Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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VEHICLE SEATING SYSTEM AND METHOD FOR REDUCING
FATIGUE
CROSS-REFERENCE TO RELATED APPLICATION
This application is related to U.S. Serial No. 11/241,264, filed
September 30, 2005.
FIELD OF THE INVENTION
The present invention relates to vehicle seat adjustment systems and
methods, and in particular a system and method for transitioning between
various
seat conditions to reduce fatigue.
BACKGROUND OF THE INVENTION
Vehicle passengers and drivers often experience various effects of traveling
in a vehicle, and in particular, due to long distance traveling. These effects
can
include muscle fatigue, muscle stiffness and other related problems resulting
from
a person's body being in a stationary position for relatively long periods of
time
causing stagnant circulation. Often, from a medical standpoint, these problems
can
be the result of a condition known as ischemia. Ischemia is a restriction in
blood
supply, or in other words, an inadequate flow of blood to a part of the body,
caused
by the constriction or blockage of blood vessels. Relatively long periods of
stationary positioning can cause ischemia to occur in various parts of the
body. In
response, a person naturally tends to change positions, even if only by a
slight
movement, impacting the person's circulation and restoring adequate blood flow
to
the affected area.
The fatigue and stiffness experienced by different muscle groups, and the
effects felt as a result of ischemia, while traveling can be problematic for a
vehicle
user. Many travelers often find themselves adjusting their body in the vehicle
seat
or adjusting various seat position adjustment actuators or therapeutic
controls
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individually, attempting to achieve greater traveling comfort. Adjusting his
or her
seat position or therapeutic settings can be distracting for a driver of a
vehicle.
Moreover, remaining in a stationary position for long periods of time can have
various negative effects on a vehicle traveler's health, including the chance
of
blood clot formation as well as various other ailments.
There is a need for an improved vehicle seat position and therapeutic
settings adjustment system. Certain embodiments address these and other needs.
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SUMMARY OF THE INVENTION
Certain embodiments include a vehicle seating system for reducing user
fatigue, comprising a seat mountable in a vehicle, at least two powered seat
adjustment actuators, and an electrical controller for activating movement of
the
actuators. Each actuator is movable between a first position and a second
position
to alter the seating position formed by the seat, thereby reducing positional
fatigue.
The actuators reposition the seat to different seating positions with a slow
movement average of less than about 10 centimeters per second when the
actuators
travel between the first positions and the second positions. In certain
embodiments, the electrical controller has a control period and the control
period
has at least one fatigue period of at least ten minutes. In such embodiments,
the
controller automatically activates the slow movement average of the actuators
between the first and second positions at least once both before and after a
fatigue
period.
Certain embodiments include a vehicle seating system, comprising a seat
mountable in a vehicle, at least two powered seat energizer members, and an
electrical controller for automatically activating the energizer members. Each
energizer member is transitionable between a respective first status and a
respective
second status for shifting the seat through at least two different collective
seating
conditions. In certain embodiments, at least one of the energizer members is a
thermal energizer. Additionally, in certain embodiments the electrical
controller
has a control period in which the automatic activation occurs, the control
period
having at least one hold period in which the electrical controller ceases
activation of
the energizer members.
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In an aspect, there is provided a vehicle seating system, comprising: a seat
mountable in a vehicle and having a seat back; at least two powered seat
energizer members,
each transitionable between a respective first status and a respective second
status; wherein at
least one of said energizer members is a temperature-adjustment energizer for
altering the
seating temperature, and wherein at least one of said energizer members is a
position-
adjustment seat back inclining actuator for altering the seating position
formed by said seat to
reduce positional fatigue by inclining said seat back; and an electrical
controller
preprogrammed with at least one preprogrammed profile extending at least 10
minutes and
defining at least two different collective seating conditions along said
profile in which at least
1 0 one of said seat energizer members are static, wherein said electrical
controller is operable to
automatically activate, as a function of time, said seat back inclining
actuator and said
temperature-adjustment energizer according to said preprogrammed profile, said
electrical
controller having a control period including at least one activation period
and at least one hold
period, said energizer members each being activated at least after said hold
period.
1 5 The invention is set forth by the claims, and is not limited by
the foregoing.
Certain embodiments may provide an improved vehicle seat system and
method.
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DESCRIPTION OF THE DRAWINGS
Fig. 1 is a perspective view of a vehicle seat and a user seated therein.
Fig. 2 is a side, partial cross-sectional view of a vehicle seating system
embodiment.
Fig. 3 is a side, partial cross-sectional view of another vehicle seating
system embodiment.
Figs. 4-12 are graphic illustrations of various examples of movement
profiles of a vehicle seating system herein.
Fig. 13 is a side, partial cross-sectional view of another vehicle seating
system embodiment.
Figs. 14-15 are graphic illustrations of further examples of condition
profiles of another vehicle seating system herein.
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BRIEF DESCRIPTION OF PREFERRED EMBODIMENTS
While the present invention may be embodied in many different forms, for
the purpose of promoting an understanding of the principles of the invention,
reference will now be made to the embodiments illustrated in the drawings and
specific language will be used to describe the same. It will nevertheless be
understood that no limitation of the scope of the invention is thereby
intended.
Any alterations and further modifications in the described embodiments, and
any
further applications of the principles of the invention as described herein
are
contemplated as would normally occur to one skilled in the art to which the
invention relates.
A vehicle seating system can be used within a variety of vehicles to reduce
user fatigue and other effects of long distance traveling. Such a system
includes a
typical vehicle seat mountable in a vehicle, at least two powered seat
adjustment
actuators, and an electrical controller. Various embodiments of the system can
be
used within automobiles, trains, and/or airplanes, as examples. The actuators
are
moveable to alter the seating position formed by the seat, reducing positional
fatigue of the user. The actuators preferably reposition the seat to different
seating
positions with a slow movement average of typically less than about 10
centimeters per second. The electrical controller has a control period which
generally includes at least one movement period and, in certain embodiments,
at
least one stationary perio. d. In a typical embodiment, the electrical
controller
initiates the control period after a first time period beginning when the
vehicle is
turned on. Thereafter, the control period preferably includes at least one
movement period where the actuators automatically cycle through seating
positions
and reposition the user to reduce long distance traveling fatigue.
Fig. 1 illustrates a vehicle user 20 seated in a vehicular seat 22. A typical
vehicular seat includes a head rest 24, a seat back 26, and a seat bottom 28.
As
illustrated in Fig. 1, the user is operating a motor vehicle by using a
typical steering
wheel and pedal system.
Fig. 2 illustrates components of a vehicle seating system 30 designed to
reduce user positional fatigue. It should be appreciated that the system can
be
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associated with any type of vehicular seat. System 30 includes various powered
seat adjustment actuators configured to move seat back 26 and seat bottom 28
in
various manners, thereby altering the seating position formed by the seat.
Certain
typical embodiments include five actuators, such as a first actuator Al to
move
both the seat back and the seat bottom in a generally vertical direction along
a
height axis H and a second actuator A2 to move both the seat back and the seat
bottom in a generally horizontal direction along distance axis D. Movement
along
the distance axis D alters the distance that the seat is positioned relative
to a
steering wheel and pedal system for a driver's seat. A third actuator A3 is
configured to move a lumbar region of the seat back along a lumbar axis L. A
fourth actuator A4 and a fifth actuator A5 operate to incline or tilt the seat
back
along an I axis and the seat bottom along a T axis, respectively. The actuator
power may be by motor, servo motor, sdepper motor, pneumatics, hydraulics, or
otherwise.
In preferred embodiments, movement of the actuators includes a slow
movement average of less than about 10 centimeters per second. In certain
embodiments, each actuator moves from a first position to a second position,
and
cycling of the actuators includes movement from the first positions to the
second
positions and returning to the first positions. In certain embodiments, the
first
position of each actuator is a base position and the second position of each
actuator
is the opposite, completely extended position of each actuator along the
respective
axis. However, in certain other embodiments, the first position of each
actuator is
a desired position, predetermined by the system or a user of the system.
System 30 generally includes an electrical controller C to automatically
activate, operate, and cycle through the various actuators in a manner as to
reduce
positional fatigue. The electrical controller operates in conjunction with a
microprocessor and/or computer chip technology to operate the system. The
electrical controller preferably includes a control period. In certain
preferred
embodiments, the electrical controller initiates the control period when the
vehicle
is turned on. The control period can include a first stationary time period
before
movement begins. In certain other preferred embodiments, the electrical
controller
initiates the control period after passage of a first stationary time period,
the first
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time period beginning when the vehicle is turned on. In certain preferred
embodiments, the first stationary time period is about 20 minutes. In other
preferred embodiments, the first stationary time period is about 30 minutes.
However, it should be appreciated that the control period can begin at other
appropriate times as would generally occur to one skilled in the art.
In certain embodiments, the control period includes at least one fatigue
period of at least ten minutes. In a preferred embodiment, the fatigue period
includes at least one segment of time in which at least one actuator is moving
to
reposition the vehicle seat. The control period preferably includes at least
one
movement period, the movement period including movement of at least one
actuator. In certain preferred embodiments, the control period includes at
least one
movement period and at least one stationary period in which the actuators are
motionless. In certain embodiments, the stationary period is at least 5
minutes in
duration. In certain embodiments, the control period ends when the vehicle is
turned off.
In certain preferred embodiments, the electrical controller is activated
automatically when the vehicle is turned on. Additionally, the electrical
controller
can preferably be manually activated and de-activated by a user of the system.
In
such embodiments, a user of the system can manually switch the electrical
controller on and off as desired. Additionally, in certain embodiments, the
electrical controller is de-activated when the vehicle is turned off.
Fig. 3 illustrates an alternative embodiment in which one actuating means
AA, such as one power cylinder, is used to move the seat back and seat bottom
to
various seating positions through the use of various mechanical linkages such
as
bell cranks, worm gears, cams, etc. The actuating means AA and the mechanical
linkages can be configured to cause movement at different actuating points,
such as
actuating points 40, 41, and 42, through the use of one actuating means. In
other
words, there may be one actuating means and more than one actuator at points
40,
41, and 42, for example. It is possible to link the actuators, as shown in
Fig.3;
however, in certain preferred embodiments, the actuators operate independent
of
each other, as in Fig. 2.
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Figs. 4- 12 are graphic illustrations of various embodiments of a vehicle
seating system. The figures illustrate movement of various actuators along a
horizontal Time axis and a vertical Movement axis. The Movement axes generally
include a "1" denoting a first position and a "2" denoting a second position,
and
certain figures include delineations along the Movement axes denoting partial
movement between the first and second positions. It should be appreciated that
the first and second positions can be various combinations of actuators and
activation position levels thereof, and can be randomly chosen or
predetermined by
the system or a user of the system. They could be full stroke or partial
stroke (or
rotation) of the actuators. In certain preferred embodiments, the transition
time for
the actuators to move from the first positions to the second positions is in
the range
of 20 ¨ 40 seconds.
Figs. 4 ¨ 12 represent only a few of numerous embodiments of actuator
movement profiles of a vehicle seating system as described herein. In the
illustrated embodiments, optionally a first time period passes before movement
on
Movement Axis M between positions 1 and 2 of one or more actuators begins. In
certain embodiments, the initial movement of one or more actuators is the
beginning of the control period. In certain other embodiments, the control
period
includes an initial period of time of inaction of the actuators. In other
words, in
certain embodiments the Time axis T begins with the vehicle turning on, and in
certain other embodiments, the Time axis T begins with the beginning of the
control period. Further, the illustrated embodiments are not meant to be
limiting in
any manner, including regarding the number of actuators illustrated in the
figures.
It should be appreciated that the embodiments illustrated in the figures can
include
movement of a different number of actuators as would occur to one skilled in
the
art. Also, although the movement profiles illustrated in Figs. 4-12 are linear
segments, they may optionally include curvilinear segments as well. In
preferred
embodiments, the actuators move with a slow movement speed average of less
than about 10 centimeters per second. Additionally, it should be appreciated
that
the activity of the actuators illustrated in the figures can continue
indefinitely along
the Time axis, with only a segment of the activity shown for clarity. Also,
any and
all of the profiles in Figs. 4-12 and otherwise may be combined with each
other.
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The control period illustrated in Fig. 4 includes one continuous movement
period, wherein at least one actuator is moving through different seating
positions.
Fig. 4 illustrates two such actuators; however, it should be appreciated that
a
different number of actuators can reposition the seat during the movement
period.
The movement period illustrated in Fig. 4 includes cycling of the various
actuators
from first positions to second positions continually until the control period
ends.
In certain preferred embodiments, the movement period illustrated in Fig. 4
includes movement of at least two seat adjustment actuators.
Fig. 5 is a graphic illustration of another possible embodiment of a vehicle
seating system. In the embodiment illustrated in Fig. 5, the control period
includes
a movement period followed by a stationary period of inaction of the
actuators. It
should be appreciated that this movement period and stationary period
alternating
combination can continue along the Time axis. The illustrated movement period
includes cycling of the actuators from respective first positions to second
positions,
and returning to the first positions. The embodiment illustrated in Fig. 5
includes
relatively slow cycling of the actuators to reduce positional fatigue of a
user
without significant disruption to the user.
In the embodiment illustrated in Fig. 6, the control period includes
alternating movement periods and stationary periods. In certain preferred
embodiments, each movement period includes cycling of the actuators from first
positions to second positions and returning to first positions. In such
embodiments, each stationary period includes static positioning of the
actuators at
the first positions. However, it should be appreciated that, in certain
alternative
embodiments, a movement period can include movement of the actuators from
first
positions to second positions, and a next consecutive movement period can
include
movement of the actuators from second positions to first positions, with such
a
continuing alternating pattern. Additionally, in certain alternative
embodiments,
the movement periods can include other segments of the cycling from first
positions to second positions, with stationary periods occurring therebetween.
Fig. 7 is a graphic illustration of yet another possible embodiment of a
vehicle seating system. In the embodiment illustrated in Fig. 7, the control
period
includes alternating movement periods and stationary periods. In certain
preferred
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embodiments, each movement period includes slight movement of at least one
actuator along a segment of the distance between the first and second
positions.
The movement periods begin with the at least one actuator moving from a first
position toward a second position, and returning toward a first position, with
stationary periods occurring throughout. In certain embodiments, the
stationary
periods are longer in duration than the movement periods, as illustrated. In
the
illustrated embodiment, the movement periods include movement equivalent to a
quarter segment of the distance between the first and second positions.
However,
it should be appreciated that the movement periods can include different
length
10 segments as would occur to one skilled in the art, including different
lengths than
the illustrated embodiment and/or different lengths within the same control
period
for different movement periods.
In the embodiment illustrated in Fig. 8, the control period includes one
continuous movement period, wherein the actuators are moving through different
seating positions, with one actuator moving before another. Fig. 8 illustrates
two
such actuators; however, it should be appreciated that a different number of
actuators can reposition the seat during the movement period. The movement
period illustrated in Fig. 8 includes cycling of the various actuators from
first
positions to second positions continually until the control period ends. In
preferred
embodiments, the actuators move such that certain actuators reach first
positions
when various other actuators reach second positions, and vice versa. In
certain
preferred embodiments, the movement period illustrated in Fig. 8 includes
movement of at least two seat adjustment actuators.
Fig. 9 is a graphic illustration of even another possible embodiment of a
vehicle seating system. The control period illustrated in Fig. 9 includes one
continuous movement period, wherein the actuators are moving simultaneously
through different seating positions. In certain embodiments, the five
actuators
illustrated in Fig. 9 are the five actuators described in connection with Fig.
2. The
movement period illustrated in Fig. 9 includes cycling of the various
actuators from
first positions to second positions, and back to first positions, continually
until the
control period ends and with a relatively slow movement average.
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In the embodiment illustrated in Fig. 10, the control period includes various
combinations of movement periods and stationary periods, wherein the actuators
are moving through different seating positions. The movement period
illustrated in
Fig. 10 includes cycling of the various actuators from first positions to
second
positions, with some actuators having stationary periods at certain positions.
Fig.
is illustrative of the possibility of the various actuators being activated to
move
at different speeds, and with different combinations of movement periods and
stationary periods. Additionally, in certain embodiments, a user can
preprogram
various desired seating positions to be cycled through. Preferably, a user can
set
10 each actuator to a desired position, with the actuators collectively
defining a
preprogrammed seating position. In other embodiments, the seating positions
are
chosen at random by the system.
Fig. 10 illustrates times T1 through T8. In certain preferred embodiments,
the vehicle is turned on at time T1, with electrical controller C being
activated and
initiating a control period at time Tl. In the illustrated embodiment, a first
stationary period occurs from time T1 to time T2, in which the actuators
remain
motionless at position 1, and movement periods begin at time T2. During the
movement periods, the actuators cycle at various speeds and through various
positions. In the illustrated embodiment, for example, actuator 1 cycles
continuously through a single movement period from time T2 to T8, while
actuator
5 includes alternating movement periods and stationary periods. Additionally,
as a
possible example, from time T2 to time T3, actuator 1 cycles from position 1
to
position 2 and back to position 1, while actuator 5 cycles from position 1 to
position 2 relatively quickly and then remains at position 2 through time T3.
Actuator 5 then returns relatively quickly to position 1 at time T4, with this
pattern
continuing through the movement periods and stationary periods. However, it
should be appreciated that other patterns can be implemented for the actuators
as
would occur to one skilled in the art and/or as desired by a user of the
system.
Additionally, it should be appreciated that the various movement patterns of
the
actuators can be randomly chosen by the vehicle seating system or can be pre-
programmed by a user of the system. For brevity, the discussion of a control
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period including times T1 through T8, and the examples discussed herein, have
been provided in conjunction with Fig. 10, but similarly apply to Figs. 4-12.
Fig. 11 is a graphic illustration of another possible embodiment of a vehicle
seating system. The control period illustrated in Fig. 11 includes movement
periods in which only one actuator is cycling through seating positions at a
time.
In certain embodiments, a first actuator cycles from a first position to a
second
position and back to a first position, with other actuators then following the
same
pattern. In such embodiments, each actuator includes periods of inactivity,
with
the overall control period including one continuous movement period with only
one actuator cycling at a time.
In the embodiment illustrated in Fig. 12, the control period includes
alternating movement periods and stationary periods. The movement periods
include movement of the actuators to specified predetermined positions, with
stationary periods occurring therebetween. In certain preferred embodiments, a
user of the system pre-selects one or more seating positions using a
combination of
positions of the actuators. In such embodiments, the movement periods cycle
the
actuators to the pre-selected seating positions with a slow movement average
over
the control period.
Additional embodiments of a vehicle seating system include a typical
vehicle seat mountable in a vehicle, at least two powered seat energizer
members,
including at least one thermal energizer, and an electrical controller. The
energizer
members may also include mechanical energizers, such as a massaging energizer
and/or seat position actuators as described above. The energizer members are
optionally able to transition between various settings in conjunction with the
seat
to provide comfort to a user of the system and impact the user's circulation,
thereby reducing positional fatigue experienced by the user. The electrical
controller may have a control period which generally includes at least one
activation period and, in certain embodiments, at least one hold period. In a
typical
embodiment, the electrical controller initiates the control period after a
first time
period beginning when the vehicle is turned on. Thereafter, the control period
preferably includes at least one activation period where the energizer members
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automatically cycle through seating conditions to impact the user's
circulation and
reduce long distance traveling fatigue.
Referring to Fig. 13, components of a seating system 130, similar in design
and function to system 30, are illustrated. System 130 is designed to also
help with
one or more of the following: reduce user positional fatigue, reduce the
effects of
ischemia experienced by a user of the system during long distance traveling,
and
provide comfort to a user of the system. It should be appreciated that the
system
can be associated with any type of seat, including vehicular seat 22 as an
example.
System 130 can include various energizer members, including powered seat
position-adjustment actuators configured to move seat back 26 and seat bottom
28
in various manners, thereby altering the seating position formed by the seat.
In
certain embodiments, system 130 can include one or more of the position-
adjustment actuators described in conjunction with system 30, including
actuators
Al through A5. As described above, actuator A1 can move the seat along height
axis H, actuator A2 can move the seat along distance axis D, actuator A3 can
provide lumbar movement along lumbar axis L, actuator A4 can tilt the seat
back
along axis I and actuator A5 can tilt the seat bottom along axis T.
Additionally, the energizer members of system 130 can include one or
more thermal energizers configured to alter the seating temperature of the
seat and
impact the circulation of a user of the system. As examples, system 130 can
include a heating energizer E6 configured to provide heat to the seat and a
cooling
energizer E7 configured to provide a cooling effect to the seat. Further, in
addition
to position-adjustment actuators, such as actuators Al through A5, system 130
can
include other mechanical energizers, such as a massaging energizer E8
configured
to provide a provide a massaging effect to the seat. It is contemplated that
other
energizer members could be part of system 130 and/or system 30.
As described above, movement of the position-adjustment actuators Al
through A5 preferably includes a slow movement average of less than about 10
centimeters per second. Additionally, in certain embodiments, each actuator Al
through A5 and energizer E6 through E8 transitions from a first status to a
second
status, and cycling of the energizer members includes transitioning from the
first
statuses to the second statuses and returning to the first statuses. In
certain
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embodiments, the first status of each position-adjustment actuator Al through
A5
is a base position and the second status of each position-adjustment actuator
is the
opposite, completely extended position of each actuator Al through A5 along
the
respective axis. Additionally, in certain embodiments, the first status of
each
energizer E6 through E8 is the standard "off' setting, and the second status
is the
standard "on" setting. However, in certain other embodiments, the first status
of
each energizer member is a desired setting or position, predetermined by the
system or a user of the system.
Similar to system 30, system 130 generally includes electrical controller C
to automatically activate, operate, and/or cycle through the various energizer
members in a manner as to reduce positional fatigue, impact a user's
circulation,
and reduce the effects of ischemia. The electrical controller C may operate as
described above in connection with system 30, including having a control
period
with hold periods, and movement or activation periods. In certain embodiments,
massaging energizer E8 may include the use and operation of electronically
controlled massage therapy systems. As an example, energizer E8 can include
inflatable and deflatable gas or fluid chambers operable to provide a
massaging
effect through the seat back of the vehicle seat. In certain embodiments,
energizer
E8 can provide a vibratory massaging effect. Additionally, in certain
embodiments, energizer E8 can provide a rolling massaging effect traveling up
and
down the seat back of the vehicle seat, such as through the use of a rolling
cam.
Regarding the thermal energizers, heating and cooling energizers E6 and E7 may
include the use and operation of conductive fluid to provide the desired
thermal
effect. Additionally, heating energizer E6 may include the user and operation
of
one or more electrical elements to provide heat to the vehicle seat.
Figs. 14-15 are graphic illustrations of various embodiments of a vehicle
seating system. Similar to Figs. 4-12, Figs. 14-15 illustrate movement or
activation of various energizer members along a horizontal Time axis and a
vertical Activation axis. The Activation axes generally include a "1" denoting
a
first status and a "2" denoting a second status, and certain figures include
delineations along the Activation axes denoting partial movement of the
position-
adjustment actuators between the first and second statuses. It should be
CA 02617026 2008-01-07
appreciated that the first and second statuses can be various combinations of
energizer members, and activation levels thereof, and can be randomly chosen
or
predetermined by the system or a user of the system. In certain embodiments,
regarding energizers E6 through E8, the first situation "1" represents the
particular
energizer in the "off' position and the second situation "2" represents the
particular
energizer in the "on" position.
Figs. 14-15 represent only two of the numerous possible embodiments of
condition profiles of a vehicle seating system, such as system 130. In the
illustrated embodiments, optionally a first time period passes before
activation on
10 Activation axis A of one or more energizer members begins. In certain
embodiments, the initial activation of energizer members is the beginning of
the
control period. In certain other embodiments, the control period includes an
initial
period of time of inactivation of the energizer members. In other words, in
certain
embodiments the Time axis T begins with the vehicle turning on, and in certain
other embodiments, the Time axis T begins with the beginning of the control
period. Further, the illustrated embodiments are not meant to be limiting in
any
manner, including regarding the number of energizer members illustrated in the
figures. It should be appreciated that the embodiments illustrated in the
figures can
include activation of a different number of energizer members. Also, although
the
condition profiles illustrated in Figs. 14-15 are linear segments, they may
optionally include curvilinear segments as well. It should be appreciated that
the
activity of the energizer members illustrated in the figures can continue
indefinitely
along the Time axis T, with only a segment of the activity shown for clarity.
Also,
any and all of the profiles in Figs. 4-12 and 14-15 may be combined with each
other.
Fig. 14 is a graphic illustration of a possible embodiment of a vehicle
seating system, such as system 130 for example. The control period illustrated
in
Fig. 14 includes activation periods in which only one energizer member is
initiated
to transition through seating conditions at a time. In certain embodiments, a
first
energizer member transitions from a first status to a second status and back
to a
first status, with other energizer members then following the same pattern. In
such
embodiments, each energizer member includes periods of inactivity, with each
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activation period including only one energizer member transitioning at a time.
In
the embodiment illustrated in Fig. 14, heating energizer E6 initially
transitions to
the second status "2" for a certain amount of time, representing that the
heating
energizer is turned on, with the heating energizer E6 then transitioning back
to the
first status "1", representing that the heating energizer is turned off.
According to
the illustrated embodiment, following the activation of heating energizer E6,
massaging energizer E8 follows a similar pattern and then cooling energizer E7
follows a similar pattern. A hold period follows activation of the cooling
energizer
E7, with the pattern continuing again after the hold period.
Fig. 15 illustrates another graphic illustration of a possible embodiment of a
vehicle seating system, such as system 130 for example. In the embodiment
illustrated in Fig. 15, the control period includes an activation period with
one or
more energizer members remaining at the second status while one or more other
energizer members are slowly transitioning between the first and second
statuses.
In certain embodiments, the control period begins when the vehicle is turned
on,
and thereafter includes a hold period before activation of energizer members
is
initiated. Additionally, in certain embodiments, each activation period
includes
slow movement of at least one position-adjustment actuator, such as lumbar
actuator A3, between the first and second statuses, while at least one thermal
energizer, such as heating energizer E6, continually remains at the second
"on"
status. It is contemplated that the activation and hold periods can be longer
or
shorter in time, than as illustrated in Fig. 15, as would generally occur to
one
skilled in the art.
During the activation periods of the illustrated embodiment, the energizer
members cycle at various speeds and through various statuses. For example,
heating energizer E6 may transition to the second "on" status, remain at the
second
status for a certain time period and then transition back to the first "off'
status. At
the same time, in the illustrated embodiment, lumbar actuator A3 may be
activated
and slowly transition from a first status to a second status, and back to a
first status.
In other embodiments, lumbar actuator A3 could transition at least twice
between
the first and second statuses during one activation period. However, it should
be
appreciated that other patterns can be implemented for the energizer members.
CA 02617026 2014-04-17
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17
Additionally, it should be appreciated that the various patterns of the
energizer
members can be randomly chosen by the vehicle seating system or can be pre-
programmed by a user of the system.
While the invention has been illustrated and described in detail in the
drawings and foregoing description, the same is to be considered as
illustrative and
not restrictive in character, it being understood that only the preferred
embodiment
has been shown and described and that all changes and modifications that come
within the invention are desired to be protected.
