Automotive seats

Abstract

To provide a motor vehicle seat holding a wind deflector function.SOLUTION: A motor vehicle seat comprises: a backrest part (6); a first main body (5); a second main body; and a mechanism (8) for coupling the backrest part (6) to the first main body (5) in a manner in which, the backrest part is movable between a first position in which, the backrest part (6) is arranged between the first and second main bodies, the second main body defines a base part extending in a lateral direction to the backrest part (6) for supporting seating of an occupant in a state in which a back of the occupant contacts the backrest part (6) on the first surface (9) of the backrest part (6), and a second position where the backrest part (6) is on an opposite side of the first surface (9) and the backrest part has a second surface (10) facing the second main body. The first surface (9) defines a wind deflector on the second position of the backrest part (6).SELECTED DRAWING: Figure 3

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This patent application claims priority from Italian Patent Application No. 102,021,000,018,917 filed on July 16, 2021 and No. 102,022,000,002,945 filed on February 17, 2022, the entire disclosures of which are incorporated herein by reference. Technical Field

[0002] The present invention relates to an automotive seat, particularly to a convertible automotive seat. Background Art

[0003] It is known that when the roof is open, convertible vehicles suffer from uncomfortable air drafts and cyclones inside the passenger compartment.

[0004] The aforementioned undesirable phenomenon is further exacerbated when the vehicle travels at relatively high speeds, for example along suburban routes or on motorways.

[0005] To address this phenomenon, it is known to use suitable wind deflectors, which are attached to the rear body at a position behind the passenger compartment, in a vertical orientation, or in any case in an orientation transverse to the ground.

[0006] The wind deflector is removable when its use is not required. Accordingly, vehicles are typically provided with a storage compartment designed to easily accommodate the wind deflector that has been removed in the case of a flexible wind deflector and folded when necessary.

[0007] Generally speaking, improvements to the state of the art in the automotive industry are needed particularly for convertible vehicles.

[0008] More specifically, the free space in a vehicle needs to be reallocated, with at least a portion of the space required to accommodate a wind deflector being allocated to other uses, or simply to improve the comfort of the occupants in the passenger compartment.

[0009] Furthermore, the process of installing and positioning the wind deflector when it is needed, and removing and storing it when it is no longer needed, needs to be made easier.

[0010] The objective of the present invention is to satisfy at least one of the above-mentioned needs, preferably in a simple and effective manner. [Overview of the project]

[0011] The objective is to provide a car seat comprising a backrest portion, a first body, a second body, and a mechanism configured to movably connect the backrest portion to the first body between a first position in which the backrest portion is positioned between the first and second bodies, where the second body defines a base that extends laterally with respect to the backrest portion to support the seating of an occupant with their back in contact with the backrest portion on the first surface of the backrest portion, and a second position in which the backrest portion is on the opposite side of the first surface and has a second surface facing the second body, wherein the first surface is reached by an automobile seat that defines a wind deflector at the second position of the backrest portion.

[0012] The dependent claims define special embodiments of the present invention. [Brief explanation of the drawing]

[0013] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings as non-limiting examples to better understand the present invention. [Figure 1] This is a plan view of a convertible automobile equipped with an automobile seat according to an embodiment of the present invention. [Figure 2]This is a side view of the seat with parts removed for clarity. [Figure 3] This is similar to Figure 2, but shows a sheet in a different operating state than the one in Figure 2. [Figure 4] This is a perspective view of the seat, showing a different viewpoint on a larger scale. [Figure 5] This is a perspective view of the seat, showing a different viewpoint on a larger scale. [Figure 6] On an even larger scale, these are cross-sectional views of the sheet spanning planes that are different from and parallel to each other. [Figure 7] On an even larger scale, these are cross-sectional views of the sheet spanning planes that are different from and parallel to each other. [Modes for carrying out the invention]

[0014] In Figure 1, reference numeral 1 is used to indicate an automobile as a whole. More precisely, automobile 1 is a convertible automobile.

[0015] Therefore, the automobile 1 comprises a passenger compartment 2 and a roof 3, which can be configured between an open configuration in which the passenger compartment 2 is open to the outside, particularly when all other openings of the automobile 1 (e.g., windows, doors, or trunk openings) are closed, and a closed configuration for closing the passenger compartment 2.

[0016] According to the alternative example, the passenger compartment 2 can always be open to the outside. In other words, the automobile 1 can lack a roof 3.

[0017] Furthermore, the automobile 1 is equipped with seats 4, in particular rear seats, more specifically seats for several people, and more precisely seats for two people.

[0018] The seat 4 comprises multiple main bodies or parts 5, 6, and 7, with part 6 defining at least a backrest portion, specifically the entire backrest.

[0019] In other words, the backrest defined by portion 6 is shared by all users of seat 4.

[0020] Notwithstanding this, each of portions 5 and 7 may for example be fixed.

[0021] In particular, portion 5 comprises a headrest 5a and a base 5b arranged between portion 6 and the headrest 5a, that is below the headrest 5a, more precisely directly below it.

[0022] Portion 7 extends along the forward direction of motor vehicle 1, that is along the horizontal direction, and thus defines the base of seat 4 suitable for supporting the legs of an occupant seated on seat 4.

[0023] Specifically, portion 7 is concave upward so as to improve the comfort of an occupant seated on seat 4.

[0024] Furthermore, seat 4 comprises a mechanism 8 configured to movably couple portion 6 to portion 5 between a first position and a second position.

[0025] In the first position shown in Figure 2, portion 6 is arranged between portions 5 and 7, is transverse to portion 7, and more precisely forms an angle with portion 7 in the range of 92° to 102°, preferably equal to approximately 98°. In other words, portion 6 forms an angle with respect to the vertical plane in the range of 2° to 12°, preferably equal to approximately 8°. In this position, seat 4 is suitable for supporting an occupant in the region of surface 9 of portion 6 itself, with the lower legs abutting against portion 7 and the back abutting against portion 6.

[0026] In the first position, parts 6 and 5 form a substantially zero angle. Generally speaking, when this description deals with the angle formed between parts 5, 6, and 7, parts 5, 6, and 7 themselves are treated with respect to the plane on which they extend or the plane to which they tangent, even though they are not perfectly flat. In fact, parts 5, 6, and 7 are substantially flat in the sense that when positioned in the first position, they can either have slightly convex or concave surfaces with a relatively large radius of curvature, for example, a radius of curvature greater than twice the height extension of part 6.

[0027] In the second position, portion 6 extends horizontally above portion 7. In other words, portion 6 has a surface 10 facing portion 7 on the opposite side of surface 9.

[0028] More precisely, in the second position, parts 5 and 6 form an angle equal to 70° to 80°, preferably 75°. This means that the ideal or actual rotation by part 6 from the first position to the second position is in the range of 100° to 110°, preferably equal to about 105°.

[0029] In the second position shown in Figure 3, section 6 acts as a wind deflector, at least when the roof 3 is in an open configuration. That is, section 6 deflects the airflow toward the passenger compartment 2 outward. More precisely, the airflow starts from the rear region of the vehicle 1 toward the passenger compartment 2. Here, the airflow merges with section 6 in the second position, brushing over a surface 9 designed to support the backs of the passengers in the first position.

[0030] In particular, part 6 is inclined upward with respect to the horizontal, more specifically at an acute angle, in the second position.

[0031] More specifically, as shown in Figure 6, the mechanism 8 includes a hinge 25 to which part 6 is rotatably hinged to part 5, so that it can rotate around axis H between a first position and a second position. In particular, axis H is horizontal and perpendicular to the forward direction of the automobile 1. More specifically, axis H extends within the region of base 5b.

[0032] Specifically, part 6 is hinged to the base 5b by a hinge 25.

[0033] More specifically, the hinge 25 comprises a pin 8a rotatably supported by a base 5b. In particular, the pin 8a extends along axis H, and more specifically below the headrest 5a.

[0034] According to embodiments shown herein, the end 6a of portion 6 is hinged to portion 5 via a hinge 25.

[0035] Part 6 extends along axis H from end 6a to end 6b.

[0036] Preferably, like end 6a, end 6b is positioned between a further portion 5 and a further portion 7 of the seat 4, preferably the same as the previous one. Like end 6a, end 6b is hinged to the further portion 5 by a further hinge (not shown, e.g., hinge 25) of the mechanism 8 around axis H. Specifically, the further hinge comprises a further pin (not shown, e.g., pin 8a) rotatably supported by the corresponding base 5a of the further portion 5, which also has a headrest 5a above the base 5b. In particular, the further pin extends along axis H, more specifically below the corresponding headrest 5a.

[0037] The hinge 25 and the further hinges are redundant because they both hinge part 6 to part 5 around the same axis H. Therefore, they can be interpreted as a single hinge device, or as part of a single hinge from which mechanism 8 is preferably composed.

[0038] Conveniently, part 6 comprises two or more ends 6c, 6d facing ends 6a, 6b, respectively, in a direction perpendicular to axis H.

[0039] In other words, part 6 extends perpendicular to axis H and is terminated by ends 6c and 6d that face each other along axis H.

[0040] The ends 6c and 6d each have recesses 27 that are particularly arch-shaped or ear-shaped, extending toward the axis H or the center of the portion 6. The recesses 27 are defined relative to an ideal rectangle enclosing the portion 6, and more specifically, have sides that overlap with the edges of the ends 6a and 6b, with the edges being lateral to the axis H. Specifically, the recesses 27 are located at the corners of the rectangle opposite to the axis H.

[0041] Advantageously, part 6 has a through slot 28 for defining an air intake. The term “slot” identifies an opening with a closed contour. More specifically, the slot 28 is located at the center of part 6 according to axis H.

[0042] In particular, slot 28 extends along axis H with a width ranging from one-third to one-quarter of the maximum width of portion 6. More specifically, laterally with respect to axis H, slot 28 extends along less than one-third of its width.

[0043] Similarly, lateral to axis H, more precisely, slot 28 is located in the half of portion 6 closer to axis H. Even more precisely, slot 28 is located in a region defined between one-eighth and three-eighths of the maximum length of portion 6 perpendicular to axis H.

[0044] Figure 7 shows a cross-section of portion 6 that lies on an ideal plane perpendicular to axis H in the region of slot 28, in order to illustrate the shape of slot 28 in more detail.

[0045] The intersection of the surface 9 and the plane of the cross-section defines curves 29 and 30, which are specifically located laterally with respect to axis H, closer to and further from axis H on both sides of the slot 28, respectively.

[0046] The curves 29 and 30 are provided with bent or concave segments 29a and 30a, respectively, at the entrance of the slot 28. In particular, the segments 29a and 30a have their respective concave surfaces along the direction away from axis H. More generally, the concave surfaces face both sides of the slot 28.

[0047] Preferably, the curvature of segment 29a is narrower than the curvature of segment 30a. However, without loss of generality, the reverse is also possible.

[0048] Curves 29 and 30 form channels for the passage of air through slot 28.

[0049] In particular, the channel extends along a curved axis C, with its concave surface facing axis H.

[0050] Alternatively or additionally, the channels are converging, or more specifically, slightly converging.

[0051] Preferably, the sheet 4 also includes a mesh 31 for shielding the slots 28, but allowing air to flow through the slots 28. The mesh 31 is fixed to the portion 6, more precisely to the portion 6, and even more precisely to the surface 10.

[0052] For example, the mesh 31 is secured to part 6 by a releasable fastening device comprising a known screw member, not specifically shown herein.

[0053] Mesh 31 is positioned to cover the entirety of slot 28.

[0054] Specifically, mesh 31 is rigid, for example, a metal mesh.

[0055] Preferably, the seat 4 comprises one or more springs, more precisely two springs 32, that elastically connect portion 6 to the seat 4 or the frame portion 14 of the automobile 1. Specifically, the frame portion 14 is fixed.

[0056] Furthermore, the seat 4 includes a locking device 16 configured to secure the portion 6 to the frame portion 14 when the portion 6 is in a first position. For example, the locking device 16 can be closed in a snap-type manner.

[0057] The locking device 16 can be released, in particular, by an electrical command issued by, for example, the control unit of the seat 4 or the automobile 1.

[0058] In this particular case, the automobile 1 or seat 4 is equipped with a command device, not shown herein, which can be operated by the occupant to cause a control unit to issue an electrical command to release the locking device 16.

[0059] The locking device 16 is not limited to this, as it can be alternatively or additionally released by manual control according to modifications not shown herein.

[0060] Preferably, the control unit is configured to detect whether a safety belt associated with or attached to the seat 4 is fastened, and to block the sending of an electrical command when it detects that the safety belt is fastened.

[0061] The spring 32 is preloaded so as to automatically move part 6 from a first position to a second position when the locking device 16 is released.

[0062] Furthermore, the spring 32 is configured to hold part 6 in a second position and responds to the load applied to part 6 by the airflow deflected by part 6.

[0063] In other words, the spring 32 is stiff enough to limit or even cancel out vibrations of part 6 caused by the airflow deflected by part 6.

[0064] By pushing against the resistance of the spring 32, part 6 can be manually returned to the first position.

[0065] Preferably, the spring 32 extends along the linear axis M, particularly into portion 6. The spring 32 has each end fixed to portion 6, particularly in the area of ​​surface 10. The other end of the spring 32 along axis M is fixed to frame portion 14.

[0066] Specifically, axis M forms an angle with portion 6 in the range of 20° to 40°.

[0067] Furthermore, the spring 32 acts on portion 6 at a point of application that is better visible in Figure 5, and in particular, it is positioned in a region between one-eighth and three-eighths of the maximum length of portion 6, intersecting the axis H and starting from axis H.

[0068] According to axis H, each point of application of the spring 32 is located at a distance from the center of portion 6 that is between 1 / 16 and 1 / 4 of the maximum width of portion 6, more preferably between 1 / 8 and 1 / 4 of the maximum width.

[0069] With respect to axis H, the point of application is preferably located at the same distance perpendicular to axis H, and more specifically, symmetrically with respect to the center of part 6.

[0070] In particular, spring 32 is a fluid spring, or more precisely, a gas spring.

[0071] Therefore, the spring 32 also introduces damping to the motion of part 6, particularly the rotational motion of part 6 around axis H.

[0072] The frame portion 14 extends behind the seat 4, and therefore behind portion 6, in both the first and second positions. That is, in the first position, the frame portion 14 extends to the opposite side of portion 7 from portion 6.

[0073] Preferably, the portion 6 in the first position defines at least one wall of the trunk of the automobile 1.

[0074] In the second position, part 6 frees up the space between part 5 and frame part 14, allowing the object to move from the front to the back of the seat 4.

[0075] In the movement of the seat 4, starting from the first position, the occupant releases the locking device 16 by the aforementioned command device. By doing so, the spring 32 is released, moving part 6 to the second position, which defines a wind deflector for deflecting the airflow coming from the outside of the vehicle 1 toward the inside of the vehicle 1, with the roof 3 clearly in an open configuration.

[0076] The advantages of sheet 4 according to the present invention are clear from the above.

[0077] Seat 4 is versatile in that it can be used as both a seat and a wind deflector. In this way, a removable wind deflector is not required, nor is a storage compartment needed to house the wind deflector when it is not in use. This corresponds to a significant reduction in the space it occupies within the vehicle 1.

[0078] Furthermore, using sheet 4 as a wind deflector is extremely simple. The user only needs to move part 6 to the second position, for example, by releasing the locking device 16 and waiting for the spring 32 to automatically move part 6 to the second position.

[0079] Here, if necessary, the user may secure the second position of part 6 to a component of the automobile 1, for example, via a further locking device not shown herein.

[0080] Furthermore, the second section 6 also enables communication between the front and rear of the seat 4 in a simple manner. In this way, trunk space can be increased, for example, to introduce large objects and to retrieve or store them starting from the passenger compartment 2.

[0081] Slot 28 is an effective air intake for improving the aerodynamics of section 6 when it acts as a wind deflector, i.e., in the second position. In fact, slot 28 is configured to reach an ideal compromise between avoiding return airflow from the outside toward the occupant compartment 2 and reducing the load on section 6 caused by the deflected airflow. The shape, position, and dimensions of slot 28 all contribute to achieving this ideal compromise, both independently and collectively, with bonus effects.

[0082] Furthermore, the point of application of the spring 32 is positioned in an ideal manner to allow the occupant to return part 6 to the first position with a very small force, in particular a force equal to a predetermined target force.

[0083] At the same time, the spring 32 is stiff enough to provide resistance that prevents the portion 6 from returning from the second position to the first position due to the deflected airflow.

[0084] Furthermore, the fact that the spring 32 contains a fluid, particularly gas and oil, introduces damping that gives fluidity to the movement of part 6, especially from the first position to the second position, since they are gas springs.

[0085] The recess 27 facilitates the rotational movement of part 6 from the first position to the second position without interfering with other parts of the automobile 1, particularly the front seat.

[0086] Finally, the sheet 4 according to the present invention may be modified and altered in any way that does not exceed the scope of protection set forth in the appended claims.

[0087] In particular, the number of each component described and shown in this specification may vary.

[0088] Furthermore, the spring 32 and the locking device 16 may be independent of each other. In other words, the presence of the spring 32 does not imply the presence of the locking device 16, and vice versa.

Claims

1. An automobile seat (4) comprising: a backrest portion (6); a first body (5); a second body (7); and a mechanism (8) configured to movably connect the backrest portion (6) to the first body (5) between a first position in which the backrest portion (6) is positioned between the first and second bodies (5, 7), where the second body (7) defines a base that is lateral to the backrest portion (6) in order to support the occupant's seating with their back in contact with the backrest portion (6) on the first surface (9) of the backrest portion (6); and a second position in which the backrest portion (6) is on the opposite side of the first surface (9) and has a second surface (10) facing the second body (7), wherein the first surface (9) defines a wind deflector at the second position of the backrest portion (6).

2. The seat (4) according to claim 1, wherein the mechanism (8) comprises at least one hinge (25), and the backrest portion (6) is hinged to the first body (5) via the hinge (25) so as to be rotatable about an axis (H) between the first position and the second position.

3. The seat (4) according to claim 2, wherein the first body (5) comprises a headrest (5a) and a base (5b) disposed between the backrest portion (6) and the headrest (5a), and the hinge (25) hinges the backrest portion (6) to the first body (5) at the base (5b).

4. The seat (4) according to claim 1, comprising a frame portion (14) and a locking device (16) configured to fix the backrest portion (6) to the frame portion (14) when the backrest portion (6) is in the first position.

5. The seat (4) according to claim 4, wherein the locking device (16) is releaseable, and the seat (4) elastically connects the backrest portion (6) to the frame portion (14) and is preloaded by at least one spring (32), in particular a fluid spring, more specifically a gas spring, which preloads the backrest portion (6) to automatically move from the first position to the second position when the locking device (16) is released.

6. The seat (4) according to claim 5, wherein the spring (32) extends along a linear axis (M) between two opposing ends fixed to the backrest portion (6) and the frame portion (14), respectively.

7. The seat (4) according to claim 5, further comprising a control unit configured to issue an electrical command to release the locking device (16) and to detect whether or not a safety belt associated with the seat (4) is fastened, wherein the control unit is further configured to prevent the issuance of the electrical command when the control unit detects that the safety belt is fastened.

8. The seat (4) according to claim 2, wherein the backrest portion (6) extends perpendicular to the axis (H) and is terminated by an end having two further ends (6c, 6d) that face each other along the axis (H), and the further ends (6c, 6d) each have a recess (27) toward the axis (H) or toward the center of the backrest portion (6).

9. The sheet (4) according to claim 1, comprising a through slot (28) for defining an air intake.

10. The sheet (4) according to claim 9, wherein an ideal plane in the slot (28) that crosses or perpendicularly intersects the first surface (9) defining two curves (29, 30).

11. The sheet (4) according to claim 10, wherein the curves (29, 30) are provided with respective bent segments (29a, 30a) at the entrance of the slot (28), and the bent segments (29a, 30a) have respective concave surfaces facing both sides of the slot (28), and one of the concave surfaces of the bent segments (29a, 30a) is narrower than the other concave surface of the bent segments (29a, 30a).

12. The sheet (4) according to claim 10, wherein the curves (29, 30) form a convergence channel for the passage of air through the slot (28).

13. The seat (4) according to claim 1, wherein the backrest portion (6) is inclined upward with respect to the horizontal direction at the second position.

14. The seat (4) according to claim 13, wherein the end (11) of the backrest portion (6) that is further away from the first body (5) reaches a height equal to or greater than the upper end (12) of the first body (5).

15. An automobile (1) comprising the seat (4) described in claim 1.

16. The aforementioned automobile (1) is a convertible type, Crew compartment (2), The vehicle includes a roof (3) which can be configured in a way that allows the crew compartment (2) to be open to the outside and a way that closes the crew compartment (2), The automobile according to claim 15, wherein the wind deflector is configured to deflect the airflow toward the passenger compartment (2) outward when the roof (3) is in the open configuration.

17. Use of the sheet (4) according to claim 1 as a wind deflector in the automobile (1) according to claim 15.

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