Vehicle seat and headrest

Abstract

This vehicle seat is equipped with a headrest. A main part disposed to face the head of a seated occupant in the seat front-rear direction is provided in a central part, in the right-left direction, of the headrest. A pair of right-left head support parts that project toward the seat front side with respect to the main part are respectively provided on both the right and left sides of the headrest. The pair of right-left head support parts have two-point support parts for supporting, in the right-left direction, portions of both right and left sides with respect to the upper part of the occipital bone of the seated occupant's head, in a state in which the seated occupant's head is allowed to move in the seat vertical direction.

Description

Vehicle seats and headrests

[0001] The present disclosure relates to vehicle seats and headrests.

[0002] Japanese Patent Application Laid-Open Publication No. 2022-93052 discloses a vehicle seat that reduces motion sickness. The headrest of the vehicle seat described in this document is provided with a head support portion. The head support portion is configured to support the portion of the seated occipital bone of the head of the seated occupant from the left and right. The head support portion is also configured to support the portion of the seated occipital bone of the head of the seated occupant from the rear side of the seat toward the front and diagonally upward from the seat.

[0003] However, in a configuration such as that described in JP 2022-93052 A, in which the head support portion supports the part of the seated occupant's head corresponding to the occipital bone from the rear side of the seat toward the front and diagonally upward from the seat, vertical vibrations of the vehicle are easily transmitted to the head of the seated occupant.

[0004] Taking the above facts into consideration, the present disclosure aims to provide a vehicle seat and headrest that can reduce motion sickness and prevent vertical vibrations of the vehicle from being transmitted to the head of a seated occupant.

[0005] The vehicle seat of the first aspect comprises a seat cushion that supports the buttocks of a seated occupant from below the seat, a seat back that supports the back of the seated occupant from the rear side of the seat, a headrest that supports the head of the seated occupant from the rear side of the seat, a main part that is provided in the left-right center of the headrest and is positioned opposite the head of the seated occupant in the front-to-rear direction of the seat, and a pair of left and right head support parts that are provided on both the left and right sides of the headrest and protrude toward the front of the seat from the main part, and have two-point support parts that support both left and right sides of the head of the seated occupant against the upper part of the occipital bone from the left and right directions while allowing the head of the seated occupant to move in the up and down direction of the seat.

[0006] According to the vehicle seat of the first aspect, the buttocks, back, and head of the seated occupant are supported by the seat cushion, seat back, and headrest. Furthermore, both left and right regions of the seated occupant's head relative to the top of the occipital bone are supported from the left and right by the two-point support portions of the pair of left and right head support portions. This effectively suppresses the swaying of the seated occupant's head, thereby suppressing motion sickness in the seated occupant. Furthermore, the pair of left and right head support portions support both left and right regions of the seated occupant's head relative to the top of the occipital bone while allowing the seated occupant's head to move in the up and down directions of the seat. With this configuration, the seated occupant's head is prevented from being thrust upward by the pair of left and right head support portions when the vehicle vibrates in the up and down directions. Thus, the vehicle seat of the first aspect can reduce motion sickness and suppress the transmission of vertical vehicle vibrations to the seated occupant's head.

[0007] In the vehicle seat of the second aspect, in the vehicle seat of the first aspect, the pair of left and right head support portions are set to have a shape and dimensions that do not contact the left and right ears of the seated occupant.

[0008] According to the vehicle seat of the second aspect, it is possible to suppress discomfort caused by the pair of left and right head support portions coming into contact with the left and right ears of the seated occupant.

[0009] The vehicle seat of the third aspect is the vehicle seat of the first aspect, wherein the shape and dimensions of the pair of left and right head support portions are set so that the dimension in the left-right direction between the pair of left and right two-point support portions is in the range of 113 mm or more and 195 mm or less.

[0010] According to the vehicle seat of the third aspect, the dimension in the left-right direction between the two-point support parts falls within the above range, so that motion sickness can be effectively reduced.

[0011] The fourth aspect of the vehicle seat is the vehicle seat of the first aspect, wherein the dimension in the left-right direction between the pair of left and right two-point support parts is set in the range of 1 to 1.3 times the distance between the left and right mastoid processes of the seated occupant.

[0012] According to the vehicle seat of the fourth aspect, the dimension in the left-right direction between the two-point support parts falls within the above range, so that motion sickness can be effectively reduced.

[0013] A fifth aspect of the vehicle seat is the vehicle seat of the second aspect, wherein the pair of left and right head support portions protrude forward of the seat relative to the main portion in a range of 15 mm to 50 mm.

[0014] According to the vehicle seat of the fifth aspect, the protrusion amounts of the pair of left and right head support portions toward the front of the seat relative to the main portion are within the above range, thereby reducing discomfort caused by the pair of left and right head support portions coming into contact with the left and right ears.

[0015] The sixth aspect of the vehicle seat is the vehicle seat of the first aspect, wherein the surfaces of the pair of left and right head support portions on the head side of the seated occupant are inclined surfaces that slope outward in the seat width direction as they move toward the front of the seat, and the angle of the inclined surfaces relative to the left and right direction when viewed from above the seat is set to 21° or more.

[0016] According to the vehicle seat of the sixth aspect, the angle of the inclined surface relative to the left-right direction when viewed from above the seat is set to 21° or more, thereby making it possible to effectively reduce motion sickness.

[0017] The headrest of the seventh aspect comprises a main portion arranged opposite the head of the seated occupant in the fore-and-aft direction of the seat, and a pair of left and right head support portions provided on both the left and right sides of the main portion, protruding toward the front of the seat from the main portion, and having two-point support portions that support both left and right sides of the head of the seated occupant against the upper part of the occipital bone from the left and right directions while allowing the head of the seated occupant to move in the up and down direction of the seat.

[0018] According to the seventh aspect of the headrest, the head of the seated occupant is supported by the headrest. Furthermore, both left and right regions of the seated occupant's head relative to the top of the occipital bone are supported from the left and right by the two-point support portions of the pair of left and right head support portions. This effectively suppresses the swaying of the seated occupant's head, thereby suppressing motion sickness in the seated occupant. Furthermore, the pair of left and right head support portions support both left and right regions of the seated occupant's head relative to the top of the occipital bone while allowing the seated occupant's head to move in the up and down directions of the seat. With this configuration, the seated occupant's head is prevented from being thrust upward by the pair of left and right head support portions when the vehicle vibrates in the up and down directions. Thus, the vehicle seat of the first aspect can reduce motion sickness and suppress the transmission of vertical vehicle vibrations to the seated occupant's head. The eighth aspect of the vehicle seat is the vehicle seat of the first aspect, wherein the area of ​​the face of the left head support portion facing the head of the seated occupant is set to be larger than the area of ​​the face of the main portion facing the head of the seated occupant, and the area of ​​the face of the right head support portion facing the head of the seated occupant is set to be larger than the area of ​​the face of the main portion facing the head of the seated occupant.

[0019] The vehicle seat and headrest according to the present disclosure have the excellent effect of reducing motion sickness and suppressing the transmission of vertical vibrations of the vehicle to the head of a seated occupant.

[0020] 1 is a side view schematically showing a vehicle seat; FIG. 2 is a plan view schematically showing an occupant seated in the vehicle seat and the headrest of the first embodiment; FIG. 3 is a rear view showing the head of the seated occupant; FIG. 4 is a left side view showing the head of the seated occupant; FIG. 5 is a graph showing the "head left / right MSDV reduction rate" versus the "amplification rate from the mastoid process"; FIG. 6 is a right side view showing the head of the seated occupant; FIG. 7 is a graph showing the "head left / right MSDV reduction rate" versus the "front-rear thickness"; FIG. 8 is a graph showing the "head left / right MSDV reduction rate" versus the "angle of the two-point support section 26 relative to the left / right direction"; FIG. 9 is a perspective view showing a headrest of the second embodiment; FIG. 10 is a plan view showing the headrest of the second embodiment; FIG. 11 is a front view showing the headrest of the second embodiment; FIG. 12 is a perspective view showing a headrest of the third embodiment; FIG. 13 is a plan view showing the headrest of the third embodiment; FIG. 14 is a front view showing the headrest of the third embodiment; FIG. 15 is a diagram schematically showing a head support section adjustment mechanism;

[0021] A vehicle seat 10 equipped with a headrest 16 according to a first embodiment will be described with reference to Figures 1 to 8. In the drawings, the arrow FR indicates the front side of the seat, the arrow UP indicates the upper side of the seat, the arrow RH indicates the right side in the width direction of the seat, and the arrow LH indicates the left side in the width direction of the seat. Furthermore, in the following description, unless otherwise specified, when referring to front-rear, up-down, and left-right directions, these refer to front-rear in the front-rear direction of the seat, up-down in the up-down direction of the seat, and left-right in the width direction of the seat.

[0022] As shown in FIG. 1, a vehicle seat 10 includes a seat cushion 12 that supports the buttocks of a seated occupant from below, a seat back 14 that supports the back of the seated occupant from the rear, and a headrest 16 that supports the head of the seated occupant.

[0023] As shown in FIG. 2 , the headrest 16 includes a headrest main body 18 and a pair of left and right head support portions 20 that protrude forward from the headrest main body 18 .

[0024] The headrest main body 18 is formed in the shape of a rectangular block. The central portion in the left-right direction of the headrest main body 18 is a main portion 22 that is arranged facing the head P1 of the seated occupant P in the front-rear direction. The front surface of the main portion 22 is formed in a flat shape in the up-down direction.

[0025] The pair of left and right head support portions 20 are configured to support the head P1 of the seated occupant P from the left and right while allowing the head P1 of the seated occupant P to move up and down, and are formed, for example, in the shape of a triangular prism with right-angled triangles at the top and bottom. The right head support portion 20 and the left head support portion 20 are configured symmetrically in the seat width direction. Furthermore, the surfaces of the pair of left and right head support portions 20 facing the head P1 of the seated occupant P form inclined surfaces 24 that slope outward in the seat width direction as they extend forward.

[0026] 3 and 4 show the head P1 of the seated occupant P. As shown in these figures, the shape and dimensions of the pair of left and right head support parts 20 are set so that left and right side regions P4 (hereinafter simply referred to as "supported regions P4") of the head P1 of the seated occupant P relative to an upper portion P3 of the occipital bone P2 are supported from the left and right directions by the inclined surfaces 24 (see FIG. 2) of the pair of left and right head support parts 20. Furthermore, the pair of left and right supported regions P4 of the head P1 of the seated occupant P are located above the pair of left and right mastoid processes P5 of the occipital bone P2.

[0027] 2, the portions of the inclined surfaces 24 of the pair of left and right head support portions 20 that come into contact with the pair of left and right supported portions P4 of the head P1 of the seated occupant P will be referred to as two-point support portions 26. When the head P1 of the seated occupant P swings left or right, the contact pressure between the supported portions P4 of the head P1 of the seated occupant P and the two-point support portions 26 increases.

[0028] The distance W1 between the pair of supported portions P4 on the left and right of the head P1 of the seated occupant P in the left-right direction corresponds to the distance W2 between the pair of mastoid processes P5 on the occipital bone P2 in the left-right direction. For example, the distance W2 between the pair of mastoid processes P5 in the left-right direction is 117 mm for a petite Japanese adult woman (JF05: a body size that covers up to 5% of Japanese women).※１ 149mm for a large Japanese adult male (JM95: a body size that covers up to 95% of Japanese men) ※１ From this, the inventors discovered that the swaying of the head P1 of the seated occupant P can be effectively reduced by setting the lateral dimension W3 between the two-point support parts 26 in the range of 117 mm or more and 149 mm or less. The inventors also discovered that the swaying of the head P1 of the seated occupant P can be reduced even if the lateral dimension W3 between the two-point support parts 26 is increased to approximately 1.35 times the lateral distance W2 between the pair of mastoid processes P5. From this, the inventors discovered that the swaying of the head P1 of the seated occupant P can be reduced by setting the lateral dimension W3 between the two-point support parts 26 in the range of 117 mm or more and 201 mm or less (the recommended value is 195 mm or less, which is approximately 1.3 times the distance W2). Furthermore, to accommodate occupants with a wider variety of physiques, the support part dimension W3 can be changed to match the distance W2 between the mastoid processes of the target occupant. For example, the head breadth of a large American adult male (AM95) is 163 mm (6.42 inches). ※２ Therefore, the head width of the JM95 is 171 mm, and the width between the mastoid processes (W2) is 149 mm. ※１ From this relationship, the W2 of AM95 is estimated to be 142 mm, which is narrower than the width of JM95. Similarly, the head width of a small American adult female (AF05) is 163 mm (5.51 inches). ※２Therefore, W2 is estimated to be 113 mm, which is narrower than the width of the JM05. For this reason, if the dimension W3 in the left-right direction between the two-point support parts 26 is set to 113 mm or more and 201 mm or less (the recommended value is 195 mm or less), it is thought that it will be possible to accommodate a wide range of body sizes in both Japan and the United States. Furthermore, when accommodating younger people with smaller body sizes, W3 can be similarly adjusted to match the dimensions of the human body. Note that the significance of the dimensions marked with *1 above can be understood by referring to the Artificial Intelligence Center's Human Body Dimensions Database website: https: / / www.airc.aist.go.jp / dhrt / 91-92 / data / list.html. Additionally, for the dimensions marked with *2 above, the significance of those dimensions can be understood by referring to the North Carolina State University, Ergonomics Center website: https: / / www.ergocenter.ncsu.edu / wp-content / uploads / sites / 18 / 2020 / 07 / Anthropometry-Summary-Table-2020.pdf.

[0029] The evaluation of the ability to reduce the sway of the head P1 of the seated occupant P was performed by vibrating the vehicle seat 10 in the left-right direction with the occupant P seated on a vibrator. This test is referred to as a "motion sickness evaluation test." In this motion sickness evaluation test, the vehicle seat 10 is repeatedly vibrated left and right with a half amplitude of approximately 1 m. The vibration frequency is, for example, 0.16 Hz, and the vibration time is, for example, 30 minutes. The evaluation of motion sickness in the motion sickness evaluation test was performed based on acceleration measurements taken by an accelerometer attached to the temporal region of the occupant P's head. In the evaluation based on the acceleration measurements taken by the accelerometer, the level of motion sickness was evaluated using a motion sickness evaluation value based on ISO 2631-1 (1997) of the International Organization for Standardization. The motion sickness evaluation value is the Motion Sickness Dose Value, hereinafter referred to as the "MSDV value." As the MSDV value increases, the motion sickness rating becomes worse.

[0030] FIG. 5 shows a graph illustrating the "head lateral MSDV reduction rate" versus the "mastoid amplification rate." The "mastoid amplification rate" is a value that indicates the degree to which the lateral distance between the two-point support units 26 is increased relative to 149 mm, assuming that the lateral distance between the two-point support units 26 is set to 149 mm when an occupant of JM95 physique, whose mastoid width (W2) is 149 mm, is 0. For example, if the lateral distance between the two-point support units 26 is set to 201 mm, the lateral distance between the two-point support units 26 is increased by 52 mm relative to 149 mm. In this case, the "mastoid amplification rate" is calculated as 52 mm / 149 mm, resulting in a "mastoid amplification rate" of 0.35. The "head lateral MSDV reduction rate" is a value that indicates the degree to which head sway can be reduced relative to the MSDV value of a vehicle seat that does not have a pair of left and right head support units 20. As can be seen from this graph, when the "amplification rate from the mastoid process" is 0, the "head left / right MSDV reduction rate" is approximately 60%. This shows that when the dimension in the left / right direction between the two-point support parts 26 is set to 149 mm, it is possible to reduce the MSDV value by approximately 60% compared to a vehicle seat that is not provided with a pair of left and right head support parts 20. The "head left / right MSDV reduction rate" is an average value of experimental results for occupants of various physiques. Furthermore, as can be seen from this graph, when the "amplification rate from the mastoid process" is 0.17, the "reduction rate of MSDV on the left and right of the head" is approximately 58%, when the "amplification rate from the mastoid process" is 0.2, the "reduction rate of MSDV on the left and right of the head" is approximately 55%, when the "amplification rate from the mastoid process" is 0.25, the "reduction rate of MSDV on the left and right of the head" is approximately 45%, when the "amplification rate from the mastoid process" is 0.3, the "reduction rate of MSDV on the left and right of the head" is approximately 33%, when the "amplification rate from the mastoid process" is 0.35, the "reduction rate of MSDV on the left and right of the head" is approximately 22%, and when the "amplification rate from the mastoid process" is 0.4, the "reduction rate of MSDV on the left and right of the head" is approximately 11%.Here, it was discovered that when the "amplification factor from the mastoid process" is 0.35, the effect of reducing car sickness is observed, but there is a possibility that discomfort may occur due to the occupant's head repeatedly coming into contact with the pair of left and right head support parts 20, and that it may be difficult to see the scenery ahead or the monitor in the front seat. Therefore, the inventors of the present application discovered that even for an occupant with a JM95 build, it is desirable to set the left-right dimension W3 between the two-point support parts 26 to a range of 195 mm or less, which is approximately 1.3 times the distance between the mastoid processes (W2).

[0031] As shown in FIG. 6 , the distance A in the front-to-rear direction from the position where the head P1 of the seated occupant P contacts the main part 22 to the rear edge of the ear P6 is 50 mm for a petite Japanese adult female. Based on this, the inventors discovered that, by setting the forward protrusion amount H of the pair of left and right head support parts 20 relative to the main part 22 to a range of 50 mm or less, discomfort caused by the pair of left and right head support parts 20 contacting the ears of the seated occupant facing the front of the seat can be reduced, as shown in FIG. 2 . Furthermore, the inventors discovered that the forward protrusion amount H of the pair of left and right head support parts 20 relative to the front surface of the main part 22 can be reduced if it is 15 mm or more. Based on this, the inventors discovered that it is effective to set the protrusion amount H of the pair of left and right head support parts 20 relative to the main part 22 to a range of 15 mm to 50 mm.

[0032] 7 shows a graph illustrating the "head lateral MSDV reduction rate" versus "front-to-back thickness." The "front-to-back thickness" corresponds to the protrusion amount H of the pair of left and right head support portions 20 relative to the main portion 22. As shown in this graph, when the protrusion amount H is set to 10 mm, the "head lateral MSDV reduction rate" is approximately 0%. When the protrusion amount H is set to 15 mm, the "head lateral MSDV reduction rate" is approximately 22%. When the protrusion amount H is set to 20 mm, the "head lateral MSDV reduction rate" is approximately 22%. Based on this, the inventors of the present application discovered that it is effective to set the protrusion amount H of the pair of left and right head support portions 20 relative to the main portion 22 within the aforementioned range.

[0033] Furthermore, as shown in Figure 2, the inventors of the present application have discovered that the effect of reducing the swaying of the head P1 of the seated occupant P can be achieved by setting the angle of the two-point support portion 26 relative to the left-right direction in a plan view (viewed from above the seat) to 21° or more.

[0034] 8 is a graph showing the "head lateral MSDV reduction rate" versus the "angle of the two-point support unit 26 in the left-right direction." As shown in this graph, when the angle of the two-point support unit 26 in the left-right direction is set to 20°, the "head lateral MSDV reduction rate" is approximately 5%. When the angle of the two-point support unit 26 in the left-right direction is set to 21°, the "head lateral MSDV reduction rate" is approximately 16%. When the angle of the two-point support unit 26 in the left-right direction is set to 22°, the "head lateral MSDV reduction rate" is approximately 38%. When the angle of the two-point support unit 26 in the left-right direction is set to 25°, the "head lateral MSDV reduction rate" is approximately 55%. When the angle of the two-point support unit 26 in the left-right direction is set to 30°, the "head lateral MSDV reduction rate" is approximately 60%. From this, the inventors of the present application have discovered that it is effective to set the angle of the two-point support unit 26 in the left-right direction within the above-mentioned range.

[0035] In the headrest 16 of the vehicle seat 10 described above, the pair of left and right supported portions P4 of the head P1 of the seated occupant P are supported in the left-right direction by the two-point support portions 26 of the pair of left and right head support portions 20. This effectively suppresses rocking of the head P1 of the seated occupant P, thereby suppressing motion sickness of the seated occupant P. Furthermore, the pair of left and right head support portions 20 support the pair of left and right supported portions P4 of the head P1 of the seated occupant P while allowing vertical movement of the head P1 of the seated occupant P. With this configuration, when the vehicle vibrates in the up-down direction, the head P1 of the seated occupant P is suppressed from being pushed up by the pair of left and right head support portions 20. In this way, the vehicle seat 10 described above can reduce motion sickness and suppress transmission of vertical vehicle vibrations to the head P1 of the seated occupant P.

[0036] (Headrest 28 of Second Embodiment) Next, a headrest 28 of a second embodiment will be described with reference to Figures 9 to 11. Note that parts of the headrest 28 of the second embodiment that correspond to the headrest 16 of the first embodiment described above will be assigned the same reference numerals as the parts corresponding to the headrest 16 of the first embodiment, and descriptions thereof may be omitted.

[0037] As shown in Figures 9, 10, and 11, in the headrest 28 of this embodiment, the headrest main body 18 and the pair of left and right head support portions 20 are integrally formed. Furthermore, in the headrest 28 of this embodiment, the pair of left and right inclined surfaces 24 are V-shaped in a plan view. Furthermore, in the headrest 28 of this embodiment, the front end surfaces 30 of the pair of left and right head support portions 20 are formed as flat surfaces extending along the left-right direction in a plan view. Furthermore, in the headrest 28 of this embodiment, the rear surfaces on both left and right sides of the headrest main body 18 form inclined surfaces 32 that slope outward in the seat width direction as they extend forward. Furthermore, the area of ​​the radial inclined surface 24 of the left head support portion 20 is larger than the area of ​​the front surface of the main portion 22. Furthermore, the area of ​​the radial inclined surface 24 of the right head support portion 20 is larger than the area of ​​the front surface of the main portion 22.

[0038] The headrest 28 of the present embodiment described above can also reduce motion sickness and prevent vertical vibrations of the vehicle from being transmitted to the head P1 of the seated occupant P.

[0039] (Headrest 34 of Third Embodiment) Next, a headrest 34 of a third embodiment will be described using Figures 12 to 14. Note that parts of the headrest 34 of the third embodiment that correspond to the headrests 16, 28 described above will be assigned the same reference numerals as the parts corresponding to the headrests 16, 28 described above, and descriptions thereof may be omitted.

[0040] 12, 13, and 14, in the headrest 34 of this embodiment, the width dimension W4 in the left-right direction of the main part 22 gradually decreases toward the bottom. As a result, the area of ​​the radially inclined surface 24 of the left head support part 20 is larger than the area of ​​the front surface of the main part 22. In addition, the area of ​​the radially inclined surface 24 of the right head support part 20 is larger than the area of ​​the front surface of the main part 22.

[0041] The headrest 34 of the present embodiment described above can also reduce motion sickness and suppress transmission of vibrations in the vertical direction of the vehicle to the head P1 of the seated occupant P. Furthermore, the headrest 34 of the present embodiment can suitably support the pair of left and right supported portions P4 (see FIG. 2) of the head P1 of a small seated occupant P at the lower portion of the main part 22. Furthermore, the headrest 34 of the present embodiment can suitably support the pair of left and right supported portions P4 (see FIG. 2) of the head P1 of a large seated occupant P at the upper portion of the main part 22.

[0042] (Configuration of Adjustment Mechanism) Next, the configuration of an adjustment mechanism for adjusting the distance in the left-right direction between the pair of left and right head support parts 20 will be described with reference to Figs. 15 and 16 .

[0043] The adjustment mechanism 36 shown in FIG. 15 includes a base portion 38 fixed to the headrest main body 18 (see FIG. 2 ), and a support pin 40 and a biasing member 42 provided between the base portion 38 and the head support portion 20. The base portion 38 is formed with a plurality of locking holes 38A that are open on the head support portion 20 side. These locking holes 38A are spaced apart in the left-right direction. The support pin 40 is supported by the head support portion 20 and includes an operating portion 40A that is operated by a vehicle occupant and a locking portion 40B that protrudes from the operating portion 40A toward the base portion 38. The locking portion 40B is locked into the locking hole 38A formed in the base portion 38, thereby limiting displacement of the head support portion 20 relative to the base portion 38 (headrest main body 18). The biasing member 42 is provided between the head support portion 20 and the support pin 40 and biases the support pin 40 toward the base portion 38. When a vehicle occupant operates the operating portion 40A of the support pin 40, the support pin 40 is displaced away from the base portion 38 against the biasing force of the biasing member 42, causing the locking portion 40B of the support pin 40 to come out of the locking hole 38A formed in the base portion 38. With the adjustment mechanism 36 described above, the locking portion 40B of the support pin 40 can be selectively locked into the multiple locking holes 38A formed in the base portion 38, thereby adjusting the left-right distance between the pair of left and right head support portions 20.

[0044] The adjustment mechanism 44 shown in Figure 16 includes a feed screw 46 rotatably supported on the headrest main body 18 (see Figure 2) side, and a threaded member (not shown) provided on the head support 20 side and into which the feed screw 46 threads. The feed screw 46 is supported rotatably with the left-right direction as its axial direction. As the feed screw 46 rotates, the threaded member is displaced left-right together with the head support 20. In the adjustment mechanism 44 described above, the distance between the pair of left and right head support portions 20 in the left-right direction can be adjusted by rotating an adjustment dial (not shown) to rotate the feed screw 46.

[0045] The above describes one embodiment of the present disclosure, but the present disclosure is not limited to the above, and it goes without saying that it can be implemented in various other modified forms within the scope that does not deviate from the gist of the present disclosure.

[0046] The disclosure of Japanese Patent Application No. 2023-223053, filed on December 28, 2023, is incorporated herein by reference in its entirety.

Claims

1. A vehicle seat comprising: a seat cushion that supports the buttocks of a seated occupant from below the seat; a seat back that supports the back of the seated occupant from the rear side of the seat; a headrest that supports the head of the seated occupant from the rear side of the seat; a main portion provided at the center in the left-right direction of the headrest and disposed opposite to the head of the seated occupant in the front-rear direction of the seat; and a pair of left and right head support portions provided on both the left and right sides of the headrest, respectively, protruding forward of the seat with respect to the main portion, and having two-point support portions that support both left and right side portions of the upper part of the occipital bone in the head of the seated occupant from the left and right directions in a state allowing movement of the head of the seated occupant in the up-down direction of the seat.

2. The vehicle seat according to claim 1, wherein the pair of left and right head support portions are set to have a shape and dimensions that do not contact the left and right ears of the seated occupant.

3. The vehicle seat according to claim 1, wherein the shape and dimensions of the pair of left and right head support portions are set such that the dimension in the left-right direction between the pair of left and right two-point support portions is in the range of 113 mm or more and 195 mm or less.

4. The vehicle seat according to claim 1, wherein the dimension in the left-right direction between the pair of left and right two-point support portions is set in the range of 1 times or more and 1.3 times or less of the distance between the left and right mastoid processes of the seated occupant.

5. The vehicle seat according to claim 2, wherein the amount of protrusion of the pair of left and right head support portions forward of the seat with respect to the main portion is in the range of 15 mm or more and 50 mm or less.

6. The vehicle seat according to claim 1, wherein the surfaces on the head side of the pair of left and right head support portions are inclined surfaces that incline outward in the seat width direction as they go forward of the seat, and the angle of the inclined surface with respect to the left-right direction in a top view of the seat is set to 21° or more.

7. A headrest comprising: a main portion disposed opposite to the head of the seated occupant in the front-rear direction of the seat; and a pair of left and right head support portions provided on both the left and right sides of the main portion, respectively, protruding forward of the seat with respect to the main portion, and having two-point support portions that support both left and right side portions of the upper part of the occipital bone in the head of the seated occupant from the left and right directions in a state allowing movement of the head of the seated occupant in the up-down direction of the seat.

8. The area of the surface on the head side of the seated occupant in the left head support portion is set to be larger than the area of the surface on the head side of the seated occupant in the main portion, and the area of the surface on the head side of the seated occupant in the right head support portion is set to be larger than the area of the surface on the head side of the seated occupant in the main portion. The vehicle seat according to claim 1.

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