U.S. patent number RE41,765 [Application Number 09/996,439] was granted by the patent office on 2010-09-28 for variable temperature seat.
This patent grant is currently assigned to Amerigon Incorporated. Invention is credited to David F. Gallup, Christian T. Gregory, David H. Heller, David R. Noles.
United States Patent |
RE41,765 |
Gregory , et al. |
September 28, 2010 |
**Please see images for:
( Reexamination Certificate ) ** |
Variable temperature seat
Abstract
A seating construction with a plurality of plenums into which is
received temperature conditioned air. The air passes through the
seat via a plurality of channels formed in the foam of the seat
cushion. The air then migrates through a reticulated foam layer
that is itself covered with an air permeable layer of material. The
reticulated foam and stitching of the seat fabric facilitate
diffusion of the air from the foam channel conduits. The air then
convectively circulates against and near the occupant of the seat
to facilitate climate control around the occupant.
Inventors: |
Gregory; Christian T. (La
Crescenta, CA), Noles; David R. (Los Angeles, CA),
Gallup; David F. (Daly City, CA), Heller; David H.
(Cypress, CA) |
Assignee: |
Amerigon Incorporated
(Northville, MN)
|
Family
ID: |
22560084 |
Appl.
No.: |
09/996,439 |
Filed: |
November 28, 2001 |
Related U.S. Patent Documents
|
|
|
|
|
|
|
Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
|
09239054 |
Jan 27, 1999 |
|
|
|
Reissue of: |
08156562 |
Nov 22, 1993 |
05597200 |
Jan 28, 1997 |
|
|
Current U.S.
Class: |
297/180.13;
297/452.47; 5/653 |
Current CPC
Class: |
B60N
2/986 (20180201); A47C 7/74 (20130101); B60N
2/5657 (20130101); B60N 2/5628 (20130101) |
Current International
Class: |
A47C
7/74 (20060101) |
Field of
Search: |
;297/180.1,180.13,180.14,452.42,452.46,452.47
;5/468,469,653,654 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
|
|
|
|
|
|
|
0 411 375 |
|
Feb 1991 |
|
EP |
|
53-080603 |
|
Dec 1976 |
|
JP |
|
54-097212 |
|
Dec 1977 |
|
JP |
|
51-162223 |
|
Jul 1978 |
|
JP |
|
54-97212 |
|
Jul 1979 |
|
JP |
|
52-171104 |
|
Jul 1979 |
|
JP |
|
58-185952 |
|
Jun 1982 |
|
JP |
|
58-185952 |
|
Oct 1983 |
|
JP |
|
57-081630 |
|
Dec 1983 |
|
JP |
|
60-12095 |
|
Jan 1985 |
|
JP |
|
61-194354 |
|
Dec 1986 |
|
JP |
|
62-107762 |
|
Jul 1987 |
|
JP |
|
62-191212 |
|
Aug 1987 |
|
JP |
|
1-172012 |
|
Jul 1989 |
|
JP |
|
5-623 |
|
Jan 1993 |
|
JP |
|
5-23235 |
|
Feb 1993 |
|
JP |
|
5023235 |
|
Feb 1993 |
|
JP |
|
5-10700 |
|
Mar 1993 |
|
JP |
|
05-213056 |
|
Aug 1993 |
|
JP |
|
05-277020 |
|
Oct 1993 |
|
JP |
|
Other References
Feher, Steve, Thermoelectric Air Conditioned Variable Temperature
Seat (VTS) & Effect Upon Vehicle Occupant Comfort, Vehicle
Energy Efficiency, and Vehicle Environment Compatibility, SAE
Technical Paper, Apr. 1993, pp. 341-349. cited by other .
The cover sheet of U.S. Patent No. 5,597,200. cited by other .
The PTO-1449 forms submitted in U.S. Appl. No. 09/239,054. cited by
other.
|
Primary Examiner: Brown; Peter R.
Attorney, Agent or Firm: Knobbe, Martens, Olson & Bear,
LLP
Parent Case Text
.Iadd.Related Applications: The present application is a
continuation of prior application Ser. No. 09/239,054, filed Jan.
27, 1999..Iaddend.
Claims
What is claimed:
.[.1. Apparatus for selectively varying the environmental
temperature of a vehicle seat comprising: a support member in the
seat formed from a resilient material, wherein the support member
includes: an integral air flow channel that extends through the
support member from a bottom surface to a top surface of the
support member, the air flow channel having an inlet at the bottom
surface of the support member for receiving temperature conditioned
air therein, and further having an outlet at the top surface of the
support member for dispensing temperature conditioned air
therefrom; and at least one air subchannel integral with and
extending along a top surface of the support member, wherein the
air subchannel is connected with the outlet of the air flow
channel; and a porous member which substantially covers the top
surface area of the support member, the porous member having an
interface with the air subchannel; and a seat cover that
substantially encapsulates the porous member to the support
member..].
.[.2. An apparatus as defined in claim 1 wherein the porous member
comprises; a first porous member that is disposed adjacent and
substantially covers the top surface of the support member; and a
second porous member substantially encapsulating the first porous
member..].
.[.3. An apparatus for selectively varying the environmental
temperature of a vehicle seat comprising: a seat cushion in the
seat formed from a resilient material including: an integral air
flow channel extending vertically therethrough from a top surface
of the seat cushion to a bottom surface of the seat cushion,
wherein the air flow channel has an inlet adjacent the bottom
surface of the seat cushion for receiving temperature conditioned
air therein, and further has an outlet adjacent the top surface of
the seat cushion for dispensing temperature conditioned air
therefrom; and a porous member which substantially covers the top
surface area of the seat cushion; at least one air subchannel that
is integral with and extends along the top surface of the seat
cushion, wherein the air subchannel is connected with the outlet of
the air flow channel, and wherein the porous member is contact with
the air subchannel; and a seat covering substantially encapsulating
the porous member to the seat cushion..].
.[.4. An apparatus for selectively varying the environmental
temperature of a vehicle seat comprising: a seat cushion in the
seat formed from a resilient material including: an integral air
flow channel extending vertically therethrough from a top surface
of the seat cushion to a bottom surface of the seat cushion,
wherein the air flow channel has an inlet adjacent the bottom
surface of the seat cushion for receiving temperature conditioned
air therein, and further has an outlet adjacent the top surface of
the seat cushion for dispensing temperature conditioned air
therefrom; and a porous member which substantially covers the top
surface area of the seat cushion; at least one air subchannel that
is integral with and extends along the top surface of the seat
cushion, wherein the air subchannel is connected with the outlet of
the air flow channel, and wherein the porous member is contact with
the air subchannel; an air manifold integral with and extending
along the top surface of the seat cushion, wherein the air manifold
is interposed between the outlet of the air flow channel and the
air subchannel to facilitate the distribution of temperature
conditioned air therebetween; and a seat covering substantially
encapsulating the porous member to the seat cushion..].
.[.5. Apparatus for selectively varying the environmental
temperature of a vehicle seat comprising: a support member in the
seat in the form of a resilient cushion, wherein the support member
includes: an air flow channel integral with the support member and
extending therethrough from a bottom surface to a top surface of
the support member, wherein the air flow channel has an inlet at
the bottom surface for receiving temperature conditioned air, and
an outlet at the top surface for dispensing temperature conditioned
air, at least one air subchannel integral with and extending along
the top surface of the support member; and an air manifold integral
with and extending along the top outer surface of the support
member between the air flow channel outlet and the air subchannel
for dispersing temperature conditioned air from the air flow
channel to the air subchannel; and a flexible porous member
disposed over the top surface of the support member and having an
interface with the air subchannel; and a flexible seat cover
substantially encapsulating an outer surface of the flexible porous
member..].
.[.6. The apparatus as recited in claim 5 wherein the resilient
cushion can be selected from the group of materials consisting of
cellular spongy material, foam, and fiberglass reinforced
plastic..].
.[.7. The apparatus as recited in claim 5 wherein the flexible
porous member comprises: a first porous member substantially
covering the top surface of the support member and having an
interface with the air subchannels; and a second porous member
substantially encapsulating the first porous member..].
.[.8. A method for selectively varying the environmental
temperature of a vehicle seat comprising the steps of: routing
temperature conditioned air from an air inlet to an air outlet of
an air flow channel extending through a support member of the seat;
distributing temperature conditioned air from the air outlet along
a top surface of the support member through at least one air
subchannel disposed within the top surface; passing temperature
conditioned air from the air subchannels through a porous member
disposed adjacent the outer surface, and then to a seat covering
disposed adjacent the porous member..].
.[.9. A method as recited in claim 8 wherein the temperature
conditioned air is routed from a bottom surface of the support
member to a top surface of the support member..].
.Iadd.10. A method for selectively varying the environmental
temperature of a vehicle seat, comprising the steps of: routing
temperature-conditioned air from an air inlet to an air outlet of
an airflow channel extending through a support member of the seat;
distributing temperature conditioned air from the air outlet along
a top surface of the support member through at least one air
subchannel disposed within the top surface; passing the air through
an air-porous member disposed adjacent the top surface of the
support member and over the at least one air subchannel, through an
intermediate layer interposed between the support member and the
air-porous member, and away from an air-impermeable barrier located
on a side of the air subchannel opposite the air-porous member; and
passing temperature-conditioned air from the air subchannels
through the porous member and subsequently to a seat covering
adjacent the air-porous member and substantially encapsulating the
air-porous member to the support member..Iaddend.
.Iadd.11. The method as recited in claim 10, wherein the
temperature-conditioned air is routed from a bottom surface of the
support member to a top surface of the support member..Iaddend.
.Iadd.12. A method as recited in claim 10, wherein the support
member comprises a resilient material, and the air-porous member
comprises a layer of air-permeable support material which is
selected to be substantially less stretchable than the resilient
material of the support member..Iaddend.
.Iadd.13. A method as recited in claim 10, wherein the air-porous
member has a plurality of holes and the air passes through the
holes..Iaddend.
.Iadd.14. A method as recited in claim 10, wherein the air-porous
member is adhered to the support member so that the air-porous
member helps to resist collapse and blockage of the air subchannel
as air passes therethrough..Iaddend.
.Iadd.15. A method as recited in claim 10, wherein the intermediate
layer is selected to comprise a structural screen making it
difficult for a seat occupant to feel the channels when the seat
occupant is sitting on the seat..Iaddend.
.Iadd.16. A method as recited in claim 10, comprising the further
step of adhering the air-porous member to the support
member..Iaddend.
.Iadd.17. A method for selectively varying the environmental
temperature of a vehicle seat, comprising the steps of: routing
temperature-conditioned air from an air inlet to an air outlet of
an airflow channel extending through a support member of the
vehicle seat; distributing temperature-conditioned air from the air
outlet along a top surface of the support member through at least
one air subchannel disposed within the top surface; placing a liner
in the air subchannel to resist crushing of the air subchannel when
the weight of a seat occupant is placed on the support member and
the air subchannel; passing the air through an air-porous member
disposed adjacent the top surface of the support member and over
the at least one air subchannel; and passing
temperature-conditioned air from the air subchannels through the
porous member and subsequently to a seat covering adjacent the
air-porous member and substantially encapsulating the air-porous
member to the support member..Iaddend.
.Iadd.18. A method as recited in claim 17, comprising the further
step of passing air through the liner to the air-porous
member..Iaddend.
.Iadd.19. A method as recited in claim 18, comprising the further
step of affixing the liner to the wall of the air subchannel and
passing the temperature-conditioned air through the liner as it is
affixed to the wall..Iaddend.
.Iadd.20. Apparatus for selectively varying the environmental
temperature of a vehicle seat comprising: a support member in the
seat formed from a resilient material, wherein the support member
includes: an integral air flow channel that extends through the
support member from a bottom surface to a top surface of the
support member, the air flow channel having an inlet at the bottom
surface of the support member for receiving temperature conditioned
air therein, and further having an outlet at the top surface of the
support member for dispensing temperature conditioned air
therefrom; at least one air subchannel that is molded or formed in
the support member and extends adjacent the top surface of the
support member, wherein the air subchannel is connected with the
outlet of the air flow channel; and an air-impermeable barrier on a
side of the air subchannel opposite the top surface of the support
member; a porous member which substantially covers the top surface
area of the support member, the porous member having an interface
with the air subchannel; and a seat cover that substantially
encapsulates the porous member to the support member..Iaddend.
.Iadd.21. An apparatus as defined in claim 20 wherein the porous
member comprises: a first porous member that is disposed adjacent
and substantially covers the top surface of the support member; and
a second porous member substantially encapsulating the first porous
member..Iaddend.
.Iadd.22. An apparatus for selectively varying the environmental
temperature of a vehicle seat comprising: a seat cushion in the
seat formed from a resilient material including: an integral air
flow channel extending vertically therethrough from a top surface
of the seat cushion to a bottom surface of the seat cushion,
wherein the air flow channel has an inlet adjacent the bottom
surface of the seat cushion for receiving temperature conditioned
air therein, and further has an outlet adjacent the top surface of
the seat cushion for dispensing temperature conditioned air
therefrom; and a porous member which substantially covers the top
surface area of the seat cushion; at least one air subchannel that
is molded or formed in the seat cushion and extends adjacent the
top surface of the seat cushion, wherein the air subchannel is
connected with the outlet of the air flow channel, and wherein the
porous member is contact with the air subchannel; an
air-impermeable barrier on a side of the air subchannel opposite
the top surface of the support member; and a seat covering
substantially encapsulating the porous member to the seat
cushion..Iaddend.
.Iadd.23. An apparatus for selectively varying the environmental
temperature of a vehicle seat comprising: a seat cushion in the
seat formed from a resilient material including: an integral air
flow channel extending vertically therethrough from a top surface
of the seat cushion to a bottom surface of the seat cushion,
wherein the air flow channel has an inlet adjacent the bottom
surface of the seat cushion for receiving temperature conditioned
air therein, and further has an outlet adjacent the top surface of
the seat cushion for dispensing temperature conditioned air
therefrom; and a porous member which substantially covers the top
surface area of the seat cushion; at least one air subchannel that
is molded or formed in the seat cushion and extends adjacent the
top surface of the seat cushion, wherein the air subchannel is
connected with the outlet of the air flow channel, and wherein the
porous member is contact with the air subchannel; an
air-impermeable barrier on a side of the air subchannel opposite
the top surface of the support member; an air manifold integral
with and extending along the top surface of the seat cushion,
wherein the air manifold is interposed between the outlet of the
air flow channel and the air subchannel to facilitate the
distribution of temperature conditioned air therebetween; and a
seat covering substantially encapsulating the porous member to the
seat cushion..Iaddend.
.Iadd.24. Apparatus for selectively varying the environmental
temperature of a vehicle seat comprising: a support member in the
seat in the form of a resilient cushion, wherein the support member
includes: an air flow channel integral with the support member and
extending therethrough from a bottom surface to a top surface of
the support member, wherein the air flow channel has an inlet at
the bottom surface for receiving temperature conditioned air, and
an outlet at the top surface for dispensing temperature conditioned
air; at least one air subchannel that is molded or formed in the
support member and extends adjacent the top surface of the support
member; an air-impermeable barrier on a side of the air subchannel
opposite the top surface of the support member; an air manifold
integral with and extending along the top outer surface of the
support member between the air flow channel outlet and the air
subchannel for dispersing temperature conditioned air from the air
flow channel to the air subchannel; a flexible porous member
disposed over the top surface of the support member and having an
interface with the air subchannel; and a flexible seat cover
substantially encapsulating an outer surface of the flexible porous
member..Iaddend.
.Iadd.25. The apparatus as recited in claim 24 wherein the
resilient cushion can be selected from the group of materials
consisting of cellular spongy material, foam, and fiberglass
reinforced plastic..Iaddend.
.Iadd.26. The apparatus as recited in claim 24 wherein the flexible
porous member comprises: a first porous member substantially
covering the top surface of the support member and having an
interface with the air subchannels; and a second porous member
substantially encapsulating the first porous member..Iaddend.
.Iadd.27. A method for selectively varying the environmental
temperature of a vehicle seat comprising the steps of: routing
temperature conditioned air from an air inlet to an air outlet of
an air flow channel extending through a support member of the seat;
distributing temperature conditioned air from the air outlet along
a top surface of the support member through at least one air
subchannel disposed within the top surface; and passing temperature
conditioned air from the air subchannels in a direction opposite an
air-impermeable barrier positioned adjacent the air subchannels,
through a porous member disposed adjacent the top surface, and then
to a seat covering disposed adjacent the porous
member..Iaddend.
.Iadd.28. A method as recited in claim 27 wherein the temperature
conditioned air is routed from a bottom surface of the support
member to a top surface of the support member..Iaddend.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The invention provides a method and apparatus for climate control
of an individualized occupant seat In the practice of this
invention, there is a method and apparatus for providing
conditioned air to a vehicle seat's occupant. Conditioned air is
obtained from a central source in the vehicle and is channeled
through the seat. The air is then separated into a plurality of
smaller subchannels via a manifold. The air is then further divided
up, i.e., diffused, through a layer of reticulated foam. This
reticulated foam takes the place of the upholstery backing foam
that is normally used in a vehicle seat. The air passes through the
foam, both perpendicular to, as well as parallel with, the seat
cushion surface. The air, in exiting the reticulated foam, is
directed through the seat covering. The air provides for heating
and cooling of the vehicle seat's occupant
2. Prior Art
Temperature modified air for environmental control of living or
working space is typically provided to relatively extensive areas,
such as entire buildings, selected offices, or suites of rooms
within a building. In the case of vehicles, such as automobiles,
the entire vehicle is cooled or heated as a unit. There are many
situations, however, in which more selective or restrictive air
temperature modification is desirable, the ultimate use of which is
to enhance the comfort of human beings. For example, it is
desirable to provide a chair or seat, the immediate surroundings of
which can be selectively cooled or heated, and yet the modified
effect cannot be noted to any substantial extent beyond that
range.
It is also desirable to provide an individualized climate control
for an occupant seat so that substantially instantaneous heating or
cooling can be achieved. For example, an automotive vehicle exposed
to the summer weather, where the vehicle has been parked in an
unshaded area for a long period of time, can cause the vehicle seat
to be very hot and uncomfortable for the occupant for some time
after entering and using the vehicle, even with normal air
conditioning. Even with normal air-conditioning, on a hot day, the
seat occupant's back and other pressure points may remain sweaty
while seated. Also, in the winter time, it is highly desirable to
have the ability to quickly warm the seat of the occupant to
facilitate the occupant's comfort, especially where the normal
vehicle heater is unlikely to warm the vehicle's interior as
quickly. For such reasons, there has long been a desire for a seat
which provides for the comfort of human beings primarily by cooling
or heating the occupant, as desired by the user.
One technique employed to attempt to provide occupant
individualized comfort has been to use seating which either warms
or cools the occupant via conduction. This embodiment requires a
number of currently non-standard components, such as specialized
coil spring elements specifically configured for heat transfer,
multiple layers of material to enclose the non-standard coil
springs, and additional air flow barrier layers.
One limitation of this embodiment is that it does not use common
elements presently available that can be used to construct vehicle
seats. While this embodiment provides some heating and cooling, it
nevertheless does not achieve optimal operation without sacrifice
of the comfort of the user. Also, excessive accumulation of
condensate can occur, with the potential of spilling and damaging
the vehicle in the vicinity of the seat.
Yet another technique employed to provide localized heating and
cooling of an occupant has been to alter the above technique by
allowing some of the conditioned air to escape the confines of the
seat in order to provide some convection cooling or heating of the
occupant. However, the same problems of non standard and
specialized parts remains. For example, non-standard oval helically
wound metal wire springs or molded plastic tubes, and a
bladder-type containment layer for specialized fluids to facilitate
the heat transfer are used. Other non-standard parts can include
metal wire plenum coils or layers of copper or aluminum cloth. Yet
another non-standard part that may be used in the seat construction
is a pair of plastic sheets in facing relationship and heat sealed
at a number of points and that also requires a Fluorinert liquid in
order to provide for high thermal transfer properties. A condensate
collection system is preferably needed along with the air
conditioning unit, requiring more complex parts and maintenance. If
the condensate collection system were not provided, then undue
liquid accumulation would occur within the main exchanger housing
for conditioned air. This is undesirable because excessive
condensate accumulation reduces the main exchanger performance.
Further problems with the techniques available are that the air
conditioning supply units and their accompanying condensate
collection systems may require additional wiring apparatus. This
includes requiring electrical cabling that is plugged into the
cigarette lighter socket of an automobile in order to power the
equipment.
Other problems that have been experienced with existing techniques
include that the construction of the seats are not easily
integratable into existing seat construction methods. The
techniques require a significantly greater number of parts as
compared to existing automotive seats, and often require
non-standard parts. The parts used are typically more complex than
other existing air distribution methods. In the past, this has lead
to increased costs if individualized occupant cooling was provided.
Also, the mechanical comfort of the seat is appreciably affected in
the techniques employed, as compared to the comfort provided by
standard automotive seats, wherein the user is able to distinguish
between the comfort of the two. Further, the current techniques are
problematic in the ability for vehicle designers to provide modern
seating embodiments and stylistic designs. Yet another problem is
that the techniques employed above do not provide good insulation
for holding conditioned air until it is used by the occupant.
Therefore, it is desirable to provide a simple construction of a
vehicle occupant seat which requires little, if any, non-standard
parts and which utilizes commonly available materials. It is
contemplated that a simple seat construction can be utilized as an
automobile seat or other such seating embodiment where the occupant
desires to be at a different environmental comfort zone than the
surrounding users of the vehicle, room or office. The amount of
conditioned air is modest because the area to be cooled or heated
is relatively small and localized so that it will not disturb
others in the vehicle or room.
SUMMARY OF THE INVENTION
The present invention relates to an improved method and apparatus
for providing conditioned air to the occupant of a vehicle seat
without requiring a significant amount of extra parts or increased
costs, as compared to a standard vehicle seat. Air distribution to
the occupant is provided without having to use exotically designed
parts and does not compromise the mechanical comfort of the seat.
Further, the invention allows for the use of a plurality of various
air conditioning sources.
In an embodiment, the conditioned air is channeled from an inlet to
the relative top or seating surface side of the seat cushion
through one main channel opening. The air flow then branches off
via a single manifold to a plurality of subchannels which travel
along the seating surface side of the interior foam cushion. The
air then exits the subchannels via a reticulated foam layer. The
reticulated foam layer facilitates both perpendicular, as well as
parallel, air flow relative to a seating surface side of the foam.
The air travels to the seat cushion seating surface and exits the
seat through an air permeable fabric. Air flow through the seat
provides for relatively quick comfort adjustment of the seat's
occupant. The air flow can also be used to initially warm up or
cool down the seat prior to use by the occupant, if desired.
An alternate embodiment of the invention involves dividing the air
into a plurality of main channels on the bottom of the interior
foam seat cushion, where the bottom represents the surface opposite
the occupant seating surface. The air then enters a plurality of
local manifolds, travels to the top surface of the interior foam
cushion, and exits the manifold along a plurality of subchannels.
Each group of subchannels preferably service a single manifold. The
air then travels along the top surface of the seating cushion and
is diffused through a layer of reticulated foam and onto the
occupant, as previously described.
Other variations of this invention are possible. For example, if
desired, a secondary structure may be incorporated into the
interior foam cushion to assist supporting the channel side walls,
in order to prevent them from crushing under the weight of the
seat's occupant.
In yet another alternate embodiment, the seams that are already
present in the seat can be utilized as either primary or secondary
channels to direct air flow next to the occupant. The sewn seams
can be utilized as distribution channels, to supplement or replace
the reticulated foam layer. Air distribution is accomplished
through the seat's sewn seams to direct air to the occupant from
the channels or subchannels. The seams have the advantage of
eliminating any barriers of fabric and allowing the air to flow so
that it will be in direct contact with the occupant.
The invention is easily integratable into existing seat
construction methods. In a preferred embodiment, the invention
requires substantially the same number of parts as existing
automotive seats. Using less parts and complexity than previous air
distribution techniques results in a lower cost to utilize this
invention. Further, the mechanical comfort of the seat is not
appreciably affected, as generally the same basic types of
materials that are used in vehicle seats today are utilized for the
air distribution method and apparatus. The seat styling and design
are also not appreciably changed. Finally, the inherent tendencies
of the existing foam construction of vehicle seats is a good
insulator for holding and maintaining the conditioned air until it
is delivered to the seat occupant. This achieves maximum comfort
levels, that this invention provides in a very energy efficient
mode, while requiring no complex systems or devices in order to
practice this invention.
BRIEF DESCRIPTION OF THE DRAWINGS
These and other features, aspects, and advantages of the present
invention will be appreciated as the same become better understood
by reference to the following detailed description when considered
in connection with the accompanying drawings, wherein:
FIG. 1 is a sectional view of the air plenums of the seat
cushion;
FIG. 2 is a plan view schematic representation of an alternate
embodiment of the distribution channels contained in a seat
cushion;
FIG. 3 is a sectional view of the cushion as shown in FIG. 2;
FIG. 4 is a perspective view of yet another air plenum embodiment,
wherein the seat covering is not shown for clarity and which
illustrates a method for reinforcing the air plenums;
FIG. 5 is a sectional view of the air plenum strengthening method
as shown in FIG. 4;
.Iadd.FIG. 5a is a sectional view of another embodiment of the air
plenum strengthening method;.Iaddend.
FIG. 6 is a sectional view of an alternate embodiment of providing
diffused air from the air plenums to the seat user/occupant;
FIG. 7 is a side view schematic representation of one embodiment of
the invention illustrating the overall air circulation path;
FIG. 8 is a sectional view illustrating the path of air in the
interior portion of the seat depicted in FIG. 7;
FIG. 9 is an alternate embodiment of the internal air flow path of
the seat embodiment as shown in FIG. 7;
FIG. 10A is a top sectional view of yet another alternate
embodiment of the internal air flow path of the seat embodiment as
shown in FIG. 7; and
FIG. 10B is a side sectional view of the alternate embodiment of
the internal air flow path of the seat embodiment as shown in FIG.
10A.
DETAILED DESCRIPTION
In a first embodiment of the invention, conditioned air 5,
represented by arrows, is supplied to the air inlet 12 of an
automotive seat cushion 10 as shown in FIG. 1. The conditioned air
5 passes through the main channel 14 and is divided via the
manifold 20 into subchannels 16, 17, as shown in FIG. 1. The air
inlet 12 is located on the entrance side 22, and is opposite the
occupant side 24 of the seat cushion 10. The air inlet 12, the
channel walls 15, and a portion of the subchannel walls 26, 27 are
substantially formed by standard automotive seat cushion foam
material 30. The subchannel walls 36, 37 nearest the occupant side
24 of the seat cushion 10 preferably are formed by reticulated foam
40. The reticulated foam is encapsulated by a layer of automotive
upholstery 42 that is preferably air permeable.
The conditioned air 5 passes from the subchannel regions into the
reticulated foam layer 40. Within the reticulated foam, the
conditioned air is free to move both vertically and horizontally
relative to the occupant side 24 of the seat cushion 10. The
conditioned air then exits the reticulated foam through the
automotive upholstery to impinge the occupant, wherein the occupant
is in close proximity to the occupant side 24 of the cushion 10. In
this manner, the occupant is heated or cooled, as desired, by the
conditioned air.
FIGS. 4 and 5 illustrate an alternate embodiment of the invention.
General structural details of the alternate embodiment of FIGS. 4
and 5 are generally similar to the embodiment described in FIG. 1.
FIG. 4 shows a perspective view of the channels 16, 17, 18 that
have been cut into the foam 30. The reticulated foam layer 40 and
the automotive upholstery layer 42 have been removed from FIG. 4
for clarity. This alternate embodiment provides for a wide piece of
adhesive-backed material 50, which forms the occupant side of the
subchannel wall 17. In this embodiment, the adhesive-backed
material covers the occupant side 24 of the seat cushion foam 30,
such that the subchannels 16, 17, 18 are completely covered. The
adhesive-backed material is suitably permeable to air, which may
include a plurality of perforations, as required, throughout the
adhesive-backed material. This allows for air to pass from the
subchannels to the reticulated foam 40. The adhesive-backed
material assists in resisting the tendency of the subchannels to
crush when the occupant is seated upon the cushion.
The adhesive-backed material may also provide for additional
occupant comfort. For example, the adhesive-backed material assists
in making the subchannels substantially unnoticeable to the
occupant's hand when feeling the seat. The subchannels are
unnoticeable because the channels are structurally covered by the
adhesive-backed material. Therefore, for example, the penetration
by a hand into the sub-channels, and penetration of the reticulated
foam layer and seat covering into the subchannels when depressed by
the occupant or the occupant's hand, is prevented. This provides a
structural benefit as well as an aesthetic one, wherein the
adhesive-backed material assists in the occupant's lack of
awareness of the subchannels in the seat cushion.
An alternative embodiment to prevent potential crushing, is that
the walls of the channels, manifold, and subchannels formed by the
automotive seat cushion foam 30 can be augmented. .[.The.].
.Iadd.As seen in FIG. 5a, the .Iaddend.walls .Iadd.27 .Iaddend.are
augmented with, for example, stiffeners or liners .Iadd.41
.Iaddend.placed cooperatively with the walls .Iadd.27 .Iaddend.or
affixed to the walls .Iadd.27.Iaddend., as desired, in order to
provide additional stiffness to the walls .Iadd.27.Iaddend.. Also,
stiffeners can be placed within the cavities of the channels,
manifold, and subchannels to resist crushing. The stiffeners
.Iadd.41 .Iaddend.would preferably have suitable holes or paths
.Iadd.43 .Iaddend.for the air flow to pass through, such that there
is not a substantial resistance to air flow.
While the wide perforated or air permeable adhesive-backed material
is not preferably used in the practice of this invention, a tape
such as the one described, or other alternate materials, may be
used. For example, gluing a very porous material, such as a strong
cheesecloth-like material, over the subchannels would be another
manner of providing extra strength or support to the subchannels.
If a adhesive-backed layer is used, it is preferable that it have
relatively minimal stretch characteristics, as well as being more
porous, relative to the foam seat cushion material 30.
The reticulated foam is preferably polyurethane or the like, with
approximately 20 pores per inch (ppi). Other porosities, such as 10
ppi, and 30 or 40 ppi, are also acceptable. Currently, 20 ppi is
the preferred foam type, as there is a slight drop off in the
breathability of the foam above 20 ppi.
Another alternate embodiment of the invention is shown in FIGS. 2
and 3. This alternate embodiment provides for a different
configuration of the air channel distribution system. Conditioned
air 105, represented by arrows, enters the seat cushion 110 at air
inlet 112. Air is guided along a plurality of lower main channels
114. The lower main channel walls 115 are formed by the surface of
a resilient material 160 which separates the seat cushion 110 from
the seat cushion springs 162. The upper main channel walls 116 are
formed by seat cushion foam material 130. Air is then guided into
the respective manifold channels 121. The manifold channel walls
126 are substantially formed by the seat cushion foam 130.
The conditioned air is next directed into the manifold area 120
where the air is further divided into the respective subchannels
132, 133, 134, 135, 136, 137. From this point on, the air travels a
path substantially similar the air path described in the first
embodiment, i.e., the conditioned air passes through the
reticulated foam layer 140 and through the preferably air permeable
automotive upholstery 142 in order to cool or heat the
occupant.
As in the first embodiment, the automotive upholstery 142
encapsulates the reticulated foam layer 140. The reticulated foam
layer forms the occupant side 124 subchannel boundary wall 145 of
the respective subchannel 135 and performs a similar wall forming
function for the other subchannels.
FIG. 6 shows yet another embodiment in the practice of this
invention. Seat cushion foam 30 again forms the lower walls 26, 29
of the subchannels 16, 19. The upper subchannel walls 36, 39, are
the part of the subchannel which is in closest proximity to the
occupant side 24 of the seat cushion section 61, as shown in FIG.
6. Sewn stitching 62 is used to collapse the reticulated foam layer
40 and the automotive upholstery fabric 42 through the subchannels
16, 19 and into the seat cushion foam 30. By using the stitching 62
to collapse the seat covering, a "valley" 44 is formed in the seat
cushion. The valley's convergence is formed by the sewn stitching
62. This valley provides a path for the exiting conditioned air to
travel along, in order to provide comfort for the occupant. This
valley provides for an additional path for the conditioned air 5
through the reticulated foam layer and the automotive seat covering
to the occupant of the seat.
In another alternate embodiment, the reticulated foam layer 40 may
be omitted, and the seams 62 used as the primary diffusion areas
for directing the conditioned air to the occupant from the
subchannels via the valleys. The sewn seam diffusion area, or
valley embodiment, may be used with any of the alternate
embodiments described in connection with this invention, either
with or without foam layers such as the currently preferred
reticulated foam layer.
The seat coverings or automotive upholstery used in any of the
described embodiments is preferably of an air permeable fabric or
synthetic. However, other materials can be used, such as leather.
To help facilitate air flow through alternate materials, such as
leather, the sewn seam diffusion techniques described can be
employed. Preferably, materials such as leather are perforated with
small holes, in addition to the stitching holes of the sewn seam
diffusion technique, to facilitate the air flow. For example, the
holes can be approximately the same size or larger than the holes
made by the stitching of automotive seat coverings. In addition,
the holes can be used together with the sewn seam diffusion
techniques. Alternate sized holes, either larger or smaller, can
also be used. However, the smaller the holes, assuming the number
of holes remains constant, the more the cooling will rely upon
conduction rather than convection for cooling the occupant. As the
holes become smaller, the convective air flow is proportionately
reduced.
FIGS. 7 and 8 show yet another alternate embodiment of the
invention. As schematically shown in FIG. 7, conditioned air 205,
represented by arrows, enters the air inlet 212 of the seat
configuration 210. The conditioned air is then divided among a
plurality of channels 214 at a manifold area 220. The conditioned
air travels along the channels 214 from the manifold area 220 to
the foot outlet 217 or the head outlet 218. As shown in FIG. 7, the
foot outlet 217 exhausts near the occupant's feet. However, the
head outlet 218 exhausts out the "back", or non-occupant side of
the seat. Alternately, the seat may provide for a head outlet that
exhausts on the occupant side 224, preferably near the neck area of
the occupant. In this alternate embodiment, air exiting at the head
and foot outlets facilitate cooling in these respective locations
of an occupant that is in close proximity to the occupant side
224.
Conditioned air 205 is able to cool the occupant of the seat, via
an air flow path through the seat fabric, as well. Conditioned air
traveling via the channels 214 is directed at and near the occupant
through an air permeable seat covering 242. A reticulated foam
layer is omitted in this embodiment, though it can be added, if
desired.
FIG. 8 shows a plurality of air channels 214 which are formed in
the seat cushion foam 230. This sectional view also shows a side
support "wing" 239 of the seat, wherein the air channels do not
occupy this region of the seat cushion foam. However, in an
alternate embodiment, the channels can extend even into these areas
of the seat, if desired.
Yet another embodiment of the foam air distribution channels as
schematically shown in FIG. 7 is shown in FIG. 9. Here the foam
seat cushion 230 is of a foam density which is less than the foam
density of the air channel forming foam 231. Air channels 215
formed by the denser air channel foam 231, cooperating with the
automotive upholstery 242, is used in place of the air channels 214
as schematically shown in FIG. 7. An adhesive may be used to bond
the automotive upholstery 242 to the air channel foam 231 at bond
line 157. A relatively non-permeable barrier 258, constructed of a
synthetic material, can be placed between the air channel foam 231
and the seat cushion foam 230 to provide for a pneumatic, moisture,
or thermal barrier, as desired.
Another embodiment of the denser air channel foam 231 of FIG. 9 is
shown in FIGS. 10A and 10B. Inlet conditioned air is supplied to a
first plurality of channels 270, which are oriented relatively
perpendicular to the plurality of channels 214, 215 as previously
shown in FIGS. 7, 8, and 9, and are also perpendicular to the
second plurality of channels 272, as shown in FIG. 10A. The second
plurality of channels 272 are oriented substantially similar to the
plurality of channels as shown in FIGS. 7, 8, and 9. Channels 270
cooperate with channels 272, such that the conditioned air is able
to pass from the first plurality of channels 270 to the second
plurality of channels 272 via a plurality of overlapping common
manifold areas 274. A common manifold area 274 preferably occurs at
each intersection of a first channel with a second channel.
The relatively dense air channel forming foam 231 of FIGS. 10A and
10B can be substituted for the foam 231 as shown in FIG. 9, and may
be used with or without the non-permeable barriers, as well as with
or without the adhesive layers. The permeable automotive upholstery
can be augmented or replaced, as desired, with a stitching
embodiment as an air flow path to the occupant, as previously
described.
The air channel forming foam 231 of the embodiments shown in FIGS.
9, 10A, and 10B is preferably approximately 12 pounds per cubic
foot and the seat cushion 230 foam is preferably approximately 6
pounds per cubic foot. However, other foam densities can be
substituted for either type of foam, and other materials can be
substituted for the various foam types. Any of the foam or
foam-like materials described may be suitably cut, laser sculpted,
molded, injected, stitched, glued, bonded or other such techniques
as are known, in order to achieve the shapes desired to practice
this invention.
If desired, an alternate embodiment of the seat as shown in FIG. 1
can be constructed for use in, for example, public transportation
systems, such as a subway, bus, or other passenger-carrying
vehicle. The seat's foam 30 of FIG. 1 is replaced with a
substantially stiff material, such as fiberglass reinforced ABS.
The stiff "cushion" member preferably has air channels molded or
cut into its structure. At least partially encapsulating the stiff
"cushion" member is a substantially resilient member, preferably
formed of a reticulated foam layer or the like. If desired, an
air-permeable structural wall, such as a adhesive tape with holes,
or a plastic screen with holes, can be placed between the
reticulated foam layer and the stiff cushion or plastic seat. By
adding this structural screen or tape, it is more difficult for an
occupant to feel the channels in the stiff materials with either
their body while they are sitting, or with their hands. This screen
acts in a similar manner as the adhesive backed material described
previously. The seat arrangement is covered so as to substantially
encapsulate the plastic channel cushion, the plastic screen and the
reticulated foam, for example, with seat covering material similar
to that previously described. The seat components can be assembled
via stitching, screwing, bonding, gluing, cutting, and other means
of attachment as is known.
The practice of the invention disclosed herein provides an easy and
preferable means with which to construct a variable temperature
seat. This provides for a convenient manner for environmentally
comforting the seat's occupant.
While only preferred embodiments of the invention are described
herein in detail, the invention is not limited thereby. It is
believed that the advantages and improved results of the invention
will be apparent from the foregoing description. It will be
apparent that various changes and modifications may be made without
departing from the spirit and scope of the invention as sought to
be defined in the following claims.
* * * * *