JP2023107927A - vehicle seat - Google Patents

Abstract

To provide a vehicle seat which prevents an armrest provided at a side part of a seat back from hindering deployment of an airbag and enables inflation and the deployment of the airbag to be smoothly performed.SOLUTION: A vehicle seat S includes: a seat cushion 101; a seat back 102; an armrest 104 provided at a side part of the seat back 102; airbag modules 170, each of which has an airbag 171 and is provided at the side part; and housing parts 107, each of which houses the airbag module 170. The seat back 102 has bank parts 115 which inflate forward at both sides as seen in a width direction. The housing part 107 has a breaking part 108 which breaks when the airbag 171 of the airbag module 170 inflates from the housing part 107. The breaking part 108 is formed in a vertical direction at an outer front end part of the housing part 107. The airbag 171 can deploy forward further than the bank part 115 when deployed.SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle seat with an airbag.

2. Description of the Related Art There is known a vehicle seat that protects an occupant by inflating and deploying an airbag provided on the side of a seat back of the vehicle seat in the event of a side collision of the vehicle (see, for example, Patent Document 1).

A vehicle seat having a rotatable armrest on the side of the seatback is also known (see, for example, Patent Document 2).

Japanese Patent No. 5669567 JP 2007-229134 A

By the way, in a vehicle seat having an armrest, if an airbag is provided on the same side as the armrest, the airbag and the armrest may interfere with each other when the airbag is deployed, hindering the smooth deployment of the airbag. .

One aspect of the present invention is a vehicle seat provided in a vehicle, comprising a seat cushion that supports the buttocks of an occupant; a seat back that is erected from a rear end of the seat cushion and supports the back of the occupant; An armrest that supports an arm, an airbag module that has an airbag, and is provided behind the armrest and at an end portion of the seat back in the seed width direction, and an accommodation section that accommodates the airbag module. The seat back has bank portions projecting forward on both sides in the seat width direction, and the accommodating portion has a breaking portion that breaks when the airbag of the airbag module inflates from the accommodating portion. , are formed in the vertical direction at the side ends and the front ends of the accommodating portions in the seat width direction, and the airbags are constructed so as to be deployable to the front of the embankments when deployed.

According to the present invention, the armrests provided at the side ends of the seatback do not interfere with the deployment of the airbag, and the airbag can be expanded and deployed smoothly.

1 is a plan view showing a configuration of a vehicle equipped with a vehicle seat according to one embodiment of the present invention; FIG. The figure which shows the structure of the vehicle-mounted system mounted in the vehicle of FIG. 1 is a perspective view of a vehicle seat; FIG. FIG. 2 is a side view of the vehicle seat in use with the armrests folded forward; FIG. 2 is a side view of the vehicle seat in a stowed state with armrests raised; FIG. 6 is a sectional view taken along line VI-VI of FIG. 5 and is a diagram for explaining the mounting structure of the airbag housing portion and the airbag module in the vehicle seat according to the present embodiment; It is a figure which shows the state which the airbag expanded. The figure explaining the attachment structure of the airbag accommodating part and airbag module in the vehicle seat which concerns on the 1st modification of this embodiment. The side view of the vehicle seat which concerns on the 2nd modification of this embodiment. The side view of the vehicle seat which concerns on the 3rd modification of this embodiment. The top view of the vehicle seat which concerns on the 4th modification of this embodiment. The side view of the vehicle seat which concerns on the 5th modification of this embodiment. The top view of the vehicle seat which concerns on the 6th modification of this embodiment. FIG. 13B is a partially enlarged view of the vehicle seat of FIG. 13A; The figure which shows a mode that the armrest of the vehicle seat which concerns on the 7th modification of this embodiment moves by deployment of an airbag. 14B is a schematic perspective view of the movement mechanism of the vehicle seat of FIG. 14A; FIG. The side view of the vehicle seat which concerns on the 7th modification of this embodiment. FIG. 16 is a plan view of the vehicle seat of FIG. 15;

An embodiment of the present invention will be described below with reference to FIGS. 1 to 7. FIG. A vehicle seat according to an embodiment of the present invention can be suitably used as a vehicle seat. An embodiment of a vehicle seat as a vehicle seat will be described below.

FIG. 1 is a plan view showing the configuration of a vehicle equipped with a vehicle seat S according to an embodiment of the invention. In FIG. 1, the front-rear direction, the left-right direction, and the up-down direction of the vehicle are defined as shown. The longitudinal direction corresponds to the longitudinal direction of the vehicle, the vertical direction corresponds to the height direction of the vehicle, and the lateral direction corresponds to the width direction of the vehicle.

As shown in FIG. 1, the vehicle includes a steering wheel SW operated by a driver, a driver's seat S1 arranged to face the steering wheel SW, and a front passenger seat S1 arranged to the side of the driver's seat S1. A seat S2, a rear seat S3 arranged behind the driver seat S1 and the front passenger seat S2, and a door DR that can be opened and closed with respect to the vehicle body. By opening the door DR, the occupant gets into and out of the vehicle through the entrance/exit of the vehicle. The driver's seat S1 and the front passenger's seat S2 are provided independently of each other and separated into right and left sides, and these are called vehicle seats S, respectively.

The vehicle seat S is configured to change its orientation. In FIG. 1, the driver's seat S1 faces forward, while the front passenger seat S2 faces rearward. When the vehicle seat S faces forward, the occupant takes a forward riding posture, and when the vehicle seat S faces backward, the occupant takes a rearward riding posture. Although the steering wheel SW is arranged on the right side of the vehicle in FIG. 1, it can also be arranged on the left side.

FIG. 2 is a diagram showing the configuration of the in-vehicle system 1 mounted on the vehicle of FIG. As shown in FIG. 2, the in-vehicle system 1 includes an in-vehicle network 19 such as a CAN (Controller Area Network). Connected to the in-vehicle network 19 are a peripheral situation acquisition system 10, a group of sensors for detecting driving conditions 30, and a plurality of electronic control units, ie, ECUs (Electronic Control Units) that perform different controls.

More specifically, the in-vehicle system 1 includes a peripheral situation acquisition system 10, a collision prediction control ECU 20, a driving state detection sensor group 30, an in-vehicle camera 39, an in-vehicle situation monitoring ECU 40, an input/output device 50, a seat A control ECU 60, an airbag ECU 70, and an automatic operation control ECU 80 are provided. These are connected by an in-vehicle network 19 and exchange various information.

Each ECU 20, 40, 60, 70, 80 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory) as operating circuits, an input/output interface (I/O interface), and other peripherals. It consists of a microcomputer with circuits. Each of the ECUs 20, 40, 60, 70, 80 can also be composed of a plurality of microcomputers.

The surrounding situation acquisition system 10 has a GPS (Global Positioning System) device 11, an in-vehicle communication device 12, a navigation system 13, a radar device 14, and a camera 16, and acquires information representing the surrounding situation of the own vehicle. is obtained and output.

The GPS device 11 measures the position of the own vehicle (for example, the latitude and longitude of the own vehicle) by receiving signals from three or more GPS satellites. The in-vehicle communication device 12 is a communication device that performs vehicle-to-vehicle communication with other vehicles and road-to-vehicle communication with a roadside device. The in-vehicle communication device 12 communicates with, for example, a roadside device, acquires and outputs peripheral information including traffic information such as traffic jams and accidents on the route of the own vehicle.

The navigation system 13 includes a map information storage unit 13a that stores map information. The navigation system 13 displays the position of the vehicle on a map based on the position information obtained from the GPS device 11 and the map information stored in the map information storage unit 13a, and guides the route to the destination. . The navigation system 13, for example, sets a route from the position of the own vehicle to the destination, and notifies the passenger of the target route through display on the display and voice output from the speaker.

The radar device 14 detects objects such as pedestrians and other vehicles existing around the vehicle such as in front, behind, left and right of the vehicle, and calculates relative positions and relative velocities of the detected objects and the vehicle. is obtained and output. The radar device 14 detects objects by transmitting radio waves (for example, millimeter waves) around the vehicle and receiving radio waves reflected by obstacles. In addition to the radar device 14, it is also possible to use a lidar device that measures the scattered light of the light emitted from the vehicle in all directions and measures the distance from the vehicle to surrounding obstacles. The camera 16 is provided, for example, on the interior side of the windshield of the vehicle. The camera 16 acquires and outputs imaging information around the own vehicle by photographing the external conditions of the vehicle.

The running state detection sensor group 30 includes a plurality of sensors for acquiring the running state of the vehicle, including a steering angle sensor 31 that detects the steering angle of the steering wheel SW, a vehicle speed sensor 32 that detects the running speed of the own vehicle, and a vehicle speed sensor 32 that detects the running speed of the own vehicle. and an acceleration sensor 33 that detects acceleration applied to the . The vehicle speed sensor 32 detects the vehicle speed by, for example, detecting the rotational speed of the wheels of the own vehicle, and outputs the detected vehicle speed information. The acceleration sensor 33 detects acceleration caused by acceleration/deceleration of the vehicle, turning, collision, and the like. The acceleration sensor 33 includes, for example, a longitudinal acceleration sensor that detects acceleration in the longitudinal direction of the vehicle, a lateral acceleration sensor that detects lateral acceleration in the lateral direction (vehicle width direction) of the vehicle, and a vertical acceleration sensor that detects acceleration in the vertical direction of the vehicle. a vertical acceleration sensor; The acceleration sensor outputs vehicle acceleration information to equipment connected to the in-vehicle network 19 .

The collision prediction control ECU 20 detects the positions of objects on the image input from the camera 16 based on information input from the radar device 14 (for example, relative positions to individual objects, etc.). The collision prediction control ECU 20 also determines the type of object (pedestrian, vehicle, etc.) from the characteristics of the detected object. The collision prediction control ECU 20 repeats the above process at a predetermined control cycle, monitors objects existing around the own vehicle, and calculates the collision probability with the own vehicle for each object to be monitored.

When the collision prediction control ECU 20 detects a monitored object whose probability of collision with the vehicle is equal to or greater than a predetermined value, the collision prediction control ECU 20 predicts that the vehicle will collide with the monitored object, and sends a collision prediction to the seat control ECU 60 and the airbag ECU 70 . Output a signal. That is, the collision prediction signal is output before the acceleration sensor 33 detects the collision. The collision prediction signal also includes information representing the type of collision (frontal collision/side collision/rear collision) between the own vehicle and the collision prediction object.

The airbag ECU 70 is connected to an inflator 172 that constitutes a part of an airbag module 170 (see FIG. 6) provided on the side of the seatback 102 of the vehicle seat S, which will be described later. The inflator 172 is a device that generates gas for inflating the airbag 171 . The airbag ECU 70 outputs a signal to the inflator 172 to deploy the airbag 171 by the inflator 172 when the acceleration detected by the acceleration sensor 33 exceeds a predetermined threshold value. The airbag ECU 70 changes the acceleration threshold when a collision prediction signal is input from the collision prediction control ECU 20 .

The automatic driving control ECU 80 has a manual driving mode in which wheel steering, acceleration, deceleration, braking, etc. are performed based on the driver's operation, and an automatic driving mode in which wheel steering, acceleration, deceleration, braking, etc. are automatically performed. and switch. The automatic driving control ECU 80 sets the automatic driving level based on the surrounding conditions of the own vehicle, the driving state, etc., and performs automatic driving control according to the automatic driving level. Switching between the automatic operation mode and the manual operation mode can be performed by the driver operating the input/output device 50, for example.

The automatic driving control ECU 80 includes a throttle actuator 91 that changes the throttle opening of the host vehicle, a brake actuator 92 that adjusts the braking force generated by the braking device of the host vehicle, and a steering amount of the wheels by the steering device of the host vehicle. to control the steering actuator 93 that changes the The throttle actuator 91 controls the amount of air supplied to the engine (throttle opening) according to instructions from the automatic operation control ECU 80, thereby controlling the driving force of the vehicle. The brake actuator 92 controls the brake system according to instructions from the automatic driving control ECU 80 and controls the braking force applied to the wheels of the vehicle. The steering actuator 93 controls driving of an assist motor that forms part of the electric power steering system.

The automatic driving control ECU 80 performs automatic driving control processing for automatically driving the own vehicle without any driving operation by a passenger sitting in the driver's seat when the driving mode of the vehicle is set to the automatic driving mode. I do. This automatic driving control process determines the conditions of the own vehicle and its surroundings based on information from the surrounding condition acquisition system 10 and the driving condition detection sensor group 30, and controls the throttle actuator 91, the brake actuator 92, and the steering actuator 93. It is realized by

The automatic driving control ECU 80 selects one of a plurality of automatic driving levels based on the surrounding conditions of the own vehicle and the running state of the own vehicle. Autonomous driving has levels 0 to 5 depending on the degree of intervention of the autonomous driving system. Level 0 is a level (manual driving state) in which the driver manually performs all operations such as acceleration, steering, and braking, and is described as a manual driving mode in this specification. Level 1 is a level in which any one of acceleration, steering, and braking is performed by the system. Level 2 is a level in which multiple of acceleration, steering, and braking are performed by the system. At level 3, acceleration, steering, and braking are all performed by the system, but the driver's operation is required at the request of the system, for example, when getting off the highway or in an emergency. Level 4 is a level in which the driver does not need to be involved in driving at all under specific circumstances, and all acceleration, steering, and braking are performed by the system. Level 5 is a level in which the system performs all acceleration, steering, and braking under any circumstances, and does not require a driver. The automatic driving control ECU 80 executes automatic driving control processing according to the set automatic driving level. Automatic operation control processing can be realized using a known technique.

The automatic driving control ECU 80 includes a vehicle position recognition section 81 , an external situation recognition section 82 , a driving state recognition section 83 , a driving plan generation section 84 and a driving control section 85 . The automatic driving control ECU 80 generates a travel plan along a preset target route based on the surrounding information of the vehicle and the map information by the above units, and controls the operation so that the vehicle runs autonomously according to the created travel plan. .

The vehicle position recognition unit 81 recognizes the position of the vehicle on the map based on the vehicle position information received by the GPS device 11 and the map information in the map information storage unit 13a. Note that the vehicle position recognition unit 81 may acquire and recognize the position of the own vehicle used by the navigation system 13 from the navigation system 13 .

The external situation recognition unit 82 recognizes the outside of the vehicle based on the peripheral information acquired by the in-vehicle communication device 12 and the detection results of the peripheral situation acquisition system 10 (for example, obstacle information from the radar device 14, imaging information from the camera 16, etc.). Recognize the situation. The external conditions include, for example, the position of the white line of the driving lane with respect to the vehicle, the position of the center of the lane, the road width, the shape of the road, the conditions of obstacles around the vehicle, and the like. The status of obstacles around the vehicle includes, for example, information for distinguishing fixed obstacles from moving obstacles, the position of obstacles relative to the vehicle, the direction of movement of obstacles relative to the vehicle, and the relative speed of obstacles relative to the vehicle. .

The running state recognition unit 83 recognizes the running state of the vehicle based on the detection results of the running state detection sensor group 30 (for example, vehicle speed information from the vehicle speed sensor 32, acceleration information from the acceleration sensor 33, etc.).

The travel plan generation unit 84, for example, the target route calculated by the navigation system 13, the vehicle position recognized by the vehicle position recognition unit 81, and the external situation of the vehicle recognized by the external situation recognition unit 82 (vehicle position, (including heading) to generate a course for the vehicle. That is, the trajectory along which the vehicle travels along the target route is generated.

The travel control unit 85 automatically controls travel of the vehicle based on the travel plan generated by the travel plan generation unit 84 . The travel control unit 85 outputs a control signal to each actuator 91, 92, 93 according to the travel plan. Thereby, the travel control unit 85 controls the operation of the vehicle so that the vehicle independently travels according to the travel plan. When controlling the traveling of the vehicle, the traveling control section 85 monitors the recognition results of the vehicle position recognizing section 81, the external situation recognizing section 82, and the traveling state recognizing section 83, and controls the traveling of the vehicle according to the traveling plan. .

The input/output device 50 notifies the passenger of various types of information such as the state of the vehicle, and inputs information from the passenger. The input/output device 50 includes, for example, a switch for operating direction indicator lights, headlights, wipers, etc., a switching operation unit related to automatic driving, and a touch sensor that displays various information and detects contact with a passenger's finger or the like. It includes an operation panel and other operation units for performing various operation inputs. Note that the switching operation unit related to automatic operation is an operation unit that instructs switching from manual operation to automatic operation and from automatic operation to manual operation.

An in-vehicle camera 39 is connected to the in-vehicle situation monitoring ECU 40, and information from the in-vehicle camera 39 is input. The in-vehicle condition monitoring ECU 40 monitors the conditions of the occupants of the own vehicle, including the occupant sitting in the driver's seat, based on the image of the interior of the vehicle captured by the in-vehicle camera 39 . The state of the occupant includes, for example, presence or absence of drowsiness, presence or absence of inattentive driving, and the like. The in-vehicle situation monitoring ECU 40 detects biological information including at least one of the occupant's line of sight, face direction, eyeball movement, and facial movement by image recognition, and based on the detected biological information, the occupant (especially the driver's seat) seated passengers).

The seat control ECU 60 includes a seat back drive unit 161 that adjusts the angle of the seat back 102 of the vehicle seat S (FIG. 3), which will be described later, and a seat cushion drive unit that rotates the seat cushion 101 of the vehicle seat S about the vertical axis. control unit 162;

The seat control ECU 60 adjusts the angle of the seat back 102 by controlling the driving of the seat back driving section 161 . For example, the seat control ECU 60 receives an operation signal for reclining the vehicle seat S from the input/output device 50 when a signal indicating that the current automatic driving level is 4 or higher is input from the automatic driving control ECU 80. Then, the seat back drive unit 161 is driven. Thereby, the angle of the seat back 102 is adjusted so that the seat back 102 is laid down, and the vehicle seat S is reclined. The seat control ECU 60 drives the seat back driving unit 161 when a signal indicating that the automatic driving level has become less than 4 is input from the automatic driving control ECU 80 during the automatic driving mode with the automatic driving level of 4 or higher. The angle of the seat back 102 is adjusted so that the seat back 102 is erected.

The seat control ECU 60 changes the orientation of the vehicle seat S by controlling the driving of the seat cushion driving section 162 . For example, the seat control ECU 60 performs an operation for turning the vehicle seat S rearward from the input/output device 50 when a signal indicating that the current automatic driving level is 4 or higher is input from the automatic driving control ECU 80. When the signal is input, the seat cushion drive unit 162 is driven to rotate the seat cushion 101 by 180 degrees and turn the vehicle seat S rearward. The seat control ECU 60 drives the seat cushion driving unit 162 when a signal indicating that the automatic driving level has become less than 4 is input from the automatic driving control ECU 80 during the automatic driving mode in which the automatic driving level is 4 or higher. , the seat cushion 101 is rotated to direct the vehicle seat S forward.

FIG. 3 is a perspective view of the vehicle seat S (driver seat S1, front passenger seat S2). The driver's seat S1 and the passenger's seat S2 are configured symmetrically. Hereinafter, for convenience, the front-rear direction, the left-right direction, and the up-down direction of the vehicle seat S are defined as illustrated, and the configuration of each part will be described according to these definitions. In the front-rear direction, the front is the direction in which an occupant in a riding posture faces, the left-right direction is the seat width direction, and the up-down direction is the seat height direction. When the driver's seat S1 is arranged to face the steering wheel SW as shown in FIG. matches.

As shown in FIG. 3, the vehicle seat S includes a seat cushion 101 that supports the buttocks of the occupant, a seat back 102 that supports the back of the occupant, and a seat back 102 that is provided above the seat back 102 to support the head of the occupant. and armrests 104 provided at the left and right end portions of the seat back 102 and supporting the arms of the occupant. The seat cushion 101 extends in the front-rear direction and the left-right direction, and has a substantially rectangular shape as a whole when viewed from above. The seat back 102 extends vertically and horizontally, and has a substantially rectangular shape as a whole when viewed from the front. The seat back 102 is supported by the rear end portion of the seat cushion 101 so as to be tiltable in the front-rear direction.

Armrest 104 includes a left armrest 104L provided on the left side of seatback 102 and a right armrest 104R provided on the right side of seatback 102 . That is, the vehicle seat S is provided with a pair of symmetrical armrests 104 (104L, 104R). Each armrest 104 is attached to the seat back 102 so as to be rotatable around a shaft portion 141 extending in the left-right direction.

FIG. 4 is a side view of the vehicle seat S showing the use state of the armrest 104, and FIG. 5 is a side view of the vehicle seat S showing the retracted state of the armrest 104. As shown in FIG. The armrest 104 is rotatable through approximately 90° between the use position shown in FIG. 4 and the retracted position shown in FIG. As shown in FIG. 4, the armrest 104 protrudes forward from the seat back 102 in the use position, and in this state, the occupant can rest his or her arms on the upper surface of the armrest 104 . As shown in FIG. 5, the armrest 104 is retracted without protruding forward from the seatback 102 at the retracted position.

6 is a cross-sectional view taken along line VI-VI of FIG. 4. FIG. As shown in FIGS. 3 and 6, the seat back 102 and the seat cushion 101 are composed of a seat frame 110, a seat pad 105a made of urethane foam or the like attached to the seat frame 110, and cloth or leather covering the seat pad 105a. and a skin material 105b. The armrest 104 includes an arm frame 140, an arm pad 140a made of urethane foam or the like attached to the arm frame 140, and a skin material 140b made of cloth or leather covering the arm pad 140a.

The seat back 102 has a pair of left and right bank portions 115 projecting forward from the center portion in the left-right direction on both sides in the width direction of the vehicle seat S, that is, in the left-right direction of the vehicle. be. More specifically, as shown in FIG. 6, the bank portion 115 has an inclined portion 115a that inclines forward and laterally outward, and a side wall portion 115b that extends rearward from the front end portion of the inclined portion 115a. The pair of left and right bank portions 115 hold an occupant seated on the vehicle seat S in the left-right direction.

As shown in FIG. 3, below the seat cushion 101, a rotation mechanism 163 is provided for rotating the vehicle seat S around a rotation axis in the vertical direction. With this rotation mechanism 163, the vehicle seat S (for example, the front passenger seat S2) can be turned 180 degrees as shown in FIG.

As shown in FIG. 6, the vehicle seat S has an airbag 171 (so-called side airbag). In this regard, as shown in FIGS. 3 and 6, the vehicle seat S accommodates a pair of left and right airbag modules 170 provided at the left and right end portions of the seat back 102, and a pair of left and right airbag modules 170, respectively. A pair of left and right airbag housing portions 107 are provided. More specifically, as shown in FIG. 3, the airbag module 170 includes a left airbag module 170L provided on the left side and a right airbag module 170R provided on the right side of the seatback 102. configured symmetrically. The airbag housing portion 107 includes a left airbag housing portion 107L housing the left airbag module 170L and a right airbag housing portion 107R housing the right airbag module 170R, which are bilaterally symmetrical. The left airbag accommodation portion 107L is provided behind the left armrest 104L, and the right airbag accommodation portion 107R is provided behind the right armrest 104R.

The airbag housing portion 107 is formed in a substantially rectangular parallelepiped shape elongated in the vertical direction as a whole, and is arranged along the left and right side end portions of the seat back 102 . A broken portion 108 is formed in the vertical direction at the outer front end portion of the airbag accommodating portion 107, more precisely at the corner portion where the lateral outer surface and the front end surface intersect. The breakage portion 108 is a portion that breaks when the airbag 171 of the airbag module 170 accommodated in the airbag accommodation portion 107 inflates and serves as an exit for the deployed airbag 171 . In other words, the breaking portion 108 is a tear line formed along the outer front end portion of the airbag accommodating portion 107 .

An airbag module 170 housed in the airbag housing portion 107 constitutes a device that absorbs the impact of a collision of the vehicle and protects the occupant. The airbag module 170 may be a caseless airbag module without a module case, or may have a module case.

As shown in FIG. 6, the airbag module 170 includes an airbag 171 and an inflator 172 . Both the airbag 171 and the inflator 172 are wrapped in a wrapping material and held. The inflator 172 is a device that generates gas according to an input signal from a harness (not shown). The airbag ECU 70 shown in FIG. 2 outputs an actuation signal to the inflator 172 when the acceleration detected by the acceleration sensor 33 exceeds a predetermined threshold value. When an activation signal is input to the inflator 172 , the inflator 172 generates gas and injects the gas into the airbag 171 . As a result, the airbag 171 expands and deploys when the vehicle collides. Note that the inflator 172 can also be operated according to the collision prediction signal.

The airbag module 170 is attached to the seatback frame 110B. The seat back frame 110B is a skeleton portion of the seat back 102 portion of the seat frame 110 forming the skeleton of the vehicle seat S. As shown in FIG. That is, the seat back frame 110B is a part of the seat frame 110. As shown in FIG.

As shown in FIG. 3, the seatback frame 110B includes an inverted U-shaped pipe frame 111, a pair of left and right plate-shaped frames 112, and a lower frame 114 constructed between the lower ends of the pair of left and right plate-shaped frames 112. As shown in FIG. And prepare. That is, the seatback frame 110B is configured in a substantially rectangular frame shape as a whole along the outer shape of the seatback 102 extending in the vertical and horizontal directions.

More specifically, the upper portion of the pipe frame 111 extending in the left-right direction constitutes an upper frame 111A of the seatback frame 110B. The pair of left and right side portions 111B of the pipe frame 111 extending downward from the left and right ends of the upper portion of the pipe frame 111 and the upper end portions of the pair of left and right plate-shaped frames 112 are joined by welding. A side frame 113 of the seatback frame 110B is formed by joining the side portion 111B of the pipe frame 111 and the plate-like frame 112 together.

As shown in FIG. 6 , the armrest 104 is attached to the front portion of the plate-like frame 112 via a bearing metal fitting 190 . Specifically, in the space behind the bank portion 115 of the seat back 102, the plate-shaped frame 112 includes side plate portions 112A extending in the front-rear direction and arcuately extending inward in the left-right direction along the shape of the bank portion 115. It has a bent portion 112B at the front end of the bent side plate portion 112A, and an airbag support portion 112C that is bent inward in the left-right direction from the rear end of the side plate portion 112A and extends in the left-right direction. A bearing metal fitting 190 is attached to the vicinity of the bent portion 112B on the left and right outer surfaces of the side plate portion 112A.

The bearing fitting 190 includes a pair of front and rear plate-shaped flange portions 191 extending in the front-rear direction, and a shaft mounting portion 192 having a substantially U-shaped cross section projecting laterally outward between the pair of front and rear flange portions 191 . have. The flange portion 191 is arranged to face the left and right inner side surfaces of the side wall portion 115b of the embankment portion 115, and is fixed to the plate-like frame 112 by fasteners 195 such as bolts passing through the side plate portions 112A of the plate-like frame 112. . At this time, the shaft attachment portion 192 is housed inside the seat pad portion 105a in a state of penetrating the seat pad portion 105a. An end portion of the shaft portion 141 penetrating the armrest 104 in the left-right direction is fixed to the outer end portion in the left-right direction of the shaft attachment portion 192 . Thereby, the armrest 104 is rotatably supported with respect to the seat back 102 with the shaft portion 141 as a central axis.

A plate-like bracket 180 is attached to the airbag support portion 112</b>C of the plate-like frame 112 . The bracket 180 includes a first attachment portion 181 extending in the left-right direction, a rearward extension portion 182 extending rearward from left and right outer ends of the first attachment portion 181 , and a rear end portion of the rearward extension portion 182 . It has a second attachment portion 183 that extends outward in the left-right direction, and is formed by bending the entirety into a crank shape. The first attachment portion 181 is fixed to the rear end surface of the airbag support portion 112C of the plate-shaped frame 112 using fasteners 185 such as bolts.

The second mounting portion 183 is formed with a through hole through which a stud bolt 172a protruding from the inflator 172 of the airbag module 170 is inserted. The inflator 172 is fixed to the bracket 180 with a fastener 184 while the stud bolt 172a is inserted through the through hole. The airbag module 170 is thereby fixed to the bracket 180 .

The airbag housing portion 107 includes a front plate portion 107a, a pair of left and right side plate portions 107b and 107c extending rearward from both left and right end portions of the front plate portion 107a, and rear end portions of the pair of left and right side plate portions 107b and 107c. and a rear plate portion 107d that connects the . The front plate portion 107a faces the rear end surface of the side wall portion 115b of the bank portion 115 of the seat back 102 and is arranged behind the side wall portion 115b. The left-right inner side plate portion 107c faces the side plate portion 112A of the plate-shaped frame 112 and the extending portion 182 of the bracket 180 and is disposed outside in the left-right direction. Left-right outer end portions of the airbag accommodating portion 107 protrude outward in the left-right direction than left-right end portions of the seat back 102 . The amount of protrusion is approximately equal to the thickness of the armrest 104 in the left-right direction, and the outer end surface in the left-right direction of the side plate portion 107b is positioned on or substantially on an extension line of the outer end surface in the left-right direction of the armrest 104 . Thereby, the maximum seat width of the vehicle seat S is defined by the armrest 104 .

The side plate portion 107c of the airbag accommodating portion 107 is formed with a slit into which the second mounting portion 183 of the bracket 180 is inserted. The airbag housing portion 107 is fixed to the bracket 180 with the second mounting portion 183 of the bracket 180 inserted into the slit. As a result, the airbag housing portion 107 and the airbag module 170 are attached to the side frame 113 while the airbag module 170 is housed inside the airbag housing portion 107 .

A fracture portion 108 is formed along a connecting portion between the front plate portion 107a and the laterally outer side plate portion 107b. In other words, a breaking portion 108 is formed in the vertical direction at a corner portion of the airbag accommodating portion 107 located outside and in front of the seat. Note that the breaking portion 108 may be formed by forming a slit in the airbag housing portion 107 .

FIG. 7 is a plan view showing an operating state of the airbag 171. FIG. In this embodiment, the fractured portion 108 of the airbag accommodating portion 107 is formed substantially on a rearward extension line of the laterally outer end surface of the armrest 104 . Accordingly, as shown in FIG. 7, when the airbag module 170 is inflated, the airbag 171 expands the ruptured portion 108 and can be expanded into the space on the side of the vehicle seat S. As shown in FIG. As a result, the airbag 171 can be inflated and deployed without interfering with the armrest 104 .

A relief portion 104c that curves along the outer peripheral surface of the deployed airbag 171 is provided at the base end portion of the armrest 104, that is, the rear end and the laterally outer end portion. By providing relief portion 104c, interference between airbag 171 and armrest 104 can be more effectively suppressed. The position and shape of the escape portion 104c are not limited to those described above, and the escape portion can be appropriately set in the armrest 104 in consideration of the deployment direction of the airbag 171 and the like.

The airbag 171 is configured to be deployable forward of a straight line L1 that defines the front end of the bank portion 115 when deployed. As a result, the impact from the side of the occupant 90 at the time of collision can be efficiently absorbed. Note that the airbag accommodating portion 107 may be covered with a skin material. In this case, the skin may be sutured at a position close to the breaking portion 108 so that the covering material splits at the breaking portion 108 in response to the inflation of the airbag 171 .

According to this embodiment, the following effects can be obtained.
(1) A vehicle seat according to the present embodiment is configured as a vehicle seat S provided in a vehicle (FIG. 1). The vehicle seat S includes a seat cushion 101 for supporting the buttocks of the occupant, a seat back 102 erected from the rear end of the seat cushion 101 for supporting the back of the occupant, and armrests 104 for supporting the arms of the occupant. , an airbag module 170 having an airbag 171 and provided behind the armrest 104 and at the side end of the seat back 102 in the seat width direction; (Fig. 3). The seat back 102 has bank portions 115 projecting forward on both sides in the seat width direction (FIG. 3). The airbag housing portion 107 has a breaking portion 108 that breaks when the airbag 171 of the airbag module 170 inflates from the airbag housing portion 107. The breaking portion 108 extends in the seat width direction of the airbag housing portion 107. are formed vertically at the side and front ends of the (FIGS. 3 and 6). The airbag 171 is configured to be deployable to the front of the bank portion 115 when deployed (FIG. 7). As a result, the airbag 171 can be inflated and deployed without interfering with the armrest 104, and the impact from the side of the occupant 90 can be efficiently absorbed. As described above, according to the present embodiment, the armrest 104 provided on the side of the seat back 102 prevents the deployment of the airbag 171 provided on the same side from being hindered. It is possible to provide a vehicle seat S that can be smoothly deployed.

(2) The armrest 104 is provided with a relief portion 104c that curves along the outer peripheral surface of the deployed airbag 171 (FIG. 7). Thereby, interference between the airbag 171 and the armrest 104 can be more effectively suppressed.

(3) The vehicle seat S is provided so that its orientation in the front-rear direction can be changed (FIG. 1). The armrest 104 has a left armrest 104L (first armrest) provided on the left side of the seatback 102 and a right armrest 104R (second armrest) provided on the right side of the seatback 102. has a left airbag module 170L (first airbag module) provided behind the left armrest 104L and a right airbag module 170R (second airbag module) provided behind the right armrest 104R (Fig. 3). As a result, the driver can be properly protected when the vehicle seat S is reclined or when the vehicle seat is rotated 180 degrees and faces rearward.

The above embodiment can be modified in various forms. Modifications of the present embodiment will be described below with reference to FIGS. 8 to 16. FIG.
<First modification>
In the above embodiment, the airbag housing portion 107 and the airbag module 170 are attached to the side plate 112A via the bracket 180 (FIG. 6). The mounting structure of is not limited to this, and various forms can be adopted. FIG. 8 is a diagram showing a modification of FIG. 8, the airbag housing portion 107 and the airbag module 170 are directly attached to the side plate 112A of the plate-like frame 112. In FIG. The configuration of FIG. 8 will be specifically described below.

As shown in FIG. 8, a through-hole is formed in the laterally inner side plate portion 107c of the airbag accommodating portion 107, through which the stud bolt 172a of the inflator 172 is inserted. Correspondingly, a through hole through which the stud bolt 172a of the inflator 172 is inserted is also formed in the side plate 112A. When attaching the airbag housing portion 107, the stud bolts 172a of the inflator 172 are inserted through the respective through holes of the airbag housing portion 107 and the side plate 112A, and then the stud bolts 172a are fixed to the side plate 112A with fasteners 184 such as nuts. do. As a result, the airbag housing portion 107 and the airbag module 170 are attached to the side portion of the side frame 113 while the airbag module 170 is housed inside the airbag housing portion 107 .

<Second modification>
In the above embodiment, the armrest 104 is rotatably supported on the side end of the seatback 102, but it may be supported from a position other than the seatback 102. FIG. FIG. 9 is a side view of the vehicle seat S showing an example thereof. In FIG. 9 , the armrest 204 is supported from the seat cushion 101 via the connecting portion 243 . More specifically, one end of the connecting portion 243 is attached to the front side of the seat cushion 101 via the attaching portion 241 .

The attachment portion 241 may be attached to the seat cushion frame 110C disposed inside the seat cushion 101 with fasteners such as bolts and nuts, or may be attached to the seat cushion frame 110C by welding or the like. The seat cushion frame 110</b>C is a skeleton portion of the seat cushion 101 portion of the seat frame 110 . The connecting portion 243 has a vertical portion 243a extending upward from the mounting portion 241, and a horizontal portion 243b extending rearward by bending backward by 90 degrees from the tip of the vertical portion 243a. The armrest 204 has an arm frame 240 fixed to the horizontal portion 243b, an arm pad 140a attached to the arm frame 240, and a skin material 140b covering the arm pad 140a.

By providing the mounting portion 241 of the armrest 204 on the front side of the seat cushion 101 in this manner, a wider space can be secured on the side of the seat back 102 than in the above embodiment. Therefore, the degree of freedom in setting the range in which the airbag 271 inflates and deploys, which is indicated by the two-dot chain line in FIG.

<Third modification>
FIG. 10 is a side view of the vehicle seat S showing another mounting structure of the armrest 304. As shown in FIG. In FIG. 10 , armrest 304 is supported from below seat cushion 101 via connecting portion 343 , unlike FIG. 9 . More specifically, the mounting portion 341 of the armrest 304 is provided on the engaging portion 109 that engages with the guide rail 349 that guides the movement of the seat cushion 101 in the longitudinal direction.

The engaging portion 109 is provided on the lower portion of the seat cushion frame 110C. As a result, a wider space can be secured on the side of the seat back 102 than in the above embodiment. Therefore, the degree of freedom in setting the range in which the airbag 271 is inflated and deployed is high, and interference between the inflated and deployed airbag 271 and the armrest 304 can be easily avoided.

<Fourth modification>
FIG. 11 is a plan view of the vehicle seat S showing still another mounting structure for the armrest 304. As shown in FIG. In FIG. 11 , the mounting portion 441 of the armrest 404 is provided inside the seat cushion 101 . For example, as shown in FIG. 11, the attachment portion 441 of the armrest 404 is attached to a seat cushion frame 110C (not shown in FIG. 11) that constitutes the seat cushion 101, and the connecting portion 442 extends upward from the attachment portion 441. provided to do so. With this configuration, it is possible to secure a wider space on the side of the seat back 102 than in the above-described embodiment. Therefore, the degree of freedom in setting the range in which the airbag 471 is inflated and deployed is high, and interference between the inflated and deployed airbag 471 and the armrest 404 can be easily avoided.

Furthermore, in the example of FIG. 11, the entire armrest 404 is arranged inside the seat cushion 101 in plan view. Therefore, the installation position of the airbag housing portion 107 can be set inside the seat back 102 as compared with the above-described embodiment. As a result, the lateral width W of the vehicle seat S can be reduced, and the deployment space for the airbag 471 indicated by the two-dot chain line in FIG. 11 can be further increased.

Thus, in the second, third, and fourth modifications, the mounting portions 241, 341, 441 of the armrests 204, 304, 404 are attached to any one of the front side, inner side, and lower side of the seat cushion 101. 9, 10, and 11), the armrests 204, 304, 404 can be spaced apart from the airbag accommodating portion 107 as compared with the above embodiment. Therefore, it is possible to more effectively prevent the airbags 271, 471 from interfering with the armrests 204, 304, 404 when the airbags 271, 471 deploy. Moreover, the degree of freedom of the installation position of the airbag accommodating portion 107 is also increased. In addition, the structure of the connection part 243,343,442 as an armrest support part which supports an armrest is not restricted to what was mentioned above.

<Fifth Modification>
The vehicle seat S may be provided with a moving device for moving the armrest 104 . FIG. 12 is a side view (partially enlarged view) of the vehicle seat S showing an example thereof. In FIG. 12 , the vehicle seat S includes a slide movement device 550 that slides the armrest 104 .

As shown in FIG. 12, the plate-shaped frame 112 is formed with an elongated hole 112b extending substantially vertically, and a shaft mounting portion 192 of a bearing fitting 190 is fitted into the elongated hole 112b. The shaft attachment portion 192 is movable along the long hole 112b. The slide movement device 550 includes a support shaft 551 that supports the shaft attachment portion 192 from below, and an electric actuator 552 that moves the support shaft 551 in the axial direction (front-rear direction). The electric actuator 552 has an electric motor as a drive source, and a ball screw mechanism or a rack and pinion mechanism as a motion conversion mechanism that converts rotary motion of the electric motor into linear motion of the support shaft 551 .

When the collision prediction signal is input, the seat control ECU 60 (FIG. 2) drives the electric actuator 552 by outputting an actuation signal to move the support shaft 551 supporting the shaft mounting portion 192 rearward. As a result, there is nothing to support the shaft mounting portion 192, so the shaft mounting portion 192 falls along the elongated hole 112b due to gravity. As a result, the armrest 104 is separated from the airbag accommodating portion 107 . According to this modification, the armrest 104 can be separated from the airbag housing portion 107 before the airbag 171 deploys when a collision is predicted. It is possible to more effectively prevent the airbag 171 from interfering with the armrest 104 when deployed. Moreover, the degree of freedom of the installation position of the airbag accommodating portion 107 is also increased.

<Sixth modification>
A rotation device for rotating the armrest 104 may be provided instead of the slide movement device 550 . FIG. 13A is a plan view of one example, and FIG. 13B is an enlarged view of a main part of FIG. 13A. 13A and 13B, the vehicle seat S includes a rotating device 650 that rotates (rotates) the armrest 104. In FIGS.

As shown in FIGS. 13A and 13B, the rotating device 650 includes a first electric motor 651 provided inside the bank portion 115 and a second electric motor 652 provided at the base end portion of the armrest 604 . The stator 651s of the first electric motor 651 is fixed to the left and right side portions of the seatback frame 110B. A connecting member 653 connects the rotor 651 r of the first electric motor 651 and the stator 652 s of the second electric motor 652 . A rotor 652 r of the second electric motor 652 is fixed to the arm frame of the armrest 604 .

The rotor 651r of the first electric motor 651 and the rotor 652r of the second electric motor 652 are provided to extend vertically. Seat back 102 and armrest 604 are formed with openings that allow movement of connecting member 653 .

When the collision prediction signal is input, the seat control ECU 60 (FIG. 2) causes the first electric motor 651 to rotate the armrest 604 about the rotor 651r by 90 degrees in one direction (counterclockwise in the figure). 2 The electric motor 652 rotates the armrest 604 90 degrees in the other direction (clockwise in the drawing) about the rotor 652r. Thereby, the armrest 604 is positioned above the seat cushion 101 .

In other words, the armrest 604 moves from the outside to the inside of the seat cushion 101 in plan view. That is, the armrest 604 is separated from the airbag accommodating portion 107 . As a result, the armrest 604 can be separated from the airbag housing portion 107 before the collision is predicted and the airbag 171 deploys. Therefore, it is possible to more effectively prevent the airbag 171 from interfering with the armrest 604 when the airbag 171 deploys, as compared with the above embodiment. Moreover, the degree of freedom of the installation position of the airbag accommodating portion 107 is also increased.

<Seventh Modification>
In the sixth modification, the armrest 604 is driven by the first electric motor 651 and the second electric motor 652, but the armrest is moved using the force generated when the airbag 171 inflates and deploys. good too. 14A and 14B are diagrams showing the configuration of a moving mechanism 750 that enables such movement of the armrest 704. FIG.

In particular, FIG. 14A is a diagram showing how the armrest 704 moves due to deployment of the airbag 171, and FIG. 14B is a schematic perspective view of the movement mechanism 750. FIG. As shown in FIGS. 14A and 14B, the moving mechanism 750 includes a pair of upper and lower first tubular members 751 fixed to the seat back frame 110B, and a pair of upper and lower second tubular members 752 fixed to the arm frame 740. and a connecting member 753 whose one end is rotatably attached to the first tubular member 751 and whose other end is rotatably attached to the second tubular member 752 . The first tubular member 751 is arranged inside the bank portion 115 , and the second tubular member 752 is arranged at the proximal end portion 704 a of the armrest 704 .

The connecting member 753 is provided with through-holes penetrating in the vertical direction at both ends thereof. One end of the connecting member 753 is arranged so as to be sandwiched between the pair of first cylindrical members 751 . A vertically extending pin 751p is inserted through one end of the connecting member 753 and the through hole of the first cylindrical member 751 . The other end of the connecting member 753 is arranged so as to be sandwiched between the pair of second cylindrical members 752 . A vertically extending pin 752p is inserted through the other end of the connecting member 753 and the through hole of the second tubular member 752 .

As shown in FIG. 14A, during normal use, the armrest 704 is arranged such that the base end portion 704a is located on the side of the embankment portion 115 (see the two-dot chain line). When the airbag 171 is inflated and deployed, the airbag 171 biases the base end portion 704a of the armrest 704 from the rear toward the front. As a result, the armrest 704 rotates counterclockwise in the figure about the pin 751p, and the armrest 704 rotates clockwise in the figure about the pin 752p. As a result, the armrest 704 is arranged such that the base end portion 704a is located in front of the bank portion 115 (see the solid line), as in the sixth modification. Since the armrest 704 is arranged in front of the bank portion 115 and separated from the airbag accommodating portion 107, a wide space for deploying the airbag 171 on the side of the seat back 102 can be secured.

The first tubular member 751 is provided with stoppers 751 a and 751 b that can come into contact with the shaft portion of the connecting member 753 . The stoppers 751a and 751b are provided so that the rotation range of the connecting member 753 about the pin 751p is about 90 degrees. The second tubular member 752 is provided with stoppers 752 a and 752 b that can come into contact with the shaft portion of the connecting member 753 . The stoppers 752a and 752b are provided so that the rotation range of the connecting member 753 about the pin 752p is about 90 degrees.

Thus, the vehicle seat S according to the seventh modification includes the moving mechanism 750 that moves the armrest 704 away from the airbag 171 in conjunction with the deployment of the airbag 171 . Therefore, the armrest 704 can be moved without providing a drive source such as an electric motor, and the deployment space for the airbag 171 can be easily secured.

<Eighth modification>
The armrest can also be provided with accessories. 15 and 16 are a side view and a plan view of a vehicle seat S showing an example thereof. 15 and 16, a table 891 is provided on the left armrest 804L. Note that the table 891 may be provided on either the left or right armrest 804 .

As shown in FIGS. 15 and 16, table 891 is connected to the front end of armrest 804 . A pair of left and right holding plates 847 are provided at the front end of the armrest 804 . A rotating member 892 is arranged between the pair of left and right holding plates 847 . Through holes are provided in the pair of left and right holding plates 847 and rotating member 892, and pins 848 extending in the left-right direction are inserted into the through holes. Therefore, the table 891 can be placed around the pin 848 at a position where the tip is arranged below the armrest 804 (see the two-dot chain line in FIG. 15) and a position where the tip is arranged above the armrest 804 (see the two-dot chain line in FIG. 15). 15)).

A pin 893 extending in a direction orthogonal to the pin 848 is provided at the end of the rotating member 892 . The base end of the table 891 is rotatably attached to the pin 893 . That is, the table 891 is rotatable about the pin 893 between a vertical position (see FIG. 15) and a horizontal position (see FIG. 16). Note that the right armrest 104R is provided with a mounting portion 895 on which the end portion of the table 891 is mounted. The placing portion 895 can be stored inside the right armrest 104R.

The table 891 has a curved portion 891a curved along the steering wheel SW. The curved portion 891a is a relief portion formed so as not to interfere with the steering wheel SW. When using the table 891, the table 891 in a non-use state indicated by a chain double-dashed line in FIG. As shown in FIG. 16, the tip of the table 891 is placed on the placing portion 895 of the right armrest 104R. A lock mechanism for fixing the table 891 with the mounting portion 895 may be provided.

Note that the placement portion 895 that fixes the tip of the table 891 may be configured to be rotatable at a predetermined rotation angle. The mounting portion 895 is connected to the right armrest 804R via a rotation shaft extending in the left-right direction. The mounting portion 895 is rotatable about the rotation shaft within a predetermined rotation range. As a result, the table 891 can be tilted at a predetermined angle, so that when the vehicle seat S is reclining, the angle of the table 891 can be adjusted to position an information terminal such as a book or a smartphone at a position that is easy for the occupant to see. can be set. Therefore, it is possible to improve the comfort of the vehicle in the automatic driving state.

[Other embodiments]
Further, the vehicle seat S may take the following forms according to the driving mode of the vehicle.

For example, when an automatic driving mode of automatic driving level 4 or higher is set and the occupant performs an operation to recline the vehicle seat S, the electric motor rotates so as to position the armrest 104 on the door DR side to the use state. may be provided. Further, the sub-armrests accommodated in the armrests 104 may be slid forward so that the area of the upper surfaces of the left and right armrests 104 on which the occupant's arms can be placed is expanded.

By the way, in the automatic driving modes of level 2 and level 3, the driver keeps his hand off the steering wheel SW, but puts his hand in the vicinity of the steering wheel SW so that he can immediately operate the steering wheel SW in an emergency or the like. This tends to be a burden on the driver. Therefore, when a predetermined automatic driving mode is set, an auxiliary armrest that supports the upper arm (the portion between the shoulder joint and the elbow elbow joint) of the occupant seated on the driver's seat S1 from below is provided for a vehicle. It may be provided on the sheet S. As the auxiliary armrest, for example, a rotatable auxiliary armrest that is rotatably provided on the bank portion 115 can be employed. The pivoting auxiliary armrest is stored in a position out of contact with the driver when the manual driving mode is set. When the driving mode of the vehicle is switched from the manual driving mode to a predetermined level of automatic driving mode, the rotary auxiliary armrest is rotated to be placed in a support position for supporting the occupant's upper arm from below. According to this configuration, since the upper arm can be supported by the auxiliary armrest in the automatic driving mode at the predetermined level, the fatigue of the driver can be reduced. In addition, the driver can easily operate an information terminal such as a smart phone, which can improve comfort.

The configuration of the auxiliary armrest is not limited to the rotary auxiliary armrest. For example, an inflatable expansion portion may be provided on a portion of the bank portion 115 and used as an auxiliary armrest. When the driving mode of the vehicle is set to manual driving mode, the inflatable section is in a deflated state, and when switched to a predetermined level of automatic driving mode, the inflatable auxiliary armrest is inflated and the inflatable section supports the driver's upper arm. Support from below. In this case as well, the fatigue of the driver can be reduced.

Further, the armrest 104 may be configured to be rotatable by an electric motor or the like, and an auxiliary armrest may be provided at the tip of the armrest 104 so as to be rotatable by an electric motor or the like. The auxiliary armrest is arranged to extend forward from the tip of the armrest 104 when the vehicle operation mode is set to the manual operation mode. When the driving mode of the vehicle is set to, for example, an automatic driving mode of level 3 or higher, the armrest 104 is moved to a retracted state by an electric motor or the like, and the auxiliary armrest is rotated by 90 degrees by an electric motor or the like so that the driver's upper arm is moved. supported from below. In this case as well, the fatigue of the driver can be reduced.

An input/output device 50 ( FIG. 2 ) that becomes operable when the automatic operation mode is set may be provided on the armrest 104 . The input/output device 50 is, for example, a trackball, a touch panel, or the like provided on the top surface or side surface of the tip of the armrest 104 . Also, the input/output device 50 may be a device having a gesture control function using image data captured by a camera. Furthermore, the input/output device 50 may have a voice recognition function for controlling each part of the predetermined in-vehicle system 1 by voice.

A lighting unit may be provided on the armrest 104 . The lighting unit is controlled to be turned on or off according to the operation of the armrest 104 and the driving mode of the vehicle. For example, the illumination unit is controlled to blink when switching from the automatic operation mode to the manual operation mode, and informs the driver that the operation mode is switched to the manual operation mode. Further, the lighting unit may be configured to blink when the armrest 104 moves to recognize that the armrest 104 is moving, or to move the lighting unit to recognize the movement direction. Further, the illumination unit is controlled to illuminate an object such as a book when, for example, an automatic operation mode of level 3 or higher is set. Furthermore, the lighting unit is controlled to light up when, for example, the passenger gets in and out of the vehicle. In addition, it is preferable that the lighting unit is provided so as to be movable so that it can illuminate an arbitrary place.

The armrest 104 may be configured such that the width of the portion on which the arm of the occupant is placed can be changed between the manual operation mode and the automatic operation mode. For example, in a use state in which the armrest 104 is tilted forward, an automatic operation mode of a predetermined level (for example, level 4 or higher) is set, and an operation of reclining the vehicle seat S is performed by the occupant. The armrest 104 is rotated about 90 degrees around the axis extending along the . As a result, the portion that was the side surface in the manual operation mode is positioned on the upper surface, and the occupant's arm can be placed thereon. In other words, by forming the armrest 104 in a vertically long rectangular cross-sectional shape so that the width of the side surface of the armrest 104 is larger than the width of the top surface in the manual operation mode, a predetermined level of automatic operation mode is set. , the width of the part supporting the arm of the occupant can be expanded. In this manner, the width of the portion of the armrest 104 on which the occupant's arms are placed can be varied according to the level of automatic driving and/or the reclining operation, thereby improving comfort in the vehicle. can do.

A display device such as a liquid crystal panel may be provided on the armrest 104 . Further, the angle of the display screen of the display device may be changed according to the reclining angle of the vehicle seat S. Information from the camera 16 (FIG. 2) is input to the display device via, for example, a harness routed in the armrest 104, and the display device can display, for example, an image behind the vehicle. As a result, the occupant can check the state behind the vehicle on the display screen of the display device of the armrest 104 during the automatic driving state.

An in-vehicle camera 39 (FIG. 2) may be provided on the armrest 104 . In this case, for example, image information of the driver photographed by the in-vehicle camera 39 provided in the armrest 104 is output to the in-vehicle situation monitoring ECU 40, and the in-vehicle situation monitoring ECU 40 monitors the driver. A holder for holding an information terminal such as a smart phone or a charger capable of charging the information terminal may be provided on the armrest 104 .

A device that can adjust the movable range is provided so that the movable range of the armrest 104 when the automatic operation mode is set is larger than the movable range of the armrest 104 when the manual operation mode is set. good too. This prevents the armrest 104 from interfering with driving due to unintentional movement of the armrest 104 during manual operation, and allows the armrest 104 to be moved to any position during automatic operation. , can improve comfort.

In the form in which the armrests 104 are provided on the left and right sides of the vehicle seat S as in the above-described embodiment, the armrests 104 on the door DR side may interfere with getting in and out of the vehicle. Therefore, in conjunction with the operation of the open/close switch of the door DR, the armrest 104 may be rotated so that the tip portion of the armrest 104 is positioned outside the vehicle to secure a path for passengers to get on and off. In this case, the illumination unit provided at the tip of the armrest 104 is flashed or turned on to inform the driver of the other vehicle behind that the door DR is opened and closed and the armrest 104 is protruding outside the vehicle. Notification is preferred. Since the armrest 104 is arranged to extend laterally from the inside of the vehicle toward the outside of the vehicle, the passenger can hold it when getting in and out of the vehicle. That is, the armrest 104 can be used as a support member when the passenger gets on and off the vehicle.

The interval between the left and right armrests 104 may be changed according to the driving mode of the vehicle. For example, the interval between the left and right armrests 104 when the automatic operation mode is set is made larger than when the manual operation mode is set. This improves comfort in automatic driving mode. In this case, when the automatic driving mode is switched to the manual driving mode, the left and right armrests 104 move closer to the driver's torso, and the distance between the left and right armrests 104 becomes smaller. Since the driver's arms are moved inward by the movement of the left and right armrests 104, the driver can intuitively recognize that the mode is switched to the manual operation mode.

The operation range of the airbag mounted on the vehicle may be changed between the automatic driving mode and the manual driving mode. For example, in the automatic driving mode, the operating range of the airbag may be expanded compared to that in the manual driving mode. As a result, the occupant can be appropriately protected when the driver's seat S1 is reclining in the automatic driving mode. At the time of switching from the automatic driving mode to the manual driving mode, the armrest 104 may be moved to guide the arm of the driver to the steering wheel SW.

In the above embodiments, the vehicle seat is described as an example of a vehicle seat, but the present invention can be applied to vehicle seats in various vehicles other than vehicles that can be provided with an airbag.

The above description is merely an example, and the present invention is not limited by the above-described embodiments and modifications as long as the features of the present invention are not impaired. It is also possible to arbitrarily combine one or more of the above embodiments and modifications, and it is also possible to combine modifications with each other.

DESCRIPTION OF SYMBOLS 101... Seat cushion, 102... Seat back, 104... Armrest, 107... Airbag accommodating part (accommodating part), 170... Airbag module, 171... Airbag, 115. Bank portion 108 Breaking portion 241 Mounting portion 243 Connecting portion 550 Slide moving device (moving device) 650 Rotating device (moving device) 750... Moving mechanism, 104c... Relief part

Claims (6)

A vehicle seat provided in a vehicle,
a seat cushion that supports the buttocks of the occupant;
a seat back erected from the rear end of the seat cushion and supporting the back of the occupant;
armrests for supporting the arms of the occupant;
an airbag module having an airbag and provided behind the armrest and at a side end of the seatback in the seat width direction;
and an accommodation portion that accommodates the airbag module,
The seat back has bank portions projecting forward on both sides in the seat width direction,
The housing portion has a breaking portion that breaks when the airbag of the airbag module expands from the housing portion,
The breaking portion is formed in the vertical direction at a side end and a front end portion of the accommodating portion in the seat width direction,
A vehicle seat, wherein the airbag is configured to be deployable forward of the embankment when deployed. The vehicle seat according to claim 1,
further comprising an armrest support that supports the armrest;
The vehicle seat, wherein the armrest support portion is erected on a lateral side or in front of the seat cushion in a seat width direction. In the vehicle seat according to claim 1 or claim 2,
further comprising a moving device for moving the armrest,
The vehicle seat, wherein the moving device moves the armrest away from the airbag when a collision of the vehicle is detected or predicted. In the vehicle seat according to claim 1 or claim 2,
further comprising a movement mechanism for moving the armrest,
The vehicle seat, wherein the moving mechanism moves the armrest so that the armrest is separated from the airbag in conjunction with deployment of the airbag. In the vehicle seat according to any one of claims 1 to 4,
The vehicle seat, wherein the armrest is provided with a relief portion that curves along the outer peripheral surface of the airbag in the deployed state. In the vehicle seat according to any one of claims 1 to 5,
The vehicle seat is provided so as to be able to change its orientation in the front-rear direction,
The armrest has a first armrest provided at one side end in the seat width direction of the seat back and a second armrest provided at the other side end in the seat width direction of the seat back,
A vehicle seat, wherein the airbag module comprises a first airbag module provided behind the first armrest and a second airbag module provided behind the second armrest.

Images