An automotive seat assembly 10 is provided, including a primary seat structure 12 having a seatbase portion 14 and a seatback portion 16. The present invention further includes a headrest support assembly 26 including an upper headrest support section 28 and a lower headrest support section 30 rotatable about a headrest pivot point 34 positioned between the upper headrest support section 28 and the lower headrest support section 30. An energy absorbing deformable plate 40 is mounted to the lower headrest support section 30 at an upper plate end 42 and is mounted to the primary seat structure 12 at a lower plate end 44. The energy absorbing deformable plate 40 is deformable rearwards 43 during a rear-end collision. As the energy absorbing deformable plate 40 deforms rearward, the upper plate end 42 moves the lower headrest support section 30 rearward and the upper headrest support section 28 is thereby rotated forward.

TECHNICAL FIELD

The present invention relates generally to an automotive vehicle seat-back assembly and more specifically to an automotive vehicle seat-back assembly with integrated headrest and seat-back interaction.

BACKGROUND OF THE INVENTION

Automotive vehicle design is often governed by numerous diverse design objectives. Components comprising the automobile must often meet criteria ranging from strength and durability to style and comfort. Automotive designers and engineers are, therefore, attune to the fact that the vehicle as a whole as well as individualized components must interact with vehicle passengers to provide a plurality of benefits. One significant design category centers around passenger safety.

Although modern vehicle designs typically represent the pinnacle of passenger safety, automotive designers constantly strive to further reduce any impact on vehicle passengers stemming from a vehicle accident or collision. In this light there has been increased attention in reducing the impact of traffic incidents on passengers within the vehicle stemming from commonly occurring incidents such as rear-end collisions. Without proper consideration, rear-end collisions can subject passengers to stresses in the neck or cervical column and on occasion may result in injuries commonly referred to as whiplash. Modern vehicle design has addressed these considerations through a variety of approaches ranging from energy absorbing bumpers to improved car-seat design.

The goal of each of these approaches is to minimize any violent relative movement between a passenger's body and head. One successful approach to limiting such movement has been through the use of a head-rest assembly mounted to the vehicle seat. Although statically placed head-rest assemblies can provide a considerable level of whiplash protection, it is known that further development of both the vehicle seat and head-rest assembly can serve to further reduce the amount relative motion experienced by passengers. One known development moves the headrest forward to engage the passenger's head during rear-impact collisions. A variety of approaches have been proposed in order to facilitate the forward motion of the headrest including activation due to the passenger's rearward motion.

What many of these approaches fail to adequately address is the passenger's penetration into the seat during the rear-impact collision. The passenger's penetration into the seat can potentially serve as more than simply an activation of the headrest forward motion. The passenger penetration, if properly controlled, can help control the relative position of the passenger neck and body to further reduce the impact of the collision. Furthermore, passenger penetration could benefit from an assembly that helped absorb the energy of the passenger's movement to reduce the overall impact or shock on the passenger due to a rear-end collision. These improvements could be utilized to further reduce the impact of a collision on a vehicle passenger and thereby increase a designs value and benefits.

It would therefore be highly desirable to have an automotive seat-back assembly that reduced the relative motion of a passenger's neck and body during rear-impact collisions. It would further be highly desirable to develop an automotive seat-back assembly that controlled passenger penetration into the seat-back during rear-impact collisions to absorb energy from the passenger and further reduce the impact of the collision.

SUMMARY OF THE INVENTION

It is therefore an object to the present invention to provide an automotive seat assembly reducing the relative motion of a passenger's neck and body during rear-end collisions. It is further object to the present invention to provide an automotive seat assembly providing improved control over passenger penetration during rear-end collisions.

In accordance with the objects of the present invention an automotive seat assembly is provided. The automotive seat assembly includes a primary seat structure including a seatbase portion and a seatback portion. The automotive seat assembly further includes a headrest support assembly including an upper headrest support section and a lower headrest support section rotatable about a headrest pivot point positioned between the upper headrest support section and the lower headrest support section. The headrest support assembly is rotatably mounted to the seatback portion. An energy absorbing deformable plate is mounted to the lower headrest support section at an upper plate end and is mounted to the primary seat structure at a lower plate end. The energy absorbing deformable plate is deformable rearwards during a rear-end collision. As the energy absorbing deformable plate deforms rearward, the upper plate end moves the lower headrest support section rearward and the upper headrest support section is thereby rotated forward.

Other objects and features of the present invention will become apparent when viewed in light of the detailed description and preferred embodiment when taken in conjunction with the attached drawings and claims.

DESCRIPTION OF PREFERRED EMBODIMENTS

Referring now toFIG. 1, which is an illustration of an automotive seat assembly10in accordance with the present invention. The automotive seat assembly10is intended for use in a wide variety of transportation applications including, but not limited to, passenger vehicles. The automotive seat assembly10includes a primary seat structure12comprised of a seatbase portion14and a seatback portion16. The general makeup and interaction of seatbase portions14and seatback portions16are contemplated to encompass a wide variety of embodiments including movement, adjustment, and comfort features. A padded seat element18, a padded back element20and a padded head-rest element22are only a few of the features contemplated by the present invention.

The present invention, however, also includes a unique design that helps reduce impact on a passenger24during rear-impact collision. The automotive seating assembly10, therefore, includes a headrest support assembly26having an upper headrest support section28and a lower headrest support section30(see alsoFIG. 5). A pair of headrest adjustment pillars32may be mounted to the upper headrest support section28such that the padded head-rest element22can be adjusted vertically for passenger24comfort after installation in a vehicle. The headrest support assembly26is rotatable about a headrest pivot point34positioned between the upper headrest support portion28and the lower headrest support section30. This allows the upper headrest support portion28to be rotated forward45such that the padded head-rest element22can engage the passenger's head36during a rear-end collision to minimize relative motion between the head36and back38of the passenger24.

Although it is well known that movement of the head-rest element22forward can minimize relative motion of the passenger24, considerable effort has been expended to control the actuation of such forward movement. The present addresses this concern through the incorporation of passenger penetration control with padded head-rest element22forward motion. This is accomplished through the inclusion of an energy absorbing deformable plate40positioned within the seatback portion16of the automotive seat assembly10. The energy absorbing deformable plate40is mounted to the lower headrest support section30on an upper plate end42and is mounted to the primary seat structure12on a lower plate end44. Although the lower plate end44could be mounted to any portion of the primary seat structure12, it is preferable that it is mounted to the seatback portion16. In this fashion, passenger24adjustment of the relative position between the seatback portion16and the seatbase portion14during operation of the vehicle will not impact the relative position of the energy absorbing deformable plate40.

The energy absorbing deformable plate40by way of its mounting to the seatback portion16at the lower plate end44and it mounting to the lower headrest support section30at the upper plate end42absorbs energy from the passenger24and prevents excess penetration of the passenger24into the seat assembly10during rear-impact. Additionally, as the energy absorbing deformable plate40deforms rearward43due to the momentum of the passenger (seeFIGS. 1–4for a sequential illustration of the passenger24moving rearward43after a rear-end collision), the deformable plate40forces the lower headrest support section30rearwards43. As the lower headrest support section30moves rearwards, the upper headrest support section28is moved forwards45due to rotation of the headrest support assembly26about the headrest pivot point34. The forward motion of the upper headrest support section28brings the padded head-rest element22forward45and into contact with the passenger's head36. In this fashion, the deformable plate40serves to absorb energy from the passenger24, prevent the passenger24from excessively penetrating into the seat assembly10, and prevents excessive relative movement of the passenger's head36. The energy absorbing deformable plate40extends the lower headrest support section30effectively to a very low position on the seatback portion16. This makes possible very fast forward movement of the headrest element22. The lower headrest support section30often cannot go outside the seat contour if necessary (padded back element20) due to space requirements (especially in rear seat arrangements). The present invention thereby increases forward motion of the headrest element22without requiring excess motion of the lower headrest support section30.

Although it is contemplated that the energy absorbing deformable plate element30may be formed in a variety of forms and configurations, one embodiment contemplates the deformable plate element30comprising an angled upper portion46and a lower lumbar portion48extending forward of the headrest support assembly26. In this fashion the deformable plate element30engages the lower lumbar region50of the passenger24first, an area often associated with excessive passenger penetration in prior art automotive seats. Passengers24often start the rearward movement from the H-point (hip-hinge point just above the seat pan) and the rest of the passenger's body follows. The effectively lowered impact plate (deformable plate40) institutes movement of the headrest element22in response to as low as possible an impact from the passenger24. In addition, the occupant is better matched and supported to the seatback during crash. As the passenger24proceeds rearward43, the deformable plate element30conforms to the passenger's back38and thereby supports the passenger24while absorbing momentum energy. Although the deformable plate element30may be designed with a variety of resistance/deflection curves, in one embodiment it is contemplated that the deformable plate element30is formed to increase in rigidity as it deflects rearward43. This serves to create a limit on passenger penetration as well as create an energy-absorbing characteristic.

The energy absorbing deformable plate element30can be formed from a variety of materials in a variety of configurations in order to create the desirable characteristic of increased rigidity in response to rearward43deflection.FIGS. 5 through 7illustrate one particular configuration. InFIGS. 5 and 6the energy absorbing deformable plate30is illustrated in an undeformed state52, whileFIG. 7illustrates a deformed state54. The energy absorbing deformable plate30includes a plurality of horizontally disposed trapezoidal elements56each having a base dimension58greater than a top dimension60. The horizontally disposed trapezoidal elements56are joined along their bases62and positioned when in the undeformed state52such that consecutive trapezoidal elements56create a gap64between their respective tops66. This allows the individual horizontally disposed trapezoidal elements56to pivot relative to each other until the gaps64close (seeFIG. 7) and the rigidity of the energy absorbing deformable plate element40is thereby increased. In order for such deflection to result in an increase in rigidity, it is logical that the horizontally disposed trapezoidal elements56are orientated such that the gaps64are positioned facing the passenger24.

The increasing rigidity of the deformable plate element40increases the effectiveness of the movable padded head-rest element22by transferring more of the passenger's24momentum into the rotatable headrest support assembly26. Additionally, as the rigidity of the deformable plate element40increases due to deformation, energy is gradually absorbed from the passenger24and the passenger is prevented from penetrating too far into the seat assembly10. Also, as the horizontally disposed trapezoidal elements56can deform individually in a local fashion as well as in a group nature, the deformable plate element40conforms to the passenger's body/back38and thereby provides more desirable support that oft found in prior designs. In addition standard elements such as springs, padding, heating elements, and adjustment controls can be used in conjunction with the disclosed elements such that the automotive seat assembly10functions in accordance with customer expectations and desires during normal operation. The deformable plate element40and the rotatable headrest support assembly26collaboration can be positioned within the seatback portion16such that they remain unnoticed and only come into play when a rear-impact scenario of sufficient magnitude to result in passenger24penetration of the seatback portion16occurs.