The present invention relates to an active head restraint for a vehicle seat. The active head restraint helps protect an occupant of the vehicle.
It is known to provide an apparatus, such as an occupant restraint (e.g., seatbelt), inflatable vehicle occupant protection device (e.g., air bag), impact absorbing structure (e.g., padded or collapsible structures), or a combination thereof, for helping to protect an occupant of a vehicle. One particular apparatus is a head restraint positioned above or at the upper extent of a seat back of a vehicle seat. Head restraints may be adjustable in order to place the head restraint in a desired position relative to differently sized occupants of the vehicle seat. The head restraint may be effective to help protect the occupant of the vehicle seat upon the occurrence of an event for which occupant protection is desired, such as a vehicle impact (e.g., a rear impact). When such an event occurs, the head restraint helps protect the occupant by helping to absorb impacts with the head restraint and by helping to restrict or limit movement of the occupant's head and neck.
The present invention relates to An apparatus for providing an electrical connection between a vehicle seat mounted head restraint and an electrical system of the vehicle. The apparatus includes a first electrical connector secured to a support member of the head restraint, the first electrical connector being adapted to deliver an electrical signal to a component mounted to the head restraint. A second electrical connector is associated with the electrical system of the vehicle. An auto-connect component is connectable to the vehicle seat and is adapted to receive the support member of the head restraint and the first electrical connector. The auto-connect component is further adapted to support the second electrical connector and is configured such that the first and second electrical connectors are interconnected automatically upon installing the head restraint on the vehicle seat. The auto-connect component is further configured such that the first and second electrical connectors are disconnected automatically upon un-installing the head restraint from the vehicle seat.
The present invention also relates to an apparatus for providing an electrical connection between a vehicle seat mounted head restraint and an electrical system of the vehicle. The apparatus includes a first electrical connector associated with the head restraint and being for delivering an electrical signal to a component mounted to the head restraint. A second electrical connector is associated with the electrical system of the vehicle. An auto-connect tube is connectable to the vehicle seat. The auto-connect tube comprises a sidewall that helps define an interior chamber of the auto-connect tube. The second electrical connector is disposed in the interior chamber of the auto-connect tube, the auto-connect tube and the second electrical connector are configured such that the second electrical connector is blocked from being removed from the interior chamber and such that the second electrical connector is maintained at a desired orientation in the interior chamber so that the first and second electrical connectors are interconnected automatically when the head restraint is installed on the vehicle seat.
The present invention further relates to an apparatus including a vehicle seat having a seat frame and a head restraint connectable to the vehicle seat. The head restraint includes a support member. An electrical connector assembly for providing an electrical connection with a head restraint mounted component includes a first electrical connector connected to the support member. The first electrical connector is for supplying an electrical signal to the head restraint mounted component. A second electrical connector connected to the vehicle seat is connected to a source of a vehicle electrical signal. An auto-connect tube is secured to the vehicle seat frame and supports the second electrical connector. The auto-connect tube is adapted to receive the support member and to position and support the second electrical connector to automatically interconnect with the first electrical connector when the head restraint is installed on the vehicle seat.
The foregoing and other features of the present invention will become apparent to one skilled in the art to which the present invention relates upon consideration of the following description of the invention with reference to the accompanying drawings, in which:
The present invention relates to an apparatus for helping to protect an occupant of a vehicle. More particularly, referring to
The active head restraint 14 is supported on the seat back 28 via a mount in the form of one or more support rods 40 connected to the seat frame 24. The active head restraint 14 is supported in a position generally adjacent or above an upper end portion 30 of the seat back 28. The active head restraint 14 has a normal, non-deployed condition illustrated generally in solid lines in
The apparatus 10 includes a sensor 50, illustrated schematically at in
The sensor may comprise a standalone unit dedicated to sensing only conditions for which deployment of the active head restraint 14 is desired, such as a rear vehicle impact. Alternatively, the sensor 50 may be integrated with a vehicle restraint control module that controls the active head restraint 14 and other vehicle occupant protection devices, such as air bags, seat belts, inflatable curtains, and knee bolsters. In this configuration, the control module of which the sensor 50 forms a portion may actuate the active head restraint 14 or other vehicle occupant protection devices in response to the sensed event. For example, the control module may actuate the active head restraint 14 and other vehicle occupant protection devices in various combinations in response to different sensed conditions, such as a front impact, side impact, rear impact, offset impact, or a vehicle rollover.
The seat 20 may support a vehicle occupant 60. In the embodiment illustrated in
In the normally seated position illustrated in
Referring to
The head restraint core 80 includes a rear cover 100, a base frame 150 that is connected to or otherwise supported on the rear cover, and a cushion carrier 350 supported on the base frame for sliding movement along a deployment axis 18. A drive spring 500 biases the cushion carrier 350 to move relative to the base frame 150 along the deployment axis 18 toward the deployed condition (see 14′ in
As best shown in
The rear cover 100 illustrated in
In the illustrated embodiment, the rear cover 100 and base frame 150 are separate pieces connectable with each other via means (not shown) such as interlocking (e.g., snap-fit) portions, fasteners, or a combination of interlocking portions and fasteners. Alternatively, the rear cover 100 and base frame 150 could be formed as a single integrated component, e.g., via molding.
In the illustrated embodiment, the base frame 150 is connected to the rear cover 100 by known means (not shown), such as fasteners installed through respective fastener openings 152 in the base frame 150 and rear cover 100. The support rod 40 extends through the openings in the rear cover 100 and is positioned against the first and second support portions 114 and 120 of the rear cover. With the support rod 40 in the position shown in
The base frame 150 includes a base portion 160 and a track portion 180. The base portion 160 abuts the rear cover 100 and is secured to the rear cover. The track portion 180 extends from the base portion 160 away from the rear cover 100. The track portion 180 supports the cushion carrier 350 for sliding movement along the deployment axis 18.
The base portion 160 of the base frame 150 includes a central portion 162 and flange portions 164 that extend laterally from opposite sides of the central portion. The flange portions 164 include base portions 166 that abut the rear cover 100 and through which fastener openings 152 extend. The fastener openings 152 are configured to receive fasteners (not shown) for securing the base frame 150 to the rear cover 100. Reinforcing portions 170 extend between the base portions 166 and the track portion 180 and help improve the strength and structural integrity of the base frame 150.
The central portion 162 of the base frame 150 includes an actuator support portion 172 positioned at a lower extent of the central portion, as viewed in
The central portion 162 of the base frame 150 also includes a spring support portion 174 for receiving an end portion of the drive spring 500 of the head restraint core 80. The spring support portion 174 is generally elongated and rectangular in shape and is centered generally on the deployment axis 18. The spring support portion 174 projects from the central portion 162 along the deployment axis 18. The spring support portion includes a slot 166 for receiving a tongue portion of a release latch mechanism (not shown in
The track portion 180 of the base frame 150 includes a portion that defines a fixed track member 182 of the head restraint core 80. The fixed track member 182 extends away from the base wall 102 of the rear cover 100 in a direction generally parallel to the deployment axis 18 of the head restraint core 80. The fixed track member 182 defines a generally rectangular or rectilinear channel 184. The fixed track member 182 includes spaced beam portions 190 that extend generally parallel to the deployment axis 18. The beam portions 190 have generally squared C-shaped configurations, each including a vertical member 192, an upper cross-member 194, and a lower cross-member 196. The beam portions 190 thus serve in the manner of a C-shaped beam to help improve the strength and rigidity of the fixed track member 182.
The beam portions 190 are spaced laterally from each other and oriented such that opposing surfaces 200 of the beams, defined by respective surfaces of the vertical members 192 and the cross-members 194 and 196, help define opposite lateral extents of the channel 184. The opposing surfaces 200 have a squared C-shaped configuration, thus giving the channel 184 its generally rectangular or rectilinear configuration. Latch members 210 positioned in the channel 184 adjacent each beam portion 190 have leg portions 212 that extend away from the central portion 162 of the base frame 150 in a direction generally parallel to the deployment axis 18. Each latch member 210 has a terminal latch hook portion 214 that projects laterally from the leg portion 212 toward the vertical member 192 of the adjacent beam portion 190. The latch members 210 have generally resilient configurations and can be deflected toward or away from the deployment axis 18.
The beam portions 190 are interconnected with each other via an upper transverse portion 220 of the fixed track member 182. The upper transverse portion 220 includes respective vertical members 222 that extend vertically upward, as viewed in
The beam portions 190, upper transverse portion 220, the lower reinforcing members 230, or any combination of these elements, may be connected to and extend from the base wall 102 of the rear cover 100 (see, e.g.,
The lock channel 226 is configured to receive and support a non-return pawl 250. Referring to
Each pawl arm portion 252 includes a terminal end portion 262 that defines a rack engaging portion 264 of the non-return pawl 250. The rack engaging portions 264 extend angularly from the pawl arm portions 252 in directions generally downward and forward as viewed in
The rack engaging portions 264 include a generally planar, downwardly facing lower rack engaging surface 270 and a generally planar, forward facing stop surface 272 that intersects the rack engaging surface at an acute angle. As best shown in
Each pawl arm portion 252 also includes a terminal end portion opposite the rack engaging portions that defines a pivot portion 276 of the non-return pawl 250. Each pivot portion 276 includes generally rounded pivot surfaces 280 that are received in and engage corresponding non-return latch receiving portions 282 of the base frame 150 (see
The non-return pawl 250 also includes a spring receiving portion 290 that projects inward from one of the pivot portions toward the other of the pivot portions 280. The spring receiving portion 290 has a generally cylindrical configuration and is centered along with the pivot portions 280 on the pivot axis 284 of the non-return pawl 250. The non-return pawl 250 further includes a reset pin 292 that projects laterally from an outer surface of one of the pawl arm portions 252 adjacent or near the rack engaging portion 264. The reset pin 292 has a generally cylindrical configuration and is aligned with the front cross member 256.
To assemble the non-return pawl 250 with the base frame 150, the pivot portions 280 are installed in the corresponding non-return latch receiving portions 282 of the base frame 150 (see
The non-return pawl receiving portions 282 also include lateral retention walls 294 that maintain the lateral position of the non-return pawl 250. The retention walls 294 leave a gap or opening 296 through which the retention portions 286 of the pawl arm portions 252 extend when the non-return pawl 250 is installed. To do this, the non-return pawl 250 is installed at an angle relative to the base frame 150 that falls within a predetermined range so that the elongated retention portions pass through the openings 296. Once installed, the non-return pawl 250 is pivoted upward to a position such that the retention portions 286 are blocked from removal by the retention walls 294, thus locking the non-return pawl 250 in the non-return pawl receiving portion 282 of the base frame 150. Thereafter, when a sliding track member 370 of the cushion carrier 350 is installed in the fixed track member 182 of the base frame 150, the non-return pawl 250 is prevented from pivoting to a position where it can be removed from the non-return pawl receiving portion 282.
In the installed condition (see
Referring to
The cushion carrier 350 includes a portion that defines a sliding track member 370 of the head restraint core 80. For example, the sliding track member 370 may be formed integrally with the cushion carrier 350, e.g., via molding. Alternatively, the sliding track member 370 could be formed as a piece separate from and connectable with the cushion carrier 350, e.g., via fasteners or a snap-fit that connects the sliding track member to the front wall 354 of the cushion carrier.
The sliding track member 370 extends away from the front wall 354 of the cushion carrier 350 along the deployment axis 18 of the head restraint core 80. As best shown in
The sliding track member 370 may also include lower reinforcing members 384 that extend vertically downward from each lower wall 376 of the sliding frame 372. The reinforcing members 384 provide a corner brace between the lower walls 376 and the front wall 354 of the cushion carrier 350. The upper walls 374, lower walls 376, end walls 380 and 382, and reinforcing portions 384, or any combination of these elements, may be connected to and extend from the front wall 354 of the cushion carrier 350. This may be achieved, for example, by forming the upper wall 374, lower wall 376, end walls 380 and 382, reinforcing portions 384, or any combination of these elements with the front wall 354 as a single piece of molded plastic material.
The cushion carrier 350 also includes a spring support portion 390 for receiving an end portion of the drive spring 500 opposite the end portion received by the spring support portion 174 of the base frame 150. The spring support portion 390 is positioned in a space 394 defined between the sliding frames 372. The spring support portion 390 is centered generally on the deployment axis 18 and projects from the front wall 354 in a direction generally parallel to the deployment axis. The spring support portion 390 has a generally elongated rectangular configuration and includes a slot 392 for receiving the tongue portion of the release latch (not shown in
The cushion carrier 350 further includes a non-return latch portion 400 positioned above the upper walls 374 of the sliding frames 372. The non-return latch portion 400 includes two latch rack portions 402 that are spaced apart from each other, one positioned on the upper wall 374 of one sliding frame 372 and one positioned on the upper wall of the other sliding frame. The latch rack portions 402 have stepped configurations and include a plurality of steps 410 that step upward toward the front wall 354 of the cushion carrier 350. Each step 410 includes a sliding surface 412 and a latching surface 414 that extends transverse to the sliding surface, generally vertically as viewed in
The non-return latch portion 400 also includes a latch reset guide 420 that projects vertically from the upper wall 374 of the leftmost sliding frame 372 as viewed in
The base frame 150 supports the cushion carrier 350 for movement along the deployment axis 18 in generally fore and aft directions in the vehicle 12 between the non-deployed condition (
As best shown in FIGS. 6 and 8-10, the sliding track member 370 includes first interface portions 442 that engage second interface 444 portions on the fixed track member 182 and support the sliding track member 370 for sliding movement relative to the fixed track member. A pair of first interface portions 442 are located at each of four corner locations of the sliding frame 372, i.e., at the two intersections between the upper walls 374 and the end walls 380 and 382, and at the two intersections between the lower walls 376 and the end walls 380 and 382.
A complementary pair of second interface portions 444 are located at each of the four corner locations of the rectangular channel 184 of the fixed track member 182, i.e., at the two intersections between the upper cross-members 194 and the vertical members 192, and at the two intersections between the lower cross-members 196 and the vertical members 192. To illustrate the configuration of the interface portions 442 and 444 in detail, a magnified view of one of the corners of a sliding frame 372 and corresponding rectangular channel 184, particularly the lower right corner as viewed in
The first interface portions 442 comprise axially extending beads 450 that extend along the length of the sliding frame 372 and have generally rectangular cross-sections. Alternatively, the beads 450 may have rounded cross-sections, rectangular cross-sections with rounded corners, or rectangular cross-sections with chamfered corners. The direction in which the first interface portions 442 extend is generally parallel to the deployment axis 18. One of the first interface portions 442 projects from a lower surface 452 of the lower wall 376 of the sliding frame 372. Another of the first interface portions 442 projects from an outer surface 454 of the lateral end wall 382 of the sliding frame 372. Those skilled in the art will appreciate that the interface portions associated with intersections at the other corner locations of the sliding frame not shown in
One of the second interface portions 444 projects from the opposing surface 200 of the lower cross-member 196 of the beam portion 190 of the fixed track member 182. Another of the second interface portions 444 projects from the opposing surface 200 of the vertical member 192 of the beam portion 190 of the fixed track member 182. Those skilled in the art will appreciate that the second interface portions 444 associated with intersections at the other corner locations of the fixed track member 182 not shown in
As best shown in
In
Referring to
The drive spring 500 may have various alternative configurations. For example, in one embodiment, the drive spring 500 may comprise a single spring that applies the driving force for actuating the head restraint core 80. As an alternative, the drive spring 500 may comprise two or more springs for applying a driving force that varies during deployment. For instance, the drive spring may comprise two springs, one having a length that is shorter than the other and having a diameter smaller than the other. The shorter, smaller diameter spring could be positioned concentrically with the larger spring within the inside diameter of the larger spring. In this instance, both springs would initially apply the driving force to the cushion carrier 350, with the shorter spring becoming fully extended and ceasing to apply driving force at a predetermined point, thus allowing the longer spring to continue driving the cushion carrier to the fully extended condition. Thus, in this configuration, the cushion carrier 350 may be deployed initially with a first driving force by both springs followed by a second, comparatively lesser or weaker driving force by a single spring.
In another example configuration, the drive spring 500 may not exert the driving force over the full distance of travel of the cushion carrier 350. The drive spring 500 may, for instance, be unconnected to the head restraint core 80 at one end and have a length selected such that the spring becomes fully extended prior to the cushion carrier 350 reaching the fully deployed condition. In this instance, the drive spring 500, when fully extended, would release or “launch” the cushion carrier 350 to travel to the fully deployed condition under its own momentum.
In yet another configuration, the drive spring 500 may comprise a variable rate spring that has a variable force versus displacement characteristics that are selected to achieve the desired deployment characteristics of the head restraint core 80. For example, the drive spring 500 may be selected to have a stiffness that increases proportionally with the degree to which the drive spring is compressed. Thus, in this example, the drive spring 500 would exert greater degree of force initially, and thereafter exert a lesser degree of force as the spring deploys or decompresses.
The head restraint core 80 of the active head restraint 14 also includes a release mechanism 510. The release mechanism 510 functions to maintain the head restraint core 80 in the non-deployed condition and is actuatable to release the head restraint core to move to the deployed condition under the driving force of the drive spring. The release mechanism 510 may comprise any suitable structure capable of releasably locking the active head restraint 14 in the non-deployed condition. One particular embodiment of the release mechanism 510 is shown in
The release mechanism 510 includes a latch mechanism 512 secured to the base frame 150 and a tongue 514 that is secured to the cushion carrier 350 and moves with the cushion carrier 350 relative to the base frame 150. The tongue 514 is a generally elongated member constructed of a metal plate material or other suitably strong and durable material. The tongue 514 has a main body portion 520 that extends through the slot 392 in the spring support portion 390 of the cushion carrier 350 and through the central space 502 of the drive spring 500.
The tongue 514 has a mounting portion 522 for securing the tongue to the cushion carrier 250. The mounting portion 522 may have any configuration suited to connect the tongue 514 to the cushion carrier 350. For example, as shown in the illustrated embodiment, the metal plate from which the tongue 514 is formed is cut and bent to form mounting flanges 524 that extend perpendicularly from the main body portion 520. In this example configuration, openings 526 in the mounting flanges 524 receive fasteners (not shown) that pass through the openings and connect the mounting portion 522 to the cushion carrier 350.
Opposite the mounting portion 522, the tongue 514 includes a hook portion 530 that engages the latching mechanism 512. The hook portion 530 has a generally rounded terminal end portion 532 that helps define a latch engaging surface 534 of the tongue 514. The latch engaging surface 530 of the end portion 532 defines a recess 536 into which a portion of the latch mechanism 512 enters and engages the latch engaging surface 530.
The latching mechanism 512 includes a latch frame 550 that is secured to the base frame 150. The latch frame 550 supports a latch member 552 for pivotal movement about a first axis 554 and a blocking member 560 supported for pivotal movement about a second axis 562. A double coil spring 564 biases the latch member 552 to pivot about the first axis 554 in a clockwise direction as viewed in
The latch member 552 includes a hub portion 570 with a central opening for receiving a first pin 574 supported by the latch frame 550 to thereby connect the latch member to the latch frame. The double coil spring 564 has a first coiled portion 582 that is fit onto the first pin 574. The latch member 552 includes a spring engaging portion 586 that extends or projects from the hub portion 570 in a direction generally vertically as viewed in
The latch member 552 also includes a tongue engaging portion 592 that receives the hook portion 530 of the tongue 514. The tongue engaging portion 592 extends or projects from the hub portion 570 in a direction generally horizontally to the right as viewed in
The blocking member 560 includes a hub portion 602 with a central opening for receiving a second pin 606 supported by the latch frame 550 to thereby connect the blocking member to the latch frame. The double coil spring 564 includes a second coiled portion 612 that is fit onto the second pin 606. The blocking member 560 includes a spring engaging portion 616 in the form of a generally straight arm that extends or projects from the hub portion 602 in a direction generally vertically as viewed in
The double coil spring 564 has a central connector portion 584 that extends between and connects the first and second coil portions 582 and 612. The central connector portion 584 allows the second pin 606 to serve as a reaction member for the bias of the first coiled portion 582. Conversely, the central connector portion 584 allows the first pin 574 to serve as a reaction member for the bias of the second coiled portion 612.
The blocking member 560 also includes an actuator arm 624 that extends or projects from the hub portion 602 in a direction generally horizontally to the left as viewed in
The release mechanism 510 further includes an actuator 640 for actuating the latching mechanism 512. The actuator 640 may comprise any actuatable device suited to provide repeatable and reliable actuation of the latching mechanism 512. For example, in the illustrated embodiment, the actuator 640 comprises a solenoid. The solenoid is energizeable to move an actuator pin 642 into engagement with the actuator arm 624 of the blocking member 560. Alternatively, the actuator 640 may comprise a pyrotechnic device (not shown), such as a squib or initiator, arranged in a cylinder to drive a piston that moves a similar actuator pin. As a further alternative, the actuator 640 may comprise an actuatable fastener (not shown), such as a separation bolt, arranged to move or release the blocking member 560. Such an actuatable fastener may, for example, have a configuration similar or identical to any of those shown in U.S. Pat. No. 7,240,917 B2 and U.S. Pat. No. 6,746,044 B2, which are hereby incorporated by reference in their entirety.
The release mechanism 510 is movable between a locking condition (
Upon sensing the occurrence of an event for which deployment of the active head restraint 14 is desired, such as a rear impact to the vehicle having a magnitude that meets or exceeds a predetermined threshold, the sensor 50 provides a signal to the actuator 640 of the release mechanism 510 via the lead wires 52. Upon receiving the signal from the sensor 50, the actuator 640 is actuated to actuate the release mechanism 510 to thereby release the cushion carrier 350 to move toward the deployed condition. The active head restraint 14, when in the deployed condition, helps protect the vehicle occupant 60 helping to cushion, restrain, or otherwise prevent certain movements of the occupant's head and neck.
Referring to
When the cushion carrier 350 reaches the end of travel, the cushion carrier engages the latch hook portions 214 of the latch members 210. This prevents the cushion carrier 350 from moving further along the deployment axis 18. Advantageously, the end-of-travel stopping functionality of the head restraint core 80 is configured integrally with the base frame 150, thus eliminating the need for additional parts to provide this function.
Advantageously, the latch engaging surface 534 of the hook portion 530 has a rounded configuration so that the hook portion engages the tongue engaging portion 592 at a point along the latch engaging surface of the hook portion. This helps minimize the contact area between the hook portion 530 and the latch member 552, which helps reduce friction and therefore the resistance to movement of the latch member in releasing the tongue 514. This helps improve, i.e., reduce the delay between actuation of the release mechanism 510 and deployment of the cushion carrier 350.
As the cushion carrier 350 moves toward the deployed condition, the sliding track member 370 slides within the channel 184 along the fixed track member 182, riding on and supported by the second interface portions 444. The first interface portions 442 on the sliding track member 370 engage and slide along the corresponding first interface portions 442 on the beam portions 190. This provides reduced frictional resistance to deployment due to the small surface area over which the interface portions 442 and 444 engage each another.
Also, as shown in
Further, the opposed channel, dual C-shaped configuration of the fixed track member 182, coupled with the closed, reinforced boxed configuration of the sliding track member 370, provides relatively high strength construction. Those skilled in the art will appreciate that the fixed and sliding track members 182 and 370, thus configured, exhibit high resistance to torsional deflection or (e.g., twisting) and lateral flexure (e.g., bending).
As best illustrated in
The head restraint core 80 may include means for indicating that the head restraint has deployed and that resetting is required. This may be especially advantageous in an instance where the axial distance that cushion carrier 350 deploys is small and not readily noticeable. Such indicating means can be implemented in a variety of manners. As shown in
When the actuator 640 is de-energized, the actuator pin 642 moves axially out of engagement with the actuator arm 624 of the blocking member 560. The bias of the double coil spring 564, however, maintains the latch member 552 and blocking member 560 in the actuated positions illustrated in
Advantageously, after deployment, the reset lever 260 on the non-return pawl 250 and the reset guide 420 on the cushion carrier 350 combine to aid in resetting the active head restraint 14 to the non-deployed condition. As shown in
Referring to
The cushion carrier 350 can thus be moved further towards the non-deployed condition as access to the space 278 between the cushion carrier 350 and the rear cover 100 is closed-off. When the reset pin 292 clears the latch reset guide 420, the reset pin moves through the reset gap 432 on the overhang portion 426 of the latch reset guide 420, which permits the non-return pawl 250 to pivot into engagement with the latch rack portions 400 under the bias of the spring 300.
Referring to
As the blocking member 560 pivots, an outer surface 618 of the spring engaging portion 616 engages and slides over an outer surface 598 of the latch arm 592. As this sliding takes place, that the corner portion 620 of the spring engaging portion 616 approaches the notch 622 in the tongue engaging portion 592. When the latch member 552 reaches the non-deployed condition, the corner portion 620 enters the notch 622, thereby placing the latching mechanism 512 in the non-deployed condition. When the force urging the cushion carrier 350 against the bias of the drive spring 500 is released, the double coil spring 564 biases the latch member 552 and the blocking member 560 against each other, thus maintaining the corner portion 620 engaged in the notch 622. This maintains the release mechanism 510 in the locking condition and thereby maintains the active headrest core 80 in the non-deployed condition of
Advantageously, the release mechanism 510, more specifically the tongue 514, latch frame 550, latch member 552, and blocking member 554, may be constructed primarily of metal components that are not as susceptible to fatigue or creep as plastic. This is beneficial since it is these components that withstand the bias of the drive spring 500 while the head restraint core 80 is maintained in the non-deployed condition. Also, in bearing the load of the drive spring 500, the tongue 514 may serve the dual purpose of transferring the driving force to the cushion carrier 350 while also providing lateral or anti-buckling support for the drive spring 500.
Referring to
The first and second connectors 702 and 704 may be of any suitable connector type known in the art, such as a friction-fit male/female electrical connector. One example of such a connector is known in the art as an RCA connector. Also, the gender of the first and second connectors 702 and 704 may be interchangeable. Thus, in the illustrated embodiments, the first connector 702 may be a female connector and the second connector 704 a male connector, or vice versa.
The connector assembly 700 also includes an auto-connect tube 710 that is associated with the vehicle seat 20. The auto-connect tube 710 is generally cylindrical in form and has a body portion 712 defining an interior chamber 714 that extends along a central longitudinal axis 738 of the auto-connect tube 710. A connector portion 716 located at a first or upper end 718 of the auto-connect tube 710 includes a series of retention clips 720 arranged peripherally about the end of the tube.
At a second or lower end 730 of the auto connect tube 710 opposite the upper end 718, the tube includes a connector receiving portion 732. As shown in
To secure the auto-connect tube 710 to the seat frame 26, the connector portion 716 is passed through an opening 740 in a lower member 742 of the frame. The retention clips 720 have angled surfaces 744 that engage the seat frame 26 about the periphery of the opening 740 as they initially pass through the opening, causing the clips to deflect inward toward the axis 738. Once through the opening 740, the clips 720 snap into place, with lower surfaces 746 of the clips engaging the frame 26 and preventing the auto-connect tube 710 from being removed from the frame.
Once the auto-connect tube 710 is connected to the seat frame 26, a head restraint guide/height adjustment sleeve 750 is inserted through the top of the seat 20 and through a corresponding opening 752 in an upper member 754 of the seat frame 26. The adjustment sleeve 750 is generally cylindrical in form and has a body portion 760 that extends along a central longitudinal axis 762 of the adjustment sleeve 750. The adjustment sleeve 750 is constructed to accommodate the support members 40 of the head restraint 14 to connect the head restraint to the vehicle seat 20.
A head restraint position locking mechanism 764 is located at a first or upper end 766 of the adjustment sleeve 750. At a second or lower end 770 of the adjustment sleeve 750 opposite the upper end 766, the sleeve includes a connector portion 772. The connector portion 772 engages and interfaces with the connector portion 716 of the auto-connect tube 710 and prevents the clips 720 from deflecting toward the axis 738, thus preventing the auto-connect tube from being removed from the seat frame 26. When the adjustment sleeve 750 is inserted through the top of the vehicle seat 20 and engages the auto-connect tube 710, the position locking mechanism 764 abuts the top of the seat.
With the auto-connect tube 710 secured to the seat frame 26, a vehicle power cable 780, e.g., lead wire 52, is positioned in the chamber 714 with the second connector 704 positioned proximate the upper end portion 718. In the embodiment illustrated in
The second connector 704 is free to move within the adjustment sleeve 750 and the auto-connect tube 710. The interior diameter of the sleeve 750 and the tube 710 may be selected to maintain the second connector 704 oriented with the connector pin substantially aligned with the axis 738. The diameter of the opening 736 in the end wall 734 of the auto-connect tube 710 creates an interference that prevents the second connector 704 from leaving the chamber 714. This is illustrated generally in dashed lines at 704″ in
When the support members 40 are inserted in the adjustment sleeves 750 to connect the head restraint 14 to the vehicle seat 20, the first connector 702 urges the second connector 704 toward and into the connector receiving portion 732 at the lower end 730 of the auto connect tube 710. Due to the interference between the second connector 704 and the opening 736 in the end wall 734, the second connector 704 bottoms out in the connector receiving portion 732, which forces the first connector 702 into mating engagement with the second connector. The mating engagement between the first connector 702 and the second connector 704 electrically connects the head restraint 14 to the vehicle seat 20. The first connector 702 may protrude from the support member 40 (shown), be flush with the support member, or be recessed in the support member.
When the head restraint 14 is removed, the connection between the first connector 702 and the second connector 704 can be broken manually by pulling the connectors apart outside the adjustment sleeve 750. Alternatively, the connection can be broken automatically by providing an interference that blocks the second connector 704 from leaving the adjustment sleeve 750 such that, when the head restraint 14 is removed from the vehicle seat 20, the interference causes the first connector 702 to disengage from the second connector 704. Similarly, connecting the first and second connectors 702 and 704 can be performed manually outside the adjustment sleeve 750, if desired.
The automatic connection and disconnection of the first and second connectors described above is detailed schematically in
When the head restraint is installed on the vehicle seat, the support member 40 moves through the locking mechanism 764 and into the chamber 714, as shown by the transition from
When the head restraint is removed from the vehicle seat, the support member 40 axially upward in the chamber 714 and exits through the locking mechanism 764. Referring to
An alternative embodiment for providing electrical power to the head restraint 14 is shown in
When the head restraint 14 is adjusted to a desired position, the slider 784 is released to lock the head restraint in the desired position. This causes the locking bar 782 to become biased against the bus rod 786 under the spring bias of the slider, thus establishing the desired electrical connection between the locking bar and the bus rod and, therefore, the head restraint 14 and the vehicle seat 20. Since it may not be desirable to provide a locking mechanism on both support members 40 of the same head restraint 14, the other support member may be associated with ground and thus be maintained in constant electrical connectivity with vehicle ground. This may be accomplished via a similar spring biased engagement on a support member that is free of locking apertures. For example, since this connection is with vehicle ground, the support member itself could serve this function.
From the above, those skilled in the art will appreciate that the electrical connector assembly 700 helps aid in the assembling and disassembling of the head restraint 14 on the vehicle seat 26. The electrical connector assembly 700 allows the head restraint 14 to be adjusted in the seat frame 26, while maintaining its electrical connection between the actuator and the power source.
It may be desirable, for example, to remove the head restraint from the seat 20 when folding the seat to allow for more cargo room. The electrical connector assembly 700 allows a user to effectively and efficiently uninstall and then reinstall the head restraint 14 in the vehicle seat 20 whenever necessary.
From the above description of the invention, those skilled in the art will perceive improvements, changes and modifications. Such improvements, changes and modifications within the skill of the art are intended to be covered by the appended claims.
This application claims the benefit of U.S. Provisional Application Ser. No. 61/198,093, filed on Nov. 3, 2008.
Number | Date | Country | |
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61198093 | Nov 2008 | US |