Vehicle seat with flip-up seat

Abstract

The invention relates to a seat (10) for a motor vehicle, comprising: - a load-bearing structure (100) equipped with means for attaching it to the floor of the motor vehicle, - a seat frame (200) movably mounted on the load-bearing structure by a system of connecting rods, over a given stroke, and - a backrest frame (300) movably mounted directly on the load-bearing structure. According to the invention, the connecting rod system is arranged such that when the seat frame moves forward relative to the load-bearing structure, over at least a major part of its stroke, it moves downward relative to the load-bearing structure. Figure for the abstract: Fig. 1

Description

Title of the invention: Motor vehicle seat with a lifting seat Technical field of the invention

[0001] The present invention relates generally to the habitability of motor vehicles.

[0002] It relates more particularly to a seat for a motor vehicle, comprising: - a supporting structure equipped with means of fixing to a floor of the motor vehicle, - a seat frame covered with a lining and mounted in a mobile manner on the supporting structure by a system of connecting rods, over a given stroke, and - a backrest frame covered with a padding and directly mounted in a mobile manner on the supporting structure.

[0003] It also relates to a motor vehicle comprising a floor and at least one seat as mentioned above, the supporting structure of which is fixed to the floor. State of the art

[0004] In the automotive field, the front seats are generally mounted on the floor so that they can be moved forward or backward, at the convenience of the user (mainly taking into account their morphology).

[0005] Such a seat comprises a seat, a backrest and movable rails which are mounted to slide in rails fixed to the floor.

[0006] A conventional architecture consists of mounting the backrest on the seat, and the seat on the movable rails.

[0007] A second architecture, which has fallen somewhat into disuse, consists of mounting the seat and backrest on a supporting structure comprising the movable rails. Such an architecture makes it possible to decouple the movements of the backrest and the seat. This is why we speak of “decoupled architecture”.

[0008] It is desirable to allow the seat to rise relative to the backrest. For this, with the decoupled architecture, the seat is not directly fixed to the supporting structure, but is mounted movably on it by a system of cams. More precisely, two cams are provided on each side of the seat which form a parallelogram.

[0009] The two parallelograms are arranged so that the seat can follow a movement, called rotary translation. Thus, when the occupant lowers the seat, the latter automatically moves back (and vice versa).

[0010] Such a seat is designed to accommodate occupants with very varied body shapes, and in particular people of heights ranging from, for example, 1.50 m to 2.10 m.

[0011] It then turns out that the decoupled architecture does not allow for a seat to be provided that is comfortable regardless of the size of the occupant. Indeed, a tall occupant will generally want to lower the seat to have their head away from the roof of the vehicle. By doing this, their seat will be set back in relation to the backrest and will therefore be shorter than for a small occupant.

[0012] We therefore understand why this decoupled architecture has fallen into disuse. Presentation of the invention

[0013] The present invention nevertheless proposes to use this decoupled architecture, but to review the kinematics of raising the seat so that the seat remains comfortable whatever the size of the occupant.

[0014] More particularly, the invention proposes a seat as defined in the introduction, in which the connecting rod system is arranged in such a way that when the seat frame advances relative to the supporting structure, over at least a major part of its travel, it lowers towards the supporting structure.

[0015] Thus, thanks to the invention, to lower the seat, it must be moved forward. In this way, the taller the occupant, the larger the seating surface, for the benefit of their comfort.

[0016] Furthermore, the more it lowers its seat, the more it increases the distance between the latter and the headrest, so that it will no longer be necessary to adjust the position of this headrest.

[0017] Furthermore, it will be possible to design the connecting rods so that the inclination of the seat varies according to the position of the seat relative to the supporting structure. Indeed, a small person needs a seat that is not only high and short, but also not very steep. It is quite the opposite with a tall person.

[0018] For this, the seat will preferably be designed so that the front of the seat descends faster than the rear (and therefore rises faster than the rear). The travel of the front of the seat will then be greater than the travel of the rear, the objective being that in the low position, the seat is more horizontal than in the high position where it will be inclined more towards the rear.

[0019] The architecture proposed according to the invention therefore makes it possible to respond to these constraints simply, without adding additional mechanisms (cushion nose, seat slope adjustment, height-adjustable headrest).

[0020] This decoupled architecture also has other advantages.

[0021] Typically, the backrest generally has a seat belt return in the upper part. This return is the most restrictive when it comes to dimensioning the backrest. With this decoupled architecture, the forces do not pass through the seat, so it is not necessary to oversize it, to the benefit of the total weight of the seat.

[0022] Furthermore, when the seat is in the high position, it frees up a space between the floor and the underside of the seat, usually referred to as the "foot well". This space allows rear passengers to place their feet under the seat to benefit from more legroom.

[0023] In current vehicles, we notice that this space is shrinking for two reasons. In electric or hybrid vehicles, the storage batteries are generally placed in the floor, which is therefore thicker than before. Furthermore, to improve the aerodynamic coefficient of air penetration of the vehicle, we seek to reduce the height of the passenger compartment and therefore bring the seat closer to the floor.

[0024] Thanks to the invention, when the occupant lowers his seat, he moves it forward, which frees up a little space for the rear passenger's feet and legs.

[0025] Furthermore, the decoupled architecture makes it possible, when designing the seat, to position at the front of the seat components of the seat which are generally placed at the rear (in particular the system for operating or motorizing the seat), which frees up even more space for the feet of the rear passengers.

[0026] Other advantageous and non-limiting characteristics of the seat according to the invention, taken individually or in all technically possible combinations, are the following: - the connecting rod system comprises four connecting rods, distributed in pairs on each side of the seat frame, including two front connecting rods and two rear connecting rods, each front and rear connecting rod being articulated, on one side, on the seat frame, and, on the other, on the supporting structure; - in the connecting rod system, only the front connecting rods are fixed to each other by at least one cross member; - each of the front and rear connecting rods is articulated on the seat frame and on the supporting structure around two separate articulation axes; - the distance between the two articulation axes of each front connecting rod is different from the distance between the two articulation axes of each rear connecting rod; - the plane passing through the two articulation axes of each front connecting rod is inclined relative to the plane passing through the two articulation axes of each rear connecting rod; - operating means are provided, allowing an occupant of the seat to move the seat frame relative to the supporting structure, said operating means being located in a front half of the seat; - the operating means are adapted to operate one of the front connecting rods; - the operating means are coupled to a toothed wheel engaging notches distributed in an arc of a circle on said front connecting rod; - weight compensation means are provided to facilitate the raising of the seat frame relative to the supporting structure; - the weight compensation means comprise at least one jack, one part of which is coupled to the supporting structure and another part of which is coupled to the connecting rod system; - the weight compensation means comprise at least one spring, one end of which is coupled to the supporting structure and another end of which is coupled to the connecting rod system; - said other part of the cylinder or end of the spring is coupled to one of the rear connecting rods; - the supporting structure comprises two slides, each of which comprises a fixed rail equipped with means for fixing to the floor of the motor vehicle, and a movable rail which is mounted to slide in the fixed rail and to which the connecting rod system is coupled.

[0027] The invention also provides a motor vehicle comprising a floor and at least one seat as mentioned above, at least part of the supporting structure of which is fixed to the floor.

[0028] Of course, the various features, variants and embodiments of the invention may be combined with each other in various combinations to the extent that they are not incompatible or mutually exclusive. Detailed description of the invention

[0029] The description which follows with reference to the appended drawings, given as non-limiting examples, will make it clear what the invention consists of and how it can be implemented.

[0030] In the attached drawings:

[0031] [Fig-1] is a schematic perspective view of part of a seat conforming to the invention, shown with its seat frame in the high position;

[0032] [Fig.2] is a view similar to that of [Fig.l], in which the seat frame is shown in the low position;

[0033] [Fig.3] is a schematic perspective view of part of the system for mounting the seat frame on the supporting structure of the seat of [Fig.l], on which the seat frame is shown in the high position;

[0034] [Fig.4] is a view similar to that of [Fig.3], in which the seat frame is shown in the low position;

[0035] [Fig.5] is a schematic side view of an alternative embodiment of the system for mounting the seat frame on the supporting structure, on which the seat frame is represented in the low position;

[0036] [Fig.6] is a view similar to that of [Fig.5], in which the seat frame is represented in the high position.

[0037] As a preliminary point, it will be noted that the identical or similar elements of the different variant embodiments of the invention shown in the different figures will, as far as possible, be referenced by the same reference signs and will not be described each time.

[0038] In Figures 1 and 2, there is shown a part of a seat 10 intended to be installed in the passenger compartment of a motor vehicle (car, bus, truck, boat, airplane, etc.) and to be fixed to the floor of this motor vehicle.

[0039] In the remainder of the description, the terms “front” and “rear” will be used in relation to the motor vehicle, the front part of an element designating the part of this element which is located on the side of the hood of the vehicle and the rear part designating the part of this element which is located on the opposite side.

[0040] The terms "lower" (or "bottom") and "upper" (or "top") will be used in the same way, the lower part of an element designating the part of this element which is located on the side of the floor of the vehicle and the upper part designating the part of this element which is located on the side of the roof of the vehicle.

[0041] The adjective "longitudinal" will apply to a direction or axis oriented from the front to the rear of the vehicle, parallel to the direction of travel of the vehicle when the steering wheel is in the neutral position.

[0042] The adjective “transverse” will apply to a direction or axis oriented horizontally and orthogonally to the longitudinal axes.

[0043] The term “fixed” will be used to designate a rigid blocking (without mobility) between two elements.

[0044] The term “coupled” will be used to designate a connection between two elements with any number of degrees of freedom, including zero.

[0045] The expression “movably mounted” will be used to designate a connection between two elements with a number of degrees of freedom at least equal to one.

[0046] The seat 10 conventionally comprises a seat and a backrest, each comprising a frame and a trim attached to the frame. In the figures, only the seat 200 and backrest 300 frames are shown. Here, they are made of metal.

[0047] It also comprises a supporting structure 100 on which the seat 200 and backrest 300 frames are directly mounted. By “directly”, it is meant that the backrest frame 300 is not mounted on the seat frame, but is independent of the latter. Thus, a movement of the seat frame 200 does not cause a movement of the backrest frame 300 (and vice versa).

[0048] The seat 10 is designed to be mounted so as to be mobile in translation on the floor of the motor vehicle. Its supporting structure comprises two longitudinal slides 110 for this purpose.

[0049] Each slide 110 comprises, on the one hand, a lower fixed rail 111 which is equipped with means 11 IA for fixing to the floor of the vehicle (see [Fig. 3]), and, on the other hand, an upper movable rail 112 mounted to slide in the fixed rail 111 and to which the seat 200 and backrest 300 frames are coupled.

[0050] The fixing means 111A of each fixed rail 111 are here in the form of openings for the passage of screws for fixing the fixed rail 111 to the floor of the vehicle.

[0051] The two slides 110 are located parallel to each other and therefore offer the seat 10 longitudinal sliding mobility, in translation.

[0052] Conventionally, means are provided for locking (not visible in the figures) the sliding of these rails to lock the seat in longitudinal position on the floor, and an unlocking lever 101 for these locking means to release this sliding if necessary.

[0053] At this stage, it is possible to describe in detail how the seat frame 200 is mounted on the supporting structure 100.

[0054] As shown in [Fig.l] or 2, the seat frame 200 has a frame shape with two lateral flanks 201 connected together at the front and rear by crosspieces 202. Alternatively, it could be formed by a plastic cradle.

[0055] In practice, as shown in Figures 3 and 4, this seat frame 200 is mounted on the supporting structure 100 by a system of connecting rods comprising here four connecting rods, including two identical rear connecting rods 402 and two substantially identical front connecting rods 401.

[0056] The connecting rods are distributed on both sides of the seat frame. They have the shape of flat, elongated plates. They are each articulated, on one side, to the movable rail 112 (and more precisely to a support fixed to this rail, above it), and on the other, to one of the sides 201 of the seat frame 200. By “articulated”, it is meant that a simple pivot-type connection is provided between these two components.

[0057] These pivot connections have articulation axes which are transverse. More precisely, one of the two front connecting rods is articulated at its ends around two articulation axes A3, A4 which are common with those around which the other of the front connecting rods is articulated. In the same way, one of the two rear connecting rods is articulated at its ends around two articulation axes A1, A2 which are common with those around which the other of the rear connecting rods is articulated.

[0058] In the following, we will speak of center distance to designate the distance between the articulation axes A1, A2 or A3, A4 of a connecting rod, and of main axis to designate an axis of a connecting rod which passes through the two articulation axes A1, A2 or A3, A4 of this connecting rod.

[0059] It could be provided that the center distances of the connecting rods are all equal and that the main axes are all parallel. Thus the connecting rods would allow the seat frame 200 to be moved according to an exact rotary translation movement.

[0060] But in practice, as shown in Figures 3 and 4, the center distances of the front and rear connecting rods are of different lengths. Alternatively or additionally, it could be provided that the orientations of the main axes of the front and rear connecting rods are different (i.e. the plane passing through the articulation axes A1, A2 is not parallel to the plane passing through the articulation axes A3, A4). Thus the connecting rods make it possible to move the seat frame 200 according to a movement close to but distinct from a rotary translation movement.

[0061] Advantageously, the center distance of the front connecting rods 401 is greater than that of the rear connecting rods. In this way, a tall person who lowers the seat will see the latter tilt backwards while a short person who raises the seat will see the latter straighten up almost horizontally.

[0062] In practice, these connecting rods are arranged so as to be able to switch between two extreme positions, including a substantially vertical position allowing the seat to be placed in the high position (figures 1 and 3), and a substantially horizontal position allowing the seat to be placed in the low position (figures 2 and 4).

[0063] In the high position, the seat is located further back relative to the backrest than in the low position. In other words, the floor of the vehicle being horizontal, if we consider the distance between, on the one hand, the vertical plane passing through the rearmost point of the seat frame 200, and, on the other hand, the vertical plane passing through the frontmost point of the supporting structure 100, this distance is greater when the seat is in the high position than when it is in the low position. In this way, a tall person who lowers the seat would benefit from more surface area to sit on than a short person who raises the seat. Indeed, when raising, a rear part of the seat retracts under the backrest.

[0064] Operating means 500 are provided for controlling the raising or lowering of the seat.

[0065] So that they are easily accessible, they are placed on the front half of the seat. Therefore, they are preferably designed to act on one of the front connecting rods 401. This front connecting rod 401 being driving, it is planned to connect the two front connecting rods 401 by at least one crosspiece 403 (two are provided here). These connecting rods being thus fixed together, the actuation of the driving front connecting rod forces the other front connecting rod to follow the movement of the first.

[0066] Since the rear connecting rods are then driven, it is not necessary to connect them together by a cross member. Therefore, a passenger who is at the rear of the seat 10 would benefit from more space to slide his feet under the seat of the seat 10.

[0067] The operating means 500 are preferably manual, but they could alternatively be motorized.

[0068] Here they are of the active type, but they could alternatively be of the inactive type (in which case they would include a lever adapted to unlock the rotary translation mobility of the seat, the occupant then having to manually adjust the position of this seat before releasing the lever to lock this mobility).

[0069] As shown in [Fig.l], the operating means 500 then comprise a lever pump module. The lever (not shown in the figures) is adapted to pivot around a transverse axis (alternatively, a wheel could be used).

[0070] This lever is mounted movably on one of the flanks 201 of the seat frame 200, outside the frame formed by the latter. It makes it possible to actuate an axis which passes through this flank 201 and opens inside the frame. As shown in Figures 3 and 4, this axis here carries a toothed wheel 501 (or “pinion”) whose teeth mesh with notches provided on the front driving connecting rod 401. In practice, one of the ends of this front connecting rod 401 has, on a part of its edge, notches distributed along an arc of a circle. Thus, when the lever is actuated by pumping in one direction or the other, the axis rotates and its toothed wheel 501 causes the front driving connecting rod 401 to pivot, and therefore the lifting or lowering of the seat frame 200.

[0071] It can be seen in [Fig. 3] that, for reasons of rigidity, the axis is engaged at its end in an opening made in a support plate 502 screwed, on one side, to the flank 201 by two screws, and, on the other, by a screw forming one of the articulation axes of the front connecting rod 401.

[0072] At this stage, it is understood that when an occupant is on the seat and tries to raise the seat, the torque that he must exert on the lever is too great for him to succeed.

[0073] In order to relieve the occupant, means are provided for compensating for the weight of the seat 10, or even for the weight of the occupant himself.

[0074] These compensation means could take various forms. They are preferably arranged so as not to be placed through the foot cellar.

[0075] Here, they run along the two sides 201 of the seat frame 200. Thus, two spring systems 600 are provided here, each comprising a sheath 601, a rod 602 slidably mounted in the sheath 601, and a spring (not visible) making it possible to return the rod 602 to the retracted position in the sheath 601. The sheath 601 is articulated by its free end on the supporting structure (and more precisely on an element extending in projection above the corresponding movable rail), around a transverse axis. The rod 602 is also articulated by its free end on a protrusion of the corresponding rear connecting rod 402 (this protrusion being located not not between the two articulation axes A1, A2, but on an outer side of these two axes).

[0076] As shown in Figures 1 and 2, the backrest frame 300 extends above and on either side of the seat frame 200. It could form a single-piece assembly fixed to the supporting structure 100.

[0077] In practice, it comprises here a frame 301 with two lateral sides whose ends are connected by upper and lower crosspieces. This frame 301 is located above the seat frame 200.

[0078] The backrest frame 300 further comprises two joining flanks 302 which extend on either side of the seat frame 200. These two joining flanks 302 are fixed respectively to the two movable rails 112, and extend in the extension of the two lateral flanks of the frame 301. They are articulated on the latter so that the backrest can tilt forwards and backwards.

[0079] It will be noted here that since the adjustment of the height of the seat relative to the floor makes it possible to adjust the height of the seat relative to the backrest over a travel greater than 50 mm (here approximately 60 mm), it can be provided that the backrest has a headrest function (the upper crosspiece of the frame 301 forming the frame of the headrest). Indeed, no adjustment of the height of the headrest relative to the backrest will be necessary any more.

[0080] It will also be noted that the corner located at the junction between the upper crosspiece and one of the lateral flanks of the frame 301 forms a notch serving as a passage for the seat belt. Here, since the backrest frame 300 is directly fixed to the movable rails 112, the stresses exerted by the seat belt on the backrest during a road accident are not transmitted to the seat, which therefore does not have to be reinforced accordingly.

[0081] In Figures 5 and 6, a second embodiment of the invention is shown, which differs mainly from the previous one by the mechanism allowing the seat 200 to be raised or lowered.

[0082] In this mode, the seat frame 200 here again has a frame shape with two lateral sides 201, and it is mounted on the supporting structure 100 by two identical rear connecting rods 402 and two identical front connecting rods 401.

[0083] In this mode, the seat raising / lowering mechanism acts on one of the rear connecting rods 402 which is therefore referred to as the driving rod.

[0084] The operating means for controlling the raising or lowering of the seat are preferably manual, but they could alternatively be motorized. Here they comprise a pumping lever accessible from the front of the seat and which allows this mechanism to be actuated.

[0085] This raising / lowering mechanism here comprises a rack and pinion system.

[0086] The pinion 700 is here pivotally mounted on one of the two lateral flanks 201 of the seat 200. It is in practice rotatably mounted on an axis which is fixed, on one side, to the lateral flank 201, and, on the other, to a metal part 702 which is screwed onto this same flank (in figures 5 and 6, a part of this metal part is shown in transparency to reveal the pinion 700).

[0087] The rack 701 is engaged between this pinion 700 which it meshes with and a roller 703 which is rotatably mounted on an axis fixed, on one side, to the lateral flank 201, and, on the other, to the aforementioned metal part 702. This roller 703 makes it possible to keep the rack 701 meshed with the pinion 700.

[0088] This rack 701 extends lengthwise along a longitudinal axis, from one end which is notched and which meshes with the pinion 700, to one end which is articulated on the rear connecting rod 402, around an axis parallel to the pivot axes of the connecting rods.

[0089] Thus, as shown in Figures 5 and 6, actuation of the lever makes it possible to pivot the pinion 700 and therefore to pull the rack 701 forward or push it backward, in order to raise or lower the seat 200.

[0090] It will be understood here that the lever can easily be replaced by a motor in order to automate this raising / lowering of the seat.

[0091] The present invention is in no way limited to the embodiments described and shown, but those skilled in the art will be able to provide any variant in accordance with the invention.

[0092] Typically, if here, the connecting rod system comprises four connecting rods, it could comprise a different number (two, three, six...).

[0093] Furthermore, it could be provided that the two rear connecting rods are connected together by a cross member, which would then be placed as high as possible so as not to hinder the rear passenger's feet.

[0094] It could also be provided to motorize the movement of the seat relative to the supporting structure, in which case the motor would preferably be housed in the front half of the seat.

Claims

Claims

1. Seat (10) for a motor vehicle, comprising: - a supporting structure (100) equipped with means (11 IA) for fixing to a floor of the motor vehicle, - a seat frame (200) mounted movably on the supporting structure (100) by a system of connecting rods, over a given stroke, and - a backrest frame (300) directly mounted movably on the supporting structure (100), characterized in that the system of connecting rods is arranged in such a way that when the seat frame (200) advances relative to the supporting structure (100), over at least a major part of its stroke, it lowers towards the supporting structure (100).

2. Seat (10) according to claim 1, in which the connecting rod system comprises four connecting rods (401, 402), distributed in pairs on each side of the seat frame (200), including two front connecting rods (401) and two rear connecting rods (402), each front connecting rod (401) and rear connecting rod (402) being articulated, on one side, on the seat frame (200), and, on the other, on the supporting structure (100).

3. Seat (10) according to claim 2, wherein only the front connecting rods (401) of the connecting rod system are fixed to each other by at least one cross member (403).

4. Seat (10) according to claim 2 or 3, wherein, each of the front (401) and rear (402) connecting rods being articulated on the seat frame (200) and on the supporting structure (100) around two distinct articulation axes (A1, A2, A3, A4): - the distance between the two articulation axes (A3, A4) of each front connecting rod (401) is different from the distance between the two articulation axes (A1, A2) of each rear connecting rod (402), and / or - the plane passing through the two articulation axes (A3, A4) of each front connecting rod (401) is inclined relative to the plane passing through the two articulation axes (A1, A2) of each rear connecting rod (402).

5. Seat (10) according to one of claims 1 to 4, in which operating means (500) are provided, allowing an occupant of the seat (10) to move the seat frame (200) relative to the supporting structure (100), said operating means (500) being located in a front half of the seat (200).

6. A seat (10) according to claims 2 and 5, wherein the means of maneuver (500) are adapted to actuate one of the front connecting rods (401).

7. Seat (10) according to claim 6, in which the operating means (500) are coupled to a toothed wheel (501) meshing with notches (405) distributed in an arc of a circle on said front connecting rod (401).

8. Seat (10) according to one of claims 1 to 7, in which weight compensation means (600) are provided, adapted to facilitate the raising of the seat frame (200) relative to the supporting structure (100).

9. Seat (10) according to claim 8, wherein the weight compensation means (600) comprise at least one spring, one end of which is coupled to the supporting structure (100) and another end of which is coupled to the connecting rod system.

10. A seat (10) according to claims 2 and 9, wherein said other end is coupled to one of the rear connecting rods (402).

11. Seat (10) according to one of claims 1 to 10, in which the supporting structure (100) comprises two slides (110) which each comprise a fixed rail (111) equipped with means (111 A) for fixing to the floor of the motor vehicle, and a movable rail (112) which is slidably mounted in the fixed rail (111) and to which the connecting rod system is coupled.

12. Motor vehicle comprising a floor, characterized in that it comprises at least one seat (10) according to one of claims 1 to 11, the supporting structure (100) of which is fixed to the floor.

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