JP2017132364A - Vehicle seat device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle seat device that reduces motion sickness that a passenger may easily feel.SOLUTION: A vehicle seat device is configured such that a right part 24 and a left part are relatively moved in a vertical direction of the vehicle with the widthwise middle 30 of the seat cushion of the vehicle as a boundary. A first air pack is accommodated inside a left side face and a second air pack 13 is accommodated inside the right side part 24. When a detection part 14 detects rotation of the vehicle, the control part 16 controls a supply part 15 such that air is supplied to the air pack corresponding to the inside in the rotating direction. On the widthwise outside, the first air pack and the second air pack 13 each have a pre-crack part 65 divided into a plurality of bag part 65a to bag part 65c. The pre-crack part 65 has the property of greatly changing in the height of vertical expansion when it is expanded.SELECTED DRAWING: Figure 18

Description

  The present invention relates to a vehicle seat apparatus that is attached to a vehicle such as a vehicle or an airplane, and more particularly to a vehicle seat apparatus that includes a seat back portion and a seat cushion portion.

  Conventionally, the seat cushion part where the occupant sits down, the seat back part where the occupant leans back, the side support that supports the occupant's side part, and the stimulation means can be provided to reduce motion sickness (motion sickness) A disease reduction device is known (see, for example, Patent Document 1). The stimulating means is a means for pushing a part of the body located on the centrifugal side of the occupant when the vehicle turns, for example, by expanding an air pack built in the side pack.

  By the way, it is known that a driver is less likely to suffer from motion sickness than a passenger. This is because, while driving on a curve, the driver tilts his head in the turning direction (centric direction) of the vehicle, but the passenger faces away from the driver (centrifugal force (lateral acceleration due to turning of the vehicle) This is because the head is often inclined in the direction in which () works (centrifugal direction). For example, in the apparatus described in Patent Document 1, the passenger's head motion similar to the driver's head motion is caused to reduce or prevent the passenger's motion sickness. Specifically, the distal side of the air pack is inflated to support a part of the body located on the distal side of the occupant from the side.

JP 2012-131269 A

  However, in the above-described device, when the centrifugal side of the air pack is inflated, the upper body of the occupant falls to the inside of the turn, but the head falls to the centrifugal side, which is similar to the driver's head movement to the passenger. There is a risk that it will not cause head movement.

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a vehicle seat device that can reduce or prevent a motion sickness that is likely to occur by an occupant.

  In order to achieve the above-described object, a vehicle seat device according to the present invention is a vehicle seat device including a seat on which a rider who rides the vehicle sits, and a detection unit that detects turning of the vehicle, A bulging portion that independently bulges the left side portion and the right side portion in the width direction, and the left side portion corresponding to the inside of the turning direction of the left side portion and the right side portion when the turning is detected, or A control part configured to control the raised part so that the right side part is raised, and the raised part has a plurality of pre-cracked parts formed in a shape that is cracked in the outer side in the width direction. An air pack, and a supply unit that supplies gas to the air pack.

  According to the present invention, the supply unit supplies gas to the air pack so that the left side or the right side corresponding to the inside in the turning direction is raised, so that the pelvis of the occupant corresponding to the inside in the turning direction of the vehicle The pelvis corresponding to the outside in the turning direction can be pushed upward. As a result, the occupant can consciously or unconsciously move the upper body opposite to the movement of the pelvis, that is, the posture in which the difference in angle between the tilt of both eyes and the tilt of the lymph is reduced. The occupant can be prevented or reduced from suffering from motion sickness.

It is a perspective view which shows the front passenger seat to which this invention is applied. It is a top view which shows the seat cushion shown in FIG. It is a flowchart explaining the operation | movement procedure of the control part demonstrated in FIG. It is a front view which shows the seat cushion demonstrated in FIG. 1, and shows the state which received the acceleration of the horizontal direction. It is a front view which shows the seat cushion demonstrated in FIG. 1, and shows the state which the control part controlled the supply part. Fig. 4 shows another embodiment in which a pressure sensor is provided in a seat cushion. It is a flowchart explaining operation | movement of the control part demonstrated in FIG. The other Example provided with the air pack in the side seat is shown. It is a top view which shows the seat cushion demonstrated in FIG. It is a front view which shows the seat cushion demonstrated in FIG. 8, and the control part shows the state which controlled the supply part. Another embodiment provided with an air pack in a seat back is shown. It is a top view which shows the passenger seat sheet demonstrated in FIG. It is a plane which shows the passenger seat sheet demonstrated in FIG. 11, and shows the state which the control part controlled the supply part. It is a front view which shows the passenger seat sheet demonstrated in FIG. 11, and shows the state which the control part controlled the supply part. Another embodiment is shown in which four air packs are provided in the seat back. FIG. 16 is a plan view showing the passenger seat described in FIG. 15. It is a front view which shows the passenger seat sheet demonstrated in FIG. 15, and shows the state which the control part controlled the supply part. The other Example using the air pack of a tip crack shape is shown. The front view of the air pack demonstrated in FIG. 18 is shown. The other Example which provided the pressure detection part which detects the weight of the passenger | crew who sits down is shown.

  Embodiments in which the present invention is applied to a vehicle, for example, a seat mounted on an automobile will be described below with reference to the drawings. FIG. 1 shows a passenger seat 11 having a seat device 10 of the present invention. As shown in FIG. 1, the seat device 10 includes a passenger seat 11, a first air pack 12, a second air pack 13, a lateral acceleration sensor 14, a supply unit 15, and a control unit 16. The passenger seat 11 is provided with, for example, a three-point seat belt that can support a seated occupant, but the seat belt is omitted in FIG. 1 to prevent the drawing from becoming complicated. .

  The passenger seat 11 includes a seat back 18 that serves as a backrest, a seat cushion 19 that serves as a seating portion, and a headrest 20 that supports the head of a seated passenger, and the position of the passenger seat 11 is adjusted in the front-rear direction. It is attached to the vehicle body 22 via a slide mechanism 21 for the purpose. The seat back 18, the seat cushion 19, and the headrest 20 have cushion materials inside. The seat cushion 19 is configured such that the right side portion 24 and the left side portion 25 move relatively in the vertical direction of the vehicle with the center in the width direction as a boundary.

  The first air pack 12 and the second air pack 13 are inflated bags when supplied with air, and are housed in a hollow portion inside the seat cushion 19. The first air pack 12 and the second air pack 13 accommodated in the hollow portion are arranged on the left and right in the width direction of the seat cushion 19 and separated by a predetermined distance. The lateral acceleration sensor 14 detects lateral acceleration generated when the vehicle turns (hereinafter referred to as “lateral acceleration”), and sends the detected information to the control unit 16. The supply unit 15 can individually supply air to the first air pack 12 and the second air pack 13, and is supplied to the first air pack 12 by the first supply path 27 and to the first air pack 12. Two supply paths 28 are connected to the second air pack 13 respectively. The control unit 16 determines the turning direction of the vehicle based on the lateral acceleration information obtained from the lateral acceleration sensor 14, selects the air packs 12 and 13 to be supplied based on the determined turning direction, and selects the selected air The supply unit 15 is controlled to supply air to the packs 12 and 13. Note that the air packs 12 and 13 are not limited to being provided one by one on the left and right, and four or more even numbers may be provided separately on the left and right with the center in the width direction as a boundary. Moreover, the supply medium of the supply part 15 may supply not only air but gases, such as gas. The lateral acceleration sensor 14 is an example of a detection unit, and the vehicle is an example of a vehicle. The seat cushion 19 is an example of a seat.

  FIG. 2 is a plan view showing the seat cushion 19 shown in FIG. The first air pack 12 and the second air pack 13 are located at a position close to the rear of the center of the seat surface 29 of the seat cushion 19 and represent the center in the width direction of the seat surface 29 (hereinafter referred to as “center line”). ”) 30) and 30.

  FIG. 3 is a flowchart illustrating an operation procedure of the control unit 16 described in FIG. The control unit 16 starts operation in response to the vehicle being in a driving preparation state, for example, a state where the engine is started (engine starting state). As shown in FIG. 3, in step S1, information obtained from the lateral acceleration sensor 14 is sequentially monitored. In step S <b> 2, it is determined whether the magnitude information of the information (acceleration direction and magnitude) obtained from the lateral acceleration sensor 14 exceeds a predetermined threshold. If the determination is affirmative (Y side), the process proceeds to step S3. In step S3, the supply unit 15 is controlled such that air is supplied to the air packs 12 and 13 corresponding to the opposite side with respect to the direction of the acceleration information. In the case of negative (N side), the process proceeds to step S4. In step S4, the supply unit 15 is controlled so as to perform an operation of extracting air from the air packs 12 and 13 to which air is supplied. Thereafter, the process proceeds to step S1, and monitoring of information obtained from the lateral acceleration sensor 14 is continued as described above.

  The control unit 16 supplies the air of the first air pack 12 and the second air pack 13 based on the information on the direction of acceleration obtained from the lateral acceleration sensor 14 as described in step S3 described above. To decide. In addition, when the control unit 16 supplies air to the air packs 12 and 13, the air pressure supplied to the air packs 12 and 13 determined as the supply target based on the magnitude of acceleration is, for example, the magnitude of acceleration. The supply unit 15 is controlled to be proportional. Specifically, the control unit 16 has a memory (not shown) that stores an arithmetic expression or a map that predefines the relationship between the magnitude of acceleration and the air pressure. Find air pressure based on size. Further, when supplying air to the air packs 12 and 13, the control unit 16 stores the magnitude of acceleration per unit time and obtains the rate of change of acceleration. Then, the control unit 16 controls the supply unit 15 so that the supply speed of air to the air packs 12 and 13 determined as the supply target is proportional to the magnitude of the change rate based on the obtained change rate of acceleration. Control. The supply speed to the air packs 12 and 13 varies depending on the air pressure. Specifically, the control unit 16 stores in advance a calculation formula or map that preliminarily defines the relationship between the rate of change in acceleration and air pressure in a memory (not shown), and uses the calculation formula or map to determine the acceleration. Find the air pressure from the rate of change.

  FIG. 4 is a front view showing the seat cushion 19 described with reference to FIG. 1 and shows a state in which a lateral acceleration is received. When the vehicle turns, for example, along a curved road, it receives a lateral acceleration. When the lateral acceleration is, for example, a lateral acceleration from right to left in FIG. 4, the occupant sitting on the passenger seat 11 is in a posture in which the head 32 is inclined to the right with respect to the horizontal line 31. Become. That is, a line (hereinafter referred to as “eye line”) 33 connecting the left and right eyes is inclined to the right with respect to the horizontal line 31, and a line (hereinafter referred to as “lymph tilt line”) 34 representing the inclination of the lymph fluid and the eye line 33. The greater the angle between the occupant and the occupant, the more likely it is to cause motion sickness.

  FIG. 5 is a front view showing the seat cushion 19 described in FIG. 1, and shows a state in which the control unit 16 controls the supply unit 15. As shown in FIG. 5, for example, when receiving a lateral acceleration from the right to the left, the second air pack 13 is inflated by being supplied with air from the supply unit 15. The right side 24 is raised. As a result, the occupant seated in the passenger seat 11 is pushed up the right side portion of the pelvis 35 as viewed from the front. That is, a force acting in the left turning direction A can be applied to the pelvis 35. Accordingly, the occupant consciously or unconsciously takes the posture of bending the upper body from the spine 36 to the head 32 into, for example, the shape of “ku” in the opposite direction to the direction of applying the force in order to balance. It will be. As a result, the line of sight 33 is lowered to the right, and the angle formed between the line of sight 33 and the lymphatic inclination line 34 is reduced, so that the occupant is less likely to cause motion sickness.

  Although not shown, when a lateral acceleration from left to right is received, air is supplied to the first air pack 12 and the left side portion 25 of the seat cushion 19 is raised. Thereby, the passenger | crew who seats on the passenger seat 11 pushes up the left side part of the pelvis 35 seeing from the front. As a result, the occupant takes a posture of bending the upper body contrary to the inclination of the pelvis 35 in order to balance, and thus the angle formed by the eye line 33 and the lymph inclination line 34 can be reduced.

  FIG. 6 shows another embodiment in which the pressure sensors 37 and 38 are provided in the seat cushion 19. A first pressure sensor 37 and a second pressure sensor 38 are provided inside the seat cushion 19. The first pressure sensor 37 is disposed on the left side with respect to the center line 30 of the seat surface 29, and the second pressure sensor 38 is disposed on the right side with respect to the center line 30. The first pressure sensor 37 and the second pressure sensor 38 are disposed at a position close to the seat surface 29 with respect to the first air pack 12 and the second air pack 13. It should be noted that the first pressure sensor 37 and the second pressure sensor 38 may be arranged at positions shifted from the first air pack 12 and the second air pack 13 before or after the traveling direction of the vehicle. In FIG. 6, the same or similar members as described in FIG. 1 are denoted by the same reference numerals, and detailed description thereof is omitted here.

  FIG. 7 is a flowchart illustrating the operation of the control unit 16 described in FIG. The control unit 16 starts operation in response to the vehicle being in a driving preparation state, for example, an engine starting state. As shown in FIG. 7, in step S5, information obtained from the first pressure sensor 37 and the second pressure sensor 38 is sequentially monitored. In step S6, it is determined whether the difference between the pressure value information obtained from the first pressure sensor 37 and the pressure value information obtained from the second pressure sensor 38 exceeds a predetermined threshold. If the determination is affirmative (Y side), the process proceeds to step S7. In step S7, the supply unit 15 is controlled so that air is supplied to the air packs 12 and 13 corresponding to the pressure sensors 37 and 38 having the smaller pressure difference information.

  Accordingly, as described with reference to FIG. 5, a force in the left turning direction is applied to the pelvis 35 of the occupant by pushing up the right side portion when viewed from the front with respect to the force in the roll direction of the vehicle. For this reason, in order to balance, a passenger | crew will take the attitude | position which bends an upper body consciously or unconsciously in the direction opposite to the direction where the said force is provided. As a result, the line of sight 33 is lowered to the right, and the angle formed between the line of sight 33 and the lymphatic inclination line 34 is reduced, so that it is possible to prevent or reduce the occurrence of motion sickness in the occupant. If negative (N side), the process proceeds to step S8. In step S <b> 8, the supply unit 15 is controlled so as to perform an operation of extracting air from the air packs 12 and 13 to which air is supplied. Then, the process proceeds to step S5, and monitoring of information obtained from the first pressure sensor 37 and the second pressure sensor 38 is continued as described herein.

  FIG. 8 shows another embodiment in which the air packs 40 and 41 are provided on the side seats 42 and 43. As shown in FIG. 8, the seat cushion 19 includes a left side seat 42 on the left side and a right side seat 43 on the right side as viewed from the front. The left side seat 42 and the right side seat 43 are inclined so that both outer sides of the center line 30 are higher with respect to the inner side when viewed from the front, and the thighs are laterally viewed from the occupant's buttocks. To support. The left side seat 42 and the right side seat 43 are supported so as to be movable upward with the inner side (the seat cushion 19 side) as a fulcrum. A third air pack 40 is built in the left side seat 42, and a fourth air pack 41 is built in the right side seat 43. A first branch supply path 44 is connected to the third air pack 40. The first branch supply path 44 is branched from the first supply path 27. For this reason, the third air pack 40 is inflated simultaneously with the first air pack 12. The fourth air pack 41 is connected to a second branch supply path 39 that is branched from the second supply path 28, and expands simultaneously with the second air pack 13. Instead of providing the first branch supply path 44 and the second branch supply path 39, the third air pack 40 and the fourth air pack 41 may be directly connected to the supply unit 15. In FIG. 8, the same or similar members as those described in FIG. 1 are given the same reference numerals, and detailed description thereof is omitted here.

  FIG. 9 is a plan view showing the seat cushion 19 described in FIG. The third air pack 40 and the fourth air pack 41 are the same as or similar to the first air pack 12 and the second air pack 13, and are disposed at positions closer to the rear with respect to the center of the seat surface 29.

  FIG. 10 is a front view showing the seat cushion 19 described in FIG. 8, and shows a state in which the control unit 16 controls the supply unit 15. As shown in FIG. 10, for example, when receiving a lateral acceleration from right to left, the second air pack 13 and the fourth air pack 41 are in an expanded state by supplying air from the supply unit 15. The right side portion 24 and the right side seat 43 are raised. As a result, the occupant seated in the passenger seat 11 is pushed up the right side portion of the pelvis 35 as viewed from the front. At this time, the right side seat 43 rises to further push up the pelvis 35 in the diagonally upward left direction when viewed from the front. For this reason, it is possible to promote the force in the left turning direction A in which the right side portion 24 pushes up the pelvis 35 as viewed from the front. In FIG. 10, the same reference numerals are given to the same or similar members as described in FIG. 5, and detailed description thereof is omitted here.

  FIG. 11 shows another embodiment in which the air packs 45 and 46 are provided in the seat back 18. The seat back 18 is configured such that a left side portion 47 and a right side portion 48 that are divided to the left and right with the center line 30 as a boundary move relatively in the front-rear direction of the vehicle. A fifth air pack 45 is built in the left side portion 47 and a sixth air pack 46 is built in the right side portion 48. For example, the fifth air pack 45 and the sixth air pack 46 are arranged at positions where the left and right waists are pushed forward with respect to the seated passenger. The fifth air pack 45 is connected to the supply unit 15 by a third supply path 49, and the sixth air pack 46 is connected to the supply unit 15 by a fourth supply path 50. The fifth air pack 45 expands simultaneously with the first air pack 12. The sixth air pack 46 expands simultaneously with the second air pack 13. The fifth air pack 45 may be connected to the first supply path 27 using a branch supply path. The sixth air pack 46 may also be connected to the second supply path 28 using a branch supply path. In FIG. 11, the same or similar members as described in FIG. 1 are denoted by the same reference numerals, and detailed description thereof is omitted here.

  FIG. 12 is a plan view showing the passenger seat 11 described in FIG. As shown in FIG. 12, the fifth air pack 45 and the sixth air pack 46 are located close to the backrest surface of the seat back 18 and at positions away from the center line 30 to the left and right. Each is built-in. In addition, the code | symbol 35 represents the pelvis seen from the upper surface. In FIG. 12, the same reference numerals are given to the same or similar members as described in FIG. 1, and detailed description thereof is omitted here.

  FIG. 13 is a plan view showing the passenger seat 11 described with reference to FIG. 11 and shows a state in which the control unit 16 controls the supply unit 15. As shown in FIG. 13, for example, when a lateral acceleration from right to left is received, air is supplied from the supply unit 15 to the second air pack 13 and the sixth air pack 46, and The second air pack 13 and the sixth air pack 46 are inflated. When the sixth air pack 46 is in an inflated state, the right side portion 48 of the seat back 18 rises and pushes the right side portion of the pelvis 35 forward with respect to the left side portion. That is, the pelvis 35 is rotated in the B direction when viewed from above.

  FIG. 14 is a front view showing the passenger seat 11 described with reference to FIG. 11 and shows a state in which the control unit 16 controls the supply unit 15. As shown in FIG. 14, for example, when receiving a lateral acceleration from right to left, the second air pack 13 and the sixth air pack 46 are inflated by supplying air. When the second air pack 13 is in an inflated state, the right side portion 24 is raised upward. Further, when the sixth air pack 46 is in an inflated state, the right side portion 48 of the seat back 18 is raised forward. As a result, a force in the left turning direction A when viewed from the front and a force in the right turning direction B as viewed from the top (reaction force in the direction in which the vehicle rolls) are applied to the pelvis 35 of the occupant. Can do. Thereby, the posture change for preventing or reducing a passenger's motion sickness can be brought about more effectively.

  Humans have the property that the pelvis 35 is interlocked with the turning in the roll direction and the turning in the yaw direction of the vehicle. Therefore, by supporting the posture change described in FIG. The posture retention performance against gravity can be improved. That is, in the embodiment described with reference to FIG. 13, it is possible to unconsciously support the occupant's posture. In the seat back 18 described with reference to FIG. 11, the fifth air pack 45 and the sixth air pack 46 are disposed at positions where the left and right waists are pushed forward with respect to the seated occupant. The fifth air pack 45 and the sixth air pack 46 may be arranged at a position where the left and right shoulders are pushed forward.

  FIG. 15 shows another embodiment in which the seat back 18 includes four air packs. As shown in FIG. 15, the seat back 18 is divided into four parts 56 to 59 by a center line 30 in the width direction and a center line 55 in the vertical direction so that the parts 56 to 59 relatively move in the front-rear direction of the vehicle. It is configured. Among these, the upper left portion 58 and the upper right portion 59 corresponding to the upper left and right are respectively provided with a seventh air pack 60 and an eighth air pack 61. The lower left portion 56 and the lower right portion 57 corresponding to the left and right sides respectively contain a fifth air pack 45 and a sixth air pack 46. The seventh air pack 60 and the eighth air pack 61 are arranged, for example, at positions where the left and right shoulder blades (shoulders) are pushed forward against the seated occupant. The seventh air pack 60 is connected to the supply unit 15 by a fifth supply path 62, and the eighth air pack 61 is connected to the supply unit 15 by a sixth supply path 63. In FIG. 15, the same or similar members as described in FIG. 11 are given the same reference numerals, and detailed description thereof is omitted here.

  FIG. 16 is a plan view showing the passenger seat 11 described in FIG. As shown in FIG. 16, the seventh air pack 60 and the eighth air pack 61 are respectively built in positions close to the backrest surface of the seat back 18. For example, when receiving a lateral acceleration from the left to the right, the control unit 16 includes a first air pack 12 and a fifth air pack 45 (not shown) corresponding to the inside of the turning direction, and the outside of the turning direction. The control unit 16 controls the supply unit 15 so that air is supplied to the eighth air pack 61 corresponding to. Although not shown, for example, when receiving a lateral acceleration from right to left, the second air pack 13 and the sixth air pack 46 corresponding to the inside of the turning direction and the outside of the turning direction The supply unit 15 is controlled so that air is supplied to the corresponding seventh air pack 60. In FIG. 16, the same or similar members as described in FIG. 15 are denoted by the same reference numerals, and detailed description thereof is omitted here.

  FIG. 17 is a front view showing the passenger seat 11 described with reference to FIG. 15 and shows a state in which the control unit 16 controls the supply unit 15. As shown in FIG. 17, for example, when a lateral acceleration from right to left is received, air is supplied from the supply unit 15 to the second air pack 13, the sixth air pack 46, and the seventh air pack 60. Is supplied. When the second air pack 13 and the fourth air pack 46 are inflated, a force in the left-turning direction A acts on the pelvis 35 of the occupant seated on the passenger seat 11 as viewed from the front, and the upper surface A force in the right turn direction B as viewed from the side acts. As the seventh air pack 60 is inflated, a force is applied to the occupant's chest 64 in a direction C in which the left part of the chest 64 comes forward relative to the right part when viewed from the front. To do. That is, a force in the right turning direction B acts on the pelvis 35 as viewed from above, whereas a force in the left turning direction (counter direction) C acts on the chest 64.

  The human has the property that the pelvis 35 is interlocked with the turning in the roll direction and the turning in the yaw direction, and the chest 64 is interlocked with the counter direction with respect to the turning in the roll direction and the turning in the yaw direction. For this reason, by supporting the respective posture changes of the pelvis 35 and the chest 64 as described above, the posture holding performance against lateral gravity can be further improved. In FIG. 17, the same or similar members as those described in FIG. 15 are denoted by the same reference numerals, and detailed description thereof is omitted here.

  FIG. 18 is a front view showing the right half of the seat cushion 19 with respect to the center line 30. FIG. 18 shows another example in which the shape of the second air pack 13 described in FIG. 1 is changed. As shown in FIG. 18, the second air pack 13 has a shape having a front crack portion 65 in which the outer end portion in the width direction is divided into a plurality of, for example, three bag portions 65 a, a bag portion 65 b, and a bag portion 65 c. It has become. The tip crack portion 65 has a property that when expanded, the expansion height changes more greatly than the shape described in FIG. The number of bag portions 65a to 65c is not limited to three, and may be two or four or more. Moreover, as a shape of the front crack part 65, you may provide in a bellows shape, for example. In FIG. 18, the same or similar members as those described in FIG. 1 are denoted by the same reference numerals, and detailed description thereof is omitted here.

  FIG. 19 is a front view of the air pack described in FIG. As shown in FIG. 19, in the second air pack 13, when air is supplied, a tip crack portion 65 located outside the center line 30 expands upward and expands. That is, the tip crack portion 65 expands with a gap between the bag portion 65a to the bag portion 65c wide like a “wedge”. Thereby, compared with what was demonstrated in FIG. 1, pushing up of the right side part 24 of the seat cushion 19 can be further promoted. Although not shown in the figure, a tip crack portion 65 is also provided for the first air pack 12 provided on the opposite side to the center line 30. In FIG. 19, the same reference numerals are given to the same or similar members as described in FIG. 18, and detailed description thereof is omitted here. Furthermore, the air pack provided with the cracked portion 65 is not limited to the first air pack 12 and the second air pack 13 but may be provided in other air packs. The 2nd air pack 13 and the supply part 15 which have the front crack part 65 are examples of a protruding part.

  FIG. 20 shows another embodiment provided with a pressure detection unit 70 for detecting the weight of a seated passenger. As shown in FIG. 20, a pressure detector 70 is connected to the first air pack 12 by a third branch supply path 71 that branches from the first supply path 27. A pressure detector 70 is connected to the second air pack 13 by a fourth branch supply path 72 that branches from the second supply path 28. The pressure detection unit 70 individually detects a change in the pressure of the gas sealed in the first air pack 12 and the second air pack 13, and detects the pressure change in the first air pack 12 and the second air pack 13. Each information is sent to the control unit 16. The control unit 16 estimates the weight of the occupant by converting it into a load based on the pressure change information obtained from the pressure detection unit 70. The control unit 16 estimates the occupant's weight, thereby changing the control of air supply to the first air pack 12 or the second air pack 13 based on the weight. Specifically, the control unit 16 stores in advance a calculation formula or a map that predefines the relationship between the supplied air pressure and weight, and supplies the air pressure based on the weight using the calculation formula or map. change.

  Although the present invention has been described based on the embodiments, the present invention is not limited to the above-described embodiments, and various modifications are made without departing from the spirit of the present invention. For example, the example in which the seat device is applied to the passenger seat 11 of the vehicle has been described. However, the seat device is not limited to the passenger seat 11 and may be applied to, for example, a driver seat, a rear seat, or a plurality of these. The present invention is not limited to a vehicle seat, and can be applied to a vehicle seat in general. Further, in the above-described embodiment, the air pack is provided with a raised portion that raises the left side portion and the right side portion by supplying gas, but instead, the liquid is supplied to the liquid pack and the left side portion and the right side portion are raised. A raised ridge may be provided. Alternatively, the raised portion may be constituted by an actuator and a drive transmission mechanism including a link mechanism, for example, which raises the left side and the right side by transmitting the driving force of the actuator to the left side and the right side.

  DESCRIPTION OF SYMBOLS 10 ... Seat apparatus, 11 ... Passenger seat, 12 ... 1st air pack, 13 ... 2nd air pack, 14 ... Lateral acceleration sensor, 15 ... Supply part, 16 ... Control part, 24 ... Right side part, 25 ... Left side part , 65.

Claims (1)

In a vehicle seat device comprising a seat on which a passenger who rides the vehicle sits,
A detection unit for detecting turning of the vehicle;
A raised portion for independently raising the left side and the right side in the width direction of the sheet,
When the turning is detected, the raised portion is controlled so that the left side or the right side corresponding to the inside of the turning direction of the left side and the right side rises. A control unit,
For the vehicle, the raised portion includes an air pack having a plurality of pre-cracked portions formed in a shape that is pre-cracked on the outside in the width direction, and a supply portion that supplies gas to the air pack. Sheet device.

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