of the temperature detection heater at this time, the control means cuts off the power supply to the main heater. Thereby, it can prevent that a sheet | seat is heated excessively.

  On the other hand, in the seat heater according to the present invention, in the state where the occupant is not seated on the seat than the state where the occupant is seated on the seat, the energization of the main heater is interrupted by the control means. The temperature is set high. For this reason, even when the occupant is not seated on the seat, the seat is sufficiently warmed.

  In the present invention, the configuration and conditions for energizing the main heater before an occupant sits on the seat are not particularly limited. Therefore, for example, an occupant before boarding may remotely operate the seat heater with a remote control or the like, and also when the occupant gets on, such as unlocking the door, opening the door, or pre-air conditioning or parking ventilation. It may be configured to detect any one of the operations.

  Moreover, it does not specifically limit regarding the structure and conditions for detecting and determining whether a passenger | crew got on. Therefore, for example, the operation of the ignition device provided on the vehicle compartment side or the operation of the operation panel provided in the vehicle compartment constituting the vehicle air conditioner may be a condition for determining that the occupant is seated on the seat, A configuration may be adopted in which it is determined that the occupant is seated on the seat by detecting a load when the occupant is seated on the seat by a load sensor provided on the seat.

  A seat heater according to a second aspect of the present invention is the seat heater according to the first aspect of the present invention, wherein, when the temperature detecting means detects a preset one specific temperature, the control means is configured so that the main heater And the resistance value of the temperature detecting heater is set to be smaller in a state where no occupant is seated on the seat than in a state where the occupant is seated on the seat.

  According to the seat heater according to the second aspect of the present invention, the temperature of the temperature detection heater or the temperature in the vicinity of the temperature detection heater reaches one preset temperature, and this state is detected by the temperature detection means. Is detected, the power supply to the main heater is cut off by the control means. Here, in the seat heater according to the present invention, when the occupant is not seated on the seat, the resistance value of the temperature detection heater is smaller than when the occupant is seated on the seat.

  For this reason, if the value of the current passed through the temperature detection heater is the same between the state where the occupant is seated on the seat and the state where the occupant is not seated on the seat, the state where the occupant is seated on the seat In a state where no occupant is seated on the seat, the energization time until the temperature detecting heater reaches the above one temperature becomes long. Therefore, the main heater is energized for a longer time in a state where no occupant is seated on the seat than in a state where the occupant is seated on the seat. For this reason, even when the occupant is not seated on the seat, the seat is sufficiently warmed.

  According to a third aspect of the present invention, there is provided a seat heater according to the second aspect of the present invention, wherein the main heater is energized together with the main heater when the main heater is energized while an occupant is seated on the seat. A first temperature detection heater having a smaller resistance value than the first temperature detection heater that is energized together with the main heater when the main heater is energized when no occupant is seated on the seat. And a two-temperature detection heater.

  According to the seat heater of the present invention, the first temperature detection heater is energized when the main heater is energized, and the first temperature detection is performed. When the temperature detecting means detects that the temperature of the heater for heating or the temperature in the vicinity of the first temperature detecting heater has reached one predetermined temperature, the control means cuts off the power supply to the main heater.

  On the other hand, in a state where no occupant is seated on the seat, when the main heater is energized, the first temperature detection heater is energized instead of the first temperature detection heater, and the second temperature detection heater When the temperature detecting means detects that the temperature or the temperature in the vicinity of the second temperature detecting heater has reached the above temperature, the control means cuts off the power supply to the main heater.

  Here, the resistance value of the second temperature detection heater is smaller than the resistance value of the first temperature detection heater. For this reason, if the value of the current passed through each of the first temperature detection heater and the second temperature detection heater sheet is the same, the second temperature detection heater is more preferable than the first temperature detection heater. The energization time until reaching one temperature is increased. Therefore, the main heater is energized for a longer time in a state where no occupant is seated on the seat than in a state where the occupant is seated on the seat. For this reason, even when the occupant is not seated on the seat, the seat is sufficiently warmed.

  According to a fourth aspect of the present invention, there is provided the seat heater according to the first aspect of the present invention, wherein the occupant is seated on the seat rather than the occupant seated on the seat. The temperature of the temperature detection heater or the temperature in the vicinity of the temperature detection heater, which is a condition for cutting off the power supply to the heater, is set high.

  According to the seat heater of the present invention as set forth in claim 4, the temperature of the temperature detection heater or the temperature in the vicinity of the temperature detection heater reaches one preset temperature, and this state is detected by the temperature detection means. Is detected, the power supply to the main heater is cut off by the control means. Here, in the seat heater according to the present invention, when the passenger is not seated on the seat, the temperature of the temperature detection heater that is a condition for cutting off the power supply to the main heater is greater than the state where the passenger is seated on the seat. Alternatively, the temperature in the vicinity of the temperature detection heater is set high.

  For this reason, if the value of the current passed through the temperature detection heater is the same between the state where the occupant is seated on the seat and the state where the occupant is not seated on the seat, the state where the occupant is seated on the seat In a state where no occupant is seated on the seat, the time until the temperature of the temperature detecting heater or the temperature in the vicinity of the temperature detecting heater reaches the temperature that is a condition for cutting off the energization of the main heater is increased. Accordingly, the main heater is energized for a longer time in a state where no occupant is seated on the seat than in a state where the occupant is seated on the seat. For this reason, even when the occupant is not seated on the seat, the seat is sufficiently warmed.

  As described above, the seat heater according to the first aspect of the present invention can sufficiently warm the seat even when no occupant is seated on the seat.

  In the seat heater according to the second aspect of the present invention, the energization time of the temperature detection heater until the temperature detection heater reaches a predetermined temperature in a state where no passenger is seated on the seat. Accordingly, the main heater is energized for a long time, so that the seat is sufficiently warmed even when the occupant is not seated on the seat.

  In the seat heater according to the third aspect of the present invention, the energization time until the second temperature detection heater reaches a preset one temperature is longer than the first temperature detection heater. Accordingly, since the main heater is energized for a long time, the seat is sufficiently warmed even when the occupant is not seated on the seat.

  In the seat heater according to the fourth aspect of the present invention, when the passenger is not seated on the seat, the temperature of the temperature detecting heater or the vicinity of the temperature detecting heater is set to a temperature that is a condition for cutting off the power supply to the main heater. Since the main heater is energized for a long time, the seat is sufficiently warmed even when the occupant is not seated on the seat.

<Configuration of First Embodiment>
FIG. 1 is a circuit diagram schematically showing the configuration of the seat heater 10 according to the first embodiment of the present invention.

  As shown in this figure, the seat heater 10 includes a main heater 12. The main heater 12 is embedded in a seat cushion or a seat back constituting a vehicle seat (not shown). The main heater 12 constitutes a kind of resistor, and generates resistance heat when energized. The resistance heat heats the surroundings, that is, the seat cushion and the seat back. One end of the main heater 12 is electrically connected to a thermostat 14 constituting control means as temperature detection means, and the other end is grounded. The thermostat 14 is a kind of switch configured to include a movable contact obtained by joining two or more types of metals having different expansion coefficients. When the movable contact is heated and has a temperature higher than a predetermined value, the thermostat 14 is separated from the fixed contact. It is configured to cut off energization.

  A contact on the opposite side of the thermostat 14 from the main heater 12 is connected to a heater 16 as a first temperature detection heater. The heater 16 also basically constitutes a resistor similar to the main heater 12 described above, and the surroundings are heated by resistance heat generated by energization. The thermostat 14 is provided in the vicinity of the heater 16, and when the heater 16 is energized, the movable contact of the thermostat 14 is heated. The contact on the opposite side of the heater 16 from the thermostat 14 is connected to a switch 18.

  The switch 18 is provided in the vicinity of the driver's seat of the vehicle, for example, between an instrument panel or a driver's seat and a passenger seat, and the switch 18 can be easily switched by a passenger seated in the driver's seat. ing. The terminal opposite to the heater 16 of the switch 18 is a normally open N.P. O. Connected to the output terminal of the relay 20; O. The input terminal of the relay 20 opposite to the switch 18 is connected to the battery 22. Further, the battery 22 has a normally open N.D. O. The input terminal of the relay 24 is connected. This N.I. O. The output terminal of the relay 24 is N. O. It is connected to one end of a coil 26 constituting the relay 20. The other end of the coil 26 is N.P. C. It is connected to one end of a coil 30 constituting the relay 28. The other end of the coil 30 is grounded.

  N. above. O. One end of a coil 32 constituting the relay 24 is connected to the battery 22. The other end of the coil 32 is connected to the input terminal of the ignition device 34. The ignition device 34 whose output terminal is grounded is, for example, an ACC position (accessory) in which an audio device and an air conditioner can be started up even if an ignition key is inserted into a key cylinder constituting the ignition device 34 and the engine does not start. When the ignition key is rotated to the position), the ignition device 34 is energized. As described above, when the ignition device 34 is energized, the coil 32 is energized. O. The relay 24 becomes conductive.

  On the other hand, the battery 22 has N.I. O. The input terminal of the relay 36 is connected. N. O. The output terminal of the relay 36 is N. C. It is connected to the input terminal of the relay 28. N. C. The output terminal of the relay 28 is connected to one end of a heater 38 as a second temperature detection heater. The heater 38 forms a resistor similar to the heater 16 and heats the surroundings with resistance heat generated by energization. The heater 38 is provided in the vicinity of the thermostat 14 together with the heater 16, and the other end is connected to a contact on the opposite side of the thermostat 14 from the main heater 12. For this reason, the thermostat 14 has a heater 16 or N.I. C. The relay 28 is heated by heat generated by energization.

  Further, the battery 22 includes N.I. O. It is connected to the input terminal of the relay 40. N. O. The output terminal of the relay 40 is N.P. O. It is connected to one end of a coil 42 constituting the relay 36. The other end of the coil 42 is grounded. N. O. One end of a coil 44 constituting the relay 40 is connected to the battery 22. The other end of the coil 44 is connected to an input terminal of a parking ventilation device 46 that constitutes a part of the in-vehicle air conditioner. The parking ventilation device 46 is configured to be linked to a device for unlocking the door of the vehicle by radio waves or infrared rays from the outside of the vehicle, such as a smart entry system, or to be activated by setting a timer. When activated, the in-vehicle air conditioner is operated in the ventilation mode to ventilate the vehicle interior.

<Operation and Effect of First Embodiment>
Next, the operation and effect of the present embodiment will be described.

  In the seat heater 10, when the vehicle occupant inserts the ignition key into the key cylinder constituting the ignition device 34 and rotates the ignition key to the ACC position or the engine starting position, N.I. O. The coil 32 of the relay 24 is energized. O. The input terminal and the output terminal of the relay 24 become conductive. As a result, N.I. O. When the coil 26 of the relay 20 is energized, N.I. O. The input terminal and output terminal of the relay 20 are brought into conduction. In this state, when the occupant performs a switching operation (ON switching operation) on the switch 18, the heater 16 and the main heater 12 are energized.

  As described above, when the main heater 12 is energized, the seat cushion and the seat back of the seat in which the main heater 12 is embedded are warmed by the resistance heat generated in the main heater 12. When the main heater 12 is energized as described above, both the heaters 16 are energized. The heater 16 is also energized to generate resistance heat. Since the heater 16 is provided in the vicinity of the thermostat 14, the resistance heat of the heater 16 is applied to the thermostat 14 and the temperature of the thermostat 14 rises.

  When the movable contact constituting the thermostat 14 rises to a predetermined temperature by the heat applied from the heater 16, it is separated from the fixed contact constituting the thermostat 14, and thereby energization is interrupted between the heater 16 and the main heater 12. Is done. As a result, the main heater 12 is energized for a certain period of time or until it reaches a certain temperature, and the surface temperature of the seat cushion or the seat back in which the main heater 12 is embedded does not rise above a certain value.

  On the other hand, when an occupant who wants to get on the vehicle releases the door lock state of the vehicle from the outside of the vehicle with a remote controller or the like, the parking ventilation device 46 is activated in conjunction with this. Thus, as described above, the on-vehicle air conditioner is operated in the ventilation mode by the parking ventilator 46, and the vehicle interior is ventilated. As described above, when the parking ventilation device 46 is activated, the coil 44 is energized. O. The input terminal and output terminal of the relay 40 are connected, and N.I. O. The relay 40 becomes conductive. N. O. When the relay 40 is in a conductive state, N.I. O. Since the coil 42 of the relay 36 is energized, N.I. O. The input terminal and output terminal of the relay 36 are connected to each other. O. The relay 36 becomes conductive.

  N. O. N. connected to the output terminal of the relay 36. C. The relay 28 is normally closed. In this state, the ignition key is not inserted into the key cylinder constituting the ignition device 34. O. Since the coil 32 of the relay 24 is not energized, N.I. C. The coil 30 of the relay 28 is not energized. Therefore, in this state, N.I. C. The relay 28 is maintained in a conductive state. Thereby, in this state, the heater 38 is energized, and consequently the main heater 12 is energized. As described above, when the main heater 12 is energized, the seat cushion and the seat back of the seat in which the main heater 12 is embedded are warmed by the resistance heat generated in the main heater 12.

  In this state, the heater 38 is energized, and the thermostat 14 is warmed by the resistance heat generated by the heater 38. Similarly to the case where resistance heat is generated in the heater 16, when the movable contact of the thermostat 14 heated by the heater 38 reaches a predetermined temperature, the thermostat 14 is separated from the fixed contact constituting the thermostat 14. The power supply to the main heater 12 is cut off. As a result, the main heater 12 is energized for a certain period of time or until it reaches a certain temperature, and the surface temperature of the seat cushion or the seat back in which the main heater 12 is embedded does not rise above a certain value.

  Here, since the specific resistance value of the heater 38 is smaller than the specific resistance value of the heater 16, the time until the thermostat 14 reaches a certain temperature after the thermostat 14 is heated by the resistance heat generated in the heater 38 is the heater time. It is sufficiently longer than the time required for the thermostat 14 to be heated by the resistance heat generated at 16 until the thermostat 14 reaches a certain temperature. For this reason, the energization time of the main heater 12 is longer when the heater 38 is energized than when the heater 16 is energized.

  For this reason, in this state, the seat cushion and the seat back of the seat in which the main heater 12 is embedded are heated for a long time. As a result, since no occupant is seated on the seat in this state, even if a part of the heat applied from the main heater 12 is radiated from the surface of the seat, the seat cushion or The seat back can be kept warm enough.

  Next, from this state, the occupant sits on the seat, and as described above, the ignition key is inserted into the key cylinder constituting the ignition device 34, and the ignition key is rotated to the ACC position or the engine starting position. O. When the relay 24 becomes conductive, N.I. C. The coil 30 of the relay 28 is energized. As a result, N.I. C. Even if the input terminal and the output terminal of the relay 28 are disconnected and the movable contact of the thermostat 14 is not sufficiently heated by the resistance heat of the heater 38 (that is, the temperature of the thermostat 14 reaches a predetermined value). The power supply to the heater 38 and the main heater 12 is cut off.

  In the present embodiment, when the parking ventilation device 46 is activated, the configuration in which the heater 38 and the main heater 12 are energized, that is, the condition for energizing the heater 38 and the main heater 12 is the parking ventilation. Although the apparatus 46 is activated, the condition for turning on the heater 38 and the main heater 12 is not limited to the activation of the parking ventilation apparatus 46. For example, instead of the parking ventilator 46, a so-called pre-air conditioning system may be activated as a condition that the heater 38 and the main heater 12 are energized. It is good also as the conditions which make it an energized state.

<Configuration of Second Embodiment>
Next, other embodiments of the present invention will be described. In the following description of each embodiment, the same reference numerals are assigned to the same parts as those described in the embodiment including the first embodiment, and the detailed description thereof is given. Description is omitted.

  FIG. 2 is a circuit diagram schematically showing the configuration of a seat heater 60 according to the second embodiment of the present invention, which is a modification of the seat heater 10 according to the first embodiment.

  As shown in this figure, the seat heater 60 does not include the switch 18, and the terminal on the opposite side of the thermostat 14 of the heater 16 and the N.P. O. The output terminal of the relay 20 is directly connected. As shown in FIG. 2, in the seat heater 60, one end of a switch 62 instead of the switch 18 is connected to the output terminal of the coil 30. The switch 62 is basically provided in the vicinity of the driver's seat of the vehicle, for example, between the instrument panel or the driver's seat and the passenger seat, etc., like the switch 18, so that it is easier for the passenger seated in the driver's seat. Switching operation of the switch 62 is possible.

  However, unlike the switch 18, the other end of the switch 62 is not connected to the heater 16 and is grounded. Further, unlike the seat heater 10 according to the first embodiment, in this embodiment, N.I. O. The other end of the coil 42 constituting the relay 36 (the end opposite to the output terminal of the NO relay 40) is not directly grounded, and one end of the switch 62 (the coil 30 of the NC relay 28). To the terminal connected to the terminal).

<Operation and Effect of Second Embodiment>
In the seat heater 60, when a passenger who gets off with the switch 62 being closed is released from the outside of the vehicle by using a remote controller or the like to release the door lock state of the vehicle, the parking ventilator 46 is activated in conjunction with this. As in the first embodiment, the main heater 12 and the heater 38 are energized. For this reason, the same effect as the first embodiment can be basically obtained, and the same effect can be obtained.

  On the other hand, when the occupant gets off by opening the switch 62, even if the occupant releases the door lock state of the vehicle by a remote controller or the like from the outside of the vehicle and activates the parking ventilator 46, N. O. The coil 42 of the relay 36 is not energized. For this reason, N.I. O. The relay 36 is not turned on, and therefore the heater 38 and the main heater 12 are not energized.

  That is, in the present embodiment, if the switch 62 is not closed, the seat cushion or seat back of the seat cannot be warmed by the main heater 12 before the occupant is seated on the seat. For this reason, for example, when it is not necessary to preheat the seat in summer or the like, the switch 62 may be opened and switched when getting off. Thus, in the present embodiment, when the occupant sits on the seat as necessary, a mode in which the seat is warmed and a mode in which the seat is not warmed can be selected.

<Configuration of Third Embodiment>
Next, a third embodiment of the present invention will be described.

  FIG. 3 is a circuit diagram schematically showing the configuration of the seat heater 80 according to the present embodiment. As shown in this figure, the seat heater 80 includes an ECU 82 as control means. The ECU 82 is configured by an integrated circuit having a plurality of input terminals and a plurality of output terminals. The output terminal of the parking ventilator 46 is connected to one of the plurality of input terminals, and the driving signal Ds (hereinafter referred to as “switching” between the low level and the high level depending on the operation state) from the parking ventilator 46. The drive signal Ds is simply referred to as “signal Ds”) and is input to the ECU 82. One of the plurality of output terminals of the ECU 82 is connected to one end of the switch 84 with an adjustment function.

  The switch 84 with an adjustment function is provided in place of the switch 18 in the first embodiment, and is configured by a variable resistor. Further, the other end of the switch 84 with adjustment function is connected to one of the plurality of input terminals of the ECU 82, and the seat heater switch signal Sw "hereinafter, the seat heater switch signal Sw is simply referred to as" signal Sw "). Is input to the ECU 82.

  Further, a heater 86 as a temperature detecting heater is connected to one of the plurality of output terminals of the ECU 82. The heater 86 is composed of a resistor similar to the heater 16 and the heater 38 in the first embodiment, and is basically composed of a resistor similar to the main heater 12 and is energized. Resistance heat is generated. The other end of the heater 86 is connected to one end of the main heater 12, and the other end of the main heater 12 is connected to one of a plurality of input terminals of the ECU 82 and grounded via the ECU 82.

  On the other hand, one of a plurality of output terminals of the ECU 82 is connected to an input terminal of a thermistor 88 as temperature detecting means. The thermistor 88 is disposed in the vicinity of the heater 86. When the temperature in the vicinity of the heater 86 changes due to the heat generated by energizing the heater 86, the resistance value of the thermistor 88 changes in accordance with this temperature change. To do. One end of a resistor 90 is connected to the other end of the thermistor 88. The other end of the resistor 90 is connected to one of a plurality of input terminals of the ECU 82, and a voltage between one end of the thermistor 88 and the other end of the resistor 90 is a normal temperature detection signal S1 (hereinafter referred to as normal). The hourly temperature detection signal S1 is simply referred to as “S1”) and input to the ECU 82.

  Further, one end of a resistor 92 having a resistance value different from that of the resistor 90 is connected to the other end of the thermistor 88. The other end of the resistor 90 is connected to one of a plurality of input terminals of the ECU 82, and a voltage between one end of the thermistor 88 and the other end of the resistor 90 is a pre-boarding temperature detection signal S <b> 2 (hereinafter referred to as a boarding). The previous temperature detection signal S2 is simply referred to as “S2”) and input to the ECU 82. Here, as described above, since the thermistor 88 and the resistor 90 have different inherent resistance values, the voltage of the signal S2 is lower than that of the signal S1.

  As shown in FIG. 4, the ECU 82 includes a determination circuit 94. The determination circuit 94 includes a pair of AND circuits 96 and 98. One of the pair of input terminals constituting the AND circuit 96 is connected to an input terminal to which the other end of the switch 84 with adjustment function is connected among the plurality of input terminals of the ECU 82, and the signal Sw is input thereto. The other of the pair of input terminals constituting the AND circuit 96 is connected to the output terminal of the inverting output circuit 100. The input terminal of the inverting output circuit 100 is connected to the input terminal to which the other end of the resistor 90 is connected among the plurality of input terminals of the ECU 82, and the signal S <b> 1 is input to the inverting output circuit 100.

  On the other hand, one of the pair of input terminals constituting the AND circuit 98 is connected to the input terminal to which the output terminal of the parking ventilation device 46 is connected among the plurality of input terminals of the ECU 82, and the signal Ds is input. . The other of the pair of input terminals constituting the AND circuit 98 is connected to the output terminal of the inverting output circuit 102. The input terminal of the inverting output circuit 102 is connected to the input terminal to which the other end of the resistor 92 is connected among the plurality of input terminals of the ECU 82, and the signal S <b> 2 is input to the inverting output circuit 102.

  The output terminals of these AND circuits 96 and 98 are connected to a pair of input terminals constituting the OR circuit 104. The output terminal of the OR circuit 104 is connected to the gate terminal of the field effect transistor 106. The drain terminal of the field effect transistor 106 is connected to the battery 22, and the source terminal of the field effect transistor 106 is connected to the output terminal to which one end of the heater 86 is connected among the plurality of output terminals of the ECU 82. Yes.

<Operation and Effect of Third Embodiment>
In the seat heater 80 including the ECU 82 described above, when an occupant seated in a vehicle seat operates the switch 84 with an adjustment function to turn on the main heater 12, the switch with the adjustment function among the plurality of input terminals of the ECU 82. The signal Sw input to the input terminal connected to the other end of 84 is switched from the Low level to the High level. In this state, since the heater 86 and the main heater 12 are not energized yet, the temperature around the heater 86 has not increased. For this reason, the voltage between one end of the thermistor 88 and the other end of the resistor 90 and the voltage between one end of the thermistor 88 and the other end of the resistor 92, that is, the signals S1 and S2 remain at the low level.

  Since the Low level signal S1 is inverted by being input to the inverting output circuit 100, the signal S1 input to the AND circuit 96 is at the High level. When both the signals Sw and S1 are switched to the high level, the electric signal (voltage) output from the AND circuit 96 is switched from the low level to the high level, and further, the electric signal (voltage) output from the OR circuit 104 is changed. It switches from the Low level to the High level. When the high-level electric signal output from the OR circuit 104 is input to the gate terminal, the field-effect transistor 106 is energized between the drain terminal and the source terminal, whereby the heater 86 and the main heater 12 are connected. Energized.

  Further, when the surface temperature of the seat cushion or the seat back constituting the seat is increased by energizing the main heater 12 in this manner, the temperature in the vicinity of the heater 86 is increased accordingly. As the temperature in the vicinity of the heater 86 increases, the resistance value of the thermistor 88 changes, the voltage value between one end of the thermistor 88 and the other end of the resistor 90, and the other end of the thermistor 88 and the other end of the resistor 92. The voltage value in between increases. When the temperature in the vicinity of the heater 86 rises to a predetermined value, the voltage value between one end of the thermistor 88 and the other end of the resistor 90, that is, the signal S1 is switched from Low level to High level.

  As described above, since the signal S1 is inverted by being input to the inverting output circuit 100, the signal S1 input to the AND circuit 96 is switched from the High level to the Low level. As a result, the signal output from the AND circuit 96 is switched from High level to Low level, so that the signal output from the OR circuit 104 is switched from High level to Low level. Thereby, the field effect transistor 106 is energized between the drain terminal and the source terminal, that is, the energization to the heater 86 and the main heater 12 is interrupted.

  On the other hand, when the parking ventilator 46 is activated by releasing the door lock state of the vehicle from the outside of the vehicle by a remote controller or the like from the outside of the vehicle, among the plurality of input terminals of the ECU 82, the output of the parking ventilator 46 is activated. The signal Ds input to the input terminal connected to the terminal is switched from the Low level to the High level. In this state, since the heater 86 and the main heater 12 are not energized yet, the temperature around the heater 86 has not increased. For this reason, the voltage between one end of the thermistor 88 and the other end of the resistor 90 and the voltage between one end of the thermistor 88 and the other end of the resistor 92, that is, the signals S1 and S2 remain at the low level. Since the low level signal S2 is inverted by being input to the inverting output circuit 102, the signal S1 input to the AND circuit 98 is at the high level.

  When both the signals Sw and S2 are switched to the high level, the electric signal (voltage) output from the AND circuit 98 is switched from the low level to the high level, and further, the electric signal (voltage) output from the OR circuit 104 is changed. It switches from the Low level to the High level. When the high-level electric signal output from the OR circuit 104 is input to the gate terminal, the field-effect transistor 106 is energized between the drain terminal and the source terminal, whereby the heater 86 and the main heater 12 are connected. Energized.

  Further, as described above, when the temperature in the vicinity of the heater 86 rises to a predetermined value due to the energization of the heater 86, the voltage value between one end of the thermistor 88 and the other end of the resistor 90, that is, the signal S1 is Low. Switch from level to high level. As described above, since the signal S1 is input to the inverting output circuit 100 and is inverted and output, the Low level signal S1 is input to the AND circuit 96. However, in this case, the signal Sw is originally at the low level, and the signal output from the OR circuit 104 is at the high level because the signal output from the AND circuit 98 is at the high level. Therefore, in this case, the signal S1 is not affected by switching from the low level to the high level.

  Since the thermistor 88 and the resistor 90 have different inherent resistance values, the signal S2 does not reach the voltage value at which the signal S1 reaches the high level even when the signal S1 reaches the voltage value at which the signal is at the high level. Therefore, in this state, the electric signal input to the gate terminal of the field effect transistor 106 is still maintained at a high level, and the energized state of the heater 86 and the main heater 12 is maintained.

  Next, when the temperature in the vicinity of the heater 86 further rises to a predetermined value from this state, the voltage value between one end of the thermistor 88 and the other end of the resistor 92, that is, the signal S2 is switched from Low level to High level. The Low level signal S2 is input to the AND circuit 98. Thereby, the signal output from the AND circuit 98 is switched from the High level to the Low level, and further, the signal output from the OR circuit 104 is switched from the High level to the Low level. As described above, the signal output from the OR circuit 104 and input to the gate terminal of the field effect transistor 106 is switched from the high level to the low level, thereby energizing the drain terminal and the source terminal of the field effect transistor 106. The heater 86 and the main heater 12 are de-energized.

  As described above, although the present embodiment is different from the first embodiment in the present embodiment, the occupant is seated on the seat before the main heater 12 is energized, compared with the case where the main heater 12 is energized while the occupant is seated on the seat. When the main heater 12 is energized, the energization time can be lengthened. Therefore, even if a part of the heat applied from the main heater 12 is dissipated from the surface of the seat because the passenger is not seated on the seat, The seat cushion and the seat back can be sufficiently warmed before the occupant is seated on the seat.

  In this embodiment, a circuit as shown in FIGS. 3 and 4 is used. However, the circuit diagrams shown in FIGS. 3 and 4 are for easy understanding of the operation and effect of this embodiment. Is simply shown. Therefore, the present invention is not limited to the circuits shown in FIGS. 3 and 4, and a circuit having another configuration may be used, or processing may be performed with software equivalent to the circuit.

It is a circuit diagram showing an outline of composition of a seat heater concerning a 1st embodiment of the present invention. It is a circuit diagram which shows the outline of a structure of the seat heater which concerns on the 2nd Embodiment of this invention. It is a circuit diagram which shows the outline of a structure of the seat heater which concerns on the 3rd Embodiment of this invention. It is a circuit diagram which shows the outline of the determination circuit which is a part of structure of the seat heater which concerns on the 3rd Embodiment of this invention.

Explanation of symbols

10 seat heater 12 main heater 14 thermostat (temperature detection means, control means)
16 Heater (first temperature detection heater, temperature detection heater)
38 Heater (second temperature detection heater, temperature detection heater)
60 seat heater 80 seat heater 82 ECU (control means)
86 Heater (heater for temperature detection)
88 Thermistor (Temperature detection means)

Claims (4)

A main heater that warms the seat with heat generated by energization;
A temperature detecting heater that is energized with the main heater and generates heat by resistance in an energized state;
The temperature detection means is configured to detect a temperature of the temperature detection heater or a temperature in the vicinity of the temperature detection heater, and the temperature value based on the detection result of the temperature detection means has reached a predetermined temperature. The main heater when the current is cut off from the main heater in a state where no occupant is seated on the seat than in the state where the occupant is seated on the seat. Control means for setting the temperature high;
A seat heater comprising:   When the temperature detecting means detects a specific temperature set in advance, the control means cuts off the power supply to the main heater, and the occupant is seated on the seat rather than the occupant seated on the seat. The seat heater according to claim 1, wherein a resistance value of the temperature detecting heater is set to be small in a state where the heater is not seated. A first temperature detection heater that is energized together with the main heater when the main heater is energized while an occupant is seated on the seat;
A second temperature detection heater having a resistance value smaller than that of the first temperature detection heater energized together with the main heater when the main heater is energized in a state where no occupant is seated on the seat;
The seat heater according to claim 2, further comprising:   The temperature of the temperature detection heater or the vicinity of the temperature detection heater that is a condition for cutting off the power supply to the main heater in a state where the occupant is seated on the seat rather than a state where the occupant is seated on the seat The seat heater according to claim 1, wherein the temperature is set high.

Images