Patent Publication Number: US-2022212579-A1

Title: Vehicular seat

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     The present application claims the benefit under 35 U.S.C. § 119(e) of provisional patent application Ser. No. 62/835,283, filed Apr. 17, 2019, the contents of which are hereby incorporated by reference. 
    
    
     BACKGROUND OF THE INVENTION 
     Field of the Invention 
     The present invention relates to a vehicular seat. More particularly, the present invention relates to a vehicular seat comprising a back element comprising a rigid foam element. 
     Description of the Prior Art 
     Passenger seats in vehicles, such as automobiles, are typically fabricated from a foam (usually polyurethane) material which is molded into the desired shape and covered with an appropriate trim cover. The foamed material is selected to provide passenger comfort by providing a resilient seat and the trim cover is selected to provide the desired aesthetic properties. 
     It is known in the art that, while the resiliency of the foamed material in the seat provides passenger comfort, it does not provide the necessary structural strength for the seat. This necessitates additional reinforcement of the seat to provide the degree of structural strength required to ensure proper mounting of the seat within the vehicle and proper support of anti-submarine elements. Accordingly, prior art vehicular seats typically include a perimeter frame of metal which strengthens the seat. Further, support rails are typically mounted across the metal frame to stiffen the frame and to provide a suitable attachment point for the means used to anchor the seat to the vehicle. Conventionally, the metal frame and/or support rails are substantially completely embedded in the foam material when the seat is molded. In many cases, the metal frame will further comprise a plurality of apertures or other means for attaching a trim cover to the seat. 
     Of course, the requirement for such a perimeter metal frame and for support rails adds to the cost of manufacturing the seat and, more importantly, adds to the weight of the seat and the overall weight of the vehicle in which it is installed. This added weight increases both the cost of shipping the seat to the vehicle manufacturer and the eventual lifetime operating expense for the vehicle. Finally, the presence of metal frame and support rails or other components in the seat hampers the eventual recycling of the seat materials which is becoming increasingly important in today&#39;s environmentally concerned marketplace. 
     U.S. Pat. Nos. 5,400,490 and 5,542,747 [collectively the Burchi patents], issued Mar. 28, 1995 and Aug. 6, 1996, respectively, describe a passenger seat comprising a frame element molded from relatively high density, rigid foam; vehicle anchorage means connected to the frame element; and a seat body comprising a resilient material fixed with respect to the frame element. The provision of a frame element molded from relatively high density, rigid foam obviates the need for a conventional metal frame. The &#39;490 and &#39;747 patents also teach application of a trim cover to passenger seat. The trim cover may be attached using push pins or a combination of bottom flaps (see FIGS. 3 and 9 in the &#39;490 and &#39;747 patents) with conventional mechanical attachment means (e.g., Velcro™, J-retainers or push pins). 
     While the invention taught in the Burchi patents represented a significant advance in the art, there is still room for improvement. 
     In recent years, sports utility vehicles (SUVs) and hatchback style automobiles have become very popular. These vehicles typically do not a conventional trunk and therefore the back of the rear seats of the vehicles are exposed to the cargo area. 
     These conventional rear seat backs typically include a metal frame which is secured with respect to resilient foam body which contacts the occupant of the rear seat. The metal frame is coupled the body of the vehicle and/or to the seat bottom portion of the vehicular seat. It is conventional for all vehicles to place child seats in the rear seats and tether those child seats to the exposed seatback in SUVs or hatchback vehicles (e.g., via a clip or other mechanical arrangement). The tether of the child seat is clipped into a (that is connected to the steel frame of the seatback). 
     Applying the approach in the above-mentioned Burchi patents to SUVs or hatchback vehicles is problematic since elimination of the metal frame from conventional seatbacks results in elimination of the attachment point to the tether of a child seat. 
     Thus, it would be desirable to be able to implement the so-called “frameless” (i.e., no metal frame in seat back) approach taught in the Burchi patents to a vehicular seatbacks such as the one used in SUVs or hatchback vehicles while eliminating the metal frame from the seatback and having the resultant seatback pass current safety requirements such as the FMVSS 225 test—i.e., to withstand failure of the connection between the child seat and the vehicular seat (the seat back in the case). 
     SUMMARY OF THE INVENTION 
     It is an object of the present invention to obviate or mitigate at least one of the above-mentioned disadvantages of the prior art. 
     It is another object of the present invention to provide a novel vehicular seat. 
     Accordingly, in one of its aspects, the present invention provides a vehicular seat comprising a back element, the back element comprising: 
     a rigid support element having coupled thereto an anchor element, the anchor element configured to be detachably coupled to an article; and 
     a resilient foam element secured with respect to the rigid support element, the resilient foam element configured to be in contact with the back of an occupant of the vehicular seat. 
     Thus, the present inventor has discovered a combination of elements which allows for implementation of the “frameless” seat approach in the above-mentioned Burchi patents without the need of using a metal frame element of the one hand while providing an anchor portion for detachable coupling to an article. Advantageously, this combination of elements results in a vehicular seat which is of light weight construction and, when the article is a child vehicular seat, passes the FMVSS 225 test requirement. Other advantages would be apparent to those of skill in the art upon review of the present specification. 
     Preferred embodiments of the invention will be described below with reference to the situation when the article is a child vehicular seat. However, it would be appreciated that the invention can be applied to other situations where it is desired to detachable couple an article to the vehicular seat. The article can be selected from an occupant restraint element, a cargo element and an automotive accessory. Non-limiting examples of an automotive accessory include a vehicular jack; a cargo mesh element; an audio system; a child vehicular seat; a child vehicular seat booster and the like. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Embodiments of the present invention will be described with reference to the accompanying drawings, wherein like reference numerals denote like parts, and in which: 
         FIGS. 1 and 2  illustrate a preferred embodiment of a portion of the present vehicular seat; 
         FIG. 3  illustrates a top view of a preferred embodiment of the anchor portion used in the present vehicular seat; 
         FIG. 4  illustrates a side view of the anchor portion illustrated in  FIG. 3 ; 
         FIGS. 5 and 6  illustrate isometric views of the anchor portion illustrated in  FIG. 3 ; 
         FIGS. 7 and 8  illustrate testing of a preferred embodiment of the back element of the present vehicular seat; and 
         FIG. 9  illustrates the forces applied to the back element in the testing done with reference to  FIGS. 7 and 8 . 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     The present invention relates to a vehicular seat comprising a back element, the back element comprising: a rigid support element having coupled thereto an anchor element, the anchor element configured to be detachably coupled to an article; and a resilient foam element secured with respect to the rigid support element, the resilient foam element configured to be in contact with the back of an occupant of the vehicular seat. Preferred embodiments of this vehicular seat may include any one or a combination of any two or more of any of the following features:
         the article is one or more of an occupant restraint element, a cargo element and an automotive accessory;   automotive accessory is a vehicular jack;   the automotive accessory is a cargo mesh element   automotive accessory is an audio system;   the automotive accessory is a child vehicular seat;   the automotive accessory is a child vehicular seat booster;   the rigid support element has a density in the range of from about 1000 grams per square meter to about 5000 per square meter;   the rigid support element has a density in the range of from about 1500 per square meter to about 3500 per square meter;   the rigid support element has a thickness in the range of from about 5 mm to about 25 mm;   the rigid support element has a thickness in the range of from about 10 mm to about 18 mm;   at least a portion of the anchor element is molded into the rigid support element;   the anchor element is coupled to the rigid support element with an adhesive;   the anchor element is mechanically coupled to the rigid support element;   the vehicular seat further comprises at least one fastener element configured to mechanically couple the anchor element to the rigid support element;   the vehicular seat further comprises at a plurality of fastener elements, each fastener element configured to mechanically couple the anchor element to the rigid support element;   the fastener element comprises a push pin;   the fastener element comprises a rivet;   the fastener element comprises a rivet nut;   the fastener element comprises a screw;   the anchor element comprises at least one first flange portion configured to have a first flange major portion aligned substantially perpendicular with respect to the rigid support element major surface;   the at least one first flange portion is configured to be in contact with an inner surface of the rigid support element;   the anchor element comprises a plurality of first flange portions;   the anchor element comprises at least one second flange portion configured to have a second flange major portion aligned substantially parallel with a rigid support element major surface;   anchor element comprises a plurality of second flange portions, each second flange portion configured to have a second flange major portion aligned parallel with a rigid support element major surface;   second flange major portion is configured to be in contact with an outer surface of the rigid support element;   the anchor element comprises a plurality of second flange portions;   the anchor element has a substantially U-shaped configuration;   the U-shaped configuration comprises a cross member interconnect to side members;   the cross member comprises a major axis substantially parallel to a top edge of the rigid support element;   wherein the anchor member comprises an attachment portion for coupling to the article;   the anchor member comprises an attachment portion for coupling to a tether element of a child vehicular seat;   the attachment portion comprises a cross bar element;   the attachment portion comprises a loop element;   the attachment portion comprises a buckle element   the attachment portion comprises a clip element;   the attachment portion is constructed from a ductile material;   the attachment portion is constructed from a metal material;   the anchor element is a unitary element;   the anchor element comprises a first anchor portion and a second anchor portion coupled to each other the first anchor portion and the second anchor portion contact opposed major surfaces of the rigid support element;   the rigid support element is free of a metal frame element;   the rigid support element comprises a rigid foam element;   the rigid foam element has a density in the range from about 1.5 to about 24 pcf;   the rigid foam element has a density in the range from about 2.5 to about 12 pcf;   the rigid foam element has an indentation force deflection at 25% deflection of from about 200 pounds to about 4,000 pounds when measured pursuant to ASTM 3574-B1;   the rigid foam element has an indentation force deflection at 25% deflection of from about 500 pounds to about 2,500 pounds when measured pursuant to ASTM 3574-B1;   the rigid foam element has an indentation force deflection at 25% deflection of from about 900 pounds to about 2,000 pounds when measured pursuant to ASTM 3574-B1,   the rigid foam element has a specific gravity of less than about 0.40;   the rigid foam element has a specific gravity in the range of from about 0.10 to about 0.25;   the rigid foam element comprises an iscyanate-based polymer foam;   the rigid foam element comprises polyurethane foam;   the rigid foam element comprises expanded polypropylene;   the rigid foam element comprises expanded polyethylene;   the rigid foam element comprises expanded polystyrene;   the rigid foam element further comprises a pair of opposed reinforcing layers, each reinforcing layer coupled to a major surface of the rigid foam element;   the rigid support element is a laminate comprising a core layer interposed between a pair of opposed reinforcing layers, each reinforcing layer coupled to a major surface;   the core layer is a non-foam core layer;   the core layer is a non-foam core layer has a substantially honeycomb configuration;   the core layer is a non-foam core layer has a substantially honeycomb configuration such that walls in the honeycomb configuration are oriented transverse to the pair of opposed reinforcing layer;   core layer is a non-foam core layer has a substantially honeycomb configuration such that walls in the honeycomb configuration are oriented orthogonal to the pair of opposed reinforcing layer;   each reinforcing layer comprises a fibrous reinforcing layer;   each reinforcing layer comprises a fiberglass reinforcing layer;   the resilient foam element comprises an isocyanate-based foam;   the resilient foam element comprises a polyurethane foam;   the resilient foam element has a density in the range of from about 1.5 pcf to about 4.5 pcf;   the resilient foam element has an indentation force deflection at 25% deflection of from about 15 pounds to about 175 pounds when measured pursuant to ASTM 3574-B1,   the rigid support element and the resilient secured to one another by an adhesive;   the rigid support element and the resilient secured to one another by a mechanical faster;   the vehicular seat further comprises a trim cover;   the trim cover is configured to substantially all cover exposed surfaces of the resilient foam element;   the trim cover is configured to secure the resilient foam element to the rigid support element; and/or   the trim cover fastened to the rigid support element thereby to secure the resilient foam element to the rigid support element.       

     The present vehicular seat comprises a back element. The back element comprises a rigid support element having coupled thereto an anchor portion. 
     In one preferred embodiment, the rigid support element is an engineered board comprising rigid foam core such as a polyurethane foam. Non-limiting and preferred examples of suitable polyurethane foams for use in producing the rigid foam element are available from Woodbridge Foam Corporation under the tradename Stratas™. In a highly preferred embodiment the rigid foam core is interposed between a pair of fibrous reinforcing layers secured to major surfaces of the foam core. 
     Generally, the polyurethane foam suitable for use in producing the rigid foam element and having the requisite characteristics may be produced from the following general non-limiting formulation (all parts are parts by weight): 
     
       
         
           
               
               
               
             
               
                   
                   
               
               
                   
                 Component 
                 Amount 
               
               
                   
                   
               
             
            
               
                   
                 Polymer polyol 
                 100-0 parts 
               
               
                   
                 Polyol 
                 0-100 parts 
               
               
                   
                 Crosslinker 
                 0-30 parts/100 parts polyol 
               
               
                   
                 Catalyst 
                 0.05-3.5 parts/100 parts polyol 
               
               
                   
                 Silicone surfactants 
                 0-1.5 parts/100 parts polyol 
               
               
                   
                 Water 
                 0.5-3.5 parts/100 parts polyol 
               
               
                   
                 Isocyanate 
                 Adequate quantity for an index of from  
               
               
                   
                   
                 about 0.60 to about 1.30 ratio of NCO  
               
               
                   
                   
                 equivalents of NCO reactive sites 
               
               
                   
                   
               
            
           
         
       
     
     Suitable polymer polyols, polyols and isocyanates are described in U.S. Pat. Nos. 3,304,273, 3,383,351, 3,523,093, 3,939,106 and 4,134,610, Belgian patent 788,115, Canadian Patent 785,835 and “Polymer/Polyols, a New Class of Polyurethane Intermediate”, Kuryla, W. C. et al., J. Cellular Plastics, March (1966). Suitable crosslinkers, catalysts and silicone surfactants are described in U.S. Pat. Nos. 4,107,106 and 4,190,712. 
     The preferred foam suitable for use in producing the rigid foam element may produced from the following formulation: 
     
       
         
           
               
               
               
             
               
                   
                   
               
               
                   
                 Component 
                 Amount 
               
               
                   
                   
               
             
            
               
                   
                 Polymer polyol 
                 100-20 parts 
               
               
                   
                 Polyol 
                  0-80 parts 
               
               
                   
                 Crosslinker 
                 5-15 parts/100 parts polyol 
               
               
                   
                 Catalyst 
                 0.5-1.2 parts/100 parts polyol 
               
               
                   
                 Silicone surfactants 
                 0.3-1.1 parts/100 parts polyol 
               
               
                   
                 Water 
                 1.75-2.75 parts/100 parts polyol 
               
               
                   
                 Isocyanate 
                 Adequate quantity for an index of from  
               
               
                   
                   
                 about 0.80 to about 1.10 ratio of NCO  
               
               
                   
                   
                 equivalents of NCO reactive sites. 
               
               
                   
                   
               
            
           
         
       
     
     In another preferred embodiment, the rigid support element comprises a composite laminate structure which need not necessarily comprise a foam core. An example of such a composite laminate structure is commercially available Covestro under the tradename Baypreg™. 
     The present vehicular seat also comprises a resilient foam element secured with respect to the rigid foam element, the resilient foam element configured to be in contact with the back of an occupant of the vehicular seat. Preferably, the resilient foam element is a polyurethane foam, more preferably as so-called high resilience (HR) polyurethane foam. 
     Preferably, the foamable polymeric composition comprises a polyurethane derived from a to diphenylmethane diisocyanate (MDI)-based system of low index and of a high molecular weight conventional polyol. Such a system is typically completely “water blown” using highly-catalysed odourless amines and a cell regulator. Typically, this system cures at room temperature in about 3 minutes or less. Alternatively, the polyurethane is a tolylene diisocyanate (TDI)-based system of low index and of a high molecular weight conventional polyol. When such a TDI-based system is used, the cells of the foam in the finished padded element must be substantially open. Opening of such foam cells is within the purview of a person skilled in the art and can be accomplished by any convenient means such as crushing, kneading, roll pressing, chemical treatment and the like of the padded element while ensuring that the trim cover is not damaged during this step. It will be appreciated that the liquid foamable polymeric composition may comprise a mixture of MDI-based and TDI-based systems. 
     A preferred combination of the rigid foam element and the resilient foam element is commercially available from Woodbridge Foam Corporation under the tradename StructureLite™. 
     The back element of the present vehicular seat further comprises an anchor portion that is configured to be coupled to an articule such as a tether element of a child vehicular seat. Preferred features of the anchor portion have been described above. The following description of anchor portion is a preferred embodiment in the context of testing done by the inventor. 
     With reference to  FIGS. 1-2 , there is illustrated a rigid foam element  10 . An anchor portion  20  is coupled to rigid foam element  10  in a central portion of the latter.  FIG. 2  illustrates an enlarged view from the opposite side of rigid foam element  10  shown in  FIG. 1 . As can be seen, anchor portion  20  comprises a crossbar  25 . Crossbar  25  is configured to be coupled to a tether portion of a child vehicular seat (not shown for clarity). 
     Anchor portion  20  is secured to rigid foam element  10  by a series of push pins  30 . 
       FIGS. 3-6  illustrate various views of anchor portion  20  wherein crossbar  25  has been omitted for clarity. 
     Thus, anchor portion  20  comprises a body portion  35  for contact with rigid foam element  10 . Anchor portion  20  further comprises a pair of opposed flange portions  40 , 45  which are configured to contact the side of an aperture in rigid foam element  10  that is configured to receive anchor portion  20 . 
     Anchor portion  20  further comprises a top flange portion  50  also configured to contact an aperture in rigid foam element  10  configured to receive anchor portion  20 . 
     Anchor portion  20  further comprises apertures  55  which are configured to receive pushpins  30  to secure anchor portion  20  to rigid foam element  10 . 
       FIGS. 7-8  illustrate a test rig used for testing the embodiment used in  FIGS. 1-2  for compliance with (FMVSS 225) regulatory testing). As shown, a testing rig mimics the forces applied to the seatback during a frontal crash. The purpose of the test to assess whether a particular combination of rigid foam element and anchor portion can withstand vertically applied load of 17.5 kN for 2 seconds (30 seconds ramp up) where the 17.5 kN load is distributed between 3 anchor points. The force applied to the seatback can be seen schematically in  FIG. 9  with reference to arrows A. 
     The result of the test was that anchor portion  20  remained secured to rigid foam element  10  at the conclusion of the test. There was no failure observed in the test. 
     Based on these test results, the inventors have a reasonable basis to predict that similar results would be seen for different rigid foam elements and different designs of the anchor portion. Further, it is believed similar results would be seen once rigid foam element  10  is coupled to a resilient foam element in a vehicular seat where the anchor portion is coupled to the rigid foam element. 
     While this invention has been described with reference to illustrative embodiments and examples, the description is not intended to be construed in a limiting sense. Thus, various modifications of the illustrative embodiments, as well as other embodiments of the invention, will be apparent to persons skilled in the art upon reference to this description. It is therefore contemplated that the appended claims will cover any such modifications or embodiments. 
     All publications, patents and patent applications referred to herein are incorporated by reference in their entirety to the same extent as if each individual publication, patent or patent application was specifically and individually indicated to be incorporated by reference in its entirety.