Seat support element including external shock absorbers

Abstract

Seat support element comprising external shock absorbers The invention relates to a seat support element (5) comprising a base (7) and a movable frame (9) relative to the base (7) in an elevation direction (Z), the base extending between two lower lateral edges extending in a longitudinal direction (L) perpendicular to the elevation direction, the movable frame (9) extending between two upper lateral edges (14, 15) extending in the longitudinal direction and extending opposite respectively the two lower lateral edges in the elevation direction. The support element (5) comprises two shock absorbers (50) each connecting one of the two lower lateral edges to the opposite upper lateral edge (14, 15), each shock absorber (50) extending in an inclined direction forming a non-zero angle with the elevation direction. Figure for abstract: 2

Description

Title of the invention: Seat support element comprising external shock absorbers

[0001] The present invention relates to a vehicle seat support element of the type comprising a fixed base intended to be fixed to the floor of the vehicle, and a movable frame movable relative to the base in an elevation direction, the base extending between two lower lateral edges extending in a longitudinal direction perpendicular to the elevation direction and being opposite in a transverse direction perpendicular to the elevation direction and to the longitudinal direction, the movable frame extending between two upper lateral edges extending in the longitudinal direction and being opposite in the transverse direction, the two upper lateral edges extending respectively opposite the two lower lateral edges in the elevation direction.

[0002] The comfort of the seats for the occupants of a vehicle is essential for a user who wishes to benefit from a satisfactory experience when using the vehicle.

[0003] In order to increase comfort, stability, and shock absorption, it is known to provide a particular seat support element, to form a part of the seat base.

[0004] This support element is placed directly under the seat, between the padding of the seat base and the floor of the vehicle, and has the function, for example, of allowing adjustment of the height of the seat according to the occupant, of compensating for the weight of the occupant when the latter sits on the seat, or of absorbing shocks for the occupant when the vehicle is in operation and is traveling, for example, on an uneven road surface.

[0005] For this purpose, it is known in particular to place a shock absorber in the center of the support element, extending between a mobile frame and a base of the support element, in a direction of elevation, for example corresponding to a floor-ceiling direction of the vehicle, in order to filter out irregularities in the road surface and to avoid the propagation of shocks for the occupant.

[0006] On the other hand, the limited available volume inside the vehicle is a constraint that all elements of the vehicle must respect, including those working for the comfort of passengers.

[0007] In particular, it is necessary to provide a support element whose height, taken in the direction of elevation, is minimal so as not to clutter the passenger compartment of the vehicle, which is not the case with a shock absorber as described above.

[0008] One of the aims of the invention is then to propose a vehicle seat support element allowing shock absorption, the height of which is minimized.

[0009] To this end, the invention relates to a vehicle seat support element which comprises two shock absorbers each connecting one of the two lower lateral edges to the opposite upper lateral edge, each shock absorber extending in an inclined direction forming a non-zero angle with the elevation direction.

[0010] The shock absorbers connecting the mobile frame to the base in an inclined manner relative to the direction of elevation, it is possible to maintain a satisfactory damping stroke to absorb the jolts and avoid the propagation of shocks for the occupant, while limiting the height of the shock absorbers and therefore of the support element.

[0011] Thus, the support element has a minimal height while ensuring the comfort of the seat occupant.

[0012] According to other advantageous aspects of the invention, the support element comprises one or more of the following characteristics, taken individually or in all technically possible combinations:

[0013] - each shock absorber extends in an inclined direction forming an angle with the elevation direction between 10° and 80°, more preferably between 30° and 60°, for example substantially equal to 60° in the position of the shock absorber most inclined relative to the elevation direction;

[0014] - each shock absorber comprises an upper end connected to the lateral edge upper and a lower end linked to the lower lateral edge, the connection of each end to the corresponding lateral edge being a pivot connection around an axis of rotation extending in the transverse direction;

[0015] - the two dampers are arranged symmetrically in the support element by relative to a median plane perpendicular to the transverse direction and extending at an equal distance from each of the upper lateral edges;

[0016] - the two shock absorbers extend from a rear flank of the base to a flank front of the movable frame, the rear flank of the base being spaced from the front flank of the movable frame in the longitudinal direction;

[0017] - both dampers are linear actuators such as tire jacks matic or hydraulic;

[0018] - the support element comprises a system for moving the movable frame relative to the base, the displacement system being arranged between the mobile frame and the base in the elevation direction and between each shock absorber in the transverse direction;

[0019] - the movement system comprises at least one movement unit comprising a spring extending in the longitudinal direction and two crossed connecting bars each extending between an upper end fixed by a connection pivot to the movable frame and a lower end fixed by a pivot connection to the base, a free end of each spring being connected to the upper end of at least one connecting bar;

[0020] - the support element comprises two symmetrically arranged displacement units trically in the support element relative to a median plane perpendicular to the transverse direction and extending equidistant from each of the lateral upper edges;

[0021] - the support element comprises a device for manual or motorized actuation of the movement of the movable armature relative to the base, the actuation of said actuation device causing compression or extension of the or each spring.

[0022] The invention also relates to a vehicle seat comprising a support element according to any one of the preceding claims, the movable frame of the support element forming a part of a seat base of the movable seat in the direction of elevation relative to the base.

[0023] The invention will appear more clearly on reading the description which follows, given solely by way of non-limiting example, and made with reference to the drawings in which:

[0024] [Fig-1] [Fig.l] is a schematic representation of a vehicle seat comprising a support element according to the invention,

[0025] [Fig.2] [Fig.2] is a perspective view of the support element according to the invention,

[0026] [Fig.3] [Fig.3] is a perspective view of the support element of [Fig.l], focused on a system for moving the support element, and

[0027] [Fig.4] [Fig.4] is a perspective view of the support member of [Fig.l], focused on a damper of the support member.

[0028] With reference to Figs. 1 and 2, a vehicle seat S support element 5 is described comprising a fixed base 7 and a movable frame 9 (visible in [Fig.2]).

[0029] The base 7 is for example a base of the vehicle seat S intended to be mounted on the floor of the vehicle for example by means of a system of slides making it possible to move the seat S in a sliding direction corresponding for example to a longitudinal direction L of the vehicle, that is to say the front-rear direction of the vehicle.

[0030] The movable frame 9 extends opposite the lower part 7 in an elevation direction Z, corresponding for example to the floor-ceiling direction of the vehicle, and is movable relative to the base 7 in the elevation direction Z, so as to allow the adjustment of the relative position of the movable frame 9 and the base 7. Such an adjustment is a height adjustment of the position of the movable frame 9.

[0031] In a particular embodiment, illustrated in [Fig.l], the movable armature 9 forms a part of a seat base S on which an occupant of the seat sits when taking a seat in the vehicle. In this case, the movable frame 9 is for example intended to receive padding arranged to accommodate the occupant of the seat S.

[0032] The base 7 extends between two lower lateral edges 11, 12, (visible only in [Fig.4]), extending in the longitudinal direction L and being spaced apart from each other in a transverse direction T perpendicular to the elevation direction Z and to the longitudinal direction L.

[0033] The transverse direction T corresponds for example to the left-right direction of the vehicle or to the width of the vehicle.

[0034] Similarly, the movable frame 9 extends between two lateral upper edges 14, 15 (visible in Figs. 2 and 4) extending in the longitudinal direction L and being spaced apart from each other in the transverse direction T.

[0035] The two upper lateral edges 14, 15 extend opposite the two lower lateral edges 11, 12 respectively in the elevation direction Z.

[0036] According to the embodiment shown in [Fig.2], the base 7 is formed by a front flank 20A and a rear flank 20B, the front flank 20A and rear flank 20B being spaced apart from each other in the longitudinal direction L and extending mainly in the transverse direction T. The two flanks 20A, 20B are for example secured to each other by at least one lower crosspiece 22 extending in the longitudinal direction L.

[0037] In a variant, not shown, the base 7 is formed by a single flank.

[0038] The two lower lateral edges 11, 12 are then defined as the set of longitudinal edges of the sides 20A, 20B, and of the lower crosspiece 22, that is to say the edges extending in the longitudinal direction L and spaced apart from each other in the transverse direction T.

[0039] Similarly, the movable frame 9 is for example formed by a front flank 25A and a rear flank 25B, the front flank 25A and rear flank 25B extending mainly in the transverse direction T and being spaced apart from each other in the longitudinal direction L. The two flanks 25A, 25B are for example secured to each other by at least one upper crosspiece 27 extending in the longitudinal direction L.

[0040] The movable frame 9 comprises in particular any element movable relative to the base 7, in the elevation direction Z. Thus, the front 25A and rear 25B flanks, as well as the upper crosspiece 27 are movable relative to the base 7, in the elevation direction Z.

[0041] In a variant, not shown, the movable armature 9 is formed by a single flank.

[0042] The two upper lateral edges 14, 15 are then defined as all of the longitudinal edges of the sides 25A, 25B and of the upper crosspiece 27, that is to say the edges extending in the longitudinal direction L and spaced apart from each other in the transverse direction T.

[0043] The flanks 25A, 25B of the mobile frame 9 extend at least partly opposite the flanks 20A, 20B of the base 7 and are spaced from them, according to a modular distance taken according to the elevation direction Z.

[0044] Similarly, the upper crosspiece 27 extends at least partly opposite the lower crosspiece 22 and is spaced from the latter, by a modular distance taken according to the elevation direction Z.

[0045] In a particular embodiment, and with reference to [Fig. 3], the support element 5 comprises a system 30 for moving the mobile frame 9 relative to the base 7.

[0046] The movement system 30 is arranged to allow the movement of the mobile frame 9 relative to the base 7, for example in the elevation direction Z. In other words, according to the embodiment shown in the figures, the movement system 30 makes it possible to adjust the height of the seat base of the seat S and / or to compensate for the weight of an occupant when the latter sits on the seat S.

[0047] As shown in [Fig.3], the displacement system 30 is arranged between the mobile frame 9 and the base 7 in the elevation direction Z.

[0048] Preferably, the movement system 30 comprises at least one movement unit 32 comprising a spring 35 extending in the longitudinal direction L and two crossed connecting bars 38 each extending between an upper end 39, fixed by a pivot connection to the mobile frame 9, and a lower end 40, fixed by a pivot connection to the base 7.

[0049] Each pivot connection extends for example in a substantially transverse manner, that is to say that the rotation permitted by this pivot connection takes place around an axis of rotation extending in the transverse direction T.

[0050] In particular, the upper ends 39 of the connecting bars 38 are fixed by a pivot connection to the sides 25A, 25B of the mobile frame 9 and the lower ends 40 of the connecting bars 38 are fixed by a pivot connection to the sides 20A, 20B of the base 7.

[0051] By "crossed" is meant that each connecting bar 38 connects an upper lateral edge 14, 15 to the lower lateral edge 11, 12 by forming an X with the other connecting bar 38. In other words, following the longitudinal direction L, a first connecting bar 38 connects the upper lateral edge 14, 15 to the lower lateral edge 11, 12, and a second connecting bar 38 connects the lower lateral edge 11, 12 to the upper lateral edge 14, 15, the connecting bars crossing between these lower lateral edges 11, 12 and upper lateral edges 14, 15.

[0052] The two connecting bars 38 are fixed to each other at their center O and are movable in rotation relative to each other along a transverse axis of rotation R passing through the center O.

[0053] Thus, in a plane containing the elevation direction Z and the longitudinal direction L, the two connecting bars 38 form a non-zero angle between them.

[0054] A first free end 42 of the spring is connected to the upper end 39 of at least one connecting bar 38.

[0055] In the example shown in Figs. 2 to 4, the displacement system 30 comprises two displacement units 32 arranged symmetrically in the support element 5 with respect to a median plane perpendicular to the transverse direction T and extending at an equal distance from each of the lateral upper edges 14, 15.

[0056] Preferably, the support element 5 comprises a manual or motorized actuation device 45 for the movement of the movable armature 9 relative to the base 7.

[0057] For example, the actuating device 45 is a wheel manually rotated by a user. Alternatively, the actuating device 45 is a motorized device capable of, on command from a user, compressing or relaxing the or each spring 35.

[0058] Actuation of said actuating device 45 causes compression or extension of the or each spring 35.

[0059] For this purpose, the actuating device 45 is for example linked to a second free end 48 of the or each spring 35, opposite the first free end 42 of the or each spring 35 in the longitudinal direction L.

[0060] Thus, when the actuating device 45 is actuated, the or each spring 35 is compressed or extended, by pushing or pulling on the second free end 48 of the or each spring 35, and transmits the forces imposed on it to the crossed connecting bars 38.

[0061] By virtue of the pivot connections fixing their upper ends 39 to the mobile frame 9 and their lower ends 40 to the base 7, the connecting bars 38 are arranged to move relative to each other, by modifying the angle formed between them, so as to move the mobile frame 9 relative to the base 7 in the elevation direction Z.

[0062] In other words, the connecting bars 38 are driven in rotation around the axis of rotation R, and drive, by the pivot connections at their upper ends 39, the mobile armature 9 in translation in the direction of elevation Z.

[0063] The relative height, taken along the elevation direction Z, of the seat S is then set and adjusted by and / or for the occupant.

[0064] Similarly, when a user sits on the seat base S, for example formed by the movable frame 9 of the support element 5, the springs 35 are arranged to keep the connecting bars 38 stationary, that is to say to keep the angle that they form between them fixed, so as not to move the mobile frame 9 relative to the base 7 when the user sits down.

[0065] Thus, such a movement system 30 makes it possible to counterbalance the weight of the user who sits on the seat S, so that the seat S remains at the desired height.

[0066] According to the invention, and with reference to [Fig.4], the support element 5 comprises two dampers 50 each connecting one of the two lower lateral edges 11, 12 to the upper lateral edge 14, 15 opposite.

[0067] The presence of two shock absorbers 50 makes it possible to improve the comfort of the occupant, and in particular to reduce the vibrations transmitted by the vehicle to the occupant seated on the seat S.

[0068] Each shock absorber 50 extends in an inclined direction I forming a non-zero angle with the elevation direction Z.

[0069] In particular, each damper 50 extends in an inclined direction I forming an angle α with the elevation direction Z of between 10° and 80°, more preferably between 30° and 60°, for example substantially equal to 60° in the position of the damper 50 most inclined relative to the elevation direction Z as shown in [Fig.4].

[0070] The shock absorbers 50 extending in an inclined manner and not parallel to the elevation direction Z, they ensure optimal comfort for the occupant of the seat S because they maintain a good amplitude of travel, or even better, to compensate for the shocks in the elevation direction Z due to the irregularity of the roadway, while minimizing the height necessary under the seat S in order to place the support element 5.

[0071] The two shock absorbers 50 are, for example, linear actuators such as pneumatic, hydraulic, or even electric cylinders, capable of converting any energy (coming from impacts due to irregularities in the road surface, for example) into mechanical translational energy. Thus, the shock absorbers 50 generate a dissipative movement, such as a rebound, which propagates, as will be described later, to the occupant and which remains comfortable for the occupant of the vehicle.

[0072] In the example of [Fig.4], each shock absorber 50 comprises an upper end 52 linked to the upper lateral edge 14, 15 and a lower end 54 linked to the lower lateral edge 11, 12.

[0073] In the embodiment shown in Figs. 2 to 4, each shock absorber 50 extends from the rear flank 20B of the base 7 to the front flank 25A of the movable frame 9.

[0074] As a variant, not shown, each shock absorber 50 extends from the front flank 20A of the base 7 to the rear flank 25B of the mobile frame 9.

[0075] The connection of each end 52, 54 to the corresponding lateral edge 11, 12, 14, 15 is a pivot connection around an axis of rotation A extending in the transverse direction T.

[0076] The pivot connections allow the articulation of each shock absorber 50 relative to the mobile frame 9 and to the base 7 so that each shock absorber 50 can transmit a linear movement into a translational movement of the mobile frame 9 in the elevation direction Z.

[0077] Thus, in the same way as previously, each shock absorber 50 is arranged to, when absorbing a shock, compress or extend in the inclined direction I, driving, by the pivot connections fixing the ends 52, 54 to the lateral edges 11, 12, 14, 15, the mobile frame 9 in translation in the elevation direction Z.

[0078] Furthermore, the pivot connections allow the articulation of each shock absorber 50 relative to the movable frame 9 and to the base 7 so that each shock absorber 50 can adapt to the position of the movable frame 9 relative to the base 7 when an occupant of the seat S adjusts the height of the movable frame 9.

[0079] Each shock absorber 50 has, for example, a stroke, taken in the inclined direction I, of between ± 20 mm and ± 40 mm.

[0080] In a particular embodiment, the two dampers 50 are arranged symmetrically in the support element 5 relative to a median plane perpendicular to the transverse direction T and extending at an equal distance from each of the lateral upper edges 14, 15.

[0081] This symmetry makes it possible to stiffen the support element 5 in the transverse direction T, in order to improve the comfort of the occupant and to offer better stability of the support element 5.

[0082] In the embodiment illustrated in Figs. 2 to 4, the displacement system 30 is arranged between each shock absorber 50 in the transverse direction T.

[0083] The dampers 50 being arranged outside the displacement system 30, in the transverse direction T, it is possible to integrate a standard displacement system 30 into the support element 5. This makes it possible to reduce the manufacturing costs of the support element 5, which can for example reuse an already existing displacement system 30.

[0084] The seat S can also have a completely satisfactory and classic appearance while offering optimal comfort for the occupant of the vehicle, without particularly encumbering the support element 5.

[0085] Furthermore, the presence of two lateral shock absorbers 50 allows a better margin of safety during collision and regulatory tests frequently carried out on vehicle components, and in particular on vehicle seats and / or seat supports.

[0086] Such a support element 5 has numerous advantages.

[0087] The shock absorbers 50 connecting the mobile frame 9 to the base 7 in an inclined manner relative to the elevation direction Z, it is possible to maintain a satisfactory damping stroke to absorb the jolts and avoid the propagation of shocks for the occupant, while limiting the height of the shock absorbers 50 and therefore of the support element 5.

[0088] Thus, the support element 5 has a minimal height while ensuring the comfort of the occupants of the vehicle seats.

[0089] Furthermore, the dampers 50 being located outside, in the transverse direction T, of the displacement system 30 and being fixed to the upper 9 and lower 7 parts of the support element 5, the dampers 50 are completely independent of the displacement system 30.

[0090] This makes it possible to reuse existing and efficient conventional displacement systems 30, in order to integrate them into the support element 5, and to add the shock absorbers 50. The manufacturing cost of the support element 5 is then reduced.

[0091] The lateral symmetry of the support element 5, in particular provided by the symmetry of the two shock absorbers 50, provides the support element with better stability and makes it possible to stiffen the support element 5 laterally in order to avoid any play which could prove uncomfortable for the occupant of the seat.

Claims

Claims

1. Support element (5) for a vehicle seat (S) comprising a fixed base (7) intended to be fixed to the floor of the vehicle, and a movable frame (9) movable relative to the base (7) in an elevation direction (Z), the base (7) extending between two lower lateral edges (11, 12) extending in a longitudinal direction (L) perpendicular to the elevation direction (Z) and being opposite in a transverse direction (T) perpendicular to the elevation direction (Z) and to the longitudinal direction (L), the movable frame (9) extending between two upper lateral edges (14, 15) extending in the longitudinal direction (L) and being opposite in the transverse direction (T), the two upper lateral edges (14, 15) extending respectively opposite the two lower lateral edges (11, 12) in the elevation direction (Z),characterized in that the support element (5) comprises two dampers (50) each connecting one of the two lower lateral edges (11, 12) to the opposite upper lateral edge (14, 15), each damper (50) extending in an inclined direction (I) forming a non-zero angle (a) with the elevation direction (Z).,

2. Support element (5) according to claim 1, in which each damper (50) extends in an inclined direction (I) forming an angle (a) with the elevation direction (Z) of between 10° and 80°, more preferably between 30° and 60°, for example substantially equal to 60° in the position of the damper (50) most inclined relative to the elevation direction (Z).

3. Support element (5) according to claim 1 or 2, wherein each shock absorber (50) comprises an upper end (52) connected to the upper lateral edge (14, 15) and a lower end (54) connected to the lower lateral edge (11, 12), the connection of each end (52, 54) to the corresponding lateral edge (11, 12, 14, 15) being a pivot connection around an axis of rotation (R) extending in the transverse direction (T).

4. Support element (5) according to any one of the preceding claims, wherein the two dampers (50) are arranged symmetrically in the support element (5) with respect to a median plane perpendicular to the transverse direction (T) and extending at an equal distance from each of the lateral upper edges (14, 15).

5. Support element (5) according to any one of the preceding claims- preceding, in which the two dampers (50) extend from a rear flank (20B) of the base (7) to a front flank (25A) of the movable frame (9), the rear flank (20B) of the base (7) being spaced from the front flank (25A) of the movable frame (9) in the longitudinal direction (L).

6. Support element (5) according to any one of the preceding claims, in which the two dampers (50) are linear actuators such as pneumatic or hydraulic cylinders.

7. Support element (5) according to any one of the preceding claims, comprising a system (30) for moving the movable frame (9) relative to the base (7), the moving system (30) being arranged between the movable frame (9) and the base (7) in the elevation direction (Z) and between each shock absorber (50) in the transverse direction (T).

8. Support element (5) according to claim 7, in which the displacement system (30) comprises at least one displacement unit (32) comprising a spring (35) extending in the longitudinal direction (L) and two crossed connecting bars (38) each extending between an upper end (39) fixed by a pivot connection to the mobile frame (9) and a lower end (40) fixed by a pivot connection to the base (7), a free end (42) of each spring (35) being linked to the upper end (39) of at least one connecting bar (38).

9. Support element (5) according to claim 8, comprising two displacement units (32) arranged symmetrically in the support element (5) with respect to a median plane perpendicular to the transverse direction (T) and extending at an equal distance from each of the lateral upper edges (14, 15).

10. Support element (5) according to claim 8 or 9, comprising a manual or motorized actuating device (45) for the movement of the movable frame (9) relative to the base (7), the actuation of said actuating device (45) causing a compression or an extension of the or each spring (35).

11. Vehicle seat (S) comprising a support element (5) according to any one of the preceding claims, the movable frame (9) of the support element (5) forming a part of a seat base (S) movable in the direction of elevation (Z) relative to the base (7).

Images