JP2012250585A - Vehicular air suspension type seat supporting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular air suspension mechanism-type seat supporting device capable of easily connecting a movable shaft of a link mechanism to a slider, allowing the mounting position of the slider to the movable shaft to be hardly deviated, and operating a seat height adjusting means with high accuracy.SOLUTION: In the constitution in which the motion of an upper movable shaft 36 to be moved in the longitudinal direction associated with the expansion/contraction of an X-shaped link mechanism 33 of an air suspension mechanism 1 for supporting a seat is transmitted to a cam member (a first cam 55 and a second cam 59) of a height device 50, and a valve 70 of an air spring 41 is opened/closed by the cam member, the upper movable shaft 36 is fitted to a groove 57b of a slider 57 provided on a valve frame 51 of the height device 50 to connect the upper movable shaft 36 to the height device 50, and a position-transmitting pin 56 integrated with the slider 57 is acted on the cam member. By providing the slider 57 on the height device 50 side in advance, the assembly can be facilitated, and the operational accuracy can be enhanced thereby.

Description

  The present invention relates to a vehicle air suspension type seat support device that supports a seat provided in a vehicle using an air spring.

  An air brake device is used as a brake device for large vehicles such as trucks and buses, and an air suspension type seat support device that uses air supplied to the air brake device as a cushion for a seat such as a driver's seat is known. (See Patent Documents 1 and 2).

  The known air suspension type seat support device has an upper frame that is fixed directly on the vehicle floor or on a lower frame that is fixed to a slide rail that can adjust the position of the seat in the front-rear direction via a link mechanism. There are many configurations in which the seat cushion of the vehicle seat is fixed to the upper frame so as to be movable. The link mechanism is generally a telescopic X link in which two link arms are assembled in an X shape. Between the lower frame and the upper frame, the load of the occupant seated on the seat is passed through the upper frame. The receiving air spring is arranged. A valve for supplying air to the air spring or discharging air from the air spring according to the load input to the seat is provided, and the seat height (seat cushion seating) is provided by the action of this valve. The vibration is absorbed while the surface height is kept constant, so that a comfortable ride is obtained.

  The conventional air suspension type seat support device uses the above-described valve and air suspension combination to automatically maintain a constant seat height using air pressure even when the weight of the occupant changes (constant seat height). In addition, there is one having a seat height adjusting means for realizing a function (seat height setting function) capable of changing and setting the seat height in accordance with the physique. This seat height adjusting means operates the cam that opens and closes the valve according to the position of the movable part provided in the link mechanism, and supplies and exhausts air to the air spring to make the seat height constant. As the movable part of the mechanism, a movable shaft is used that moves in the front-rear direction as the upper frame moves up and down, and the position in the front-rear direction becomes a position corresponding to the suspension height.

Japanese Patent No. 2597171 JP-A-5-131869

  Conventionally, in the configuration in which the valve cam is operated in accordance with the movement of the movable shaft, a pin-like member is provided on a slider integral with the movable shaft, and this slider is provided on the upper frame or the like provided with the valve and cam. It was assembled to the fixed frame so that it could move in the front-rear direction. However, the work of assembling the slider integrated with the movable shaft on the frame fixed to the upper frame or the like in advance is complicated. In addition, there may be a deviation in the slider mounting position with respect to the movable shaft, which causes a problem that the seat height adjusting means does not operate as set and the accuracy is lowered.

  Therefore, according to the present invention, the movable shaft and the slider can be easily connected to each other, and the seat height adjusting means can be operated with high accuracy without causing a shift in the mounting position of the slider with respect to the movable shaft. It is an object of the present invention to provide an air suspension type seat support device.

  An air suspension type seat support device for a vehicle according to the present invention includes a lower frame, an upper frame supported above the lower frame via an X-type link mechanism so as to be movable up and down, and provided with a vehicle seat, and a link mechanism And a movable shaft extending in the left-right direction that moves in the front-rear direction and transmits the suspension height position as the upper frame moves up and down, and is supplied with air from the air supply source and receives the load that the upper frame receives from above In addition, an air suspension mechanism having an air spring for adjusting the height of the upper frame, a valve frame provided in the air suspension mechanism, and the valve frame can be moved relative to the movable shaft in the front-rear direction. A valve for supplying and discharging air to and from the air spring, and a front A cam member that opens and closes the valve when relative movement occurs, and a seat height adjusting means that adjusts the height position of the upper frame, and an operation unit that is installed in the air suspension mechanism and opens and closes the valve. In the vehicle air suspension type seat support apparatus, the slider is mounted on the valve frame so as to be movable in the front-rear direction, and the cam member is operated according to the position of the movable shaft. A position transmission member to be moved is fixed, and the movable shaft is integrally connected to the slider provided in the valve frame.

  According to the present invention, since the slider having the position transmission member fixed thereto is mounted in advance on the valve frame provided in the air suspension mechanism, the operation of connecting the movable shaft of the link mechanism to this slider is easier than before. Become. Further, the slider mounting position with respect to the movable shaft is less likely to be displaced, so that the seat height adjusting means can be operated with high accuracy.

  The present invention includes a mode in which a groove extending in the left-right direction is formed in the slider, and the movable shaft is slidably fitted into the groove. According to this embodiment, the movable shaft can be easily connected to the slider by an operation of fitting the movable shaft into the groove.

  According to the present invention, the movable shaft and the slider can be connected more easily than in the prior art, and the seat height adjusting means can be operated with a high degree of accuracy without causing a shift in the mounting position of the slider with respect to the movable shaft. There is an effect that an air suspension type seat support device for vehicles is provided.

1 is a perspective view of a vehicle seat device according to an embodiment of the present invention. It is a top view of the apparatus. It is a side view of the same apparatus. It is a perspective view of the height apparatus (seat height adjustment means) which the apparatus comprises. It is a side view of a height apparatus. It is a top view of a height device, Comprising: (a) The state where a sheet is low, (b) The state where a sheet is high is shown. It is a top view which shows the valve | bulb opening / closing effect | action of a height apparatus.

  Hereinafter, an embodiment of a vehicle air suspension type seat support device (hereinafter referred to as a seat support device) according to the present invention will be described with reference to the drawings.

(1) Basic Configuration FIG. 1 is a perspective view showing an entire seat support device according to an embodiment, FIG. 2 is a plan view, and FIG. 3 is a side view. This seat support device supports a vehicle seat such that the seat can be moved up and down, receives the load of an occupant seated on the seat with an air spring 41 as a buffer, and is incorporated in the air suspension mechanism 1 to provide a valve. 70 is provided with a height device (seat height adjusting means) 50 that adjusts the seat height position by supplying and exhausting air to and from the air spring 41 and maintaining the seat height constant. In the reference drawings, arrow F indicates the front in the state of being incorporated in the vehicle, and arrow R indicates the rear, and the front-rear direction, the left-right direction, and the up-down direction in the following description are based on these drawings.

  The air suspension mechanism 1 mainly includes a lower frame 10 and an upper frame 20 that are parallel to each other, an X-type link mechanism 30 that supports the upper frame 20 on the lower frame 10 so as to be movable up and down, and an air spring 41. On the upper frame 20, a seat cushion (not shown) of a seat on which an occupant sits is installed. Between the upper frame 20 and the lower frame 10, the air spring 41 that receives the load received by the upper frame 20 from above, and a hydraulic cylinder type damper 42 that absorbs vibration of the air spring 41 are disposed. .

  The lower frame 10 includes a pair of left and right rail members 11 extending in the front-rear direction, and a pair of front and rear horizontal members 12 extending in the left-right direction connecting the front ends of the rail members 11 and the rear ends. The lower frame 10 is fixed on the vehicle body floor in a substantially horizontal state. The upper frame 20 includes a pair of left and right rail members 21 that extend in the front-rear direction, a strength member 24 that is disposed outside each rail member 21 and holds a seat, the rail members 21 and the front ends of the strength members 24, and the rear And a pair of front and rear lateral members 22 extending in the left-right direction for connecting the ends. A strength member 23 extending in the left-right direction is bridged and fixed in the middle of the rail member 21.

  The link mechanism 30 includes a pair of left and right X links 34 in which two link arms 31 and 32 are assembled in an X shape via a link shaft 33, and upper and lower movable shafts 36 and 38. The X link 34 has an intermediate portion between the link arm 31 inclined forward and the link arm 32 inclined forward and lowered in an X shape via the link shaft 33, and can be relatively rotated with the link shaft 33 as a fulcrum. Is. The left and right X links 34 share the link shaft 33. In other words, the two link arms 31 and 32 of the X link 34 are rotatably supported at both ends of the single link shaft 33, respectively. .

  As shown in FIG. 3, the link arm 31 on the front side of the left and right X links 34 rotates to the rear end portion of each rail member 11 of the lower frame 10 via a fixed shaft 35 whose rear end portion extends in the left-right direction. In the same manner, the link arm 32 on the front lower side is rotatable to the rear end portion of each rail member 21 of the upper frame 20 via a fixed shaft 37 whose rear end portion extends in the left-right direction. It is supported. The fixed shaft 37 on the upper frame 20 side is spanned between the rear end portions of the pair of left and right rail members 21 and is rotatably supported by the rail members 21. The fixed shaft 35 on the lower frame 10 side is a pair of left and right rails 21. It is spanned on the rear end portion of the rail member 11 and is rotatably supported.

  On the other hand, the front ends of the link arms 31 and 32 are supported so as to be movable in the front-rear direction along the rail members 21 and 11 of the upper frame 20 and the lower frame 10 via the movable shafts 36 and 38, respectively. . The movable shaft 36 on the upper frame 20 side is spanned between the front end portions of the pair of left and right rail members 21, and is supported so as to be movable in the front-rear direction along the rail members 21 via rolling rollers 36a attached to both end portions. Has been. In addition, the movable shaft 38 on the lower frame 10 side is spanned between the front end portions of the pair of left and right rail members 11, and is movable in the front-rear direction along the rail members 11 via the rolling rollers 38a attached to both end portions. It is supported by.

  According to the link mechanism 33, the left and right X links 34 expand and contract in synchronization with the fixed shaft 35 on the lower frame 10 side as a fulcrum, and the upper frame 20 moves up and down with the expansion and contraction. That is, when the link arms 31 and 32 stand up so as to open, the X link 34 extends upward and the upper frame 20 rises. Conversely, when the link arms 31 and 32 are folded so as to close, the X link 34 moves downward. And the upper frame 20 is lowered. When the link mechanism 33 operates in this way and the upper frame 20 moves up, the front end portions of the link arms 31 and 32 approach the rear fixed shafts 37 and 35 together with the movable shafts 36 and 38, respectively, and shrink. When the upper frame 20 is lowered, the front end portions of the link arms 31 and 32 are separated from the fixed shafts 37 and 35 together with the movable shafts 336 and 38.

  The air spring 41 is disposed in a space on the rear side in the lower frame 10, and an upper end of the air spring 41 is fixed over the link arms 31 on the left and right front rising sides and is moved up and down with the operation of the link mechanism 33. It is fixed to the plate 13. The air spring 41 is supplied with compressed air from, for example, an air compressor (air supply source) constituting an air brake device of the vehicle. The air spring 41 expands upward when air is supplied, and contracts downward when exhausted.

  The load of the occupant seated on the seat installed on the upper frame 20 is received by the air spring 41 via the pressure receiving plate 13 and is buffered together with the vibration absorbing action of the damper 42. Further, the air spring 41 bulges upward when air is supplied, whereby the upper frame 20 is raised and the seat is adjusted to be high, and when exhausted, the air spring 41 is contracted downward, whereby the upper frame 20 is lowered. The seat is adjusted low.

  The height device 50 supplies the air sent from the air supply source to the air spring 41 or discharges the air in the air spring 41 by the valve 70. When the valve 70 is in an air supply state and air is supplied to the air spring 41, the upper frame 20 is raised, and the seat is raised. Further, when the valve 70 is in an exhaust state, air is discharged from the air spring 41 by the load of the occupant seated on the seat, and thereby the seat is lowered.

  The above is the basic configuration of the seat support apparatus according to the embodiment. In the seat support device, a height device 50 that adjusts the seat height by opening and closing the valve 70 is disposed in a front space in the upper frame 20. Hereinafter, the height device 50 will be described.

(2) Height Device As shown in FIG. 4, the height device 50 has a valve frame 51 disposed below the front portion of the upper frame 20. The valve frame 51 has a rectangular shape in plan view that is long in the front-rear direction, and is horizontally disposed below an upper movable shaft (hereinafter referred to as an upper movable shaft 36) spanned between the front ends of the link arm 31 on the front rising side. Has been. The valve frame 51 has a space above the lower plate 51A and an upper plate 51B combined in parallel and fixed to each other. The front end of the upper plate 51B is fixed to the lateral member 22 on the front side of the upper frame 20. The rear end portion of the upper plate 51B is fixed to the strength member 23 via the bracket 52. A long hole 51b extending in the front-rear direction from the center in the longitudinal direction to the rear end is formed at the center in the width direction of the upper plate 51B.

  The valve 70 is disposed inside the valve frame 51, that is, in the rear portion of the space between the lower plate 51A and the upper plate 51B. The valve 70 has a rectangular parallelepiped housing 71 as shown in FIGS. 5 to 7, and an air supply valve 72 and an exhaust valve 73 are arranged in the front and rear of the housing 71 as shown in FIG. 7. It is arranged. As shown in FIG. 5, the casing 71 of the valve 70 is movable in the front-rear direction along a guide rod 53 that extends in the front-rear direction provided on the valve frame 51, and is mounted on the guide rod 53. The compression coil spring 53a always urges it forward.

  An air supply valve rod 72A that opens the air supply valve 72 projects on the front side (left side in FIG. 7) of the right side (upper side in FIG. 7) of the valve 70, and the exhaust that opens the exhaust valve 73 on the rear side. The valve stem 73A protrudes. These valve rods 72A and 73A are always urged in a direction protruding rightward, and the supply valve 72 and the exhaust valve 73 are opened by being pushed inward against the urging force. An air supply port 72B to which a pipe for introducing compressed air from the air supply source into the valve 70 is connected is provided on the front side of the left side surface (lower side in FIG. 7) of the valve 70. On the side, an exhaust port 73B to which a pipe for discharging air and sending air to the air spring 41 is connected is provided.

  A first cam (cam member) 55 is rotatably supported on the casing 71 of the valve 70 via a first cam shaft 55a whose axis extends in the vertical direction. As shown in FIG. 7C, the first cam 55 has a front-rear symmetrical shape, and the front and rear wing portions 55c extending forward and rearward about the first cam shaft 55a, and the first cam shaft 55a. And a cam portion 55d protruding rightward. The front and rear wing portions 55c extend obliquely to the left as they move forward and backward. Arc-shaped recesses 55e that open in the vertical direction and the left side are formed at the base end portions of the wing portions 55c, and a position transmission pin (position transmission member) 56 that extends in the vertical direction is engaged and disengaged with the recesses 55e. Engagement is possible. The tip of the cam portion 55d is formed in an arcuate curved surface.

  The position transmission pin 56 passes through a slider 57 supported on the valve frame 51 so as to be movable in the front-rear direction, and a lower end portion projects from the lower surface of the slider 57. The position transmission pin 56 is fixed to the slider 57 by screwing a bolt portion integrally formed at the upper end into the slider 57.

  The left and right sides of the upper plate 51B of the valve frame 51 are respectively provided with a guide wall portion 58A and a bent portion 58B extending in the front-rear direction, and the slider 57 is guided by the guide wall portion 58A and the bent portion 58B in the front-rear direction. Is supported so as to be movable. A groove 57b that opens upward and extends in the left-right direction is formed in front of the position transmission pin 56 on the upper surface of the slider 57, and the upper movable shaft 36 of the link mechanism 33 rotates and slides in this groove 57b. It is freely inserted and connected.

  The depth of the groove 57b is longer than the radius of the upper movable shaft 36 so that the upper movable shaft 36 is securely fitted, and between the bottom surface of the groove 57b and the upper movable shaft 36. A gap is formed to absorb vertical dimension errors and the like. In the illustrated example, the bottom surface of the groove 57b is formed as a curved surface along the outer peripheral surface of the upper movable shaft 36. However, the shape of the bottom surface is not limited thereto, and may be a horizontal flat surface, for example. Further, the width of the groove 57b is of course a dimension that allows the upper movable shaft 36 to be fitted, but from the viewpoint that the back-and-forth movement of the upper movable shaft 36 can be directly transmitted to the slider 57. A size that is equivalent to the diameter of the upper movable shaft 36 and that can achieve a state in which the outer peripheral surface of the upper movable shaft 36 is in contact with the inner surfaces of the grooves 57b without any gap is desirable.

  By fitting the upper movable shaft 36 into the groove 57b as described above, the slider 57 and the position transmission pin 56 move back and forth integrally with the upper movable shaft 36 when the air suspension mechanism 1 expands and contracts. When the air suspension mechanism 1 expands / contracts, the upper movable shaft 36 rotates to some extent within the groove 57 b of the slider 57. When the position transmission pin 56 moves back and forth, the first cam 55 is pushed and pulled by the position transmission pin 56 and rotates about the first cam shaft 55a as shown in FIG. As shown in FIG. 7C, the first cam 55 is in a neutral state when the cam portion 55d is parallel to the left-right direction and is symmetric in the front-rear direction.

  As shown in FIG. 7, each valve stem 72A. 73A, the second cam 59 (cam member) is rotatably supported via a second cam shaft 59a having the same longitudinal position as the first cam shaft 55a and extending in the vertical direction. ing. The second cam 59 has a symmetrical shape in the front-rear direction, and the valve rods 72A. 73A is opposed to the tip of 73A, and each valve stem 72A. Push portions 59c for pushing 73A are formed.

  At the left end (lower side in FIG. 7) of the second cam 59, an arcuate recess 59b is formed in which the tip of the cam portion 55d of the first cam 55 is slidably fitted. When the first cam 55 is in the neutral state shown in FIG. 7C, the second cam 59 is also in the neutral state. At this time, the front and rear pushing portions 59c are in the protruding state in the valve rods 72A. It will be in the state which only contacts the front-end | tip of 73A. Then, when the first cam 55 rotates clockwise from FIG. 7 from the neutral state, the second cam 59 is reversed by using the second cam shaft 59a as a fulcrum as shown in FIG. Then, the air supply valve rod 72A is pushed by the pushing portion 59c, and the valve 70 is in the air supply state. When the first cam 55 rotates counterclockwise from the neutral state, the second cam 59 is reversed in the reverse direction by the cam portion 55d as shown in FIG. 7D, and the exhaust valve rod 73A is pushed by the push portion 59c. As a result, the valve 70 is exhausted.

  As shown in FIGS. 5 and 6, a locking piece 71a is formed on the front part of the left side (lower side in FIGS. 5 and 6) of the casing 71 of the valve 70, and in this locking piece 71a, A cable 81 extending rearward is locked. When the cable 81 is pulled, the valve 70 is moved rearward against the compression coil spring 53a, and when the force pulling the cable 81 is loosened, the valve 70 is moved forward by the compression coil spring 53a. The cable 81 is operated by the occupant operating a lever (operation unit) 61 shown in FIGS. 1 and 2 attached to the strength member 24 on the right side of the upper frame 20. The lever 61 is provided with a brake mechanism that stops the rotation at a position where the rotation operation of pushing and pulling is stopped. When the operation of the lever 61 is stopped, the cable 81 is fixed and the valve 70 moves back and forth. It has been made to stop.

  In this way, the valve 70 is also in the supply or exhaust state when the valve 70 moves back and forth by the cable 81. That is, when the valve 70 moves forward, the first cam shaft 55a moves forward, so that the first cam 55 rotates counterclockwise as shown in FIG. 7D, and the inverted second cam 59 is pushed. The exhaust valve rod 73A is pushed by the portion 59c, and the valve 70 enters an exhaust state. When the valve 70 moves rearward, the first cam shaft 55a moves rearward, so that the first cam 55 rotates clockwise as shown in FIG. At 59c, the air supply valve rod 72A is pushed, and the valve 70 is in the air supply state.

  As described above, the position transmission pin 56 moves relative to the valve 70 in the front-rear direction, whereby the second cam 59 rotates through the first cam 55 to open and close the valve 70. As shown in FIGS. 7A and 7E, the position transmission pin 56 comes out of the concave portion 55 of the first cam 55 when it is relatively moved forward and backward relative to the valve 70, and the position of the wing portion 55c of the first cam 55 is increased. It slides on the idle running surface 55f that is the left side surface. At this time, the idle running surface 55f is substantially in the front-rear direction and the first cam 55 does not rotate, and therefore each of the valve stems 72A. The pushing operation of 73A does not occur.

  As shown in FIGS. 5 and 6, a stay 71c projects from the rear end of the casing 71 of the valve 70, and is disposed above the upper plate 51B of the valve frame 51 on the stay 71c. The disc gear 54 is rotatably supported via a rotating shaft 54a whose axis extends in the vertical direction. The disc gear 54 is disposed between the guide wall portion 58A and the bent portion 58B, and meshes with a rack gear 58a extending in the front-rear direction formed on the inner surface of the left guide wall portion 58A. The disc gear 54 moves back and forth integrally with the valve 70, and when moving back and forth, the teeth on the outer peripheral surface mesh with the rack gear 58a and roll.

  The slider 57 with which the upper movable shaft 36 is fitted and the position transmission pin 56 is fixed is disposed in front of the disc gear 54, and can be engaged with the teeth of the disc gear 54 at the rear end of the slider 57. A rack-like lock gear 57a extending in the left-right direction is provided.

  As shown in FIGS. 6A and 6B, a predetermined gap corresponding to the position of the upper movable shaft 36 in the front-rear direction is set between the lock gear 57a and the disc gear 54. When the air suspension mechanism 1 is suddenly extended, the upper movable shaft 36 is rapidly retracted, and the lock gear 57a of the slider 57 is engaged with the disc gear 54. Then, the rotational force of the rotating disc gear 54 is transmitted from the lock gear 57a to the slider 57, and the slider 57 is blocked by the bent portion 58B. Thereby, the backward movement of the slider 57 is restricted, and the backward movement of the upper movable shaft 36 is also restricted. As a result, the air suspension mechanism 1 is locked, and the further rise of the seat is suppressed.

  In the present embodiment, the height device 50 is composed mainly of the valve frame 51 and the valve 70, slider 57, first cam 55, second cam 59, and disc gear 54 incorporated in the valve frame 51. . Next, the operation of the height device 50 will be described.

(3) Function of Height Device According to the height device 50, a “sheet height setting function” that can set the sheet to a desired height, and the height of the sheet is automatically maintained at a constant height. “Sheet height constant function”.

(3-1) Seat Height Setting Function The seat height setting function can be executed by operating the lever 61 by pushing or pulling and moving the valve 70 in the front-rear direction via the cable 81. That is, when the lever 61 is pulled, the cable 81 is pulled and the valve 70 is moved backward. As a result, the first cam shaft 55a moves rearward, and the air supply valve rod 72A is moved by the pushing portion 59c of the second cam 59 that is rotated clockwise as shown in FIG. The valve 70 is pushed to enter the supply state. When the valve 70 is in the air supply state, air is supplied to the air spring 41, the air suspension mechanism 1 extends upward, and the seat rises. When the pulling operation of the lever 61 is stopped, the sheet is held at the height at that time.

  On the other hand, when it is desired to lower the sheet, the lever 61 is pushed and the pulling force by the cable 81 is released. Then, the valve 70 is moved forward by the compression coil spring 53a. As a result, the first cam shaft 55a is moved forward, and the exhaust valve rod 73A is moved by the pushing portion 59c of the second cam 59 which is reversed by rotating counterclockwise as shown in FIG. 7D. When pressed, the valve 70 enters an exhaust state. When the valve 70 is in the exhaust state, the air in the air spring 41 is discharged from the valve 70, the air suspension mechanism 1 is reduced downward, and the seat is lowered. When the rotation operation of the lever 61 is stopped, the sheet is held at the height at that time.

(3-2) Seat Height Constant Function Next, the seat height constant function is a function that keeps the seat at a constant height in a state where an occupant is seated on the seat. That is, when an occupant sits on the seat, the air suspension mechanism 1 that receives a load from the upper frame 20 contracts downward, and the upper movable shaft 36 advances accordingly. Then, the position transmission pin 56 connected to the upper movable shaft 36 via the slider 57 also moves forward.

  When the position transmission pin 56 moves forward, as shown in FIG. 7B, the first cam 55 rotates clockwise from the neutral state, and the second cam 59 pushed by the cam portion 55d supports the second cam shaft 59a. The air supply valve rod 72A is pushed by the pushing portion 59c, and the valve 70 enters the air supply state. As a result, air is supplied to the air spring 41, and the air suspension mechanism 1 extends to raise the seat.

  When the seat is raised, the upper movable shaft 36 moves backward, and the first cam 55 pushed backward by the position transmission pin 56 rotates counterclockwise as shown in FIG. 7D. As a result, the exhaust valve rod 73A is pushed by the pushing portion 59c of the inverted second cam 59 to enter the exhaust state, the air in the air spring 41 is discharged from the valve 70, the air suspension mechanism 1 is reduced downward, and the seat is released. Descend.

  Thus, by repeating the supply / discharge of air to / from the air spring 41 following the expansion / contraction of the air suspension mechanism 1, the sheet is automatically maintained at a constant height while vibrating up and down. When the seat is maintained at a constant height, the first cam 55 is neutral as shown in FIG. 7C, and the air spring 41 is hardly supplied or exhausted.

  When the occupant stands up from the seat and the load is removed, the air suspension mechanism 1 is extended upward by the force of the air spring 41 and the seat is raised, but the lock gear 57a of the slider 57 is engaged with the disc gear 54. Therefore, the rising height of the seat is regulated. For this reason, when an occupant stands up from a seat, an unpleasant movement that a seat raises suddenly and hits an occupant is prevented.

(4) Effects of Embodiment According to the seat support device of the above embodiment, the slider 57 having the position transmission pin 56 fixed thereto is mounted in advance on the valve frame 51 fixed to the air suspension mechanism 1. Therefore, when the height device 50 is assembled to the air suspension mechanism 1, the valve frame 51 is fixed to the upper frame 20 of the air suspension mechanism 1, and then the upper movable shaft 36 is fitted into the groove 57 b of the slider 57. Therefore, the operation of connecting the upper movable shaft 36 of the link mechanism 33 to the slider 57 is easy. Further, the mounting position of the slider 57 with respect to the upper movable shaft 36 is unlikely to shift, so that the height device 50 operates with high accuracy.

  Further, the width of the groove 57b of the slider 57 is equal to the diameter of the upper movable shaft 36 of the link mechanism 30, and the outer peripheral surface of the upper movable shaft 36 is in contact with the front and rear inner surfaces of the groove 57b. Is set to transmit directly to the slider 57, the height device 50 can be operated with higher accuracy.

  DESCRIPTION OF SYMBOLS 1 ... Suspension mechanism, 10 ... Lower frame, 20 ... Upper frame, 30 ... Link mechanism, 36 ... Upper movable shaft, 41 ... Air spring, 50 ... Height device (seat height adjusting means), 51 ... Valve frame, 55 ... 1st cam (cam member), 56 ... position transmission pin (position transmission member), 57 ... slider, 57b ... groove, 59 ... second cam (cam member), 61 ... lever (operation part), 70 ... valve.

Claims (2)

A lower frame, an upper frame supported above the lower frame via an X-type link mechanism and supported by a vehicle, and provided with a vehicle seat; a link mechanism, and a longitudinal direction as the upper frame moves up and down A movable shaft extending in the left-right direction to transmit to the suspension height position, an air spring that is supplied with air from an air supply source, receives a load received by the upper frame from above, and adjusts the height of the upper frame; An air suspension mechanism having
A valve frame provided in the air suspension mechanism, a valve provided on the valve frame so as to be relatively movable in the front-rear direction with respect to the movable shaft, and supplying and discharging air to and from the air spring; and the relative movement A seat height adjusting means for adjusting the height position of the upper frame,
An operation unit installed in the air suspension mechanism to open and close the valve;
In a vehicle air suspension type seat support device comprising:
A slider is mounted on the valve frame so as to be movable in the front-rear direction, and a position transmission member for operating the cam member according to the position of the movable shaft is fixed to the slider.
An air suspension type seat support device for a vehicle, wherein the movable shaft is integrally connected to the slider provided in the valve frame.   The vehicular air suspension system according to claim 1, wherein a groove extending in the left-right direction is formed in the slider, and the movable shaft is slidably fitted into the groove. Sheet support device.

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