Vehicle seat assembly

Abstract

This disclosure provides a vehicle seat assembly comprising a seat component having a support surface, a foam layer, and a molded cloth. The foam layer has a surface A and a surface B. The molded cloth has an inner surface and an outer surface, the inner surface being attached to surface B of the foam layer. The molded cloth comprises a plurality of fibers processed to define a plurality of suspension springs, each having a predetermined three-dimensional configuration that defines a cavity. Each of the cavities is filled with a portion of the foam layer, the foam layer at least partially permeating the molded cloth between the inner and outer surfaces to further define the suspension springs and maintain the predetermined three-dimensional configuration of the suspension springs. A portion of the outer surface of the molded cloth on the suspension springs engages with the support surface of the seat component. The suspension springs respond to dynamic inputs by partially deflecting relative to the support surface of the seat component to isolate vibrations to the occupant during use of the vehicle seat assembly, and returning to an initial state.

Description

Technical Field

[0001] The present disclosure generally relates to vehicle seat assemblies.

Background Art

[0002] The automotive industry continues to evolve to accommodate more refined designs with aerodynamic shapes and minimal lines. Along with this, there arises the issue of accommodating this style emphasis without sacrificing performance or customer comfort. Market trends are driving vehicles to have a more refined roofline, which can shorten the height of the vehicle and potentially reduce headroom for passengers.

[0003] Conventional vehicle seat assemblies include a suspension system that helps attenuate road noise and isolate high impact vibrations such as running over potholes. These suspension systems include metal springs, shock absorbers, and sway bars. However, these conventional suspension systems can be bulky and occupy a significant amount of space within the vehicle.

Summary of the Invention

Problems to be Solved by the Invention

[0004] In this field, it is necessary to effectively balance the aesthetics of modern vehicle designs and the comfort of passengers.

[0005] This disclosure provides a vehicle seat assembly comprising a seat component having a support surface, a foam layer, and a formed cloth. The foam layer has a surface A and a surface B opposite to surface A, the B surface facing the support surface of the seat component. The formed cloth has an inner surface and an outer surface, the inner surface being attached to surface B of the foam layer. The formed cloth comprises a plurality of fibers processed to define a plurality of suspension springs, each having a predetermined three-dimensional configuration that defines a cavity. Each of the cavities is filled with a portion of the foam layer, and the foam layer penetrates at least partially into the formed cloth between the inner and outer surfaces to further define the suspension springs and maintain the predetermined three-dimensional configuration of the suspension springs. A portion of the outer surface of the formed cloth on the suspension springs engages with the support surface of the seat component. The suspension spring responds to dynamic inputs by partially deflecting relative to the support surface of the seat component to isolate vibrations to the occupant during use of the vehicle seat assembly, and then returning to its initial state.

[0006] The disclosure also provides a foam seat assembly for use in a vehicle seat assembly having a seat component defining a support surface. The foam seat assembly includes a foam layer and a molded cloth. The foam layer has a surface A and a surface B opposite to surface A, the B surface being fitted to face the support surface of the seat component. The molded cloth has an inner surface and an outer surface, the inner surface being attached to surface B of the foam layer. The molded cloth includes a plurality of fibers processed to define a plurality of suspension springs, each having a predetermined three-dimensional configuration that defines a cavity. Each of the cavities is filled with a portion of the foam layer, and the foam layer penetrates the molded cloth between the inner and outer surfaces to further define the suspension springs and maintain the predetermined three-dimensional configuration of the suspension springs. The suspension spring responds to dynamic inputs by partially deflecting to the deflected state and returning to the initial state in order to isolate vibrations to the occupant during use of the foam seat assembly, as a portion of the suspension spring engages with the support surface of the seat component and moves between an initial state and a deflected state relative to the support surface of the seat component.

[0007] The disclosure also provides a foam seat assembly for use in a vehicle seat assembly having a seat component defining a support surface. The foam seat assembly includes a foam layer and a molded cloth. The foam layer has a surface A and a surface B opposite to surface A, the B surface being fitted to face the support surface of the seat component. The molded cloth has an inner surface and an outer surface, the inner surface being attached to surface B of the foam layer. The molded cloth includes a plurality of fibers processed to define a plurality of suspension springs, each having a predetermined three-dimensional configuration that defines a cavity, the cavity having openings extending through the inner surface and the outer surface. Each of the cavities is filled with a portion of the foam layer. The foam layer penetrates the molded cloth between the inner surface and the outer surface to further define the suspension springs and maintain the predetermined three-dimensional configuration of the suspension springs. The foam layer extends at least into the openings of the molded cloth. The suspension spring responds to dynamic inputs by partially deflecting to the deflected state and returning to the initial state, in order to isolate vibrations to the occupant during use of the foam seat assembly, as at least one of the portion of the suspension spring and the portion of the foam layer extending into the opening engages with the support surface of the seat component and moves between an initial state and a deflected state relative to the support surface of the seat component. [Brief explanation of the drawing]

[0008] The effects of the present invention will be readily apparent from the attached drawings and the following detailed description. [Figure 1] Figure 1 is a perspective view of a vehicle seat assembly. [Figure 2A] Figure 2A is an exploded view of a first embodiment of the seat bottom of a vehicle seat assembly. [Figure 2B] Figure 2B is an exploded view of a second embodiment of the seat bottom of a vehicle seat assembly. [Figure 3] Figure 3 is an exploded view of the seat back of a vehicle seat assembly. [Figure 4] Figure 4 is a top cross-sectional perspective view of the foam sheet assembly according to the present invention. [Figure 5] Figure 5 is a bottom cross-sectional perspective view of the foam sheet assembly. [Figure 6] Figure 6 is an enlarged fragmentary perspective view showing a first embodiment of a foam seat assembly with multiple cubic suspension springs having curved edges. [Figure 7] Figure 7 is an enlarged fragmentary perspective view showing a second embodiment of a foam seat assembly with multiple cubic suspension springs having curved edges. [Figure 8A] Figure 8A is a sectional side view of a vehicle seat assembly with the suspension spring shown in Figure 7 in its initial state. [Figure 8B] Figure 8B is another sectional side view of a vehicle seat assembly having the suspension spring shown in Figure 7 in a deflected state. [Figure 9] Figure 9 is another enlarged section perspective view of a foam seat assembly showing a third embodiment of multiple pyramidal suspension springs. [Figure 10A] Figure 10A is a sectional side view of a vehicle seat assembly with the suspension spring shown in Figure 9 in its initial state. [Figure 10B] Figure 10B is another sectional side view of a vehicle seat assembly having the suspension spring shown in Figure 9 in a deflected state. [Figure 11] Figure 11 is an enlarged fragmentary perspective view showing a fourth embodiment of a foam seat assembly with multiple suspension springs formed in a pyramidal shape. [Figure 12A] Figure 12A is a sectional side view of a vehicle seat assembly with the suspension spring shown in Figure 11 in its initial state. [Figure 12B] Figure 12B is another sectional side view of a vehicle seat assembly having the suspension spring shown in Figure 11 in a deflected state. [Figure 13]FIG. 13 is another enlarged fragmentary perspective view of a foam sheet assembly showing a fifth embodiment of a plurality of suspension springs formed as a base with a pyramid. [Figure 14A] FIG. 14A is a partial cross-sectional side view of a vehicle seat assembly having the suspension spring shown in FIG. 13 in an initial state. [Figure 14B] FIG. 14B is another fragmentary cross-sectional side view of a vehicle seat assembly having the suspension spring shown in FIG. 13 in a deflected state. [Figure 15] FIG. 15 is another enlarged fragmentary perspective view of a foam sheet assembly showing a sixth embodiment of a plurality of suspension springs formed as a base with a dome. [Figure 16A] FIG. 16A is a fragmentary cross-sectional side view of a vehicle seat assembly having the suspension spring shown in FIG. 15 in an initial state. [Figure 16B] FIG. 16B is another fragmentary cross-sectional side view of a vehicle seat assembly having the suspension spring shown in FIG. 15 in a deflected state. [Figure 17] FIG. 17 is a perspective view of three sample portions of a foam sheet assembly, showing three different levels of penetration of the foam layer into the forming cross. [Figure 18] FIG. 18 is a graph showing the effects of different levels of a foam layer penetrating a single formed cross suspension spring, as shown in FIG. 17. [Figure 19] FIG. 19 is an enlarged fragmentary cross-sectional side view of a suspension spring showing various percentages of penetration of the foam layer into the forming cross. [Figure 20] FIG. 20 is an enlarged fragmentary perspective view of a foam sheet assembly showing a seventh embodiment of a plurality of suspension springs formed as a cube with a curved edge and having an opening. [Figure 21] FIG. 21 is a fragmentary cross-sectional side view of a vehicle seat assembly having the suspension spring shown in FIG. 20 in an initial state. [Figure 22]Figure 22 is an enlarged fragmentary perspective view showing an eighth embodiment of a foam seat assembly with multiple suspension springs formed in a pyramidal shape and having openings. [Figure 23] Figure 23 is a sectional side view of a vehicle seat assembly with the suspension spring shown in Figure 22 in its initial state. [Figure 24] Figure 24 is a graph showing the strain percentage and associated standard force of a single formed cross suspension spring of different weights. [Modes for carrying out the invention]

[0009] The form seat assembly 20 of the vehicle seat assembly 10 is shown with reference to drawings in which similar reference numerals indicate similar or corresponding components.

[0010] Figure 1 shows a perspective view of a vehicle seat assembly 10, which includes a seat bottom 12, a seat back 14, and a headrest 16. The seat bottom 12 supports the occupant's legs, the seat back 14 supports the occupant's back, and the headrest 16 supports the occupant's head. While the vehicle seat assembly 10 represents a conventional seat in a vehicle, those skilled in the art should understand that vehicle seat assemblies 10 can look different depending on their application. For example, a sports car seat may have a seat bottom 12 and seat back 16 that include bolstering to effectively support the occupant during sharp turns at high speeds.

[0011] Figure 2A shows an exploded view of the seat bottom 12 of a vehicle seat assembly 10. The vehicle seat assembly 10 includes a seat component 26 having a support surface 18, a foam layer 22, and a molded cloth insert (hereinafter referred to as molded cloth 24). The support surfaces of the foam layer 22, the molded cloth 24, and the seat component 26 are formed and molded to correspond to or "fit" each other. The foam layer 22 includes an upper surface (hereinafter referred to as surface A 28) and a lower surface opposite to surface A 28 (hereinafter referred to as surface B 30). Surface B 30 of the foam layer 22 faces the seat component 26, and more specifically, faces the support surface 18 of the seat component 26. In the embodiment of Figure 2A, the support surface 18 of the seat component 26 is rigid. This means that there are no springs or other suspensions biasing the support surface 18. The molded cloth 24 includes an inner surface 32 and an outer surface 34. The inner surface 32 of the molded cloth 24 is attached to surface B 30 of the foam layer 22. The attachment of the inner surface 32 to surface B 30 is preferably performed during the molding of the foam layer, as will be described in more detail below.

[0012] Alternatively, as shown in Figure 2B, the support surface 18 may take the form of a suspension mat. Figure 2B is another exploded view of the seat bottom 12 of a vehicle seat assembly 10 including the support surface 18. The support surface 18 may be made of plastic and located between the seat component 26 and the B surface 30 of the foam layer 22. This type of support surface 18 is generally flexible and is used on a series of wires and springs (not shown, but known to those skilled in the art). Thus, the support surface 18 shown in Figure 2B can provide additional suspension to the vehicle seat assembly. It should be understood that this alternative type of support surface may also be incorporated into the seat back of the vehicle seat assembly.

[0013] Referring to Figure 3, an exploded view of the vehicle seat back 14 of the vehicle seat assembly 10 is shown. The vehicle seat assembly 10 shown in Figure 3 is similar to the vehicle seat assembly 10 shown in Figure 2. This is because the vehicle seat assembly 10 of Figure 3 also includes a seat component 26 having a support surface, a foam layer 22, and a molded cloth insert (hereinafter referred to as molded cloth 24). As shown, the support surface 18 of the seat back is rigid. Those skilled in the art will understand that the objective of isolating vibrations from road noise and / or potholes through the use of suspension springs (described below) can be achieved by a combination of both the seat bottom and seat back assemblies of Figure 2 or Figure 3, or by either of them. In addition, it should be noted that the foam seat assembly 20 not only isolates road vibrations but also dampens vibrations after each dynamic input.

[0014] As shown throughout the drawing, the molded cloth 24 consists of a plurality of fibers, including at least one selected from polyester fibers, nylon fibers, and natural fibers. The plurality of fibers are processed to define a plurality of suspension springs 36, each having a predetermined three-dimensional structure that defines a cavity 42. The fibers used to make the molded cloth 24 are selected based on the properties and functionality of each type of fiber. Polyester and nylon fibers are synthetic fibers. This means that they are made from chemical compounds derived from petroleum, coal, or natural gas. Natural fibers, on the other hand, are obtained from plants or animals, such as cotton, wool, silk, or linen. For example, the plurality of fibers in the molded cloth 24 may include nylon fibers based on the properties of nylon fibers such as strength, durability, shrinkage resistance, and moisture absorption. The plurality of fibers in the molded cloth 24 may also be nonwoven fabrics. The molded cloth 24 may include any layer such as woven or nonwoven fabrics, solid or liquid polymer binders, various foams, polymer films, metallized films, powders (e.g., carbon), encapsulated particles, and may consist of various single or mixed synthetic or natural fibers. The foam layer 22 may be made of polyurethane foam. The molded cloth 24 is formed into a three-dimensional design by compression or vacuum molding using various temperatures and pressures.

[0015] As described above, each of the suspension springs 36 has a predetermined three-dimensional structure that defines a cavity 42 (shown in Figures 4, 5, 8A-8B, 10A-10B, 12A-12B, 14A-14B, 16A-16B, 19, 21, and 23). Each cavity 42 is filled with a portion of the foam layer 22, which at least partially penetrates the molded cloth 24 between the inner surface 32 and the outer surface 34 to further define the suspension spring 36 and maintain the predetermined three-dimensional structure of the suspension spring 36. As described above, the suspension spring, together with the foam layer, acts to have both a spring effect and a damping effect in order to absorb and isolate vibrations experienced by the vehicle seat assembly. The amount of penetration depends, in particular, on the amount of fibers in the molded cloth 24. The amount of multiple fibers contained in the molded cloth 24 is 80-270 g / m2 It is preferable that this is the case. The grams per square meter is a measure of the amount of fibers in the molded cloth 24 and is used to adjust the molded cloth 24 based on the required performance. This is also known in the art as the weight or area density of the molded cloth. Typically, the less the amount, the more the foam layer 22 penetrates the molded cloth 24 between the inner surface 32 and the outer surface 34. For example, if higher penetration is required, the amount of multiple fibers contained in the molded cloth 24 is 80-140 g / m 2 The amount of fibers in the molded cloth 24 can be reduced to achieve the following: Alternatively, as another example, the amount of multiple fibers contained in the molded cloth 24 is 140-270 g / m². 2 It is possible. As another preferred example, the amount of multiple fibers contained in the molded cloth 24 is 140 g / m 2 This is possible. Adjusting the amount of fiber is one way to adjust the molded cloth 24 for specific performance. The lower the weight of the molded cloth, the greater the penetration of the foam layer, but greater penetration can make the entire suspension spring stiffer or more rigid. Therefore, as part of the adjustment of the suspension spring, the weight of the molded cloth is selected considering the balance with the amount of penetration of the foam layer 22. The amount of penetration is at least 5% or at least 10% within the molded cloth 24, but may be a higher percentage and may be useful in adjusting the performance of the molded cloth 24. Multiple weights (different g / m²) within the molded cloth 24 2 It may be advantageous to include ). This can be done by forming a first molded cloth 24 with a given weight, and then sewing a second molded cloth having a different given weight to the first molded cloth. There are other ways to prepare the molded cloth 24, which are described below.

[0016] The molded cloth 24 may contain a binder that at least partially maintains a predetermined three-dimensional structure of the suspension spring 36. The molded cloth 24 may contain at least 20% by weight of the binder. Alternatively, the molded cloth may contain at least 30% by weight or at least 45% by weight of the binder. The binder may be selected from the group consisting of copolyester binders, copolyamide binders, and polyolefin binders. The binder is typically used as a processing aid during the process of creating the molded cloth 24. The binder allows the molded cloth 24 to retain its shape before it is placed in a mold and the mold is filled with foam. Without this processing aid, the molded cloth 24 would not be sufficiently rigid, potentially resulting in defects in the final product that could adversely affect the performance of the vehicle seat assembly 10. The type and amount of the binder can be selected according to the specific application.

[0017] Figure 4 shows a top cross-sectional perspective view of a foam seat assembly 20 according to the present invention. The foam seat assembly 20 includes a foam seat pad (hereinafter referred to as the foam layer 22). As described above, the foam layer 22 includes surface A 28 and surface B 30. Surface A 28 is oriented toward the occupant and is the surface on which the occupant sits. Current industry design standards for the thickness of automotive foam seat cushions range from 65 mm to 125 mm, depending on their location in the vehicle and their supporting surface. The foam seat assembly 20 shown in Figure 4 is considered to be a front seat cushion with reduced thickness, but the present invention can be applied to both thicker and thinner seat pad scenarios. The reduction in thickness provides seat and interior designers with the option to maintain comfort with a reduced-thickness cushion in order to address interior or vehicle designs with reduced packaging space for seats. Those skilled in the art should understand that Figure 4 shows an example of the foam seat assembly 20 (without the seat component 26). However, the shape and size of the foam seat assembly 20 may vary depending on the specific vehicle on which it is designed. The foam seat assembly 20 shown in Figure 4 is used in a vehicle seat assembly 10 having a seat component 26.

[0018] As described above, the foam seat assembly 20 with the suspension spring 36 may be mounted on a rigid support surface such as the seat component 26 shown in Figures 2A and 3. Alternatively, the suspension spring 36 may be mounted on a spring-biased flexible support surface as shown in Figure 2B. Occupant comfort includes both initial or showroom comfort, the "soft feel" or support that the occupant experiences when first sitting in the seat or over short distances, and the "firm feel" or support that the occupant experiences during long drives. There are several factors to consider when measuring optimal occupant comfort. While there are many factors to consider, those skilled in the art should understand that some of these factors include the occupant's subjective perception, overall seat stiffness, vibration input damping, and pressure distribution.

[0019] The present invention eliminates the need for conventional suspensions (e.g., curved springs or mat types) attached to the seat frame, integrating their functions into suspension springs in the seat bottom and seat back. The cushion bottom is the side opposite the occupant and is in contact with the support surface of the seat component 26, such as a rigid seat frame. Alternatively, the system may be hybrid, where the integrated suspension springs engage with a flexible, spring-biased support surface, still contributing to minimizing the bulk of conventional suspension systems.

[0020] Figure 5 shows a bottom cross-sectional perspective view of the foam seat assembly 20. The B-side 30 of the foam layer 22 is the surface facing the vehicle floor or rigid support surface (seat component 26, etc.). Figure 5 shows the B-side 30 of the foam layer 22 having a cross-sectional cutout showing a molded cloth insert (hereinafter referred to as molded cloth 24) having a plurality of suspension springs 36. As can be seen from Figure 5, the foam layer 22 includes a front 38 and a back 40, and a predetermined three-dimensional configuration of the suspension springs 36 is arranged linearly from the front 38 to the back 40 of the foam layer 22. Note that the linear arrangement shown in Figure 5 is just one example of the arrangement of the suspension springs 36. Other arrangements may be used that can change the performance of the vehicle seat assembly 10 when isolating vibrations. For example, the suspension springs 36 may be arranged in diagonal rows or in a non-repeating pattern.

[0021] In a preferred embodiment, the suspension springs 36 are integrally formed as part of the molded cloth 24 and spaced apart from one another. This spacing may be perfectly uniform or only partially uniform, as shown in Figure 5. The suspension springs 36 may be arranged in rows and formed as flexible pylons to form a series of projections that can deflect and recover when the seat is in use. The suspension springs 36 respond to dynamic inputs by partially deflecting against the support surface 18 of the seat component 26 (not shown in Figure 5) to isolate occupant vibrations during use of the vehicle seat assembly 10, and recovering to an initial state. During dynamic inputs, a portion of the outer surface of the molded cloth 24 on the suspension springs 36 engages with the support surface 18 of the seat component 26. The suspension springs 36 shown in Figure 5 are in their initial state.

[0022] Figure 5 shows an example of the shape of each suspension spring 36. However, those skilled in the art should understand that the suspension spring 24 can be of any suitable shape, design, size, or configuration depending on the application and required performance. For example, the suspension spring 36 can be formed into any suitable three-dimensional configuration such as polygons, polyhedra, tetrahedra, cubes, pyramidal pyramids, triangular prisms, hemispheres, and frustums. The suspension spring 36 may be formed as a longer continuous or semi-continuous shape in a linear, radial, or various direction. The suspension spring 36 can have pointed edges, rounded edges, or a combination of different types of edges. For example, Figure 6 shows an enlarged fragmentary perspective view of a foam sheet assembly 20 showing a first embodiment of a plurality of suspension springs 36 formed as a rectangular parallelepiped with curved edges, similar to the version of the suspension spring shown in Figure 5. On the other hand, Figure 7 shows another enlarged fragmentary perspective view of a foam sheet assembly 20 showing a second embodiment of a plurality of suspension springs 136 formed as a rectangular parallelepiped with curved edges, the rectangular parallelepiped in Figure 7 having a slightly higher and more rounded top. As can be seen from Figure 7, a predetermined three-dimensional structure of at least a portion of the suspension spring 136 is a rectangular parallelepiped with curved edges.

[0023] As explained earlier, the suspension spring 36 helps absorb energy and isolate road vibrations from the occupants. The suspension spring 36 acts when a high deflection scenario is reached under normal driving conditions due to road input. A high deflection scenario occurs when the vehicle experiences a sudden impact, such as hitting a pothole in the road. When a vehicle hits a pothole in the road, the vehicle reacts to the sudden impact, and the subsequent vibrations are radiated throughout the vehicle body. Figures 8A and 8B help illustrate how the suspension spring 136 responds to dynamic inputs by partially deflecting into a deflected state and then returning to its initial state. Figure 8A is a section cross-sectional side view of the vehicle seat assembly 10 with the suspension spring 136 shown in Figure 7 in its initial state. Figure 8B is another section cross-sectional side view of the vehicle seat assembly 10 with the suspension spring 136 shown in Figure 7 in a deflected state.

[0024] As can be seen from Figures 8A and 8B, the portion of the outer surface 34 of the molded cloth 24 that engages with the support surface 18 of the seat component 26 is the bottom surface 144 of each rectangular parallelepiped. After a high deflection driving scenario (referred to herein as dynamic input), the suspension spring 136 returns to its initial state and is prepared for the next dynamic input. Even when the dynamic input is small, vibration input is still transmitted through the vehicle from smooth or rough road surfaces. These inputs are repetitive and, although low in intensity, contribute to occupant discomfort and fatigue if countermeasures are not taken. Under these low input conditions, the suspension spring 136 still functions by partially deflecting and returning to help mitigate the vibration input. Those skilled in the art should understand that dynamic input can occur during many types of driving scenarios. Furthermore, the “initial state” can change dynamically and differently depending on the input conditions. For example, the weight of the occupant causes the suspension spring to shift from the initial state to a deflected state, and this deflected state becomes a new initial state while the occupant remains seated. Therefore, when vibrations occur from the vehicle, the suspension springs are deflected again, but only to the "initial state" determined by the weight of the occupants. Consequently, the exact position of the suspension springs in their "initial state" changes during use and does not necessarily coincide with the unloaded, stationary position of the suspension springs.

[0025] The suspension spring 36 is adjustable to accommodate different types of vehicles and different seat positions. It is advantageous to adjust the suspension spring 36 to provide optimal performance for a given vehicle application. The suspension spring 36 is adjustable by changing its size, height, surface area and arrangement when it is formed in the molded cloth 24.

[0026] Figures 9 to 16B show different shapes of suspension springs and how they deflect from an initial state to a deflected state. Each of the proposed predetermined three-dimensional configurations of the suspension springs 236 is a pyramidal shape. Figure 9 shows another enlarged section perspective view of a foam seat assembly 20 showing a third embodiment of multiple suspension springs 236 formed in a pyramidal shape. The portion of the outer surface 34 of the molded cloth 24 that engages with the support surface 18 of the seat component 26 is the vertex 246 of each pyramidal shape. Figures 10A and 10B help to show how the suspension springs 236 respond to dynamic input by partially deflecting to a deflected state and then returning to an initial state. Figure 10A is a section cross-sectional side view of a vehicle seat assembly 10 having the suspension springs 236 shown in Figure 9 in an initial state. Figure 10B is another section cross-sectional side view of a vehicle seat assembly 10 having the suspension springs 236 shown in Figure 9 in a deflected state. As previously mentioned, increasing the height of each suspension spring 236 is one way to adjust performance. For example, Figure 11 is another enlarged section perspective view of a foam seat assembly 20 showing a fourth embodiment of multiple pyramidal suspension springs 336, slightly taller than the suspension spring 236 of Figure 9. Figures 12A and 12B help illustrate how the suspension springs 336 respond to dynamic inputs. Figure 12A is a section cross-sectional side view of a vehicle seat assembly 10 having the suspension springs 336 shown in Figure 11 in an initial state. Figure 12B is another section cross-sectional side view of a vehicle seat assembly 10 having the suspension springs 336 shown in Figure 11 in a deflected state. As can be seen from Figure 12B, the portion of the outer surface 34 of the molded cloth 24 that engages with the support surface 18 of the seat component 26 is the vertex 346 of each pyramid. Another variation of the pyramidal shape is shown in Figure 13. A given three-dimensional configuration of each suspension spring 446 is a pyramidal base. Figure 13 is another enlarged section perspective view of a foam seat assembly 20 showing a fifth embodiment of multiple suspension springs 436 formed as pyramidal bases.Figure 14A is a section cross-sectional side view of the vehicle seat assembly 10 having the suspension spring 446 shown in Figure 13 in its initial state. Figure 14B is another section cross-sectional side view of the vehicle seat assembly 10 having the suspension spring 446 shown in Figure 13 in a deflected state. As can be seen from Figure 14B, the portion of the outer surface 34 of the molded cloth 24 that engages with the support surface 18 of the seat component 26 is the vertex 446 of each pyramidal shape.

[0027] Figure 15 is another enlarged section perspective view of a foam seat assembly 20 showing a sixth embodiment of a plurality of suspension springs 536 formed as dome-shaped bases. As can be seen from Figure 15, a predetermined three-dimensional configuration of each suspension spring 536 is a dome-shaped base. The portion of the outer surface 34 of the molded cloth 24 that engages with the support surface 18 of the seat component 26 is the crown 548 of each dome. Figures 16A and 16B show the suspension springs 536 in their initial and deflected states. Figure 16A is a section cross-sectional side view of a vehicle seat assembly 10 having the suspension springs 536 shown in Figure 15 in their initial state. Figure 16B is a section cross-sectional side view of a vehicle seat assembly 10 having the suspension springs 536 shown in Figure 15 in their deflected state.

[0028] As mentioned above, it is important to adjust the performance of the foam sheet assembly 20 in order to achieve the desired performance. Adjustment can be done by changing the attributes of the suspension spring 36, such as height or size, or by changing the configuration of how the suspension spring 36 is positioned. Another way to adjust the performance is by changing the penetration. The molded cloth 24 has a defined thickness 50 (shown in various figures, but Figure 19 is probably the best) between the inner surface 32 and the outer surface 34, and a portion of the foam layer 22 penetrates into the inner surface 32 of the molded cloth 24 by at least 5% or at least 10% of the thickness 50 of the molded cloth 24. As shown in Figure 19, it should be understood that the penetration may be higher than 5% of the thickness 50 of the molded cloth 24. Figure 17 shows perspective views of three sample parts of the foam sheet assembly 20, showing three levels of foam layer penetration into the molded cloth 24, as seen in the graph in Figure 18. As can be seen from Figure 17, the suspension spring 36 on the left shows low penetration, indicated by the lighter color. The central suspension spring 36 shows moderate penetration, while the suspension spring 36 on the right shows high penetration. Note that the suspension spring 36 shown in Figure 17 is similar to the one shown in Figure 6, but is an example of a suspension spring 36 with a more inclined side. The penetration of the foam layer 22 into the thickness between the inner surface 32 and outer surface 34 of the molded cloth 24 affects the amount of force each given suspension spring 36 can withstand before it collapses. This is shown in Figure 18. Figure 18 shows a graph illustrating the effect of different levels of foam layer 22 penetration into the molded cloth 24. This graph shows 270 g / m for three penetration levels: high, medium, and low. 2 The figure shows a molded cloth 24 having a fiber content of . As can be seen from the figure, the higher the penetration, the higher the standard force that each suspension spring can withstand, expressed in Newtons. For further explanation, Figure 24 shows 100 g / m depending on the percentage of strain. 2 From 300g / m 2The figure shows various weights of molded cross 24 within a range. Note that "gsm" means grams per square meter. As can be seen from Figure 24, generally, the higher the weight, the more the molded cross suspension spring 36 can withstand a higher standard force because a higher percentage of strain is applied to the molded cross suspension spring 36.

[0029] Refer to Figure 19, which shows an enlarged section cross-sectional side view of a suspension spring 36, illustrating the varying percentages of foam layer 22 penetration into the molded cloth 24. The molded cloth 24 has a thickness 50 defined between its inner surface 32 and outer surface 34, and portions of the foam layer 22 penetrate into the inner surface 32 of the molded cloth 24 at different percentages of its thickness 50, along the predetermined three-dimensional structure of the suspension spring 36. As can be seen from Figure 19, the penetration may not be uniform throughout the suspension spring 36. This may or may not be desirable depending on the application. Figure 19 illustrates the possible different penetrations of the foam layer into the molded cloth 24. For example, in the suspension spring 36 of Figure 19, the foam layer 22 penetrates more in areas where the outer surface 34 of the suspension spring 36 is flatter. This is the left side portion of the suspension spring 36 before the shape curves upward, and the outer surface 34 becomes flat again towards the top of the suspension spring 36. This occurs during the molding process in which the B-side 30 of the foam layer 22 is attached to the inner surface 32 of the molding cloth 24.

[0030] The portion of the foam layer 22 that penetrates the inner surface 32 of the molded cloth 24 is impermeable. As previously described, Figure 19 shows various amounts of penetration of the foam layer 22 into the thickness defined by the inner surface 32 and outer surface 34 of the molded cloth 24. The foam layer 22 may be made of a permeable polyurethane foam. However, once a portion of the foam layer 22 penetrates the inner surface 32 of the molded cloth 24, that portion becomes impermeable. During the molding process described above, the B-side 30 of the foam layer 22 is attached to the inner surface 32 of the molded cloth 24. This may be advantageous for certain applications of this disclosure. For example, when the suspension spring 36 is deflected and in a deflected state, air may escape, and it may be advantageous for that air to escape towards the occupant rather than towards the seat component 26.

[0031] As mentioned above, there are various ways to adjust the performance of the foam sheet assembly 10, which is important for achieving the desired performance. Yet another way to adjust the performance is to ensure that the cavities of the suspension springs have openings 52 that extend through the inner and outer surfaces of the molded cloth. As can be seen from Figure 20, the molded cloth 24 contains a plurality of fibers molded to define a plurality of suspension springs 636, each having a predetermined three-dimensional configuration that defines a cavity 42, and the cavities have openings 52 that extend through the inner surface 32 and the outer surface 34. Each cavity 42 is filled with a portion of the foam layer 22. The foam layer 22 penetrates the molded cloth 24 between the inner surface 32 and the outer surface 34 to further define the suspension springs 636, maintaining the predetermined three-dimensional configuration of the suspension springs 636, and the foam layer 22 extends at least into the openings 52 of the molded cloth 24. As can be seen from Figure 20, the openings 52 of each suspension spring 636 indicate the foam layer 22. As previously explained, when the suspension spring 636 deflects to a deflected state and returns to its initial state in response to a dynamic input, air escapes. It may be advantageous to control how the air escapes and to have an opening 52 in the suspension spring 636 that allows for an air passage at the top of the suspension spring 636, as shown in Figure 20. Figure 20 is an enlarged fragmentary perspective view of a foam sheet assembly 20 showing a seventh embodiment of a plurality of suspension springs 636 having an opening 52, formed as a rectangular parallelepiped with curved edges.

[0032] The suspension spring 636 responds to dynamic input by partially deflecting to the deflected state and returning to the initial state when it moves between an initial state and a deflected state relative to the support surface 18 of the seat component 26, in order to isolate occupant vibrations during use of the foam seat assembly 20. A diagram of the suspension spring 636 in the initial state is shown in Figure 21. Figure 21 is a segmental cross-sectional side view of the vehicle seat assembly 10 having the suspension spring 636 shown in Figure 20 in the initial state.

[0033] The foam layer 22 extends through the opening 52 of the molded cloth 24 and can form an external foam portion 54 integrally connected to the foam layer 22 and the molded cloth 24. An example of this is shown in Figure 22. Figure 22 is an enlarged section perspective view of a foam sheet assembly 20 showing an eighth embodiment of a plurality of suspension springs 736 formed as pyramidal structures having openings 52. Essentially, the top of each pyramidal structure in Figure 22 is the foam layer 22 instead of the molded cloth 24.

[0034] Another way to include openings 52 in the suspension springs 736 is to include multiple openings 52 in each suspension spring 736. The cavities 52 may have multiple openings 52 extending through the inner surface 32 and the outer surface 34, with the foam layer 22 extending at least into each of the openings 52 in the molded cloth 24. Having multiple openings 52 can help to further adjust the performance of the foam sheet assembly 20 in isolating vibrations. It should be understood that suspension springs having openings may be any suitable configuration or design.

[0035] Conventional vehicle applications typically include a suspension system within the seat frame, using metal springs. The integrated suspension spring 36 eliminates the need for a conventional suspension system within the seat frame, as the integrated suspension spring 36 isolates road vibrations from the occupants. Those skilled in the art should understand that the amount of suspension required to maintain occupant comfort and safety varies depending on the vehicle. Larger and heavier vehicles require different vibration damping than smaller and lighter vehicles. Eliminating the conventional suspension system reduces the height required to accommodate seats within the vehicle. This helps align with the automotive industry's trend towards creating vehicles with lower cabin heights and more refined designs.

[0036] Exemplary embodiments of a molded cross insert 24 with a suspension spring 36 are shown in Figures 4 and 5. However, the embodiments described herein are not intended to be exhaustive or to limit the disclosure to any particular form. The terms used are intended to be descriptive, not restrictive. Many modifications and variations are possible in light of the above teachings, and the disclosure may be implemented in ways other than those specifically described.

Claims

1. A vehicle seat assembly, A sheet component having a support surface, It has a side A and a side B opposite to side A, and side B is a foam layer facing the support surface of the sheet component, A molded cloth having an inner surface and an outer surface, the inner surface being attached to the B surface of the foam layer, the molded cloth comprising a plurality of fibers processed to define a plurality of suspension springs, each having a predetermined three-dimensional configuration that defines a cavity, Includes, Each of the cavities is filled with a portion of the foam layer, and the foam layer at least partially penetrates the molded cloth between the inner surface and the outer surface to further define the suspension spring and maintain the predetermined three-dimensional configuration of the suspension spring. A portion of the outer surface of the molded cloth on the suspension spring engages with the support surface of the seat component, A vehicle seat assembly wherein the suspension spring responds to dynamic inputs by partially deflecting relative to the support surface of the seat component to isolate vibrations to the occupant during use of the vehicle seat assembly, and then returning to its initial state.

2. The vehicle seat assembly according to claim 1, wherein at least a portion of the predetermined three-dimensional configuration of the suspension springs is a rectangular parallelepiped having a curved edge, and the portion of the outer surface of the molded cloth that engages with the support surface of the seat component is the bottom surface of each of the rectangular parallelepipeds.

3. The vehicle seat assembly according to claim 1, wherein each of the predetermined three-dimensional configurations of the suspension springs is a pyramidal pyramid, and the portion of the outer surface of the molded cloth that engages with the support surface of the seat component is the vertex of the pyramidal pyramid.

4. The vehicle seat assembly according to claim 1, wherein each of the predetermined three-dimensional configurations of the suspension springs is a base having a dome, and the portion of the outer surface of the molded cloth that engages with the support surface of the seat component is the head of each of the domes.

5. The vehicle seat assembly according to claim 1, wherein the foam layer includes a front portion and a back portion, and the predetermined three-dimensional configuration of the suspension springs is arranged in multiple linear rows from the front portion of the foam layer to the back portion of the foam layer.

6. A foam seat assembly for use in a vehicle seat assembly having a seat component that defines a support surface, wherein the foam seat assembly is A foam layer having a side A and a side B opposite to side A, wherein side B is fitted to face the support surface of the sheet component, A molded cloth having an inner surface and an outer surface, the inner surface being attached to the B surface of the foam layer, the molded cloth comprising a plurality of fibers processed to define a plurality of suspension springs, each having a predetermined three-dimensional configuration that defines a cavity, Includes, Each of the cavities is filled with a portion of the foam layer, and the foam layer penetrates the molded cloth between the inner and outer surfaces to further define the suspension spring and maintain the predetermined three-dimensional structure of the suspension spring. The suspension spring is a foam seat assembly that responds to dynamic inputs by partially deflecting to the deflected state and returning to the initial state when a portion of the suspension spring engages with the support surface of the seat component and moves between an initial state and a deflected state relative to the support surface of the seat component, in order to isolate vibrations to the occupant during use of the foam seat assembly.

7. The foam sheet assembly according to claim 6, wherein the molded cloth has a thickness defined between the inner surface and the outer surface, and a portion of the foam layer penetrates the inner surface of the molded cloth by at least 5% of the thickness of the molded cloth.

8. The amount of the multiple fibers contained in the molded cloth is 80 to 270 g / m ２ The form sheet assembly according to claim 6.

9. The foam sheet assembly according to claim 6, wherein the molded cloth has a thickness defined between the inner surface and the outer surface, and the portion of the foam layer penetrates the inner surface of the molded cloth in different proportions of the thickness of the molded cloth along the predetermined three-dimensional configuration of the suspension spring.

10. The foam sheet assembly according to claim 6, wherein the portion of the foam layer that has penetrated the inner surface of the molded cloth is impermeable.

11. The foam sheet assembly according to claim 6, further comprising a binder that at least partially maintains the predetermined three-dimensional configuration of the suspension spring.

12. The foam sheet assembly according to claim 11, wherein the binder contained in the molded cloth is at least 20% by weight.

13. The foam sheet assembly according to claim 6, wherein the plurality of fibers include at least one selected from polyester fibers, nylon fibers, and natural fibers.

14. The amount of the plurality of fibers contained in the molded cloth is 80 to 140 g / m ２ The form sheet assembly according to claim 6.

15. The amount of the plurality of fibers contained in the molded cloth is 140 to 270 g / m². ２ The form sheet assembly according to claim 6.

16. The amount of the plurality of fibers contained in the molded cloth is 140 g / m ２ The form sheet assembly according to claim 6.

17. The foam sheet assembly according to claim 6, wherein at least a portion of the predetermined three-dimensional configuration of the suspension spring is a cube having a curved edge.

18. The foam sheet assembly according to claim 6, wherein each of the predetermined three-dimensional configurations of the suspension springs includes a pyramidal pyramid.

19. The foam sheet assembly according to claim 6, wherein each of the predetermined three-dimensional configurations of the suspension springs is a base having a dome.

20. The foam sheet assembly according to claim 6, wherein the plurality of fibers of the molded cloth are not woven.

21. The foam sheet assembly according to claim 6, wherein the plurality of fibers of the molded cloth are woven.

22. A foam seat assembly for use in a vehicle seat assembly having a seat component that defines a support surface, wherein the foam seat assembly is A foam layer having a side A and a side B opposite to side A, wherein side B is fitted to face the support surface of the sheet component, A molded cloth having an inner surface and an outer surface, wherein the inner surface is attached to the B surface of the foam layer, and the molded cloth contains a plurality of fibers processed to define a plurality of suspension springs, each having a predetermined three-dimensional configuration that defines a cavity, the cavity having an opening that extends through the inner surface and the outer surface, Includes, Each of the cavities is filled with a portion of the foam layer, the foam layer penetrates the molded cloth between the inner and outer surfaces to further define the suspension spring, maintain the predetermined three-dimensional configuration of the suspension spring, and the foam layer extends at least into the opening of the molded cloth. The suspension spring is such that at least one of a portion of the suspension spring and a portion of the foam layer extending into the opening engages with the support surface of the seat component, and the foam seat assembly responds to dynamic input by partially deflecting to the deflected state and returning to the initial state when moving between an initial state and a deflected state relative to the support surface of the seat component, in order to isolate vibrations to the occupant during use of the foam seat assembly.

23. The foam sheet assembly according to claim 22, wherein the foam layer extends through the opening of the molded cloth and forms an external foam portion integrally connected to the foam layer and the molded cloth.

24. The foam sheet assembly according to claim 22, wherein the cavity has a plurality of openings extending through the inner and outer surfaces, and the foam layer extends into at least each of the openings of the molded cloth.

25. The foam sheet assembly according to claim 22, wherein the molded cloth has a thickness defined between the inner surface and the outer surface, and a portion of the foam layer penetrates the inner surface of the molded cloth by at least 5% of the thickness of the molded cloth.

26. The foam sheet assembly according to claim 22, wherein the molded cloth has a thickness defined between the inner surface and the outer surface, and the portion of the foam layer penetrates the inner surface of the molded cloth in different proportions of the thickness of the molded cloth along the predetermined three-dimensional configuration of the suspension spring.

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