阅读说明：本技术 具有占用检测的座位 (Seat with occupancy detection ) 是由 巴斯蒂安·西莫尼 塞利姆·达格达格 于 2020-01-15 设计创作，主要内容包括：本发明涉及一种具有占用检测的座位(20),特别用于车辆,其包括第一传感器(32),该第一传感器(32)布置成在使用者将自己落座在座位(20)上和腾空座位时产生第一电信号。座位(20)还包括第二传感器(34)当使用者坐在座位(20)上时,能够以基本上连续或重复的方式产生第二电信号。(The invention relates to a seat (20) with occupancy detection, in particular for a vehicle, comprising a first sensor (32), which first sensor (32) is arranged to generate a first electrical signal when a user takes himself on the seat (20) and empties the seat. The seat (20) also includes a second sensor (34) capable of generating a second electrical signal in a substantially continuous or repetitive manner when a user is seated on the seat (20).)

1. A seat (20) comprising a first sensor (32) arranged to generate a first electrical signal when a user sits himself on the seat (20) and the user empties the seat (20), characterized in that the seat (20) further comprises a second sensor (34) capable of generating a second electrical signal in a substantially continuous manner or in a repetitive manner when a user sits on the seat (20), wherein the first sensor (32) and the second sensor (34) are energy harvesting sensors.

2. The seat (20) of claim 1, comprising a communication module (36), the communication module (36) configured to forward a primary signal to a data acquisition module (22) when the first sensor (32) generates the first electrical signal and forward a secondary signal to the data acquisition module (22) when a user is seated on the seat (20) and the second sensor (34) generates the second electrical signal.

3. A seat (20) according to claim 2 wherein the second sensor (34) comprises at least one thermopile (42), the thermopile (42) being arranged below a seat base (24) or a backrest (26) of the seat and the thermopile (42) having a first surface (44) and a second surface (46), the first surface (44) extending to face the seat base (24) or the backrest (26) and the second surface (46) extending away from the seat base (24) or the backrest (26).

4. A seat (20) according to claim 3 wherein the communication module (36) is configured to cease sending the secondary signal after a user empties the seat (20) even if the second sensor (34) continues to emit the second electrical signal due to a residual temperature of the seat base (24) or the backrest (26).

5. Seat (20) according to claim 3, characterized in that the second surface (46) of the thermopile (42) is connected to a metal structure (30) of the seat (20) by means of a heat conductor (48).

6. The seat (20) of claim 2, wherein the communication module (36) is an autonomous module that is powered only by the first sensor (32) and the second sensor (34).

7. Seat (20) according to any one of claims 1 to 6, characterized in that said first sensor (32) comprises at least one piezoelectric transducer (40).

8. Seat (20) according to claim 7, characterized in that the first sensor (32) comprises a plurality of piezoelectric transducers (40), the plurality of piezoelectric transducers (40) being distributed under a seat base (24) and/or a backrest (26) of the seat (20), the first sensor (32) being configured to detect a user sitting himself on the seat (20) or a user vacating the seat (20) and to generate the first electrical signal when at least a predetermined number of the piezoelectric transducers (40) are subjected to a change in mechanical stress.

9. Vehicle (10) characterized in that it comprises a plurality of seats (20) according to claim 1 and a data acquisition module (22), said data acquisition module (22) being able to receive data based on the signals of said first and/or second electrical signals and to determine the occupancy or vacancy status of each of said seats (20) from said signals received.

10. An occupancy detection method for detecting occupancy of a seat (20) according to claim 1 by a user, characterized in that it comprises the following steps:

-the user sits himself on the seat (20) and pressure is exerted on the seat (20) by the user;

-generating said first electric signal by said first sensor (32) and the main signal for sending to the data acquisition module (22) is transmitted;

-receiving the main signal by the data acquisition module (22) and the change of state of the seat (20) to an occupied state is determined;

-occupancy of the seat (20) by a user and generation of the second electrical signal by the second sensor (34) in a continuous or repeated manner, and transmission of a secondary signal for sending to a data acquisition module (22) in a continuous or repeated manner;

-receiving by said data acquisition module (22) said secondary signal and confirming by said data acquisition module (22) the occupancy state of said seat (20) or correcting an erroneous idle state;

-emptying the seat (20) by a user, generating the first electric signal by the first sensor (32) and the main signal for sending to the data acquisition module (22) is transmitted;

-receiving the main signal by the data acquisition module (22) and the change of state of the seat (20) to an idle state is determined.

11. A method according to claim 10, wherein the step of emptying the seat (20) comprises stopping the repeated transmission of the secondary signal.

12. The method according to claim 10 or 11, wherein the main signal comprises three redundant frames, the data acquisition module (22) determining the change of state of the seat (20) by receiving at least one of the frames.

Technical Field

The invention relates to a seat, in particular for a vehicle, comprising a first sensor arranged to generate a first electrical signal when a user takes himself on the seat and the user empties the seat.

Background

In the railway transportation industry, it is useful to know in real time the occupancy status of seats in a vehicle in a centralized manner, for example in order to detect unoccupied seats and to be able to guide the user to them.

To this end, it is known practice to use detection systems comprising presence sensors mounted on the seats and communicating with a centralized data acquisition module.

Such a system can operate through a wired connection from each sensor to the data acquisition module, which enables the transmission of information and data and provides power to the sensors. However, such a system is complicated to install, and the maintenance operation is cumbersome and troublesome. In addition, the addition of wired communication elements is an obstacle in the limited space of rail vehicles.

Wireless sensors that operate without direct power provide a means to overcome this problem. The sensors comprise, for example, batteries in order to provide them with the electrical energy required for operation. However, the sensor is integrated directly into the volume of the seat base of the seat and replacing the depleted battery requires complete disassembly of the seat, which constitutes a cumbersome operation.

It is also known to use energy harvesting sensors that are capable of generating their own electrical energy by physical effects, for example by exploiting the piezoelectric effect.

Such sensors generate energy, particularly in the form of a voltage, when activated, particularly when a user is sitting on or standing up from the seat. The voltage thus generated is sufficient to temporarily power the communication module which signals that the user has seated or has stood up from the seat. These detection systems therefore operate in an autonomous manner without the need for power.

However, these systems do not provide complete satisfaction. In fact, they cannot distinguish between a seated user and a standing user, but merely communicate the change in status to the centralized data collection module. If information is lost in the communication, the system may consider the state of the seat as the opposite of its actual state, without the possibility of making a correction.

Disclosure of Invention

It is therefore an object of the present invention to provide a system for detecting whether a seat of a rail vehicle is occupied, thereby enabling more accurate and reliable information to be obtained about the status of each seat. A further object of the invention is to ensure that the detection system is capable of operating wirelessly and autonomously.

To this end, the object of the invention relates to a seat of the aforementioned type, wherein the seat further comprises a second sensor capable of generating a second electrical signal in a substantially continuous or repeated manner when a user is seated on the seat.

According to a particular embodiment, the seat according to the invention has one or more of the following features, considered independently or according to any technically feasible combination:

-the seat comprises a communication module configured to send forward a primary signal to the data acquisition module when the first sensor generates a first electrical signal and to send forward a secondary signal to the data acquisition module when the user is seated on the seat and the second sensor generates a second electrical signal;

-the first sensor and the second sensor are energy harvesting sensors;

the communication module is an autonomous module, which is powered only by the first sensor and the second sensor;

-the first sensor comprises at least one piezoelectric transducer;

-the first sensor comprises a plurality of piezoelectric transducers distributed under the seat base and/or backrest, the first sensor being configured to detect the user sitting on the seat himself or the user vacating the seat and to generate a first signal when at least a predetermined number of the piezoelectric transducers are subjected to a change in mechanical stress;

the second sensor comprises at least one thermopile arranged below the base or back of the seat, the thermopile having a first surface extending to face the base or back and a second surface extending away from the base or back;

the communication module is configured to stop sending the secondary signal after the user has vacated the seat, even if the second sensor continues to send the second signal due to a residual temperature of the seat base or the backrest;

the second surface of the thermopile is connected to the metal structure of the seat by means of a thermal conductor.

The object of the invention also relates to a rail vehicle, in particular a rail vehicle, comprising a plurality of seats as described above, and a data acquisition module capable of receiving signals based on the first and/or second signals and determining the occupied or free state of each seat from the received signals.

The object of the present invention is also additionally related to an occupancy detection method for detecting the occupancy of a seat by a user, as described above, comprising the following steps:

the user sits on the seat himself and exerts pressure on the seat;

-generating a first signal by a first sensor and the main signal sent by the user to the data acquisition module is transmitted;

-the data acquisition module receives the main signal and the seat state change to occupancy state is determined;

-the user occupies the seat and the second sensor generates the second signal in a continuous or repeated manner and the secondary signal for sending to the data acquisition module is transmitted in a continuous or repeated manner;

-the data acquisition module receives the secondary signal and confirms the occupancy state of the seat, or corrects the erroneous idle state, by the data acquisition module;

-the user empties the seat, the first sensor generates a first signal and the main signal for sending to the data acquisition module is transmitted;

-receiving the main signal by the data acquisition module and determining that the seat state changes to an idle state.

According to a particular embodiment, the method according to the invention presents one or more of the features given below, considered independently or according to any technically feasible combination:

-the step of emptying the seat comprises stopping the repeated transmission of the secondary signal.

The primary signal comprises three redundant frames, the data acquisition module determining the change of seat state by receiving at least one of said frames.

Drawings

The invention will be better understood from a reading of the following description, given by way of example only and with reference to the accompanying drawings, in which:

FIG. 1 is a side, partially cut-away view of a rail vehicle according to the present invention;

FIG. 2 is a cross-sectional view of a seat of the rail vehicle shown in FIG. 1 in accordance with a first modified embodiment of the present invention;

FIG. 3 is a perspective view of a thermopile of the seat shown in FIG. 2;

fig. 4 is a cross-sectional view of a seat of the rail vehicle shown in fig. 1 according to a second variant embodiment of the invention.

Detailed Description

The rail vehicle 10 shown in fig. 1 includes a body 12, the body 12 being mounted on wheels 14 and defining a passenger compartment 16 for receiving passengers.

The rail vehicle 10 includes a plurality of seats 20 disposed in the passenger compartment 16, each seat 20 being capable of receiving a passenger in a seated position.

The rail vehicle 10 also comprises a data acquisition module 22, which data acquisition module 22 is arranged, for example, in the carriage 16, which data acquisition module can communicate with the seat 20.

As shown in fig. 2, each seat 20 includes a seat base 24, a backrest 26 and advantageously at least one armrest 28, and a structure 30, the structure 30 supporting the seat base 24, backrest 26 and each armrest 28.

The seat base 24 constitutes in particular the top surface of the cushion in a manner that increases the comfort for the user of the seat 20.

The structure 30 comprises a metal part forming a rigid frame, and a part made of rigid plastic material, which is attached to the metal part and serves to improve the aesthetic appearance of the seat 20.

Each seat 20 also includes a first sensor 32, a second sensor 34, and a communication module 36.

The first sensor, the second sensor and the communication module of the seats 20 and the data acquisition module 22 together form an occupancy monitoring system for monitoring the occupancy of the seats 20, which is able to determine the occupancy state or the idle state of each seat 20 in a centralized manner.

The first sensor 32 is mounted in the seat base 24 of the seat 20 and is capable of detecting that the user is either sitting on the seat 20 himself or the user is vacating the seat 20 and of sending a first electrical signal after the detection.

More precisely, the first sensor 32 is able to detect a change in the state of the seat 20, that is to say when it changes from the empty state to the occupied state and vice versa.

A second sensor 34 is also mounted in the seat base 24 of the seat 20 and is able to detect the occupancy of the seat 20 by the user and to transmit a second electrical signal in a substantially continuous or repeated manner, as long as the seat 20 is occupied.

The term "substantially continuous" is understood to mean that the transmission of the second electrical signal by the second sensor 34 takes place in a continuous manner for a majority of the duration of said transmission, and that the interruption or discontinuity of the transmission represents a negligible fraction of this duration, for example less than 5%.

Advantageously, the first sensor 32 and the second sensor 34 are energy harvesting sensors.

The term "energy harvesting sensor" is understood to mean a sensor that harvests energy from an external source during the detection process it performs, and at least a portion of this harvested energy constitutes an electrical signal produced by the sensor as a result of the detection.

Advantageously, the first sensor 32 and the second sensor 34 are capable of transmitting the first and second electrical signals to be transmitted to the communication module 36.

The communication module 36 is electrically connected to the first sensor 32 and the second sensor 34 to receive the first electrical signal and the second electrical signal. Furthermore, the communication module 36 can communicate with the data acquisition module 22 of the rail vehicle 10.

The communication module 36 is advantageously configured to transmit the primary signal to be transmitted to the data acquisition module 22 upon receipt of the first electrical signal transmitted by the first sensor 32, and to repeatedly transmit the secondary signal upon receipt of the second electrical signal transmitted substantially continuously by the second sensor 34.

Advantageously, the communication module 36 includes an antenna 38 and is capable of communicating with the data acquisition module 22 of the rail vehicle 10 according to a wireless communication protocol (e.g., Wi-Fi or EnOcean protocol).

Advantageously, the communication module 36 is a self-contained autonomous mobile module (self-autonomous module), powered only by the first and second sensors 32, 34. This is understood to mean that the communication module 36, the first sensor 32 and the second sensor 34 are not connected to an external energy source, and that the energy for transmitting the primary signal and the secondary signal is completely supplied by the first and second sensors 32, 34 by the first electrical signal and the second electrical signal, respectively.

The main signal is transmitted by the communication module 36 to the data acquisition module 22 in order to signal the state of the seat 20 to change from occupied to free and vice versa.

The main signal advantageously comprises three redundant frames, that is to say the main signal comprises an information item which is repeated three times consecutively and identically. Since the main signal is transmitted only once when the state of the seat 20 changes, the risk of information loss during transmission to the data acquisition module 22 can be reduced.

The secondary signal comprises a single frame that is repeatedly sent to the data acquisition module 22, which determines the occupancy state of the seat 20. Since it is repeatedly transmitted, not receiving the secondary signal once therein does not cause a problem.

The primary and secondary signals include information items that, among other things, allow the data acquisition module 22 to identify the seat 20 that is transmitting the secondary signal.

In the preferred embodiment shown in the figures, the first sensor 32 includes a plurality of piezoelectric transducers 40 and the second sensor 34 includes at least one thermopile 42.

Each piezoelectric transducer 40 is capable of generating a voltage when subjected to time-varying mechanical stress.

The piezoelectric transducers 40 are distributed over the seat base 24 of the seat 20 in a manner such that a voltage is generated when a user is sitting on the seat 20 or standing up from the seat 20, thereby causing a change in the mechanical stress applied by the user on the seat base 24 and transmitted to the piezoelectric transducers 40.

Thus, the first sensor 32 is adapted to send a first signal to be sent in the form of a voltage generated by the piezoelectric transducer 40 to the communication module 36 when the user sits down or stands up.

Advantageously, the occupancy monitoring system for monitoring the occupancy of the seat 20 is adapted to determine whether a change in mechanical stress on the seat base 24 corresponds to a user sitting down or standing up, or to another reason, such as placing an item of luggage on the seat 20.

For this purpose, the piezoelectric transducers 40 of the first sensor 32 are connected in series, for example, in such a way that the voltages generated by the piezoelectric transducers 40 which are subjected to mechanical stress are added together. These summed voltages form a first signal that then has a variable amplitude that varies as a function of the number of piezoelectric transducers 40 that are subject to stress variations.

In this case, the communication module 36 is configured to compare the amplitude of the first signal with a predetermined detection threshold and to continue sending the primary signal to the data acquisition module 22 only if the amplitude of the first signal is greater than or equal to the detection threshold.

As shown in fig. 3, each thermopile 42 has two opposing surfaces, a first surface 44 oriented to face the seat base 24 and a second surface 46 oriented to face away from the seat base 24. The thermopile 42 is capable of generating, in a continuous manner, a voltage having a magnitude proportional to the difference between the temperatures of the two surfaces 44, 46.

The thermopile 42 converts thermal energy emitted by a user occupying the seat 20 and thus heating the seat base 24 into electrical energy in the form of a generated voltage, constituting a second signal.

Thus, the second sensor 34 is adapted to send the second signal in the form of a voltage to the communication module 36 in a substantially continuous or repeated manner as long as the user is seated on the seat 20.

Advantageously, as shown in fig. 4, the second surface 46 of the thermopile 42 is connected to a metal part of the structure 30 of the seat 20 by means of a thermal conductor 48. The metal portion of the structure 30 acts as a radiator, exhibiting a constant temperature and less than or equal to the ambient temperature in the cabin 16.

Thus, the second surface 46 of the thermopile 42 remains at a temperature less than or equal to the ambient temperature in the cabin 16 despite the seat base 24 becoming heated from contact with the user.

Advantageously, the communication module 36 is adapted to compare the value of the second electric signal with a threshold value corresponding to a sufficient temperature difference between the two surfaces 44, 46 of the thermopile 42 to ensure (confirm) the seating of the user on the seat 20. The threshold value corresponds for example to a temperature difference of 7 degrees celsius. Thus, the communication module 36 is then configured to transmit the secondary signal only when the magnitude of the second signal is greater than or equal to the threshold.

The data acquisition module 22 is able to receive the primary and secondary signals emitted by each seat 20 and deduce therefrom the occupancy or idle status of each seat 20.

The data acquisition module 22 is configured to determine that the seat 20 has changed state upon receipt of at least one frame, and the redundancy reduces the risk of information loss, the primary signal being transmitted only at the moment of change of state of the seat 20.

The data acquisition module 22 is also configured to correct a possible error condition of one of the seats 20 based on the secondary signal. In fact, the secondary signal is only transmitted when the seat 20 is occupied, and the reception of the secondary signal by the data acquisition module 22 provides a way to correct a possible erroneous state of the seat 20, which is considered idle by the errors caused during the transmission and reception of the primary signal.

An occupancy detection method for detecting occupancy of the seat 20 of the railway vehicle 10 by a user will now be described.

The seat 20 is initially unoccupied and the data acquisition module 22 considers the status of the seat as idle.

The method includes the step of seating the user himself on the seat 22 so as to be supported on the seat base 24.

During this step, the user exerts pressure on the top surface of the seat base 24, resulting in a change in the mechanical stress applied to at least a portion of the piezoelectric transducer 40 of the first sensor 32.

The method includes a signaling step of sending a first signal by the first sensor 32 and then sending a main signal through the seat 20 while the user is seated himself.

During this step, changes in the mechanical stress applied to the piezoelectric transducers 40 result in a voltage being generated by each of the piezoelectric transducers 40. The generated voltages add together and form a first signal that is transmitted to the communication module 36 via the wired connection.

Upon receiving the first signal, the communication module 36 sends the primary signal to the data acquisition module 22. The energy for transmitting the main signal is provided entirely by the first sensor 32 in the form of a voltage forming the first signal.

The data acquisition module 22 receives the main signal and records the change in the state of the seat 20 from empty to occupied.

Advantageously, the main signal comprises three redundant frames and the reception of at least one frame by the data acquisition module 22 makes it possible to determine the change in state of the seat 20.

During a seat occupancy step in which the seat 20 is occupied by a user, the user in contact with the seat base 24 therefore heats the seat base 24, which raises the temperature of the first surface 44 of the second sensor 34 or of the first surface 44 of each second thermopile 42 of the second sensor 34. This results in a temperature differential being induced between the first surface 44 and the second surface 46.

The method then includes a signal transmission step that sends a second signal by the second sensor 34, followed by a secondary signal by the seat 20.

During this step, a voltage is generated in a substantially continuous manner by the second sensor 34 or by each thermopile 42 of the second sensor 34, due to the effect of the temperature difference between the surfaces 44, 46 of the second sensor 34, and transmitted to the communication module 36. Thus, the temperature increase of the first surface 44 serves to cause the generated voltage to exceed the threshold value, and the voltage is interpreted by the communication module 36 as a second signal.

As long as communication module 36 continues to receive the second signal, it repeatedly transmits the secondary signal to data acquisition module 22. If the reception of the first signal fails, the data acquisition module 22 confirms the occupied state of the seat 20 or corrects an erroneous idle state. The energy consumption for transmitting the secondary signal is provided entirely by the second sensor 34 in the form of a voltage by means of the second signal.

Thereafter, the method includes a seat emptying step of emptying the seat 20 by the user, which ends the mechanical stress applied to the seat base 24. Thus, the mechanical stress exerted on the piezoelectric transducer 40 of the first sensor 32 changes.

The method then includes a new signaling step, i.e., sending a first signal through the first sensor 32, and then sending a primary signal through the communication module 36, as previously described.

The main signal is received by a data acquisition module 22 which records the change of the seat 20 from occupied to free state.

Advantageously, the communication module 36 is configured to: if the secondary signal has been transmitted repeatedly within a predetermined period of time previously, the transmission of the secondary signal is stopped upon receipt of the first signal.

The received first signal thus corresponds to the user emptying the seat 20. However, it cannot be ensured that the second sensor 34 immediately stops the transmission of the second signal.

In fact, the temperature of the seat base 24 does not immediately return to ambient temperature when the seat 20 is emptied, and the communication module 36 continues to receive the second signal.

Thus, no secondary signal is then sent for a predetermined period of time sufficient for the seat base 24 to return to the ambient temperature again, which therefore does not lead to a correction of the idle state of the seat 20.

As a variant, the first sensor 32 and/or the second sensor 34 are integrated into the backrest 26 and operate in exactly the same way as described above, so that it is also possible to detect the changes in pressure and/or temperature acting on the backrest 26 brought about by the user himself sitting on the seat 20.

As a variant, one or more seats 20 and data acquisition modules 22 are installed in a car vehicle, instead of a rail vehicle, such as a bus or a ship, or indeed in a room of a building, such as a waiting room.