Vehicle seat

The invention relates to a vehicle seat according to the preamble of the independent claims. In particular, motor vehicles are increasingly being equipped with comfort features to make its use, for example, at high ambient temperatures and / or long exposure to sunlight, is facilitated.

Generally known is the use of so-called climate-controlled seats in motor vehicles, which are provided such that productive land, ie, are provided selectable in its surface temperature generally those areas that a user touches, for example, by placing or leaning on and especially a cooling or warming use surfaces allow. In this case, a cooling of the land is accomplished by that an air stream is arranged in an air channel in the vehicle seat, which ensures that heat is dissipated from the surface of land.

For example, from the German utility model <patcit id="pcit0001" dnum="DE20002540U1"><text>DE 200 02 540 U1</text></patcit> is a seat cushion part for vehicle seats is known which is provided with a mold part made of an air permeable material and, arranged on a reverse side of the molding vent means and is provided in the manner described above for cooling the surface of the seat cushion part. However, such a vehicle seat has due to the arrangement of the ventilation device on the back of the seat in a large space, which is disadvantageous to its usability in vehicles - in particular from a cost perspective - effect.

The invention is therefore based to provide a temperature-adjustable vehicle seat that a very small installation space or a very small overall depth, the object - in particular with regard to the thickness of its seat and with regard to the height of his seat substructure - has. Furthermore, the conditioned air is to be transported on direct way from the vehicle interior to cool the seat surfaces of the air seat when normally existing air conditioning in the vehicle. Another task is possible without an additional Luftverteilschicht to bring the land cooling air to the entire surface to be cooled, which further reduces the overall depth of the seat. Furthermore, the air seat to be operated such that on the one hand a rapid cooling is possible, on the other hand, however, in "normal operation" of an on "comfort temperature" vehicle interior no excessive cooling capacity is possible, so that a potentially harmful for a user sub-cooling is largely avoided.

These objects are achieved by a vehicle seat according to the independent claims. For this purpose, firstly a vehicle seat with a fan, a space and an air supply port is provided, in which located the fan in between the land and the Luftverteilöffnung and dividing into at least two air duct arms air duct creates a directed air flow, the fan in the travel direction of vehicle aligned vehicle seat is provided arranged on the side of the vehicle seat. Further, a vehicle seat is provided with an effective area and an air supply opening, said space with the air supply opening is connected via at least one air duct, wherein, in said air channel, a directed air flow is provided, wherein in a direction from the air supply opening toward the usable space a reduction of the cross section of the air passage is provided.

Another object of the present invention is a method for controlling the strength of the heat transfer capacity of an air flow in an air duct of a vehicle seat, which is used in a vehicle, the heat transfer performance of the air flow is provided in dependence on whether a measured Fahrzeugisttemperatur inside the vehicle above a predetermined target vehicle temperature. This allows the air power of the seat advantageously be controlled via the vehicle interior temperature. Preferably, an embodiment is provided in which the strength of the air flow is used as a measure of the strength of the heat transfer performance of the air flow. This is advantageous because the amount of air flow particularly easily accessible with size - is influence on the heat transfer performance - along with the relevant temperature difference. Further preferred is an embodiment of the method, in which two differently strong air currents are possible, wherein the stronger air flow is set only for the case of a significant overrun of the vehicle target temperature by the Fahrzeugisttemperatur and wherein, for the case that the Fahrzeugisttemperatur is in the range of the target vehicle temperature only air flow rates can be adjusted, the range of the weaker of the two differently strong air currents. This advantageously health impairing supercoolings of users of the vehicle seat can be avoided.

The invention will now be described with reference to embodiments shown in the drawing. Show it<dl id="dl0001"><dt>Figures 1 and 1 a</dt><dd>a vehicle seat according to the invention in a perspective view with enlarged details,</dd><dt>figure 2</dt><dd>two detailed views of an air supply port of the air seat,</dd><dt>Figures 3 and 3a</dt><dd>two sectional views showing two alternative design variations of the climate seat between the air channel and the usable area,</dd><dt>Figures 4, 4a, 4b</dt><dd>-Sectional views of a portion of an air passage 'occupied' in two alternative embodiments of the air duct and a plan view of the second embodiment of the air channel in the state,</dd><dt>figure 5</dt><dd>an example of a control unit for controlling the air seat,</dd><dt>Figures 6, 7 and 8</dt><dd>a temperature chart, a diagram of the fan speed and a heat flow diagram</dd><dt>figure 9</dt><dd>the backrest of a vehicle seat according to the invention,</dd><dt>figure 10</dt><dd>a vehicle seat according to the invention with various options installable fans, </dd><dt>Figures 11 and 12</dt><dd>two sectional views illustrating compensation elements which counteract a reduction of the cross section of the air duct upon loading of the effective area of ​​the air seat, and</dd><dt>figure 13</dt><dd>a schematic representation of a vehicle interior with two air-seats according to the invention for illustration of air movements.</dd></dl>

In <figref idrefs="f0001">figure 1</figref> is shown in a perspective view an inventive vehicle seat 30th The vehicle seat 30 or shortly seat 30, the invention provides a temperature-controlled seat 30 and by way of example comprises a backrest 31 and a seat part 32. The seat 31 has an example of a backrest structure 3 and a non-designated with a reference numeral padding on. Similarly, the seat portion 32, not indicated by a reference numeral seat part structure and a likewise not designated with a reference numeral to padding. The seat 30 further comprises a fan 1, which is also referred to below as a fan first According to the fan 1 is mounted on the side of the backrest structure 3 or the seat part structure. Alternatively, the fan 1 32 may be attached to the padding of the backrest 31 or the seat part. From the fan 1 executes an air channel 5 at different points of the useful area 71, wherein a part of the effective area 71 is provided on the backrest and a part of the effective area 71 on the seat part. In the example of<figref idrefs="f0001">figure 1</figref> a single fan is provided only on the backrest 31, wherein for the supply of the useful area 71 of the seat part 32 is provided a flexible connecting element 9, which constitutes a part of the air duct 5 and to the immediately a distribution section 100 of the air duct 5 is connected. In<figref idrefs="f0002">figure 1a</figref> are two enlarged details of the seat 30 is shown in which the upholstery of the backrest 31 and the seat part 32 is not mounted, for which reason the backrest structure 3 and the lateral attachment of the fan 1 to the backrest structure 3 is more visible.

In <figref idrefs="f0003">figure 2</figref> show two detailed views of an air supply port of the air seat 30th The air supply port comprises a grid 4 and a hopper 2. The air supply opening 2, 4 is connected to the fan 1 in the example and in the side of the<figref idrefs="f0003">figure 2</figref> Do not lean structure 3 shown attached. The hopper 2 is air-technically optimized provided. In the example, the fan is provided as a blowing fan 1, wherein the fan 1 air through the air supply opening 2, 4 suctions and blows into the air passage. 5 The grid 4 may alternatively be provided as an air-permeable fabric or it may be in addition to the grid 4 an air-permeable fabric - particularly for the "pre-filtering" of air blown into the air channel 5 air - may be provided at the air supply opening 2, 4th Naturally, it is also possible to use a sucking fan instead of a blowing fan; it would only turn the operating direction of the fan.

In the illustrated embodiment, a fan or a fan module 1 is only laterally secured to the backrest structure 3 or on the backrest upholstery. This lateral arrangement - similar to an airbag module - makes it a climate seat 30 with a very low depth - the depth of the backrest 31 and the seat portion 32 that is - to realize. The fan 1, the invention can also be positioned on the seat part structure laterally. The air flows in both cases in the air duct 5 approximately parallel to the useful area 71, that is, for example, to the seat surface for the seat part 32, in the seat 30 and so reduces flow losses, so that the use of a - compared to a substantially vertical inflow direction relative to the respective usable area 71 - smaller fan 1 or the use of a smaller number of fans 1 is possible. This type of flow, the acoustic problem is alleviated or solved that arises "occupied" by the different load of the seat 30 between the state and the state "vacant" seat 30th The fact is that in a largely vertical flow to the respective usable area 71, ie, the airflow from the fan 1 directly to the effective surface 71, ie for example the seat, out, strong fluctuations of air resistance caused in the air duct between unoccupied and occupied seat 30, the lead to unpleasant and irritating noises.

In the <figref idrefs="f0004">Figures 3 and 3a</figref> show two sectional views showing two alternative design variations of the climate seat 30 between the air channel 5 and the usable space 71st The air passage 5 is divided according to the invention, starting from the air supply opening 2, 4 into a plurality of air duct arms. In the<figref idrefs="f0004">Figures 3 and 3a</figref> two such air duct arms are shown as sections of the air channel 5 in cross section. The shape of the air duct 5 and its air duct arms according to the invention, for example, achieved by a foam material 51 a corresponding shape is given so that the air channel 5 then forms when the foam material 51 is covered by more layers of material. In a first construction variant of the seat 30 in accordance with<figref idrefs="f0004">figure 3</figref> is above the air duct 5, ie, above the foam material 51 an air-permeable and perforated layer 6 provided in the example, the seat heater 6 of the seat 30 is accommodated. Above the seats 6 an air-permeable upper 7 and a top web 7 of the seat 30 is provided. With this construction, the seat 30 has a very good environmental performance is possible. In a second construction variant of the seat 30 in accordance with<figref idrefs="f0004">3a</figref> is in contrast to the first configuration variant between the air duct 5 and 6 seats still Luftverteilschicht 8, for example, rubber hair or spacer unit that supports the fine distribution of the air. The air duct 5 is provided very slender and ramified in its air duct arms. This all essential points of the floor space is 71 achieved by air duct arms. It is particularly advantageous according to the invention provided that the finest arms of the air duct 5 are guided into the side portion of the seat cushions and also explore possible conditioning of the user. It is because of the first construction variant, therefore, the invention is not absolutely necessary to provide above the air duct 5 a Luftverteilschicht 8, being however quite (second body variant) is possible in the invention. Omitting the Luftverteilschicht 8 has the advantage to reduce the overall depth of the seat 30th To achieve a high air throughput in the seat 30 , it is necessary to use over the air ducts with a materials ability to high air throughput. The number of layers should therefore be as low as possible. In cases where no seat heater 6 is required that the seat heater receiving layer 6 is to realize 6 by means of an air-permeable and perforated nonwoven, or of a corresponding other material. The seat heater 6 or its successor, layer 6 should in this case be glued onto the foam top 51 of the foam material to form a supporting layer 6 via the air ducts. This "bridge effect" is necessary to avoid collapsing of the top fabric 7 in the air duct 5 and its air channel arms. The "bridging" effect can be assisted by the use of rubber hair, in particular in a Luftverteilschicht eighth

In the <figref idrefs="f0004">figures 4</figref>. <figref idrefs="f0005">4a</figref> are illustrated in two alternative embodiments of the air duct 5 are sectional views of a portion of an air passage 5 along the flow direction of the air in the air duct. 5 In order to realize the air seat 30 with sufficient cooling power and with only a single fan 1, it is necessary to optimize the air passage 5 fluidically. According to an in<figref idrefs="f0004">figure 4</figref> illustrated first embodiment of the air duct 5, the arms of the air passage 5 is formed so that the back pressure is continuously increased in the arms and thus flows some of the air to the seat surface 71st The layer structure above the air duct 5 is in<figref idrefs="f0004">figure 4</figref> and <figref idrefs="f0005">4a</figref> only schematically shown without reference numerals of the air duct 5 covering layer. Increasing the back pressure in the air duct 5 is inventively achieved in particular in that the cross section of the air duct 5 into the air duct arms in a direction starting from the air supply port 2, 4 towards the useful area 71 - So in in<figref idrefs="f0004">figure 4</figref> with arrows 52 the airflow marked direction of air flow - is continuously reduced. In<figref idrefs="f0004">figure 4</figref> are shown at different points of the air passage 5 along the flow direction of the air way of example, two differently sized cross-sectional areas 53, 54 of the air duct. 5 This reduction of the cross section of the air duct 5 is in an in<figref idrefs="f0004">figure 4</figref> exemplified rectangular shape of the air channel 5 in its air duct arms in particular achieved in that the height of the air passage 5 is reduced in the air flow direction and the width is maintained.

In <figref idrefs="f0005">4a</figref> is shown a second embodiment of an arm of the air duct. 5 Here, the top of the air duct 5 is partially closed in its air duct arms with a fleece and opened only at certain intervals upwards. The air duct 5 occluding bodies are in<figref idrefs="f0005">4a</figref> indicated by the reference mark 12th Furthermore, an air permeable cover layer 15 or padding 15 is provided. Numeral 14 is that surface of a user, such as his buttocks surface, called that touches working surface 71 of the seat 30th By reducing the size of the cross section of the air duct 5, the pressure increases in the air duct. 5 When the pressure resistance of the upholstery 15 is smaller than the pressure resistance in the air duct 5, the air is guided towards the seat surface. Through a relatively airtight material such as a nonwoven 12, which is only partially open, ie air-permeable, has structure, the pressure build up in the air duct 5 can be enhanced. However, in order not to let the air resistance in the state of an occupied seat 30 to rise sharply, is ensured by means of a pressure relief portion 5a of the air duct and followed in the pressure control section 5 a cross-sectional enlargement in an unused from a user 14 typically as a seat portion 72 of the seat surface, that a sufficient amount of air can flow out of the seat surface. To this end, in<figref idrefs="f0005">4b</figref> a plan view of the second embodiment of the air passage 5 shown in occupied by a user 14 state.

In <figref idrefs="f0006">figure 5</figref> is shown for controlling the air seat 30 an example of an operating unit 40th On the left side an ad is shown 41 of the vehicle interior temperature and to the right of an adjustment 42 is provided for the temperature of the seat 30, whereby the vehicle interior temperature and vehicle seat temperature generally have a certain temperature difference - usually the vehicle interior temperature is about 21 ° C, and the vehicle seat temperature about 14 ° C above - and wherein the vehicle seat temperature according to the wishes of the user can be adjusted within certain limits.

In <figref idrefs="f0006">figure 6</figref> is a temperature diagram for a cooling curve of a vehicle is shown with a temperature-controlled seat 30, in <figref idrefs="f0006">figure 7</figref> is a graph of fan speed and in <figref idrefs="f0006">figure 8</figref> a heat flow diagram. The diagrams are arranged in the order given with each other and provide temporal profiles of temperature 410, the fan speed 420 or 430 of the heat flow. The designated by the numeral 400 axis is thus a timeline. The chronological starting point of the diagrams is provided with the reference numeral 401 and represents the state of a superheated example by strong sunlight vehicle. In<figref idrefs="f0006">figure 6</figref> is shown an interior temperature curve 412 and a seat temperature curve 413th The interior is cooled, for example by an air conditioner, not shown, so that over time 400 of the<figref idrefs="f0006">figure 6</figref> reducing the interior temperature 412 results. Simultaneously, the temperature-controlled seat according to the invention 30, and in particular fan 1 is strongly activated, as evidenced by a relatively high first fan speed 422 during a cooling designated in all charts with the numeral 402nd Due to the effect of the comparatively large first fan speed 422, the heat transfer capacity 430 and the heat flow 430 from the seat 30 to the user of the seat 30 decreases sharply during the cooling 402 until it has fallen approximately to zero at the end of the cooling phase 402, ie there is no heating more user held by the seat 30th When you reach a comfortable temperature range to an interior comfort temperature 414 for the interior around or to a comfort temperature 415 for the seat 30 around, which is also about the end of the cooling phase, 402 of the case, the fan power and the fan speed to 420 of its first value 422 a second fan speed 423 is reduced. As a result of the temporal profile 400, the fan speed 420 only in the region 424 of the second fan speed 423 vary as long as the interior comfort temperature of the interior temperature is exceeded significantly (for example, by re sunlight in the climate control system). The exclusive variation of the fan speed 420 in the area 424 of the second fan speed 423 is done to prevent excessive cooling or supercooling of a user of the seat 30th Since every person has an individual temperature sensitivity, a user of the seat 30 is made possible to vary the temperature of the seat in a predetermined range by means of a variation of the heat transfer capacity of the seat 30, and thus a variation of the heat flow 430th A variation of the heat transfer performance can also take place due to a sensor signal in a<figref idrefs="f0010">figure 13</figref> originating by the reference numeral 416 designated sun light sensor. This variation of the heat transfer capacity of the seat 30 is inventively achieved in particular by varying the strength of the air flow in the air duct 5 of the seat 30, which is provided in particular by varying the fan speed in the range 424 to the second fan speed 423 around. Therefore, the first fan speed corresponds 422 having a first thickness of the air flow in the air duct 5 and it corresponds the second fan speed 423 with a second thickness of the air flow in the air duct 5 of the seat 30. The vehicle interior temperature is generally about one in<figref idrefs="f0010">figure 13</figref> Temperature sensor 411 illustrated controlled. The sensor 411 is arranged in particular in the vehicle center console or on the A-or B-pillar. This sensor 411 determines the current vehicle compartment temperature, the so-called Fahrzeugisttemperatur, which is compared to the desired and selected via the operating unit 40 vehicle interior temperature, the so-called vehicle target temperature. The air conditioning is not shown of the vehicle is then controlled by means of these temperature values.

In <figref idrefs="f0007">figure 9</figref> The seat back 31 of a vehicle seat 30 according to the invention with the fan 1 and the connecting element 9 and the distributing portion 100 for supplying the in <figref idrefs="f0007">figure 9</figref> Squab not shown shown.

In <figref idrefs="f0008">figure 10</figref> is shown an inventive vehicle seat 30 with different ways installable fans 1 and fan modules. Instead of a fan 1, a fan module 10, 11 may be built into the seat of the invention, wherein the fan module 10, 11, for example, either a fan or two fans includes. The air supply port 2, 4 must then be adapted generally to the particular case. The fan module 10, 11 is achieved according flanged laterally in modular construction to the seat 30 and covered with a provided example as guard grille. 4 Especially good are in<figref idrefs="f0008">figure 10</figref> the branching in the regions of the usable surface 71 air duct arms of the air duct 5 recognizable.

In the <figref idrefs="f0009">Figures 11 and 12</figref> are two sectional views of the arms of the air passage 5 shown to illustrate the effect of compensation elements 13, which counteract a reduction of the cross section of the air duct 5 under load of the effective area 71 of the air seat. Since the cross-sectional reduction of the air ducts 5 performs in the occupied state by the load by a user 14 to a increase in pressure loss, a reduction of the cross section of the air ducts should be avoided. Characterized in that on the underside of the foam material 51 and the seat cushion 51, that is, on the side opposite the useful area 71 side of the air duct 5, the compensating elements 13 are attached as a foam webs 13, these foam webs 13 are in the state "busy" of the seat 30 deformed and not the air channel 5 and the arms of the air channel 5 in the vicinity of the effective area 71. in<figref idrefs="f0009">figure 11</figref> The situation is shown in unfilled usable area 71: the foam webs 13 are largely non-deformed. In<figref idrefs="f0009">figure 12</figref> is shown on busy usable area 71 the situation: the foam webs 13 are largely deformed.

In <figref idrefs="f0010">figure 13</figref> is shown for illustration of air movement is a schematic representation of a vehicle interior with two seats according to the invention air 30th The fan modules 10, 11 are in<figref idrefs="f0010">figure 13</figref> laterally arranged on the backs of two juxtaposed vehicle seats 30th Preferably, the fan modules 10, 11 at the vehicle inner side of the seats 30, the display in the vehicle interior side of the seats 30 is located ie. On the outside of the vehicle seats airbag modules are provided, for example, so that the attachment of the fan modules 10, 11 on the inside of the seats 30 space problems avoids. In seats 30, in which on the outside is provided no air bag module can also on the outside of a fan 1, or a fan module 10, 11 may be provided. It is also possible, laterally, that is preferably to be mounted on the inner side of the seat, a cooling fan 1 on both the backrest 31 and the seat portion 32 of the seat 30th Here preferably vented to the fixed to the backrest 31 fan 1, the backrest 31 and fixed to the seat part 32 Fan 1 ventilated the seat part 32. In the arrangement of the fan 1 on the side of the seat 30 is the information provided by the air conditioning of the vehicle cool air from in<figref idrefs="f0010">figure 13</figref> provided only with arrows air nozzle to the air supply opening 2, 4 of the seat 30 and from there transported to the useful area 71, in particular the seat surface.

This cooling of the seating surface allows a flow of heat away from the occupant into the seat. Due to the arrangement of the fan 1 and the fan module 10, 11 side of the seat 30 on the inside of the vehicle passenger compartment, the cool and dry air from the air conditioner which reduces the temperature in the vehicle interior, in a particularly simple and direct manner in the seat and thus the user supplied. In contrast, the provision of cold air for cooling the seat in an arrangement of the fan 1 under the seat 30 or in an enclosed area of ​​the rest 31 were later possible. By consequent close link between the vehicle interior temperature and the vehicle seat temperature, the air power of the seat 30 can be controlled via the vehicle interior temperature in a particularly simple manner. As described above, so that the fan power and the fan speed of the seat are controlled 30 from the existing generally in the vehicle air conditioning system in a simple manner, so that sitting a user of the vehicle in a comfortable temperature range and health impairing hypothermia are not possible.

The temperature sensor 411 and the sunlight sensor 416 continuously measure the presence in a vehicle thermal load and same it with the desired vehicle interior temperature. Is the actual value of the vehicle interior temperature is greater than the target value, the power of the air conditioner is increased, that it is more or colder air is transported into the vehicle.

At a parked vehicle, it is particularly with a strong solar radiation to heating of the vehicle interior, that an increase in the vehicle interior temperature, and particularly to a heating of the seat surfaces. In this heating process, temperature stratification in the vehicle interior is formed, where it is warmer in the headliner area than the bottom area of ​​the vehicle. Especially the temperature of the seat surface - and to a greater extent in particular black leather seating surface - is when exposed to sunlight, especially direct sunlight, very high. Even with a parked vehicle, this seat surface temperature is now to be reduced. When exceeding certain limits measured by the temperature sensor 411 interior temperature or when measuring a high solar radiation through the sunlight sensor 416, it is provided that the fan 1 of the air seat starts. Due to the small in comparison to the high seating surface temperature air temperature around the fan, the hot seat surface heat is extracted and the seat surface temperature decreases. This cooling effect is particularly effective if the parked vehicle in such situations, the air conditioning or other cooling system is activated and thus cooled air is provided in the interior of the vehicle.

LIST OF REFERENCE NUMBERS

<dl id="dl0002"><dt>1</dt><dd>Fan</dd><dt>2, 4</dt><dd>Air supply port</dd><dt>3</dt><dd>backrest structure</dd><dt>5</dt><dd>air duct</dd><dt>5a</dt><dd>Pressure control section</dd><dt>6</dt><dd>seat heating</dd><dt>7</dt><dd>upper fabric</dd><dt>8th</dt><dd>Luftverteilschicht</dd><dt>9</dt><dd>connecting element</dd><dt>10, 11</dt><dd>fan module</dd><dt>12</dt><dd>occlusive points</dd><dt>13</dt><dd>compensation elements</dd><dt>14</dt><dd>user</dd><dt>15</dt><dd>upholstery</dd><dt>30</dt><dd>vehicle seat</dd><dt>31</dt><dd>rest</dd><dt>32</dt><dd>squab</dd><dt>40</dt><dd>operating unit</dd><dt>41</dt><dd>display</dd><dt>42</dt><dd>Of adjusting the temperature of the seat</dd><dt>51</dt><dd>foam material</dd><dt>52</dt><dd>Direction of air flow</dd><dt>53, 54</dt><dd>Cross-sectional areas</dd><dt>71</dt><dd>Usable area</dd><dt>72</dt><dd>unused as a seat area</dd><dt>100</dt><dd>Verteilungsabschnift</dd><dt>400</dt><dd>timeline</dd><dt>401</dt><dd>temporal starting point</dd><dt>402</dt><dd>cooling</dd><dt>410</dt><dd>temperature </dd><dt>411</dt><dd>temperature sensor</dd><dt>412</dt><dd>Interior temperature curve</dd><dt>413</dt><dd>Seat temperature curve</dd><dt>414</dt><dd>Interior comfort temperature</dd><dt>415</dt><dd>Comfort temperature</dd><dt>416</dt><dd>Sunlight sensor</dd><dt>420</dt><dd>Fan speed</dd><dt>422</dt><dd>first fan speed</dd><dt>423</dt><dd>second fan speed</dd><dt>424</dt><dd>the second fan speed provided area</dd><dt>430</dt><dd>heat flow</dd></dl>