Active head restraint system for a vehicle seat

• US 7,455,357 B2
• Filed: 10/04/2006
• Issued: 11/25/2008
• Est. Priority Date: 10/04/2006
• Status: Active Grant

• Current Assignee: Lear Corporation
• Original Assignee: Lear Corporation
• Inventors: Locke, Gerald S., Humer, Mladen, Yetukuri, Arjun V.
• Primary Examiner(s): Cranmer; Laurie K
• Application Number:
  US11/538,485
• Publication Number:
  US 20080084098A1
• Time in Patent Office: 783 Days
• Field of Search: 297/216.12, 297/391, 297/403, 297/406, 297/408, 297/409
• US Class Current: 297/216.12
• CPC Class Codes: B60N 2/838 Tiltable
• CPC Class Codes: B60N 2/888 with arrangements for protecting against abnormal g-forces, e.g. by displacement of the head-rest

Abstract

A vehicle seat is disclosed with a seatback frame for supporting the back of an occupant. A head restraint extends from the seatback frame for supporting the head of the occupant. In one embodiment, a four-bar mechanism is operably connected to the seatback frame and the head restraint for receiving an input force from the occupant in response to an impact condition, and for consequently actuating the head restraint to an actuated position. In another embodiment, the four-bar mechanism locks the head restraint in the actuated position in response to an input force of the occupant resting against the seatback.

Claims

1. A vehicle seat comprising:

a seatback frame for supporting a back of an occupant;

a head restraint extending from the seatback frame for supporting a head of the occupant;

a linkage operably connected to the seatback frame to collectively provide a four-bar mechanism, the linkage being operably connected to the head restraint for receiving an input force from the occupant in response to an impact condition, for consequently actuating the head restraint to an actuated position; and

a biasing member cooperating with the four-bar mechanism for maintaining the head restraint in a design position in absence of an impact condition;

wherein the four-bar mechanism provides a mechanical advantage to overcome the biasing member and maintain the head restraint in the actuated position with an input force less than that provided during the impact condition without an additional locking mechanism.

2. The vehicle seat of claim 1 wherein the four-bar mechanism provides a magnification factor of input displacement to an output displacement of the head restraint that is greater than two prior to an impact condition, and less than one-half after the head restraint is translated to the actuated position.

3. The vehicle seat of claim 1 wherein the four-bar mechanism provides a magnification factor of input displacement to an output displacement of the head restraint that is greater than four prior to an impact condition, and less than one-half after the head restraint is translated to the actuated position.

4. The vehicle seat of claim 1 further comprising a lumbar mechanism mounted to the four-bar mechanism for receiving the input force from the occupant for actuating the four-bar mechanism.

5. The vehicle seat of claim 1 wherein the head restraint is pivotally and slidably connected to the seatback frame.

6. The vehicle seat of claim 1 wherein the four-bar mechanism further comprises:

a first link pivotally connected to the seatback frame;

a second link pivotally connected to the first link; and

a third link pivotally connected to the second link and the seatback frame, the third link being operably connected to the head restraint.

7. The vehicle seat of claim 6 wherein one of the first link and second link cooperates with the vehicle seat for receiving the input force from the occupant for actuating the first, second and third links, and for consequently actuating the head restraint to the actuated position.

8. The vehicle seat of claim 6 wherein the head restraint is mounted to the third link.

9. The vehicle seat of claim 6 wherein the head restraint is pivotally connected to the third link.

10. The vehicle seat of claim 6 wherein the head restraint is mounted to an armature that is pivotally connected to the third link and cooperates with the seatback frame to pivot relative to the seatback frame and translate relative to the seatback frame.

11. The vehicle seat of claim 6 wherein the biasing member further comprises an extension spring cooperating with the seatback frame and the third link for maintaining the head restraint in the design position in absence of an impact condition.

12. The vehicle seat of claim 6 wherein the input force is imparted upon the second link.

13. The vehicle seat of claim 6 wherein the input force is imparted upon the second link and the third link.

14. The vehicle seat of claim 6 wherein the first and second links approach an inline orientation in the actuated position to distribute a return force from the biasing member to the frame so that the head restraint is maintained in the actuated position with an input force less than that provided during the impact condition.

15. The vehicle seat of claim 14 wherein the biasing member is connected to the seatback frame and the third link so that the return force is directed to the inline orientation of the first and second links in the actuated position.

16. The vehicle seat of claim 14 farther comprising a lumbar mechanism mounted to the second link for receiving the input force from the occupant for actuating the four-bar mechanism.

17. The vehicle seat of claim 6 wherein the seatback frame further comprises a pair of spaced apart crossbars connected to a pair of spaced apart side members;

and

wherein the first link and the third link are each pivotally connected to one of the side members.

18. A vehicle seat comprising:

a seatback frame for supporting a back of an occupant;

a head restraint extending from the seatback frame for supporting a head of the occupant;

a first link pivotally connected to the seatback frame;

a second link pivotally connected to the first link;

a third link pivotally connected to the second link and the seatback frame, the third link being operably connected to the head restraint; and

a biasing member cooperating with one of the first, second and third links for maintaining the head restraint in a design position in absence of an impact condition;

wherein one of the first link and second link cooperates with the vehicle seat for receiving an input force from the occupant in response to an impact condition for actuating the first, second and third links, for consequently actuating the head restraint to an actuated position; and

wherein the first and second links approach an inline orientation in the actuated position to distribute a return force from the biasing member to the frame so that the head restraint is maintained in the actuated position with an input force less than that provided during the impact condition.

19. The vehicle seat of claim 18 wherein the first second and third links collectively provide a mechanical advantage to overcome the biasing member and maintain the head restraint in the actuated position with an input force less than that provided during the impact condition without an additional locking mechanism.

20. A vehicle seat comprising:

a seatback frame for supporting a back of an occupant;

a head restraint extending from the seatback frame for supporting a head of the occupant;

a first link pivotally connected to the seatback frame;

a second link pivotally connected to the first link;

a third link pivotally connected to the second link and the seatback frame, the third link being operably connected to the head restraint;

an extension spring cooperating with the seatback frame and the third link for maintaining the head restraint in an unloaded position; and

a lumbar mechanism mounted to the second link for receiving an input force from the occupant in response to an impact condition for actuating the first, second and third links for consequently actuating the head restraint to an actuated position;

wherein the links cooperate to provide a magnification factor of input displacement to an output displacement of the head restraint that is greater than four prior to an impact condition, and less than one-half after the head restraint is translated to the actuated position.