JP7392554B2 - Vehicle entry/exit assist device - Google Patents

Description

For example, the present invention provides a board that is movable between a horizontal position that is approximately horizontal and an orthogonal position that is approximately perpendicular to the vehicle width direction inside the vehicle interior, on the outside in the vehicle width direction of a seat adjacent to a door opening of the vehicle. TECHNICAL FIELD The present invention relates to a vehicle getting on/off assistance device equipped with the following.

Conventionally, in order to enable even people with lower limb disabilities to drive a vehicle, when getting into or out of a vehicle, when an occupant (person with lower limb disability) moves between the wheelchair and the vehicle seat, these Vehicles are known that are equipped with a board that is used as a temporary stand for temporarily resting the buttocks of an occupant, located between the vehicle seats, that is, on the door opening side of the vehicle seat.

It is also known that such vehicles are provided with a board that is movable between a use position where it can be used as a temporary storage stand and a storage position where it is stored when not in use (for example, Patent Document 1 reference).

The vehicle of Patent Document 1 includes an arm that can be rotated back and forth between a use position located on the side of the seat cushion on the door opening side of the vehicle seat and a storage position located on the side of the seat back; The board has a board that can be displaced relative to the board.

In the vehicle of Patent Document 1, in the use position, the board arranged approximately horizontally is supported by the arm from below, that is, in a state in which the occupant can temporarily place the buttocks, while in the storage position, the board is supported by the arm from below. Then, the board is stored almost vertically.

However, in the vehicle of Patent Document 1, since the board is configured to be displaceable with respect to the arm, for example, when a passenger exits the vehicle, the part of the board that is in the storage position or the part that is grasped in an attempt to move the arm may be moved relative to the arm of the board. If it is within the rotation range (rotation area), there is a risk that the occupant's hand will be caught between the board and the arm.

In particular, in the vehicle of Patent Document 1, the storage position is located on the side of the seat back of the vehicle seat.

In this case, in the vehicle of Patent Document 1, it becomes difficult for the occupant seated in the vehicle seat to directly see the board and arm located in the stowed position. It is desirable to improve safety so that the board does not get caught between the board and the arm.

In addition, when the storage position is located on the side of the seat back as in the vehicle of Patent Document 1 mentioned above, for example, when the occupant gets out of the vehicle, he or she can reach out to the side of the seat back while sitting on the vehicle seat to remove the board or the board. An operation to move the arm is required. That is, in order to perform such an operation while seated, the occupant must twist his or her body backward, and it is desirable to improve usability.

Utility model registration No. 2599989

The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle entry/exit assistance device that can safely and easily move a board between a storage position and a use position.

This invention provides for a seat adjacent to a door opening of a vehicle to have two positions: a horizontal position (in use) in which the seat is substantially horizontal on the outside in the vehicle width direction, and an orthogonal position (storage state) in which the seat is substantially perpendicular to the vehicle width direction within the vehicle interior. A vehicle ingress/egress assist device including a board that is movable between the board and the vehicle body, and a support section provided between the board and the vehicle body is located at a seat side position located on the outside of the seat in the vehicle width direction; The board is pivotally supported on the vehicle body so as to be rotatable about an axis extending in the vehicle width direction between a flip-up position that is flipped up forward of the seat side position, and the board is configured such that the supporting portion is pivoted between the seat side position and the seat side position. The vehicle is supported by the support portion so as to be rotatable about an axis orthogonal to the vehicle width direction so that the vehicle assumes the horizontal position when the vehicle is located at the raised position, and assumes the orthogonal position when the support portion is located at the raised position. , the support part is provided with a grip part, and the grip part is provided at a position outside the rotation range of the board with respect to the support part and at a position behind the board at the flip-up position. It is.

According to the above configuration, since the grip portion is provided at a position rearward from the board, that is, on the passenger side, in the support portion located at the flip-up position, the passenger can easily grip the grip portion when getting on or getting off the vehicle, and Since the gripping part is located outside the rotation range (rotation area) relative to the support part of the board, the occupant's hand cannot be caught between the board and the support part when moving the support part from the raised position to the seat side position. There is no risk of being exposed.

As an aspect of the present invention, the board is disposed between the board and the vehicle body so that the board is moved by a vehicle width relative to the support section in conjunction with rotation of the support section from the seat side position to the flip-up position. The board rotates inward in the direction to assume the orthogonal position, and in conjunction with the rotation of the support part from the flip-up position to the seat side position, the board moves outward in the vehicle width direction with respect to the support part. An interlocking mechanism is provided that rotates to take the horizontal position.

According to the above configuration, by linking the rotational movement of the board with respect to the support part and the rotational movement of the support part with respect to the vehicle body, the displacement operation between the use state and the stowed state of the vehicle getting on and off assist device can be performed. Since the occupant can grasp the grip portion and perform the displacement operation with one action, such a displacement operation can be performed safely.

As an aspect of the invention, a biasing means for biasing the support part from the seat side position to the flip-up position is provided between the support part and the vehicle body; The damper is equipped with a damper that brakes the displacement speed.

According to the above configuration, it is possible to alleviate the influence of the mass (inertia) of the support part and the board when rotating the support part between the seat side position and the flip-up position, and as a result, the grip part It is possible to improve the operability (mild operation feeling) when using the .

According to the above configuration, the operation of moving the board between the use state (use position) and the storage state (storage position) can be performed safely and easily.

A perspective view of the ingress/egress assist device of the present embodiment and its surroundings in use, viewed from the rear of the vehicle and from the outside in the vehicle width direction. A perspective view of the getting-on/off assistance device of the present embodiment and its surroundings in the stored state, as seen from the rear of the vehicle and outside in the vehicle width direction, shown together with the state in the middle of movement from the used state to the stored state. Right side view showing the getting on/off assistance device of this embodiment and its surroundings A plan view showing the getting on/off assistance device of this embodiment and its surroundings A perspective view of the getting-on/off assistance device of this embodiment viewed from outside and below in the vehicle width direction A perspective view of the getting on/off assistance device of this embodiment viewed from inside and above in the vehicle width direction A side view showing the getting on/off assistance device of this embodiment in a used state, a stored state, and a state in the middle of movement between these states. A front view showing the getting on/off assistance device of this embodiment in a used state, a stored state, and a state in the middle of movement between these states. A perspective view of the ingress/egress assist device of the present embodiment in the stored state and its surroundings as seen from the passenger compartment side when the side door is closed. An explanatory diagram schematically showing the inertia force mitigation mechanism and its surroundings when the getting on/off assistance device is in the stowed state (a) and in the used state (b), as viewed from the outside in the vehicle width direction, with a partial cross section. Enlarged view of main parts in Figure 7 Enlarged view of main parts of Figure 8 Enlarged cross-sectional views taken along the line SA in FIG. 11 of the getting-on/off assistance device of this embodiment in the operating state (a), in the moving state (b), and in the stored state (c) An enlarged view of arrow A' in FIG. Enlarged view corresponding to view A' (c1), enlarged view corresponding to view C (c2) A plan view of the area around the driver's seat explaining the leg removal operation when the occupant is large (a) and when the occupant is small (b) An explanatory diagram showing the rotation range of the board relative to the support part in a simplified and enlarged manner as viewed from the arrow A7-A7 in FIG. An enlarged view (a) showing a modified example of the gripping portion corresponding to the main part in FIG. 5 and an enlarged view (b) showing the main part corresponding to the main part in FIG.

An embodiment of this invention will be described below with reference to the drawings.
A vehicle equipped with the getting on/off assistance device of this embodiment will be explained using FIGS. 1 to 14.

In addition, in the figure, arrow F points to the front of the vehicle, arrow R points to the right of the vehicle, arrow L points to the left of the vehicle, arrow U points to the top of the vehicle, arrow OUT points to the outside in the width direction of the vehicle, and arrow IN points to the outside of the vehicle in the width direction. The inner side in the vehicle width direction is shown.

As shown in FIGS. 1 to 4, the vehicle of the present embodiment includes a floor panel 100 (see FIG. 4) forming a floor (floor surface) of the vehicle interior on the lower surface of the vehicle interior, and a floor panel 100 (see FIG. 4) that forms the floor of the vehicle interior. A floor tunnel 101 (see FIG. 4) that extends in the front and back of the vehicle above the center position in the width direction, a side sill 102 that extends in the front and back direction of the vehicle on the side of the floor panel 100, and a floor tunnel 101 and side sill 102 that are It includes a plurality of floor cross members (not shown) connected in the width direction.

Front seats are arranged in a row in the vehicle width direction at the front of the vehicle interior (only the driver's seat 104 is shown). These front seats include a driver's seat 104 arranged on the right side with respect to the floor tunnel 101 in a right-hand drive vehicle as in this embodiment, and a passenger seat (not shown) arranged on the left side with respect to the floor tunnel 101. Consists of.
That is, the driver's seat 104 and the passenger's seat are configured as separate left and right seats each having a seat cushion 104a, a seat back 104b, and a headrest 104c.

Further, as shown in FIG. 3, the side portion of the vehicle of this embodiment includes a door opening surrounded by a roof side rail 105, a rear pillar 106, a side sill 102, a hinge pillar 108 and a front pillar 109 on the front side of the vehicle. 110 is formed.

Although not shown, the roof side rails 105, rear pillars 106, side sills 102, hinge pillars 108, and front pillars 109 are vehicle body frame members having a closed cross-sectional structure extending in the extending direction.

The door opening 110 is an entrance for passengers to get on and off, and is a side door 112 (see FIG. 9) attached to a hinge pillar 108 (not shown) on the front side of the vehicle via a pair of upper and lower door hinges (not shown) so as to be openable and closable. ). The vehicle of this embodiment is a two-door type vehicle in which one side door 112 (only the right side of the vehicle is shown) is provided on each side of the left and right sides of the vehicle body.
Note that the getting on/off assistance device 1, which will be described later, is applicable not only to a two-door type vehicle like the vehicle of this embodiment, but also to a four-door type vehicle, for example, a vehicle equipped with a so-called pillarless double door, or a vehicle equipped with a sliding door. It may also be applied to other vehicles.

The vehicle of this embodiment does not have a center pillar on the side of the vehicle body that divides the door opening 110 into front and rear sections, but the side door 112 has a reinforcing member (so-called built-in door) that extends in the vertical direction of the vehicle. (center pillar) is built-in (not shown).

As shown in FIGS. 1, 3, and 4, the getting on/off assistance device 1 of the present embodiment is mounted on the outside of the driver's seat 104 in the vehicle width direction adjacent to the door opening 110 on the right side of the vehicle in the vehicle described above. ing.

As shown in FIGS. 1 to 5, the boarding assistance device 1 protects the passenger's buttocks, etc. when moving between the driver's seat 104 and the wheelchair on the outside of the vehicle, when the passenger with lower limb disabilities gets in and out of the vehicle. This is a device that is temporarily placed to assist the passenger in moving between the driver's seat 104 and the wheelchair.

As shown in FIGS. 1 and 5, the getting on/off assistance device 1 includes a board 10, a support section 20, a base 30, and an interlocking mechanism 50.
Furthermore, as shown in FIGS. 5 and 6, the boarding/exiting assistance device 1 includes a board rotation shaft portion 15 that rotatably supports the board 10 relative to the support portion 20, and a board rotation shaft portion 15 that supports the support portion 20 relative to the vehicle body. It is provided with a rotation shaft portion 25 for a support portion that is rotatably supported.

As shown in FIGS. 1, 3, and 4, the support portion 20 of the board 10 is located at a position (P1) outside the driver's seat 104 in the vehicle width direction (hereinafter referred to as "seat side position (P1)"). When doing so, it is configured so that it can be placed in a substantially horizontal posture (P1) (hereinafter referred to as "horizontal posture (P1)").

The board 10 is formed into a plate shape having a size and strength on which the occupant's buttocks can be temporarily placed in a horizontal position (P1), and a hand can be placed on the board to support the occupant's upper body with his or her arms. ing.
As shown in FIGS. 1, 4, and 6, the board 10 is formed with a narrow region 10F in the front region and a narrow region 10F in the rear region when viewed from the top of the vehicle in the horizontal position (P1). It is formed to have a wide region 10R that is wider than the region 10F. The narrow area 10F is a space for an occupant (for example, a person with a lower limb disability) to use his or her hands to support his or her body when transferring between a wheelchair (not shown) and each seat of the driver's seat 104 via the board 10. It is formed to have a necessary and sufficient size as a hand area.

The wide region 10R is formed to have a size that allows temporary placement (support) of the occupant's buttocks (the space between the left and right ischial bones and their surrounding areas) and the like.

Specifically, as shown in FIG. 4, the narrow region 10F is formed to be slightly larger than the circular region CR so as to include an imaginary circular region CR with a diameter of approximately 80 mm, and the wide region 10R is The shape is formed to cover a virtual rectangular area (also referred to as a "buttock temporary resting area") SR having a length of approximately 220 mm in the longitudinal direction and a length of approximately 110 mm in the vehicle width direction. .

In other words, as shown in the figure, the board 10 is arranged in a direction in which the inner edge 10a in the vehicle width direction substantially coincides with the longitudinal direction of the vehicle across the narrow region 10F and the wide region 10R when the vehicle is viewed from above in the horizontal position (P1). The outer edge 10b in the vehicle width direction is formed in an inclined shape so as to gradually move outward in the vehicle width direction from the front to the rear.

Further, when the board 10 is viewed from the top of the vehicle in the horizontal position (P1), the front edge 10c of the board 10 protrudes toward the front of the vehicle between the inner edge 10a in the vehicle width direction and the outer edge 10b in the vehicle width direction. The board 10 is formed in a curved shape, and the rear edge 10d of the board 10 is formed in a curved shape that protrudes toward the rear of the vehicle between the inner edge 10a in the vehicle width direction and the outer edge 10b in the vehicle width direction.

As shown in FIGS. 3, 5, and 6, the support portion 20 is provided at a location of the board 10 in the vehicle longitudinal direction that corresponds to at least the narrow region 10F. Thereby, the support portion 20 is configured to support at least the narrow region 10F of the board 10 in the vehicle longitudinal direction from directly below. In this example, the support portion 20 is provided corresponding to a portion of the board 10 extending between the narrow region 10F and the wide region 10R.

The support portion 20 is configured to support the board 10 in the horizontal position (P1) in a cantilevered manner from at least the inner edge 10a side in the vehicle width direction via the board rotation shaft portion 15. The board rotation shaft portion 15 is disposed along the vehicle longitudinal direction directly below the inner edge 10a side in the vehicle width direction of the board 10 in the horizontal position (P1).

As shown in FIGS. 5 and 6, the front end 20f of the support portion 20 is provided up to a position corresponding to the front end 10af of the inner edge 10a in the vehicle width direction of the board 10 (narrow width region 10F). As a result, at least the narrow region 10F of the board 10 is supported by the support portion 20 over substantially the entire narrow region 10F in the longitudinal direction of the vehicle.

As shown in FIGS. 2, 6, and 7, the support portion 20 is disposed above the base 30 and is rotatable when viewed from the side of the vehicle, that is, a shaft (26 ) is rotatably supported.

As shown in FIGS. 5 to 7, the support portion 20 has an upper side portion 21a that extends substantially horizontally in the longitudinal direction of the vehicle at the seat side position (P1), and an upper side portion 21a that extends downwardly from the upper side portion 21a. A lower side portion 21b extending in the vehicle longitudinal direction substantially parallel to the portion 21a, a front side portion 21c connecting the front ends of the upper side portion 21a and the lower side portion 21b in the vehicle vertical direction, and a rear end of the upper side portion 21a and the lower side portion 21b. A frame member 21 is provided which is formed into a frame shape (closed annular shape) when viewed from the side of the vehicle, and a rear side portion 21d that connects the two members in the vertical direction of the vehicle.

In this example, the upper side part 21a is formed longer than the lower side part 21b in the longitudinal direction of the vehicle, and the rear side part 21d is formed in an inclined manner such that the upper side is located further rearward. As a result, the frame member 21 is formed into a trapezoidal shape when viewed from the side of the vehicle (see FIGS. 3 and 7).

As shown in FIGS. 2, 5, and 7, the support portion 20 is located at a position slightly rearward than the intermediate position of the upper side portion 21a in the longitudinal direction of the vehicle, and is located approximately horizontally outward from the rear position in the vehicle width direction. A support protrusion 29 that protrudes from is integrally formed. The support protrusion 29 supports the board 10 from below by having its upper surface abut against the lower surface of the board 10 in the horizontal position (P1). That is, when the board 10 is in the horizontal position (P1), it is supported from below by the support protrusion 29 in the support part 20 and the above-mentioned board rotation shaft part 15.

As shown in FIGS. 2 and 5 to 7, the above-mentioned support section rotation shaft section 25 is provided between the support section 20 and the base 30. As shown in FIG. 2, FIG. 6, FIG. 10(a), (b), and FIG. A support lower shaft support 22 is provided and pivotally supported by the base 30 via the shaft 26, and a pedestal side shaft support 33 is provided on the side of the base 30 and is pivotally supported by the support part 20 via the shaft 26. It consists of Note that the support lower pivot support 22 is provided at the front lower end of the support portion 20 (at the corner between the front side portion 21c and the lower side portion 21b), and the pedestal side pivot support 33 is provided at the front portion of the base 30. It is being

Thereby, as shown in FIG. 7, the support part 20 is rotatably supported on the base 30 at the support part rotation shaft part 25 about a shaft (26) extending in the vehicle width direction. . In this example, when the support portion 20 rotates from the seat side position (P1) to the forward raised position (P2) (hereinafter referred to as the "jumped up position (P2)"), the support part 20 30) is rotated approximately 90 degrees clockwise when viewed from the right side of the vehicle.
In short, as shown in FIGS. 2, 3, and 7, the support portion 20 is supported pivotally on the base 30 via the shaft 26 between the seat side position (P1) and the flip-up position (P2). ing.

As shown in FIGS. 5 to 7, the above-mentioned board rotation shaft section 15 is provided between the board 10 and the support section 20. The board rotation shaft 15 has an axis 16 that extends substantially parallel to the vehicle longitudinal direction (i.e., the upper side 21a) when the board 10 is in the horizontal position (P1), and an inner edge 10a of the board 10 in the vehicle width direction (see FIG. 4). A board-side shaft support 17 provided on the side and pivotally supported by the support section 20 via the shaft 16; and a support section upper shaft provided at the upper side 21a of the support section 20 and pivotally supported by the board 10 via the shaft 16. It is made up of 23 branches.

The board 10 is rotatably supported by the board rotation shaft 15 about a shaft (16) extending in the longitudinal direction of the vehicle with respect to the support portion 20.

In short, as shown in FIG. 7, the board 10 assumes the horizontal position (P1) when the support part 20 is located at the seat side position (P1), and the support part 20 is located at the raised position (P2). At times, it is pivotally supported by the support portion 20 via the shaft 16 so as to take an attitude substantially perpendicular to the vehicle width direction (hereinafter referred to as "orthogonal attitude (P2)").

In this example, the above-mentioned orthogonal attitude (P2) is a board rotation extending along the inner edge 10a of the board 10 in the vehicle width direction so that the board 10 stands up from the horizontal attitude (P1) with respect to the support part 20. This is a posture rotated approximately 90 degrees around the shaft portion 15.

The getting on/off assisting device 1 of this embodiment is in a use state P1 (usable state) when the support part 20 is located at the seat side position (P1) and the board 10 is in a horizontal position (P1). When the support portion 20 is located in the raised position (P2) and the board 10 is in the orthogonal position (P2), the storage state P2 is reached (see FIG. 7).

As shown in FIGS. 1 and 3, when the board 10 is in the horizontal position (P1) (the getting-on/off assistance device 1 is in use state P1), at least the outer part in the vehicle width direction of the wide area 10R is connected to the side door 112 (see FIG. 9), which extends outward in the vehicle width direction to a location that overlaps with the closed position (see 9), in other words, to a location that overlaps with the side sill 102 in the vehicle width direction.

Further, as shown in FIGS. 2 and 9, when in the stowed state P2, the boarding assistance device 1 is located inside the vehicle width direction with respect to the vehicle width direction inner surface (door trim 113) of the side door 112 when closed, and located near the driver's seat 100. In the outside of the foot space (the space in front of and below the dashboard (also referred to as "instrument panel") 111) in the vehicle width direction, that is, near the inner surface of the side door 112 in the vehicle width direction when closed (see FIG. 9). To position.

Therefore, the boarding assistance device 1 in the stowed state P2 does not interfere with the side door 112 when the side door 112 is closed, and moreover, it is possible to secure space for the feet of the occupant seated in the driver's seat 104.

By the way, as shown in FIG. 9, when the board 10 is in the orthogonal attitude (P2), it assumes an upright attitude in which the wide region 10R is located above the narrow region 10F. At this time, the support part 20 in the flip-up position (P2) assumes a forward-inclined posture in which the upper side part 21a extends substantially in the vertical direction and is located at the front end of the support part 20. In other words, as shown in FIGS. 2, 7, and 9, the board 10 in the upright position is substantially entirely located forward of the front end (upper side 21a) of the support section 20, and the board 10 in the orthogonal position (P2) The upper part of the support part 20 protrudes above the upper end (rear side part 21d) of the support part 20. Near the rear of the upper part of the board 10 in the orthogonal attitude (P2), as shown in FIG. The configuration is such that protruding portions 114 such as an assist grip 114a and an armrest 114b are located.

As a result, when the board 10 in an upright position tries to displace to the rear of the vehicle against the user's will while the vehicle is running or when the vehicle starts, the upper part of the board 10 is attached to the assist grip 114a provided on the side door 112. Also, by coming into contact with the front part of the armrest 114b when the door is closed, displacement toward the rear of the vehicle is restricted.

In addition, as shown in FIGS. 2, 5, and 6, the above-mentioned support portion 20 is provided when the occupant pivots toward the rear of the vehicle from the raised position (P2) to the seat side position (P1) when getting on or off the vehicle. A grip portion 24 for gripping the frame member 21 is provided integrally with the frame member 21.

The grip part 24 is located outside the rotation range between the horizontal attitude (P1) and the orthogonal attitude (P2) with respect to the support part 20 of the board 10, and is located from the rear end of the board 10 in the orthogonal attitude (P2). It is located at the rear.

Here, when the support part 20 is in the flip-up position (P2), the rear side part 21d is located at the upper part of the support part 20. For this reason, the gripping portion 24 in this example is arranged approximately horizontally from the middle portion (intermediate portion) in the longitudinal direction of the rear side portion 21d of the support portion 20 to the outside in the vehicle width direction so that the occupant seated in the driver's seat 104 can easily grip it. (see Figure 9).

As shown in FIG. 2, the base 30 is disposed between the side sill 102 and the driver's seat 104 on the right side of the vehicle, and as shown in FIGS. A pedestal part 31 having a horizontally formed upper surface capable of supporting the pedestal part 31 from below, and a vehicle body attachment part 32 that extends from the lower part of the pedestal part 31 inward in the vehicle width direction and is fastened and fixed to the vehicle body. The pedestal portion 31 is formed to protrude upward in a stepped manner relative to the vehicle body attachment portion 32 .

Incidentally, above the floor panel 100, as shown in FIG. 4, a pair of left and right seat rails 115 that slidably support the driver's seat 104 in the longitudinal direction are arranged at an interval in the vehicle width direction that can support the driver's seat 104. It is arranged with Although the pair of left and right seat rails 115 are not shown, they extend in the longitudinal direction of the vehicle, and have their front ends supported by the front seat bracket and their rear ends supported by the rear seat bracket.
Specifically, the pair of left and right seat rails 115 are both fastened to seat brackets at front and rear portions corresponding to the left and right sides, respectively, using fastening members (bolts and nuts) (not shown).

Note that the seat brackets on each front and rear side are connected to a front floor cross member and a rear floor cross member that extend in the vehicle width direction so as to connect the side sill 102 (see FIG. 4) and the floor tunnel 101 (see the same figure) on the right side of the vehicle. (not shown). These front and rear floor cross members are both vehicle body frame members that are joined to the floor panel 100 from above so that a closed cross section extending in the vehicle width direction is formed between the floor cross members and the floor panel 100.

When fastening the seat rail 115 on the right side of the vehicle (outside in the vehicle width direction) of the pair of left and right seat rails 115 to the seat brackets on each of the front and rear sides corresponding to the seat rail 115, the base 30 is attached to the vehicle body. The portion 32 (see FIGS. 5 and 6) is fastened together with the seat rail 115 on the right side of the vehicle. That is, the vehicle body mounting portion 32 is fastened together with the seat rail 115 on the right side of the vehicle and the vehicle body.

In addition, the pedestal portion 31 of the base 30 is also attached to a vehicle body frame member such as the side sill 102 by a fastening member (not shown).

Further, as shown in FIGS. 5 and 6, the base 30 is provided with an inertial force relaxation mechanism 40 below the upper surface portion of the pedestal portion 31. As shown in FIGS. This inertial force relaxation mechanism 40 will be explained later.

As shown in FIGS. 1 to 3, 5, and 6, the interlocking mechanism 50 is provided between the board 10 and the pedestal 31 (vehicle body), and as shown in FIGS. , the board 10 rotates around the shaft (26) of the support rotation shaft 25 of the support section 20 from the seat side position (P1) to the flip-up position (P2). The board is configured to rotate inward in the vehicle width direction around the axis (16) of the board rotation shaft portion 15 to change from a horizontal position (P1) to an orthogonal position (P2).

Furthermore, the interlocking mechanism 50 interlocks with the rotation of the support part rotation shaft part 25 of the support part 20 from the flip-up position (P2) to the seat side position (P1) about the axis (26), and the board 10 is configured to rotate outward in the vehicle width direction with respect to the support portion 20 around the axis (16) of the board rotation shaft portion 15 to change from an orthogonal attitude (P2) to a horizontal attitude (P1). .

More specifically, as shown in FIGS. 5, 7, and 8, the interlocking mechanism 50 includes a link member 51 that connects the board 10 and the upper surface of the pedestal 31, and a connecting portion 52A (hereinafter referred to as , the first universal joint 52 provided at the first joint 52A) and the joint 53A between the link member 51 and the upper surface of the pedestal 31 (hereinafter referred to as the second joint 53A). A second universal joint 53 is provided.

As shown in FIG. 5, the link member 51 includes a linear portion 51a that is linearly connected, and a first shaft portion 51c that projects from one end of the linear portion 51a in the axial direction via a bent portion 51b that is bent at a substantially right angle. , and a second shaft portion 51e that protrudes from the other end in the axial direction of the straight portion 51a via a bent portion 51d that is bent at a substantially right angle. It has a rigidity that prevents bending and deformation.

Further, the straight portion 51a of the link member 51 is formed to be longer than the distance in the vehicle vertical direction between the board 10 in the horizontal position (P1) and the upper surface of the pedestal portion 31 (see FIG. 7).

As shown in FIGS. 5, 11, and 12, the first coupling portion 52A includes a first universal joint 52 and a first shaft portion 51c movably held by the first universal joint 52. There is. The first coupling portion 52A is provided at a front position (substantially at the center of the narrow region 10F) in a plan view of the lower surface of the board 10 in the horizontal position (P1) (see FIG. 5).

As shown in FIGS. 5, 11, and 12, the second coupling portion 53A includes a second universal joint 53 and a second shaft portion 51e movably held by the second universal joint 53. There is. The second coupling portion 53A is provided on the upper surface of the pedestal portion 31 at a distance in front of the vehicle and outward in the vehicle width direction with respect to the support portion rotation shaft portion 25 (see FIGS. 11 and 12). Note that the second coupling portion 53A is provided ahead of the front end of the board 10 in the horizontal position (see FIG. 11).

In this example, when the board 10 is in the horizontal position (P1), the first joint part 52A is located at the rear of the vehicle than the second joint part 53A (see FIG. 11), and is a board extending along the longitudinal direction of the vehicle. It is located on the outer side in the vehicle width direction than the rotation shaft portion 15 (see FIG. 5). Further, the first coupling portion 52A is located on the outer side in the vehicle width direction and on the rear side of the vehicle with respect to the support portion rotation shaft portion 25 (see FIGS. 11 and 12). In this example, both the first universal joint 52 and the second universal joint 53 are ball joints.

Further, the second coupling portion 53A and the support portion rotation shaft portion 25 are designed such that the distance between them in the vehicle width direction and the distance in the vehicle longitudinal direction is shorter than the length of the straight portion 51a of the link member 51. They are arranged at substantially the same height on the upper surface of the pedestal portion 31 of the pedestal 30.

Furthermore, as shown in FIG. 7, when the support part 20 is in the flip-up position (P2), the first coupling part 52A is configured to be located forward of the position X16 of the shaft 16 of the support part upper shaft support part 23. (In particular, refer to the relationship between the first coupling portion 52A and the position X16 of the shaft 16 of the support portion upper shaft support 23 in the stored state P2 shown by the imaginary line in FIG. 7).

Here, when the getting on/off assisting device 1 is in the usage state P1 (the board 10 is in the horizontal position (P1)), as shown in FIG. This is a backward leaning posture.

As the getting on/off assisting device 1 is displaced from the use state P1 to the storage state P2 (board 10 is in the upright position), the straight portion 51a of the link member 51 rotates so that the upper part thereof gradually displaces toward the front of the vehicle when viewed from the side of the vehicle. (See the same figure).

Then, when the getting-on/off assistance device 1 is in the storage state P2, the straight portion 51a of the link member 51 assumes a posture in which the upward direction is positioned toward the front of the vehicle when viewed from the side of the vehicle, that is, a forward-leaning posture (see the figure).

Further, as the straight portion 51a of the link member 51 is rotated so that the upper portion thereof is gradually displaced toward the front of the vehicle when viewed from the side of the vehicle, the straight portion 51a of the link member 51 is moved along the straight line when viewed from the front of the vehicle, as shown in FIGS. 8 and 12. The upper part of the portion 51a rotates so as to be displaced from the outside to the inside in the vehicle width direction. As a result, the straight portion 51a of the link member 51 assumes an inclined position such that it is located upwardly and inwardly in the vehicle width direction when the getting on/off assisting device 1 is in the storage state P2 (see the figure).

Furthermore, when the getting on/off assistance device 1 is displaced between the use state P1 and the storage state P2, the link member 51 has the first shaft portion 51c connected to the first universal joint 52 at the first joint portion 52A, and the second joint In the section 53A, the second shaft section 51e is held by the second universal joint 53 and swings (swings) three-dimensionally, so that the above-mentioned displacement of the upper part of the straight section 51a not only in the longitudinal direction of the vehicle but also in the vehicle width direction occurs. (oscillation) is possible.

For example, when the getting on/off assistance device 1 is in the use state P1, the first coupling portion 52A is connected to the vehicle so that the tip (free end) of the first shaft portion 51c is connected to the vehicle, as shown in FIGS. It is in a state where it is held by the first universal joint 52 in a position swung so as to face slightly inward in the vehicle width direction with respect to the rear. On the other hand, when the getting on/off assistance device 1 is in the use state P1, the second coupling portion 53A is configured such that the tip end (the distal end portion) of the second shaft portion 51e is in the vehicle width direction, as shown in FIGS. It is in a state where it is held by the second universal joint 53 in a state where it is swung so as to face slightly downward and rearward of the vehicle with respect to the outside.

For example, when the getting on/off assistance device 1 is in state P3 of a predetermined movement process between the use state P1 and the storage state P2, the first coupling portion 52A is as shown in FIGS. 11 and 14 (b1) (b2). The distal end of the first shaft portion 51c is held by the first universal joint 52 in a position facing slightly upward of the vehicle with respect to the rear of the vehicle. On the other hand, when the getting on/off assisting device 1 is in the state P3 of the predetermined movement process, the second coupling portion 53A is arranged so that the tip of the second shaft portion 51e is fixed in the vehicle width direction, as shown in FIGS. It is in a state where it is held by the second universal joint 53 in a swung posture so as to face in a direction that substantially coincides with the outside.

Furthermore, for example, when the getting on/off assistance device 1 is in the storage state P2, the first coupling portion 52A is such that the tip of the first shaft portion 51c is directed toward the top of the vehicle, as shown in FIGS. It is in a state where it is held by the first universal joint 52 in a swung posture so as to face slightly toward the front of the vehicle. On the other hand, as shown in FIGS. 12 and 13(c), the second coupling portion 53A is such that when the getting on/off assist device 1 is in the stowed state P2, the tip of the second shaft portion 51e is positioned slightly toward the outside in the vehicle width direction. It is in a state where it is held by the second universal joint 53 in a swung posture facing upward and forward.

Further, as shown in FIGS. 5, 6, and 10(a) and 10(b), the above-described inertial force relaxation mechanism 40 includes a swing arm 41, a tension spring 42, a compression spring 43, and a damper 44.

As shown in FIGS. 6, 10(a) and 10(b), the swinging arm 41 is located on the upper surface of the pedestal portion 31 on the side of the supporting portion rotating shaft portion 25 (inner side in the vehicle width direction in this example). and extends downward from the upper surface of the pedestal portion 31.

On the other hand, as shown in FIG. 12, the shaft 26 provided in the above-mentioned support part rotation shaft part 25 is located on the side having the swing arm 41 (in this example) with respect to the support lower shaft support 22 and the pedestal side shaft support 33. In the vehicle width direction, it extends to the inside in the vehicle width direction. As shown in FIGS. 10(a), (b) and 12, the extending portion 26a of the shaft 26 provided in the support rotation shaft portion 25 is such that the swing arm 41 is It is fitted into a through hole 401ah provided in the upper end portion 41a of the swing arm 41 so as not to be relatively displaceable around the shaft (26).

As a result, the upper end portion 41a of the swing arm 41 is coaxial with the rotation of the support portion 20 relative to the vehicle body by the shaft (26) provided in the rotation shaft portion 25 for the support portion, and Rotates in sync with rotation.

Specifically, the lower end 41b (swinging end) of the swinging arm 41 moves forward as the supporter 20 rotates forward (i.e., to the flip-up position (P2)) about the supporter rotation shaft 25. and rotates toward the rear of the vehicle (see FIG. 10(a)), and as the support portion 20 rotates rearward (i.e., seat side position (P1)) around the support portion rotation shaft portion 25. It swings to rotate towards the front of the vehicle.

As shown in FIGS. 10(a) and 10(b), the tension spring 42 is a coil spring arranged behind the lower end 41b of the swing arm 41 so that its central axis substantially coincides with the longitudinal direction of the vehicle. is locked to the lower end 41b of the swing arm 41 via a shaft 48 extending in the vehicle width direction, and its rear end is fixed to the pedestal portion 31 side. The tension spring 42 assumes its natural length when the lower end 41b of the swing arm 41 swinging in the longitudinal direction of the vehicle is located at the rear end of its swing range R41 (as shown in FIG. 10(a)). As shown in (b), as the lower end 41b of the swing arm 41 rotates forward from the rear end of the swing range R41, it is pulled toward the front of the vehicle and is urged toward the rear of the vehicle.

The damper 44 includes a cylinder 45 fixed to the pedestal 31 and a piston 46 that can protrude or retract from the cylinder 45. The damper 44 is arranged forward of the lower end 41b of the swing arm 41 so that its central axis substantially coincides with the longitudinal direction of the vehicle.

Furthermore, a movable member 47 that slides together with the piston 46 is integrally provided at the tip (rear end) of the piston 46, and as shown in FIG. By protruding, the movable member 47 slides toward the rear of the vehicle, and when the piston 46 retreats into the cylinder 45, the movable member 47 can slide toward the front of the vehicle, as shown in FIG. 10(b). There is.

That is, the lower end 41b of the swinging arm 41 presses the movable member 47 towards the front of the vehicle when rotating from the rear end of its swing range R41 toward the front of the vehicle (see FIG. 10(b)). As a result, the piston 46 of the damper 44 slides in the direction of retreating into the cylinder 45, and as a result, a braking force acts on the damper 44 toward the rear of the vehicle.

The compression spring 43 is a coil spring stretched between the front end of the movable member 47 and the rear end on the outer peripheral side of the cylinder 45 so that its center axis is coaxial with the center axis of the piston 46 . The compression spring 43 has its natural length when the lower end 41b of the swing arm 41 is located at the rear end of its swing range R41, and when the lower end 41b of the swing arm 41 rotates forward from the rear end of the swing range R41. As it moves, it is compressed toward the front of the vehicle and is biased toward the rear of the vehicle. The above-mentioned movable member 47 is moved together with the lower end 41b of the swing arm 41 by the forward pressing by the lower end 41b of the swing arm 41 and the backward restoring force (biasing force) of the compression spring 43 in the compressed state. Slides in the front and rear directions of the vehicle.

The inertial force relaxation mechanism 40 has the above-mentioned configuration, so that the support part 20 in the flip-up position (P2) is moved rearward (on the seat side position (P1) side, that is, in FIG. When attempting to rotate from (a) to the state shown in (b), as described above, the lower end 41b of the swing arm 41 is displaced forward from the rear end position of the swing range R41, causing the tension The biasing force of the spring 42 and the compression spring 43 toward the rear of the vehicle and the braking force of the damper 44 toward the rear of the vehicle can be applied.

As a result, the inertia force mitigation mechanism 40 is able to rotate the support part from the stowed state P2 (jumping position (P2)) due to the influence of the sudden acceleration of the vehicle, etc. It is possible to stably maintain the storage state P2 so as not to be displaced rearward about the shaft portion 25 against one's will.

Furthermore, the inertia force mitigation mechanism 40 applies the biasing force toward the rear of the vehicle of the tension spring 42 and the compression spring 43 and the braking force toward the rear of the vehicle of the damper 44 when the getting on/off assist device 1 moves from the storage state P2 to the use state P1. By using this, it is possible to make the operation feeling felt by the occupant mild when moving the getting on/off assistance device 1 from the storage state P2 to the use state P1.

For example, when the getting on/off assistance device 1 moves from the storage state P2 to the use state P1, the support part 20 resists the biasing force of the tension spring 42 and the compression spring 43 (see thick arrows F42 and F43 in FIG. 10(b)). Since the board 10 and the support part 20 are rotated rearward around the support part rotation shaft part 25, the influence of the mass (inertia) of the board 10 and the support part 20 during the movement of the board 10 and the support part 20 can be alleviated. I can do it.

On the other hand, when the getting on/off assistance device 1 moves from the use state P1 to the storage state P2, the inertia force mitigation mechanism 40 applies the biasing force toward the rear of the vehicle of the tension spring 42 and the compression spring 43 (as shown in FIG. 10(b)). Using arrows F42 and F43), the support part 20 can be rotated forward about the support part rotation shaft part 25 by lifting the rear part thereof.

Therefore, in this case as well, the operating feeling felt by the occupant can be made mild, as in the case of moving the getting on/off assisting device 1 from the storage state P2 to the use state P1 as described above. That is, the restoring force (biasing force) of the tension spring 42 and the compression spring 43 allows the support portion 20 to be tilted forward when being rotated from the seat side position (P1) to the flip-up position (P2). (lifting the rear part of the support part 20).

Next, the operation of the above-mentioned interlocking mechanism 50 when moving the getting-on/off assistance device 1 of this embodiment from the use state P1 to the storage state P2 will be explained using FIGS. 7, 8, 11, and 12.
As shown in FIG. 7, when changing the getting on/off assistance device 1 from the use state P1 to the storage state P2, the support part 20 is moved forward about the support part rotation shaft part 25, that is, to the seat side position. Rotate from (P1) to the flip-up position (P2).

In conjunction with this rotation of the support portion 20, the link member 51 rotates forward about the second coupling portion 53A (see FIGS. 7 and 11).

Here, as described above, the second coupling portion 53A (the center of rotation of the link member 51 with respect to the vehicle) and the rotation shaft portion 25 for the support portion (the center of rotation of the support portion 20 with respect to the vehicle) are The geometry is set such that the support part 53A is shifted toward the front and rear sides of the vehicle so that the support part rotation shaft part 25 is located in front of the vehicle (see FIG. 11).

Therefore, the more the support part 20 is tilted forward, the more the link member 51 rotates toward the front of the vehicle in conjunction with the rotation of the support part 20, thereby moving the board 10 upward and inward in the vehicle width direction. Press gradually (see Figures 7 and 8).

Specifically, as shown in FIGS. 7 and 11, the more the support part 20 is tilted forward, the more the link member 51 tends to gradually stand up from the inclined position located at the rear of the vehicle as viewed from the side of the vehicle. It is interposed between the board 10 and the vehicle body. As shown in FIGS. 8 and 12, the link member 51 allows the board 10 to be pushed up so as to rotate inward in the vehicle width direction relative to the support section 20 about the board rotation shaft section 15.

Further, as described above, the first shaft portion 51c of the link member 51 at the first joint portion 52A is connected to the board 10 via the first universal joint 52, and the first shaft portion 51c of the link member 51 at the second joint portion 53A is connected to the board 10 via the first universal joint 52. The biaxial portion 51e is coupled to the upper surface of the pedestal portion 31 via the second universal joint 53 (see FIGS. 11 and 12). Therefore, the link member 51 can also rotate (swing) in the vehicle width direction as the support portion 20 is tilted forward.

That is, the link member 51 rotates so that the upper part of the straight portion 51a is displaced not only from the rear to the front of the vehicle but also from the inside to the outside in the vehicle width direction, thereby moving the board 10 into the board rotation position. It can be pushed up so as to rotate inward in the vehicle width direction with respect to the support portion 20 using the moving shaft portion 15 as a fulcrum (see the same figure).

In other words, the second coupling portion 53A (the center of rotation of the link member 51 with respect to the vehicle body) and the rotation shaft portion 25 for the support portion (the center of rotation of the support portion 20 with respect to the vehicle body) are located at each of the front and rear sides of the vehicle. It is set to a side-shifted geometry. For this reason, when moving the getting-on/off assistance device 1 from the usage state P1 to the storage state P2, the rotation trajectory when the link member 51 and the support part 20 each rotate with respect to the vehicle body based on such geometry This difference can be absorbed by the link member 51 pushing up the board 10 while the upper part of the straight portion 51a of the link member 51 gradually inclines (displaces) from the inside to the outside in the vehicle width direction.

Therefore, while the board 10 is moving from the use state P1 to the stored state P2, the support part 20, the board 10, and the link member 51 interlock without being gouged, and they rotate smoothly, and as a result, the board 10 is pushed up so as to rotate inward in the vehicle width direction relative to the support portion 20.

Note that when moving the getting-on/off assistance device 1 from the storage state P2 to the usage state P1 (in the opposite direction to the above), the support portion 20, the board 10, and the link member 51 are moved from the usage state P1 to the storage state, respectively. Since the operation is the opposite of the operation when moving to P2, the explanation thereof will be omitted.

Next, an example of a procedure for transferring an occupant with a lower limb disability between the driver's seat 104 and a wheelchair (not shown) using the ingress/egress assist device 1 when getting on and off the vehicle will be described.

In particular, an example of the procedure for transferring from the driver's seat 104 to the wheelchair when getting on and off the vehicle from a state where the getting on/off assistance device 1 is in the stored state P2 and the side door 112 is closed will be explained mainly using FIG. 15(a). do. However, the passenger JM shown in FIG. 15(a) is set to be a person with a large physique even among Japanese people, and only the torso (buttocks) and right leg of the passenger JM are shown.

The passenger seated in the driver's seat 104 opens the side door 112, folds and stores the wheelchair in a place within the vehicle's reach that can be easily accessed, and places it in the driver's seat 104. On the other hand, it is set so that it is placed horizontally on the outside of the vehicle interior in the vehicle width direction through the door opening 110.

Here, when the side door 112 is closed, the displacement of the getting on/off assisting device 1 to the rear is regulated by the projections 114 such as the assist grip 114a provided on the side door 112 in the stowed state P2, as described above. However, as described above, by opening the side door 112 (see FIG. 9), the restriction by the protrusion 114 is released.

Therefore, while seated in the driver's seat 104, the occupant grasps the grip part 24 provided on the support part 20 of the boarding aid device 1 in the stored state P2, and rotates it so as to tilt it backward, thereby releasing the boarding aid device 1. 1 can be set as the usage state P1.
Specifically, the boarding assistance device 1 places the support part 20 at a position between the driver's seat 104 and the wheelchair, that is, at the seat side position (P1), and places the board 10 in a horizontal position (P1). (See Figures 1, 3, and 4).

Then, the passenger JM rests his/her body (upper body) on the seat back 104b of the driver's seat 104 from the state shown by the thick imaginary line in FIG. 15(a). While doing so, slide your buttocks slightly to a position closer to the outer side in the vehicle width direction of the seating surface of the seat cushion 104a (the side with the board 10), and then slide your buttocks slightly toward the outer side in the vehicle width direction of the seat surface of the seat cushion 104a. ) (see area X in FIG. 15(a)).

Furthermore, as shown by the solid line in FIG. 15(a), the occupant JM rests his body on the side support 104ba with his legs (thighs) pointing approximately toward the front of the vehicle using the buttocks as a fulcrum when viewed from the top of the vehicle. While rotating clockwise, it is rotated toward the outside of the vehicle interior (see the white arrow in FIG. 15(a)).

After the above-described series of leg removal operations, the passenger JM places his or her upper body on the side of the board 10 with his or her buttocks slightly lifted from the driver's seat 104 with his or her hand on the narrow area 10F serving as the hand area on the board 10. , and temporarily place the buttocks on, for example, the wide area 10R of the board 10 (not shown).

Further, the occupant JM can sit on the seat of the wheelchair by moving his buttocks from the wide area 10R of the board 10 to the seat of the wheelchair while touching (placing) his hands on the hand area of the board 10. can.

Here, the trajectory RJM indicated by the dashed line in FIG. 15A indicates the trajectory of the back of the knee JMa in a plan view when the occupant JM removes his/her leg. As is clear from this trajectory RJM, in this example, the front part of the board 10 is formed as a narrow region 10F, so that the above-mentioned leg pulling operation can be performed while the occupant JM rests his or her body on (abuts) the seat back 104b. This can be done smoothly without the backs of the knees JMa of the occupant JM interfering with the board 10 (particularly the front edge 10c and the outer edge 10b in the vehicle width direction of the board 10 (see FIG. 4)).

FIG. 15(b) shows, corresponding to FIG. 15(a), how the passenger JF, who is small among Japanese passengers, performs the above-mentioned leg removal motion.
As shown in FIG. 15(b), in the case of a small passenger JF, the position of the driver's seat 104 (driving position) is set to a position further forward compared to a large passenger JM.
Note that the position of the driver's seat 104 partially indicated by the imaginary line in FIG. 15(b) indicates the position of the driver's seat 104 in FIG. 15(a).

As shown in FIG. 15(b), in the case of the small passenger JF, the driving position is set to the front compared to the case of the large passenger JM described above. As shown by the locus RJF of the back of the knee JFa in plan view when JF performs a leg removal motion, in this case as well, the back of the knee JFa interferes with the board 10 when the small passenger JF removes the leg. It can be done smoothly without any hassle.

That is, regardless of the physique of the occupant or the driving position of the driver's seat 104, the leg removal operation can be performed smoothly without the backs of the knees interfering with the board 10.
Note that after moving the getting on/off assistance device 1 from the use state P1 to the storage state P2, the occupant can close the side door 112.

Although not shown in the drawings, an example of a procedure for transferring an occupant from a wheelchair to the driver's seat 104 from a state in which the boarding assistance device 1 is in the stowed state P2 and the side door 112 is closed when boarding the vehicle will be described.

The occupant opens the side door 112 and rides the wheelchair that is placed across the door opening 110 outward in the vehicle width direction relative to the driver's seat 104, and changes the ingress/egress assist device 1 from the stored state P2 to the used state as described above. Move to P1.

Such work can be carried out, for example, by an occupant sitting in a wheelchair, extending his/her hand from outside the vehicle through the door opening 110 toward the getting-on/off assistance device 1, and moving the frame member 21 of the support section 20 to a predetermined position as appropriate. This can be done by rotating the support part 20 so as to tilt it backward by grasping the part or the like.

Furthermore, the occupant places his/her hand on the narrow area 10F of the board 10 in the horizontal position (P1) and moves from the seat of the wheelchair to the side of the board 10 while supporting the body with the arm on the side where the hand is placed. The user moves the upper body and temporarily places the buttocks on the wide area 10R of the board 10, for example. As a result, the occupant temporarily places his buttocks in the buttock temporary storage area SR (see FIG. 4) in the wide area 10R of the board 10, with his legs (thighs) facing toward the front of the vehicle and outward in the vehicle width direction. can be placed.

From this state, the occupant moves his or her upper body toward the seat surface of the driver's seat 104 with his or her buttocks slightly lifted from the board 10 while placing their hands on the narrow area 10F of the board 10 that serves as a hand rest area. .

Furthermore, from this state, the occupant moves his legs into the space in front of the driver's seat 104 while rotating his legs (thighs) counterclockwise in plan view of the vehicle, using the buttocks located on the seat surface of the driver's seat 104 as a fulcrum. By inserting the driver's seat, the user can sit in the driver's seat 104.

As shown in FIGS. 1 to 4, the getting-on/off assistance device 1 of the present embodiment described above has a substantially horizontal position on the outside in the vehicle width direction of the seat cushion 104a (seat) of the driver's seat 104 adjacent to the door opening 110 of the vehicle. It is possible to move between the horizontal position (P1) (usage state P1) (see Figure 1) and the orthogonal position (P2) (storage state P2) (see Figure 2), which is approximately perpendicular to the vehicle width direction inside the vehicle interior. As shown in FIGS. 1 to 7, a support part 20 provided between the board 10 and a base 30 (vehicle body) is provided with a board 10 that supports the driver's seat 104. A seat side position (P1) located on the outside in the vehicle width direction of the seat cushion 104a (see FIG. 1), and a flip-up position (P2) (FIG. 3) that is flipped up forward from the seat side position (P1). ), the board 10 is rotatably supported on a base 30 around an axis (26) extending in the vehicle width direction, and the board 10 is in a horizontal position when the support part 20 is located at the seat side position (P1). (P1) (see Fig. 1), and when the support portion 20 is in the raised position (P2), it is in the orthogonal attitude (P2) (see Fig. 2). The support part 20 is rotatably supported by the support part 20 (see FIGS. 6 and 7), and as shown in FIGS. 2 and 4 to 7, the support part 20 is provided with a grip part 24. The gripping portion 24 is located outside the rotation range R10 of the board 10 relative to the support portion 20 (see FIG. 16) and at a position behind the board 10 at the flip-up position (P2) (see FIGS. 2 and 7). It was established in

FIG. 16 is an explanatory diagram of the rotation range R10 of the board 10 relative to the support portion 20, with the support portion 20 fixed at the seat side position (P1). FIG. 8 is an enlarged view showing a state in which the holder is rotated, corresponding to a cross section taken along the line A7-A7 in FIG. 7.

According to the above configuration, since the flip-up position (P2) is located in front of the seat side position (P1), when an occupant gets in or out of the vehicle, the occupant moves from the flip-up position (P2) to the seat side position (P1). When performing the operation to move the passenger to the position, the above-mentioned operation does not require twisting the occupant's body (upper body) backwards, as would be the case if the flip-up position (P2) is located further back than the seat side position (P1). It can be performed.

In addition, since the support portion 20 has a flip-up position (P2) that is a jump-up position forward from the seat side position (P1), for example, As in the case of the raised position (P2), the board 10 and the support are in the retracted state so that the side airbag (not shown) provided on the outside in the vehicle width direction, such as the seat back 104b of the driver's seat 104, is appropriately deployed. It is not obstructed by the section 20.
Note that the flip-up position (P2) of the support portion 20 is provided at the bottom of the instrument panel 111 so as not to interfere with a so-called knee airbag (not shown), which protects the knees of an occupant in the event of a frontal collision, when deployed. ing.

For example, if the flip-up position (P2) is set at a position forward of the sliding trajectory or outside the vehicle width so as not to interfere with the trajectory when the driver's seat 104 is slid forward along the seat rail 115, There is a risk that the board 10 and the support section 20 may become separated from the passenger seated in the driver's seat 104.

On the other hand, in the present embodiment, as described above, the grip part 24 is provided at the rear position of the board 10, that is, on the passenger side of the support part 20 located at the flip-up position (P2), so that when the passenger gets on the board, Alternatively, it becomes easier to grip the grip portion 24 when getting off the vehicle, and as a result, the support portion 20 can be smoothly moved from the flip-up position (P2) to the seat side position (P1).

As an aspect of the present invention, as shown in FIGS. 2, 5 to 8, and 11 to 14, there is a position between the board 10 and the base 30 from the seat side position (P1) to the flip-up position (P2). In conjunction with the rotation of the support part 20 to An interlocking mechanism 50 is provided in which the board 10 rotates outward in the vehicle width direction with respect to the support portion 20 in conjunction with the rotation of the support portion 20 toward the horizontal position (P1). .

According to the above configuration, by interlocking the rotational movement of the board 10 with respect to the support part 20 and the rotational movement of the support part 20 with respect to the vehicle body, the use state P1 and the storage state P2 of the boarding assistance device 1 by the occupant can be changed. The displacement between them can be performed by a one-action operation of gripping the gripping part 24 and rotating the support part 20 without having to grip and operate the support part 20 and the board 10 separately.

As an aspect of the present invention, as shown in FIGS. 5, 6, and 10(a) and (b), an inertial force relaxation mechanism 40 is provided between the support portion 20 and the base 30 (vehicle body). A tension spring 42 and a compression spring 43 serve as biasing means for biasing the support portion 20 from the seat side position (P1) to the flip-up position (P2), and from the flip-up position (P2) to the seat side position (P1). It is equipped with a damper 44 that brakes the displacement speed.

According to the above configuration, the influence of the mass (inertia) of the support part 20 and the board 10 is alleviated when the support part 20 is rotated between the seat side position (P1) and the flip-up position (P2). As a result, the operability when performing the above-mentioned operations using the grip portion 24 can be improved (that is, the operation feeling can be made milder).

This invention is not limited to the configuration of the above-described embodiments, but can be formed in various embodiments.

For example, although the present invention employs the driver's seat 104 as the vehicle seat, it is not limited to the driver's seat 104, but other vehicle seats such as a passenger seat may be employed as long as the seat is adjacent to the door opening 110.

In addition, as the first universal joint 52 and the second universal joint 53, ball joints are used in this example, but the invention is not limited to this, and various known universal joints (such as Cardan joints and Zeppa joints) are used. Universal joint) may be used.

Further, the gripping portion of the present invention is located outside the rotation range R10 of the board 10 with respect to the support portion 20 (see FIG. 16) and at a position behind the board 10 at the flip-up position (P2) (see FIGS. 2 and 7). ), the configuration of the grip portion 24 is not limited to that of the embodiment described above.

Specifically, the grip portion of the present invention is not limited to being formed to protrude outward in the vehicle width direction from the rear side portion 21d of the support portion 20 like the grip portion 24 of the above-described embodiment; As shown in a) and (b), the rear side portion 21d of the support portion 20 itself may be formed thick and used as the grip portion 24'. Further, although not shown in the drawings, the grip portion of the present invention may be formed to protrude inward in the vehicle width direction from the rear side portion 21d, or may be provided at a portion other than the rear side portion 21d of the support portion 20. .

1... Getting on and off assistance device (vehicle getting on and off assistance device)
10...Board 16...Axle 20 orthogonal to the vehicle width direction...Support part 26...Axle 30 extending in the vehicle width direction...Base (vehicle body)
42...Tension spring (biasing means)
43...Compression spring (biasing means)
44... Damper 50... Interlocking mechanism 104a... Driver's seat seat cushion (seat)
110...Door opening (P1)...Horizontal position, seat side position (P2)...Orthogonal position, flip-up position R10...Rotation range with respect to the support part of the board

Claims (3)

A board for getting in and out of a vehicle, which is equipped with a board on the outside in the vehicle width direction of the seat adjacent to the door opening of the vehicle, which is movable between a horizontal position that is approximately horizontal and an orthogonal position that is approximately orthogonal to the vehicle width direction within the vehicle interior. An auxiliary device,
The support section provided between the board and the vehicle body is located between a seat side position located on the outside of the seat in the vehicle width direction and a flip-up position that is flipped up forward of the seat side position. It is pivotally supported on the vehicle body so that it can rotate around an axis extending in the vehicle width direction.
The board is arranged around an axis perpendicular to the vehicle width direction so that when the support part is located at the seat side position, the board assumes the horizontal position, and when the support part is located at the raised position, the board assumes the orthogonal position. is rotatably supported by the support part,
The support part is provided with a grip part, and the grip part is a vehicle-mounted grip part provided outside the rotation range of the board with respect to the support part and at a position behind the board at the flip-up position. Boarding aid device. Between the board and the vehicle body, the board rotates inward in the vehicle width direction with respect to the support portion in conjunction with the rotation of the support portion from the seat side position to the flip-up position. At the same time, the board rotates outward in the vehicle width direction with respect to the support part in conjunction with the rotation of the support part from the flip-up position to the seat side position, and returns to the horizontal position. The vehicle getting on/off assistance device according to claim 1, further comprising an interlocking mechanism for posture. A biasing means for biasing the support part from the seat side position to the flip-up position is provided between the support part and the vehicle body, and a biasing means for braking the displacement speed from the flip-up position to the seat side position. The vehicle getting on/off assistance device according to claim 1 or 2, further comprising a damper.

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