JP5965705B2 - 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.

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

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

  In addition, the combination of the above-mentioned valve and air suspension allows the seat height to be automatically kept constant using the air pressure even when the occupant's weight changes (seat height constant function), as well as to suit the physique There has been proposed a vehicle air suspension type seat support device having a seat height adjusting means for realizing a function (seat height setting function) capable of changing and setting the seat height (Patent Document 3). This seat height adjusting means makes the seat height constant by operating a cam that opens and closes the valve according to the position of the movable axis of the link mechanism in the front-rear direction and supplying and exhausting air to the air spring. is there.

Japanese Patent No. 2597171 JP-A-5-131869 JP 2011-93450 A

  As described in Patent Document 3, in the configuration in which the valve is opened and closed by operating the cam according to the movement of the movable shaft, the length of the cam in the front-rear direction is set to open and close the valve by operating the cam. The length corresponding to the length of the upper and lower links of the link mechanism, that is, the height of the sheet is required. Therefore, when increasing the seat height adjustment amount, it is necessary to increase the cam length accordingly. However, it is difficult to incorporate a cam having an increased length while securing the cam operating range in a limited space in the suspension device, and it is desired to improve this point in view of interference with peripheral members.

  Therefore, the present invention has been made in view of the above circumstances, and its main problem is to enable a reduction in the size of the cam for opening and closing the valve of the air spring and to reliably cope with an increase in the seat height adjustment amount. An object of the present invention is to provide a vehicle air suspension type seat support device capable of reducing the interference with peripheral members of a cam.

An air suspension seat support device for a vehicle according to the present invention includes a lower frame, an upper frame supported above the lower frame via an X-type link mechanism so as to be vertically movable, and on which a vehicle seat is installed, Air is supplied from the supply source and receives the load that the upper frame receives from above, and the air spring that adjusts the height of the upper frame and the front frame moves in the front-rear direction as the upper frame moves up and down. A height position transmission member that indicates a height position of the suspension according to the position; a valve that is provided so as to be relatively movable in the front-rear direction with respect to the height position transmission member, and that supplies and discharges air to and from the air spring; A cam member provided on the valve and actuated to open and close the valve by the height position transmission member; An air suspension type seat support device for a vehicle, comprising: a cam member that comes into contact with the height position transmission member when the cam member moves back and forth relative to the height position transmission member together with the valve; When the first cam rotated by a predetermined angle with the shaft as a fulcrum and the approximate center of the rotation range is set to the neutral position and the cam portion which is the rotation end of the first cam come into contact with each other, the first cam rotates. A cam that is rotated by a predetermined angle, is positioned at a neutral position when the first cam is in a neutral position, and opens the valve when rotated to one side from the neutral position, and closes the valve when rotated to the other side A second cam having a portion, and when the first cam moves in the front-rear direction relative to the height position transmission member and rotates to a predetermined operating angle, the operating angle is maintained, Valve open Or have a stopper means for holding the closed state, the valve, the first cam said predetermined operating angle in a rotating state to a pressing state by the air pressure with respect to the cam portion of the second cam contactable valve The first cam and the second cam are engaged with each other when the second cam is positioned at a rotation angle that opens or closes the valve; It has the engaging part by which the rotation angle position is controlled by the pressing action of the rod .

  According to the present invention, since the operating angle of the first cam is held by the stopper means and the open state or the closed state of the valve is held, the valve moves relative to the height position transmission member further in the front-rear direction. Even if the first cam deviates from the height position transmission member, the operating angle of the first cam is maintained and the open state or the closed state of the valve is maintained. For this reason, the part which contacts the height position transmission member in the first cam only needs to have a length until it rotates to the operating angle, and the first cam can be downsized.

  In the present invention, the maximum dimension in the front-rear direction in the rotation range of the first cam is included smaller than the dimension in the front-rear direction of the valve.

  According to the present invention, the cam for opening and closing the valve of the air spring can be reduced in size, and it is possible to reliably cope with an increase in the seat height adjustment amount, and to suppress interference with the peripheral members of the cam. There is an effect that an air suspension type seat support device for a vehicle that can be provided is provided.

1 is a perspective view of a vehicle seat device according to an embodiment of the present invention. It is a top view of the apparatus. It is a side view of the same apparatus. It is a perspective view of the height apparatus which the apparatus comprises. It is a side view of the height device. It is a top view of the height device, and shows a state where (a) a sheet is low and (b) a sheet is high. It is a top view which shows the cam member (1st cam and 2nd cam) for the valve opening and closing which the height apparatus comprises. It is a top view which shows the valve opening / closing effect | action of the height apparatus by the cam member. It is a top view which compares the 1st cam of this embodiment with the 1st cam of a comparative example.

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

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

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

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

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

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

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

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

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

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

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

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

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

  The valve 70 is disposed inside the valve frame 51, that is, in the rear portion of the space between the lower plate 51A and the upper plate 51B. The valve 70 has a housing 71 as shown in FIGS. 6 and 7, and an air supply valve and an exhaust valve are accommodated in the housing 71. The casing 71 of the valve 70 is along a guide rod 53 extending in the front-rear direction provided on the valve frame 51 via a pair of front and rear protrusions 74 formed on the left side (lower side in FIG. 7) of the casing 71. It is movable in the front-rear direction, and is always urged forward by a compression coil spring 53a that is externally mounted on the guide rod 53.

  An air supply valve rod (stopper means) 72A for opening the air supply valve in the valve 70 projects from the front side (left side in FIGS. 6 and 7) of the right side (upper side in FIGS. 6 and 7) of the valve 70. On the rear side, an exhaust valve rod (stopper means) 73A that opens the exhaust valve in the valve 70 protrudes. These valve rods 72A and 73A are always urged in a direction protruding rightward, and the supply valve and the exhaust valve are opened by being pushed inward against the urging force. Further, on the front side of the left side surface of the valve 70 (the lower side in FIGS. 6 and 7), an air supply port 72B to which a pipe for introducing compressed air from the air supply source into the valve 70 is connected. On the rear side, there is provided an exhaust port 73B to which a pipe for discharging air and sending air to the air spring 41 is connected.

  On the casing 71 of the valve 70, a first cam (cam member) 55 is rotatably supported via a first cam shaft (rotating shaft) 55a whose axis extends in the vertical direction. As shown in FIG. 7, the first cam 55 has a symmetric shape in the front-rear direction. The first cam shaft 55a extends forward and rearward with respect to the front and rear wings 55c, and protrudes to the right side of the first cam shaft 55a. Cam portion (engagement portion) 55d. 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 height position transmission pins (height position transmission members) extending in the vertical direction are formed in the recesses 55e. 56 is detachably engaged. The tip of the cam portion 55d is formed in an arcuate curved surface.

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

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

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

  By fitting the upper movable shaft 36 into the groove 57b as described above, the slider 57 and the height position transmission pin 56 move back and forth integrally with the upper movable shaft 36 when the air suspension mechanism 1 expands and contracts. When the air suspension mechanism 1 expands / contracts, the upper movable shaft 36 rotates to some extent within the groove 57 b of the slider 57. When the height position transmission pin 56 moves back and forth, the first cam 55 is pushed and pulled by the height 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. 7, each valve stem 72A. 73A, the second cam 59 (cam member) is rotatably supported via a second cam shaft 59a having the same longitudinal position as the first cam shaft 55a and extending in the vertical direction. ing. The second cam 59 has a symmetrical shape in the front-rear direction, and the valve rods 72A. 73A is opposed to the tip of 73A, and each valve stem 72A. Cam portions 59c for pressing 73A are formed.

  A concave portion 59b in which the tip of the cam portion 55d of the first cam 55 is slidably fitted is formed at the left end (lower side in FIG. 7) of the second cam 59. When the first cam 55 is in the neutral state shown in FIG. 8 (c), the second cam 59 is also in the neutral state. At this time, the front and rear cam portions 59c are protruded from the valve rods 72A. It will be in the state away from the tip of 73A. When the first cam 55 rotates clockwise in FIG. 8 from the neutral state, the second cam 59 pushes the second cam shaft 59a by being pushed by the cam portion 55d as shown in FIGS. The valve 70 is turned to the fulcrum, the air supply valve rod 72A is pushed by the cam 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 FIGS. 8D to 8E, and the exhaust valve rod 73A is reversed. Is pushed by the cam portion 59c, and the valve 70 is in an exhaust state.

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

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

  As shown in FIG. 7, the recess 59b of the second cam 59 is formed to be symmetric in the front-rear direction (symmetric in FIG. 7), but the recess 59b is placed on the bottom side and the opening side before and after the inner surface of the recess 59b. Protruding portions 59d to be divided are respectively formed. A first stopper surface (engagement portion) 59e with which the tip surface of the cam portion 55d of the first cam 55 is engaged is formed on the opening side of the convex portion 59d. The first stopper surface 59e is formed in a surface that is slightly curved in a concave shape so that the front end surface of the cam portion 55d fits and engages. In addition, a second stopper surface (engaging portion) 59f that is slightly curved in a convex shape with an acute angle with the first stopper surface 59 is formed at a position extending from the opening edge of the recess 59b of the second cam 59 to the outer surface. Yes. On the other hand, an obtuse angled convex portion (engaging portion) 55b is formed on the surface of the base end portion of the wing portion 55c of the first cam on the second cam 59 side.

  As described above, the height 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. When the height position transmission pin 56 moves relatively forward (leftward in FIG. 8) and the first cam 55 rotates clockwise as shown in FIG. 8A, the cam portion of the first cam 55 The front end surface of 55d gets over the right convex portion 59d in FIG. 8 of the second cam 59, and the front end surface of the cam portion 55d of the first cam 55 is the second cam 59 as shown in FIG. While engaging with the first stopper surface 59e, the second stopper surface 59f on the left side of the second cam 59 in FIG. 8 contacts and engages the convex portion 55b of the left wing portion 55c of the first cam 55. Further, when the height position transmission pin 56 moves relatively rearward (leftward in FIG. 8) as shown in FIG. 8D, the same movement occurs in a bilaterally symmetric state.

  At this time, as shown in FIG. 8B and FIG. 8E, the height position transmission pin 56 comes out of the recess 55e of the first cam 55 and is in contact with the base end portion of the wing portion 55c. When it moves further forward or backward, it moves away from the wing 55c. Therefore, the first cam 55 is not supported by the height position transmission pin 56, but the second cam 59 attempts to protrude the supply valve rod 72A or the exhaust valve rod 73A held by the cam portion 59c. By receiving a pressing force (indicated by P in FIG. 8) and attempting to rotate in the reverse direction (clockwise in FIG. 8B and counterclockwise in FIG. 8E) by the reaction, the first cam A moment force M is generated at 55, and the state shown in FIG. 8B or 8E is maintained.

  That is, the front end surface of the cam portion 55d of the first cam 55 engages with the first stopper surface 59e of the second cam 59, and the second stopper surface 59f of the second cam 59 is the wing portion 55c of the first cam 55. The second cam 59 and the first cam 55 are restricted from rotating by being in contact with and engaged with the convex portion 55b, and the rotation stopped state is maintained. The rotation angle of the first cam 55 at this time is the operating angle of the first cam 55 that holds the supply or exhaust by holding the supply valve rod 72A or the exhaust valve rod 73A, and this operation angle is maintained. Therefore, even if the height position transmission pin 56 is separated from the first cam 55, the supply state or exhaust state of the valve 70 is maintained.

  In addition, when the height position transmission pin 56 returns to the first cam 55 direction by moving in the front-rear direction relative to the valve 70, the height position transmission pin 56 is recessed in the first cam 55. By entering 55e, the first cam 55 is rotated in the neutral direction, and the holding state of the air supply or exhaust is released. As shown in FIG. 8, the first cam 55 and the second cam 59 both have a maximum dimension in the front-rear direction in the rotation range that is smaller than the dimension in the front-rear direction of the valve.

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

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

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

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

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

(3-1) Seat Height Setting Function The seat height setting function can be executed by operating the lever 61 by pushing or pulling and moving the valve 70 in the front-rear direction via the cable 81. That is, when the lever 61 is pulled, the cable 81 is pulled and the valve 70 is moved backward. As a result, the first cam shaft 55a moves rearward, and the first cam 55 rotates clockwise as shown in FIGS. 8A to 8B and is supplied by the cam portion 59c of the second cam 59. The valve rod 72A is pushed, and the valve 70 is in an air supply state. When the valve 70 is in the air supply state, air is supplied to the air spring 41, the air suspension mechanism 1 extends upward, and the seat rises. When the pulling operation of the lever 61 is stopped, the sheet is held at the height at that time.

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

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

  When the height position transmission pin 56 moves forward, as shown in FIGS. 8A to 8B, the first cam 55 rotates clockwise from the neutral state, and the second cam 59 pushed by the cam portion 55d becomes the first cam. 2 The camshaft 59a is inverted with the fulcrum as a fulcrum, the air supply valve rod 72A is pushed by the cam portion 59c, and the valve 70 enters the air supply state. As a result, air is supplied to the air spring 41, and the air suspension mechanism 1 extends to raise the seat.

  When the seat rises, the upper movable shaft 36 moves backward, and the first cam 55 pushed backward by the height position transmission pin 56 counterclockwise as shown in FIGS. 8D to 8E. Rotate. As a result, the exhaust valve rod 73A is pushed by the cam portion 59c of the inverted second cam 59 to enter the exhaust state, the air in the air spring 41 is discharged from the valve 70, the air suspension mechanism 1 is reduced downward, and the seat is released. Descend.

  Thus, by repeating the supply / discharge of air to / from the air spring 41 following the expansion / contraction of the air suspension mechanism 1, the sheet is automatically maintained at a constant height while vibrating up and down. When the seat is maintained at a constant height, the first cam 55 is neutral as shown in FIG. 8C, and the air spring 41 is not supplied or exhausted.

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

(4) Effects of Embodiment According to the seat support device of the above embodiment, the first cam 55 is held in the open / closed state of the valve 70 via the second cam 59 by the pressing action of the valve stems 72A and 72B of the valve. The operation angle is maintained. For this reason, when the seat height setting function or the seat height constant function is operated, the height position transmission pin 56 and the valve 70 are relatively moved in the front-rear direction, so that the first cam 55 has a height. Even if the position is deviated from the position transmission pin 56, the operating angle of the first cam 55 is maintained and the open or closed state of the valve 70 is maintained. Therefore, the portion of the first cam 55 that contacts the height position transmission pin 56 only needs to have a length until it rotates to the operating angle. As a result, the first cam 55 can be downsized. The fact that the first cam 55 can be downsized can reliably cope with an increase in the seat height adjustment amount, and can suppress interference with the peripheral members of the first cam 55. .

  Reference numeral 100 in FIG. 9 denotes a first cam that can open and close the valve 70 in a state in which the height position transmission pin 56 is always in contact with, unlike the present embodiment. In the first cam 100, the length of the wing portion 101 in the front-rear direction is large, and the tip portion protrudes from the front and rear of the valve 70, which can easily interfere with surrounding members. In contrast, the first cam 55 of the present embodiment has a reduced length of the blade portion 55c, and the maximum dimension in the front-rear direction in the rotation range is smaller than the dimension in the front-rear direction of the valve 70. It is difficult to interfere with surrounding members.

  Further, in the above-described embodiment, the pressing force of the supply valve rod 72A and the exhaust valve rod 73A is used as stopper means for holding the operating angle for holding the valve 70 of the first cam 55 and the second cam 59 in the open state or the closed state. Is used. Therefore, it is not necessary to provide a stopper means having such a function separately, which also saves space and suppresses an increase in the number of parts.

DESCRIPTION OF SYMBOLS 10 ... Lower frame 20 ... Upper frame 30 ... Link mechanism 41 ... Air spring 50 ... Height apparatus 55 ... 1st cam (cam member)
55a ... first camshaft (rotating shaft)
55b ... convex part (engagement part)
55d: Cam portion (engagement portion) of the first cam
56 ... Height position transmission pin (height position transmission member)
59 ... Second cam (cam member)
59e ... first stopper surface (engagement portion)
59f ... 2nd stopper surface (engagement part)
59c ... cam portion 70 of second cam ... valve 72A ... air supply valve rod (stopper means)
73A ... Exhaust valve rod (stopper means)

Claims (2)

Lower frame,
An upper frame supported above the lower frame through an X-type link mechanism so as to be movable up and down, and on which a vehicle seat is installed,
An air spring that is supplied with air from an air supply source and receives a load that the upper frame receives from above, and adjusts the height of the upper frame;
A height position transmission member that moves in the front-rear direction along with the vertical movement of the upper frame, and indicates the height position of the suspension by the position in the front-rear direction;
A valve that is provided to be movable relative to the height position transmission member in the front-rear direction, and that supplies and discharges air to and from the air spring;
A vehicle air suspension type seat support device provided with a cam member provided on the valve and operated to open and close the valve by the height position transmission member;
The cam member is
When the valve is moved back and forth relative to the height position transmission member together with the valve, the camshaft is rotated by a predetermined angle by contacting the height position transmission member, and the approximate center of the rotation range is a neutral position. A first cam,
When the cam portion which is the rotation end portion of the first cam comes into contact with the first cam and rotates, the cam portion is rotated by a predetermined angle. When the first cam is in the neutral position, the cam portion is located at the neutral position and is one side from the neutral position. A second cam having a cam portion that opens the valve when rotated to the other side and closes the valve when rotated to the other side,
When the first cam moves in the front-rear direction with respect to the height position transmission member and rotates to a predetermined operating angle, stopper means for holding the operating angle and holding the valve open or closed is provided. Yes, and
The valve has, as the stopper means, a valve rod that can be brought into contact with the cam portion of the second cam in a pressed state by air pressure when the first cam is rotated at the predetermined operating angle.
The first cam and the second cam engage with each other when the second cam is positioned at a rotation angle that opens or closes the valve, and the rotation angle position of the first cam and the second cam is determined by the pressing action of the valve stem. An air suspension type seat support device for a vehicle having an engaging portion that is restricted . 2. The vehicle air suspension type seat support device according to claim 1, wherein a maximum dimension in a front-rear direction in a rotation range of the first cam is smaller than a dimension in a front-rear direction of the valve.

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