JP5616098B2 - Air suspension type seat support device for vehicles - Google Patents

Description

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

  Air brake devices are used as brake devices for large vehicles such as medium and large trucks and buses. The air suspension type seat support device uses air supplied to the air brake device as a cushion for seats such as driver seats. Is known (see Patent Documents 1 and 2, etc.).

  In a known air suspension type seat support device, an upper frame is supported to be movable up and down via a link mechanism above a lower frame fixed to a fixing member such as a chassis, and a seat cushion of a vehicle seat is fixed to the upper frame. There are many configurations. The link mechanism is generally equipped with a pair of left and right stretchable X links with two link bars assembled in an X shape, and is seated on the seat between the lower frame and the upper frame. An air spring that receives a passenger's load via the upper frame is disposed. A valve that supplies air to the air spring or exhausts air from the air spring according to the vertical vibration input to the seat is provided. By the action of this valve, the seat height ( Vibration is absorbed while the seat cushion's seating surface (height) is kept constant, so that a comfortable ride is obtained.

  The conventional air suspension type seat support device uses the above-described valve and air suspension combination to automatically maintain a constant seat height using air pressure even when the weight of the occupant changes (constant seat height). And a function (seat height setting function) that can be set by changing the seat height according to the physique.

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

  In a conventional air suspension type seat support device, the valve is generally installed on the lower frame, and an operation unit such as a dial for the passenger to operate the seat support device is generally installed on the upper frame. It is. For this reason, the operation transmission cable connected to open and close the valve from the operation section and the air tube connected from the valve to the air spring are likely to move following the vertical movement of the suspension, that is, the upper frame. It is done. Therefore, these cables and air tubes are flexible so that they can move, and are set to lengths that allow for a sufficient margin. In some cases, it does not function properly. Further, since the wiring is performed in a narrow space, the curved portion increases and the interference from the peripheral members is also a factor that does not function, and the handling work itself is not satisfactory.

  Therefore, the present invention enables the above-mentioned cable and air tube to be stably and shortly installed. As a result, the cable and the air tube can be functioned accurately, and the cost can be reduced. An object of the present invention is to provide an air suspension seat support device.

An air suspension seat support device for a vehicle according to the present invention includes a lower frame, an upper frame disposed above the lower frame and supporting a vehicle seat, and the upper frame can be moved up and down with respect to the lower frame. And a link mechanism having a position transmission body that moves in the horizontal direction as the upper frame moves up and down to transmit the suspension height position, and air is supplied from the air supply source, and the load received by the upper frame from above is received. An air spring that adjusts the height of the upper frame, a damper that absorbs vibrations of the air spring, and a relative movement with respect to the position transmission body are provided to supply and discharge air to and from the air spring. Has a valve and opens and closes the valve by the relative movement. In a vehicle air suspension type seat support device, comprising: a seat height adjusting means for adjusting a height position of the upper frame having a valve opening / closing means to be opened; and an operation portion installed on the upper frame for opening and closing the valve. The seat height adjusting means is installed on the upper frame via a valve frame .

  According to the present invention, the seat height adjusting means and the operation portion for opening and closing the valve of the seat height adjusting means are installed together on the upper frame that moves up and down. For this reason, the operation transmission cable connected to open and close the valve from the operation unit and the air tube connected from the valve to the air spring can be integrally installed together with the upper frame. For this reason, these cables and air tubes are not affected by the vertical movement of the upper frame or are stably installed in a state where the influence is small, and the length can be short. As a result, these cables and air tubes can be functioned accurately, and the cost can be reduced.

  According to the present invention, since the seat height adjusting means is installed on the upper frame together with the operating portion, the cable connected from the operating portion to the valve of the seat height adjusting means and the air tube connected to the air spring from the valve are stabilized. As a result, the cable and the air tube can be made to function properly and the cost can be reduced.

It is a perspective view showing the whole sheet support device concerning one embodiment of the present invention. It is a top view of the apparatus. It is the side view of the same apparatus, and the state which the link mechanism contracted is shown. It is the side view of the same apparatus, and the state which the link mechanism expanded is shown. It is a perspective view of the height apparatus (seat height adjustment means) which the apparatus comprises. It is a side view of a height apparatus. It is a top view of a height device, Comprising: (a) The state where a sheet is low, (b) The state where a sheet is high is shown. It is a top view which shows the valve | bulb opening / closing effect | action of a height apparatus. It is a top view for demonstrating an effect | action of the disc gear of a suspension upper direction locking mechanism. It is a diagram showing a seat stop height position when the suspension upper direction lock mechanism is operated for the seat height steps 1 to 9 operated by the dial.

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

(1) Basic Configuration FIG. 1 is a perspective view showing the entirety of an air suspension seat support device according to an embodiment, FIG. 2 is a plan view, and FIGS. 3 and 4 are side views. The seat support device includes a lower frame 10 and an upper frame 20 that are parallel to each other, a link mechanism 30 that supports the upper frame 20 so as to be movable up and down with respect to the lower frame 10, an air spring 41, an oil damper 42, and a valve 70. The air suspension 1 including the height device 50 having the above is mainly used. In the reference drawings, arrow F indicates the front of the vehicle, and arrow R indicates the rear of the vehicle.

  A seat cushion for a vehicle seat is fixed to the upper frame 20. 1 and 4, reference numeral 2 denotes a right side frame of the seat cushion. FIG. 3 shows a state in which the air suspension 1 is reduced and the upper frame 20 is lowered and the seat is positioned downward. FIG. 4 is a state in which the air suspension 1 is extended and the upper frame 20 is raised and the seat is positioned upward. Show. Between the frames 10, 20, the air spring 41 that receives a load received from above by the upper frame 20 through the seat and adjusts the height of the upper frame 20, and the oil damper that absorbs vibration of the air spring 41. 42 is disposed. The upper frame 20 is provided with a height device 50 and a dial (operation unit) 61 for operating the height device 50.

  The lower frame 10 is incorporated in a vehicle, and a pair of left and right rail members 11 extending in the front-rear direction of the vehicle, and a pair of front and rear horizontal members extending in the left-right direction connecting the front ends of the rail members 11 and the rear ends. 12. The lower frame 10 is fixed in a substantially horizontal state with respect to the vehicle chassis. The upper frame 20 disposed in parallel above the lower frame 10 has the same configuration as the lower frame 10, and includes a pair of left and right rail members 21 extending in the front-rear direction, the front ends of the rail members 21, and the rear And a pair of front and rear lateral members 22 extending in the left-right direction for connecting the ends. A reinforcing member 23 extending in the left-right direction is bridged and fixed in the middle of the rail member 21. In the following description, directions such as front and rear, left and right, and up and down are defined as directions when the seat support device is incorporated in a vehicle.

  The link mechanism 30 includes a pair of left and right X links 34 in which two link bars 31 and 32 are assembled in an X shape via a link shaft 33. The link bars 31 and 32 are relatively rotatable with the link shaft 33 as a fulcrum.

  The rear ends (lower ends) of the link bars 31 on the front rising side of the left and right X links 34 that incline so as to extend upward toward the front are connected via a rear lower fixed shaft 35 that extends in the left-right direction. And is rotatably attached to the lower frame 10. Further, the front end (upper end) of each link bar 31 on the front rising side is connected via a front upper movable shaft (position transmitting body) 36 extending in the left-right direction.

  On the other hand, the rear ends (upper ends) of the front-lowering link bars 32 that incline so as to extend downward toward the front of each X link 34 are connected via a rear upper fixed shaft 37 that extends in the left-right direction. And is rotatably attached to the upper frame 20. The front end (lower end) of each link bar 32 on the front lower side is connected via a front lower movable shaft 38 extending in the left-right direction.

  The front upper movable shaft 36 is supported so as to be movable in the front-rear direction along the left and right rail members 21 of the upper frame 20 via rollers 36a attached to both ends. Similarly, the lower front movable shaft 38 is supported so as to be movable in the front-rear direction along the left and right rail members 11 of the lower frame 10 via rollers 38a attached to both ends.

  The link mechanism 30 includes a pair of left and right X links 34 including the link bars 31 and 32, fixed shafts 35 and 37, and movable shafts 36 and 38 each having rollers 36a and 38a attached to both ends. . As shown in FIG. 1, in the left and right X links 34, a front-upside link bar 31 is arranged inside a front-downside link bar 32. With the rear lower fixed shaft 35 as a fulcrum, the air suspension 1 moves upward while the front upper movable shaft 36 and the rear upper fixed shaft 37 approach each other, the link mechanism 30 rises and extends, or the front upper movable shaft 36 and the rear upper fixed shaft 37 move downward while being separated from each other, so that the link mechanism 30 is folded and contracted. When the air suspension 1 extends upward, the movable shafts 36 and 38 move rearward along the rail members 11 and 21 to approach the fixed shafts 35 and 37, and the air suspension 1 contracts. The rail members 11 and 21 are moved forward to be separated from the fixed shafts 35 and 37.

  The air spring 41 is disposed in a space behind the link shaft 33 in the lower frame 10. The air spring 41 is supplied with compressed air from, for example, an air compressor (air supply source) constituting an air brake device of the vehicle. The air spring 41 expands upward when air is supplied, and contracts downward when exhausted. Above the air spring 41, a pressure receiving plate 13 (see FIGS. 2 and 4) that moves up and down following the up and down movement of the upper frame 20 is installed. It can be received by the spring 41.

  The height device 50 has a valve 70 for supplying air sent from the air supply source to the air spring 41 and discharging air in the air spring 41. When the valve 70 is in an air supply state and air is supplied to the air spring 41, the upper frame 20 is raised through the pressure receiving plate 13 and the link mechanism 30, and a seat cushion (hereinafter simply referred to as a seat). Is going to rise. Further, when the valve 70 is in an exhaust state, air is discharged from the air spring 41 by the load of the occupant seated on the seat, and thereby the seat is lowered.

  The oil damper 42 is a bracket in which one end is attached to a pin 39a extending in the left-right direction fixed to the link bar 31 on the front rising side of one X link, and the other end is attached to the front lower movable shaft 38. 39b is rotatably mounted on each. The oil damper 42 absorbs vibrations generated when the air spring 41 is operated, and the expansion / contraction operation of the air suspension 1 is buffered.

  The above is the basic configuration of the seat support apparatus according to the embodiment. In the seat support device, a height device 50 that adjusts the seat height by opening and closing the valve 70 is disposed in a space on the front side of the link shaft 33 in the upper frame 20. Hereinafter, the height device 50 will be described.

(2) Height Device As shown in FIG. 5, the height device 50 has a valve frame 51 disposed below the front portion of the upper frame 20. The entire valve frame 51 has a rectangular shape in plan view that is long in the front-rear direction, and is disposed horizontally below the front upper movable shaft 36. The valve frame 51 has a space above the lower plate 51A and an upper plate 51B that are combined in parallel and fixed to each other. The front end of the lower plate 51A that rises is connected to the horizontal member 22 on the front side of the upper frame 20. The rear end portion of the lower plate 51 </ b> A is fixed to the reinforcing member 23 via the bracket 52. A long hole 51b extending in the front-rear direction is formed in the upper plate 51B.

  The valve 70 is disposed inside the valve frame 51, that is, in the rear portion of the space between the lower plate 51A and the upper plate 51B. The valve 70 has a rectangular parallelepiped casing 71 as shown in FIGS. 6 to 8, and a normally closed supply valve 72 and an exhaust valve 73 are provided inside the casing 71 as shown in FIG. Are arranged back and forth. A guide rod 53 provided in the valve frame 51 and extending in the front-rear direction is passed through the casing 71 of the valve 70, and the valve 70 is slidable in the front-rear direction along the guide rod 53. Although the valve 70 is movable in the front-rear direction along the guide rod 53, the valve 70 is always urged forward by a compression coil spring 53a sheathed on the guide rod 53.

  An air supply valve rod 72A that opens the air supply valve 72 protrudes on the front side (left side in FIG. 8) of the right side (upper side in FIG. 8) of the valve 70, and the exhaust that opens the exhaust valve 73 on the rear side. The valve stem 73A protrudes. These valve rods 72A and 73A are always urged in a direction protruding rightward, and the supply valve 72 and the exhaust valve 73 are opened by being pushed inward against the urging force. In addition, an air supply port 72B to which a pipe for introducing compressed air from the air supply source into the valve 70 is connected is provided on the front side of the left side surface of the valve 70, and air is exhausted on the rear side. Thus, an exhaust port 83B is provided to which a pipe for sending to the air spring 41 is connected.

  A first cam (valve opening / closing means) 55 is disposed above the valve 70 in the valve frame 51. The first cam 55 is rotatably supported by a first cam shaft 55 a provided on the right side of the guide rod 53 on the upper surface of the casing 71 of the valve 70. As shown in FIG. 8, the first cam 55 has a symmetric shape in the front-rear direction, and the front and rear wing portions 55c that extend forward and rearward about the through-hole 55b through which the first cam shaft 55a passes, and the through-hole 55b. And a cam portion 55d that protrudes to the right side. The front and rear wing portions 55c extend obliquely to the left as they move forward and backward. Arc-shaped recesses 55e that open in the vertical direction and the left side are formed at the base end portions of the wing portions 55c, and the position transmission pins 56 that extend in the vertical direction are detachably engaged with the recesses 55e. It is like that. The tip of the cam portion 55d is formed in an arcuate curved surface.

  The position transmission pin 56 is connected to the front upper movable shaft 36 via a holder 57 disposed above the valve frame 51. Accordingly, the position transmission pin 56 moves back and forth integrally with the front upper movable shaft 36 that moves back and forth as the air suspension 1 expands and contracts. The holder 57 can rotate about the front upper movable shaft 36 and can slide in the left-right direction along the front upper movable shaft 36. On the upper surface of the upper plate 51B of the valve frame 51 and on both sides of the holder 57, a pair of left and right guide wall portions 58A and 58B are provided. When the position transmission pin 56 moves back and forth, the first cam 55 is pushed and pulled by the position transmission pin 56 and rotates about the first cam shaft 55a as shown in FIG. As shown in FIG. 8C, the first cam 55 is in a neutral state when the cam portion 55d is parallel to the left-right direction and is symmetric in the front-rear direction.

  As shown in FIG. 8, each valve stem 72A. A second cam (valve opening / closing means) 59 is rotatably supported between the second cam shaft 59a between the first cam shaft 55a and the first cam shaft 55a. Yes. The second cam 59 has a symmetrical shape similar to that of the first cam 55, and each valve rod 72A. 73A is opposed to the tip of 73A, and each valve stem 72A. Push portions 59c for pushing 73A are formed.

  At the left end of the second cam 59, an arcuate recess 59b is formed in which the tip of the cam portion 55d of the first cam 55 is slidably fitted. When the first cam 55 is in the neutral state as shown in FIG. 8 (c), the second cam 59 is also in the neutral state. At this time, the front and rear pushing portions 59c are in the protruding state of the valve rods 72A. It will be in the state which only contacts the front-end | tip of 73A. Then, when the first cam 55 is rotated clockwise from FIG. 8 from the neutral state, the second cam 59 is reversed by using the second cam shaft 59a as a fulcrum as shown in FIG. Then, the air supply valve rod 72A is pushed by the pushing portion 59c, and the valve 70 is in the air supply state. When the first cam 55 rotates counterclockwise from the neutral state, the second cam 59 is reversed in the reverse direction by the cam portion 55d as shown in FIG. 8D, and the exhaust valve rod 73A is pushed by the push portion 59c. As a result, the valve 70 is exhausted.

  As shown in FIGS. 6 and 7, a locking piece 71a is formed on the rear portion of the left side of the casing 71 of the valve 70 (lower side in FIGS. 6 and 7). A cable 81 extending in the direction is locked. When the cable 81 is pulled, the valve 70 is moved backward against the compression coil spring 53a, and when the pulling force by the cable 81 is loosened, the valve 70 is moved forward by the compression coil spring 53a. The operation of the cable 81 is performed when the occupant rotates the dial 61 attached to the side frame 2. The dial 61 is provided with a brake mechanism 61a that stops the rotation at the position where the rotation operation is stopped. When the rotation operation of the dial 61 is stopped, the cable 81 is fixed and the back-and-forth movement of the valve 70 is stopped. ing. The cable 81 extends rearward from the locking piece 71a, and is wound around and appropriately locked to the dial 61.

  In this way, the valve 70 is also in the supply or exhaust state when the valve 70 moves back and forth by the cable 81. That is, when the valve 70 moves forward, the first cam shaft 55a moves forward, so that the first cam 55 rotates counterclockwise as shown in FIG. 8D, and the inverted second cam 59 is pushed. The exhaust valve rod 73A is pushed by the portion 59c, and the valve 70 enters an exhaust state. When the valve 70 moves rearward, the first cam shaft 55a moves rearward, so that the first cam 55 rotates clockwise as shown in FIG. At 59c, the air supply valve rod 72A is pushed, and the valve 70 is in the air supply state.

  As described above, the position transmission pin 56 moves relative to the valve 70 in the front-rear direction, whereby the second cam 59 rotates through the first cam 55 to open and close the valve 70. As shown in FIGS. 8A and 8E, the position transmission pin 56 comes out of the concave portion 55 of the first cam 55 when it moves relatively forward and backward relative to the valve 70, and the wing portion 55c of the first cam 55 It slides on the idle running surface 55f that is the left side surface. At this time, the idle running surface 55f is substantially in the front-rear direction and the first cam 55 does not rotate, and therefore each of the valve stems 72A. The pushing operation of 73A does not occur.

  A dial 61 is attached, and the side frame 2 is provided with an air supply / exhaust valve device 62 for forcibly and rapidly supplying and discharging air to and from the air spring 41. An air supply side air tube 82 and an exhaust side air tube 83 connected to the valve 70 are connected to the air supply / exhaust valve device 62, and compressed air is supplied from the air supply source. According to the air supply / exhaust valve device 62, when the valve operating portion 62a is operated to the air supply side, compressed air is sent to the valve 70 via the air supply side air tube 82 and acts on the air supply valve 72. Thus, air is supplied to the air spring 41 to raise the seat. When the valve operating portion 62a is operated to the exhaust side, compressed air is sent to the valve 70 via the exhaust side air tube 83 and acts on the exhaust valve 73, and air is discharged from the air spring 41 via the valve 70. The sheet can be lowered.

  As shown in FIG. 6 and FIG. 7, a stay portion 71 c having a long hole 71 b extending in the left-right direction protrudes from the rear end portion of the casing 71 of the valve 70. A disc gear 54 is disposed above the upper plate 51B of the valve frame 51, and an eccentric rotating shaft 54a provided in the disc gear 54 extending in the vertical direction passes through the elongated hole 51b of the upper plate 51B. The stay 71c is incorporated into the long hole 71b so as to be rotatable and slidable along the long hole 71b. The disc gear 54 is disposed between the guide wall portions 58A and 58B, and meshes with a rack gear 58a formed in the inner surface of the left wall portion 58A and extending in the front-rear direction. The disc gear 54 and the rotating shaft 54a move back and forth integrally with the valve 70. When moving back and forth, the teeth on the outer peripheral surface mesh with the rack gear 58a, and the rotating shaft 54a moves left and right along the long hole 71b. Roll.

The holder 57 for integrally connecting the front upper movable shaft 36 and the position transmission pin 56 is disposed in front of the disc gear 54, and meshes with the teeth of the disc gear 54 at the rear end of the holder 57. A rack-like lock gear 57a extending in the left-right direction is provided. As shown in FIGS. 7A and 7B, a predetermined gap is set between the lock gear 57a and the disc gear 54 in accordance with the position of the front upper movable shaft 36 in the front-rear direction. However, when the air suspension 1 is suddenly extended, the front upper movable shaft 36 is suddenly retracted and the lock gear 57a of the holder 57 is engaged with the disc gear 54. Then, the holder 57 slid to the right by the rotating disc gear 54 hits the guide wall 58B, and further retreat of the front upper movable shaft 36 is restricted. This was air suspension 1 lock Ri by the rise of more sheets is adapted to be suppressed. The lock gear 57a of the holder 57, the disc gear 54, and the guide wall portion 58B constitute a suspension upper direction lock mechanism that restricts a sudden rise of the seat.

  In the present embodiment, the height device 50 is composed mainly of the valve frame 51, the first cam 55, the second cam 59, the suspension upper direction locking mechanism (the lock gear 57a and the disc gear 54), and the valve 70. Next, the operation of the height device 50 will be described.

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

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

  On the other hand, when it is desired to lower the sheet, the dial 61 is rotated in the reverse direction in the direction D to loosen the pulling force by the cable 81. Then, the valve 70 is moved forward by the compression coil spring 53a. As a result, the first cam shaft 55a is moved forward, and the exhaust valve rod 73A is moved by the pushing portion 59c of the second cam 59 which is reversed by rotating counterclockwise as shown in FIG. 8D. When pressed, the valve 70 enters an exhaust state. When the valve 70 is in the exhaust state, the air in the air spring 41 is discharged from the valve 70, the air suspension 1 is reduced downward, and the seat is lowered. When the rotation operation of the dial 61 is stopped, the sheet is held at the height at that time.

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

  When the position transmission pin 56 moves forward, as shown in FIG. 8B, the first cam 55 rotates clockwise from the neutral state, and the second cam 59 pushed by the cam portion 55d supports the second cam shaft 59a. The air supply valve rod 72A is pushed by the pushing portion 59c, and the valve 70 enters the air supply state. As a result, air is supplied to the air spring 41, and the air suspension 1 extends to raise the seat.

  When the seat is lifted, the front upper movable shaft 36 moves backward, and the first cam 55 pushed backward by the position transmission pin 56 rotates counterclockwise as shown in FIG. 8D. As a result, the exhaust valve rod 73A is pushed by the pushing portion 59c of the inverted second cam 59 to enter the exhaust state, the air in the air spring 41 is discharged from the valve 70, the air suspension 1 shrinks downward, and the seat descends. To do.

  Thus, by repeating the supply / discharge of air to / from the air spring 41 following the expansion and contraction of the link mechanism 30, the sheet is automatically maintained at a constant height while vibrating up and down. When the seat is maintained at a constant height, as shown in FIG. 8C, the first cam 55 is neutral, and the air spring 41 is hardly supplied or exhausted.

  Further, according to the suspension upper direction locking mechanism, when the occupant stands up from the seat and the load is removed, the air suspension 1 extends upward by the force of the air spring 41 and the seat rises, but the lock gear 57a of the holder 57 The raised height of the seat is regulated by meshing with the disc gear 54. For this reason, when an occupant stands up from a seat, an unpleasant movement that a seat raises suddenly and hits an occupant is prevented.

(4) Effect of Height Device Next, the effect obtained by the height device 50 will be described.

(4-1) Effects of Arrangement The height device 50 of the present embodiment is disposed slightly below the front portion of the upper frame 20 and supported by the upper frame 20. When adjusting the seat height, the height device 50 moves up and down together with the upper frame 20. Move. The dial 61 for adjusting the seat height by moving the valve 70 back and forth, and the air supply / exhaust valve device 62 for forcibly and rapidly supplying and discharging air to and from the air spring 41 are also provided on the side frame 2. Via the upper frame 20.

  The cable 81 that connects the valve 70 and the dial 61 and the air tubes 82 and 83 that connect the valve 70 and the air supply / exhaust valve device 62 are integrated with the upper frame 20 in the upper frame 20 or in the vicinity of the upper frame 20. is set up. Therefore, the cables 81 and the air tubes 82 and 83 are stably installed in a state that is not affected by the vertical movement of the upper frame 20, and the length thereof is minimized. As a result, the cable 81 and the air tubes 82 and 83 can function properly. In addition, since the length is short, the cost can be reduced.

(4-2) Effects of First Cam Each valve stem 72A. The second cam 59 that opens and closes the valve 70 by pushing 73A rotates about the second cam shaft 59a as a fulcrum. The second cam 59 is configured such that the position transmission pin 56 and the first cam 55 engaged with the position transmission pin 56 are moved relative to each other in the front-rear direction. It is rotated by being pushed by the cam portion 55d of 55. That is, the second cam 59 is not directly rotated by the position transmission pin 56 and is rotated via the first cam 55.

  When the first cam 55 is interposed, the rotation amount of the second cam 59 relative to the amount of relative movement of the position transmission pin 56 in the front-rear direction with respect to the valve 70 is the case where the second cam 59 is directly rotated by the position transmission pin 56. It is amplified compared with. Accordingly, the valve stem 72A. The pushed amount of 73A is also amplified and becomes large. Incidentally, the amount of amplification becomes larger as the cam portion 55d is longer. Therefore, each valve rod 72A. 73A can be pushed reliably, so that the valve 70 is reliably opened and closed, and the seat height is reliably adjusted.

  In particular, in the present embodiment, the link mechanism 30 is configured by an X link 34. In such a link mechanism 30, the amount of forward and backward movement of the movable shafts 36 and 38 is expanded and contracted. Smaller in the reduced state. For example, in the state where the air suspension 1 is extended and the upper frame 20 is in the vicinity of the highest position, when the front-back movable amount of the front upper movable shaft 36 is 3 mm and the vertical movement amount of the upper frame 20 is 12 mm, the air suspension 1 In the state where the upper frame 20 is in the vicinity of the lowest position, there is a difference such that the forward / backward movement amount is 7 mm and the vertical movement amount is 12 mm. This is a characteristic of the X-type link. In other words, when the seat height is low, the vertical movement of the seat is relatively slow, and when it is high, the seat moves up and down relatively sensitively.

  Therefore, in this embodiment, since the first cam 55 is interposed between the position transmission pin 56 and the second cam 59 to amplify the operation amount of the first cam 55, the seat height is particularly low. Even when the vertical movement is relatively slow and the relative back-and-forth movement amount of the position transmission pin 56 is small, the first cam 55 rotates reliably and the valve 70 is opened and closed reliably. That is, the valve operating structure is extremely effective in the air suspension 1 using the X-type link mechanism 30.

(4-3) Effect of Suspension Upper Direction Locking Mechanism The position transmission pin 56 and the valve 70 are relatively movable in the front-rear direction. When the relative movement is performed, the valve 70 is opened and closed as described above, and the seat height is increased. Is constant. Accordingly, the distance between the lock gear 57a of the holder 57 integral with the position transmission pin 56 and the disc gear 54 supported by the valve 70 (hereinafter referred to as the lock operation distance) is considered to be constant when the suspension upper direction lock mechanism is not operated. It is done. However, since the rotating shaft 54a of the disc gear 54 is eccentric, the moving amount of the disc gear 54 changes with respect to the moving amount of the valve 70 in the front-rear direction. That is, the lock operating distance changes according to the seat height.

  The principle will be described with reference to FIG. 9. Since the rotation shaft 54 a of the disc gear 54 moves back and forth together with the valve 70, in a general configuration in which the rotation shaft 54 a is at the center of the disc gear 54, the movement amount of the valve 70 = This is the amount of movement of the disc gear 54. In this state, the lock operating distance is constant regardless of the seat height. However, if the rotation shaft 54a is eccentric from the center by the distance r, the movement amount of the disc gear 54 is the movement amount of the valve 70+ (eccentric distance r from the center × angle θ). Therefore, the movement amount of the disc gear 54 increases by 2r at the maximum when the angle θ is 180 °.

  As described above, the disc gear 54 moves so as not to increase at a constant ratio with respect to the movement amount of the valve 70, so that the lock operating distance gradually changes depending on the seat height. By utilizing this operation, in this embodiment, the lock working distance is shortened at the lowest position where the air suspension 1 is most contracted (FIG. 7A), and the lock working distance becomes longer as the seat is raised. The lock operating distance is set to be the longest at the position where 1 is most extended (FIG. 7B). With this setting, the substantial operation amount of the suspension upper direction lock mechanism until the lock gear 57a meshes with the disc gear 54 can be made substantially constant regardless of the seat height.

  In particular, when the seat height is low, it is not desirable that the seat rapidly rises because the seat is likely to hit the occupant. When the rotational axis 54a of the disc gear 54 is at the center and the seat height is low, the lock operating distance is relatively long, so the seat stop height at which the lock gear 57a meshes with the disc gear 54 is higher than the target height. Conversely, when the seat height is high, the seat stop height tends to be lower than the target height.

  FIG. 10 shows the seat stop height position when the suspension upper direction locking mechanism is operated with respect to the air suspension height steps 1 to 9 (1 is the lowest seat height and 9 is the highest) operated by the dial 61. Show. Here, in a general configuration in which the rotation shaft 54a of the disc gear 54 is centered with respect to the target stop height, the stop height is low when the seat height is low, and the stop height is high when the seat height is high. The stop height is low. However, in the embodiment in which the rotation shaft 54a is eccentric, the stop height is equal to or close to the target height at any seat height, and the suspension upper direction locking mechanism can be preferably operated.

DESCRIPTION OF SYMBOLS 10 ... Lower frame 20 ... Upper frame 30 ... Link mechanism 36 ... Front upper movable shaft (position transmission body)
41 ... Air spring 42 ... Oil damper 50 ... Height device (seat height adjusting means)
55. First cam (valve opening / closing means)
56 ... Position transmission pin 59 ... Second cam (valve opening / closing means)
61 ... Dial (operation unit)
70 ... Valve 81 ... Cable 82,82 ... Air tube

Claims (1)

Lower frame,
An upper frame disposed above the lower frame and supporting the vehicle seat;
A link mechanism having a position transmission body that supports the upper frame so as to be movable up and down relative to the lower frame, and moves in a horizontal direction along with the vertical movement of the upper frame to transmit a suspension height position;
An air spring that is supplied with air from an air supply source, receives a load that the upper frame receives from above, and adjusts the height of the upper frame;
A damper that absorbs the vibration of the air spring,
The upper frame has a valve that is provided so as to be relatively movable with respect to the position transmitting body and that supplies and discharges air to and from the air spring, and has valve opening and closing means for opening and closing the valve when the relative movement occurs. Seat height adjusting means for adjusting the height position;
An operation unit installed on the upper frame to open and close the valve;
In a vehicle air suspension type seat support device comprising:
The vehicle air suspension type seat support apparatus, wherein the seat height adjusting means is installed on the upper frame via a valve frame .

Images