阅读说明：本技术 具有小腿支撑件的车辆座椅总成 (Vehicle seat assembly with calf support ) 是由 乔纳森·安德鲁·莉娜 卡罗尔·黛安娜·凯西 斯宾塞·罗伯特·霍恩克 吉米·穆阿 布莱恩·博兰 于 2020-11-20 设计创作，主要内容包括：本公开提供了“具有小腿支撑件的车辆座椅总成”。一种车辆座椅总成包括座椅、座椅靠背和小腿支撑件。所述座椅包括前端和后端。所述座椅靠背可枢转地联接到所述座椅。所述小腿支撑件包括内表面和外表面。所述小腿支撑件可旋转地联接到所述座椅的所述前端,并且可在收起位置与展开位置之间移动。所述小腿支撑件的所述收起位置将所述小腿支撑件置于所述座椅下方的区域中。所述小腿支撑件的所述收起位置与所述座椅形成锐角。连杆总成联接到所述座椅的下侧和所述小腿支撑件的内部。所述连杆总成负责将所述小腿支撑件在所述收起位置与所述展开位置之间转换。(The present disclosure provides a "vehicle seat assembly with a calf support". A vehicle seat assembly includes a seat, a seat back, and a calf support. The seat includes a front end and a rear end. The seat back is pivotably coupled to the seat. The calf support includes an inner surface and an outer surface. The calf support is rotatably coupled to the front end of the seat and is movable between a stowed position and a deployed position. The stowed position of the calf support places the calf support in an area under the seat. The stowed position of the calf support forms an acute angle with the seat. A linkage assembly is coupled to an underside of the seat and an interior of the calf support. The link assembly is responsible for transitioning the calf support between the stowed and deployed positions.)

1. A vehicle seat assembly, comprising:

a seat having a front end and a rear end;

a seat back pivotably coupled to the seat;

a calf support having an inner surface and an outer surface, the calf support rotatably coupled to the front end of the seat, the calf support being movable between a stowed position and a deployed position, wherein the stowed position places the calf support in an area beneath the seat, and wherein the stowed position of the calf support forms an acute angle with the seat; and

a link assembly coupled to an underside of the seat and the inner surface of the calf support, the link assembly responsible for transitioning the calf support between the stowed and deployed positions.

2. The vehicle seat assembly of claim 1 wherein the linkage assembly comprises:

one or more rails coupled directly to the inner surface of the calf support;

a motor directly coupled to and carried by the inner surface of the calf support;

a lead screw coupled to the calf support and parallel to the one or more rails, the lead screw having a first end and a second end, the first end of the lead screw being directly coupled to the motor such that the motor imparts rotational motion to the lead screw; and

a drive nut engaged with the lead screw such that rotation of the lead screw effects movement of the drive nut along a length of the lead screw, wherein adjusting the drive nut along the length of the lead screw adjusts a rotational position of the calf support.

3. The vehicle seat assembly of claim 2 wherein the one or more rails include a first rail and a second rail that are spaced apart from each other along a horizontal direction of the inner surface of the calf support, wherein the first rail and the second rail are parallel to each other.

4. The vehicle seat assembly of claim 3, further comprising:

a synchronization bracket coupled to the drive nut such that actuation of the drive nut along the lead screw effects corresponding actuation of the synchronization bracket along the lead screw.

5. The vehicle seat assembly of claim 4 wherein the linkage assembly further comprises:

a first link arm coupled to a first end of the synchronization bracket and associated with the first guide rail; and

a second link arm coupled to a second end of the synchronizing bracket and associated with the second guide rail.

6. The vehicle seat assembly of claim 5 wherein the first link arm and the second link arm are coupled to a carrier bracket mounted to the underside of the seat.

7. The vehicle seat assembly of claim 6, wherein the carrier bracket pivots about a horizontal axis as the calf support transitions between the stowed and deployed positions.

8. The vehicle seat assembly of claim 5, wherein the first link arm and the second link arm are extendable from a compressed position to an extended position, and wherein the first link arm and the second link arm are biased to the extended position.

9. The vehicle seat assembly of claim 2 wherein the calf support includes a proximal end and a distal end, the proximal end of the calf support being rotatably coupled to the front end of the seat, and wherein the motor is located at the proximal end of the calf support.

10. The vehicle seat assembly of claim 9, wherein the stowed position of the calf support positions the drive nut closest to the distal end of the calf support.

11. The vehicle seat assembly of claim 10, wherein actuation of the drive nut from the distal end of the calf support toward the proximal end of the calf support transitions the calf support from the stowed position toward the deployed position.

12. The vehicle seat assembly of claim 1, further comprising:

an airbag assembly having a lower leg portion and a thigh portion, the lower leg portion being located on the outer surface of the lower leg support and the thigh portion being located on the seat proximate the front end, the lower leg portion and the thigh portion being coupled to a common air source.

13. A vehicle comprising the vehicle seat assembly of any of the preceding claims.

Technical Field

The present disclosure relates generally to a vehicle seat assembly. More specifically, the present disclosure relates to a vehicle seat assembly having a calf support.

Background

Vehicles are often provided with various measures that seek to improve the comfort and convenience of the occupants. However, seeking to address the ever-increasing desire of consumers for comfort and convenience requires additional solutions.

Disclosure of Invention

According to a first aspect of the present disclosure, a vehicle seat assembly includes a seat, a seat back, and a calf support. The seat includes a front end and a rear end. The seat back is pivotably coupled to the seat. The calf support includes an inner surface and an outer surface. The calf support is rotatably coupled to the front end of the seat and is movable between a stowed position and a deployed position. The stowed position of the calf support places the calf support in an area under the seat. The stowed position of the calf support forms an acute angle with the seat. A linkage assembly is coupled to an underside of the seat and an interior of the calf support. The link assembly is responsible for transitioning the calf support between a stowed position and a deployed position.

Embodiments of the first aspect of the disclosure may include any one or combination of the following features:

● the linkage assembly includes: one or more rails coupled directly to the inner surface of the calf support; a motor directly coupled to and carried by the inner surface of the calf support; a lead screw (lead screw) coupled to the calf support and parallel to the one or more rails, the lead screw having a first end and a second end, the first end of the lead screw being directly coupled to the motor such that the motor imparts rotational motion to the lead screw; and a drive nut engaged with the lead screw such that rotation of the lead screw effects movement of the drive nut along a length of the lead screw, wherein adjusting the drive nut along the length of the lead screw adjusts a rotational position of the calf support;

● the one or more rails include a first rail and a second rail that are spaced apart from each other along a horizontal direction of the inner surface of the calf support, wherein the first rail and the second rail are parallel to each other;

● a synchronization bracket coupled to the drive nut such that actuation of the drive nut along the lead screw affects corresponding actuation of the synchronization bracket along the lead screw;

● the linkage assembly includes: a first link arm coupled to a first end of the synchronization bracket and associated with the first guide rail; and a second link arm coupled to a second end of the synchronizing bracket and associated with the second guide rail;

● the first link arm and the second link arm are coupled to a carrier bracket mounted to the underside of the seat;

●, the carrier bracket pivoting about a horizontal axis as the calf support transitions between the stowed and deployed positions;

● the first link arm and the second link arm being extendable from a compressed position to an extended position, and the first link arm and the second link arm being biased to the extended position;

● the calf support including a proximal end and a distal end, the proximal end of the calf support being rotatably coupled to the front end of the seat, and the motor being located at the proximal end of the calf support;

● the stowed position of the calf support positions the drive nut closest to the distal end of the calf support;

● actuation of the drive nut from the distal end of the calf support toward the proximal end of the calf support transitions the calf support from the stowed position toward the deployed position; and

● an airbag assembly having a lower leg portion and a thigh portion, the lower leg portion being located on the outer surface of the lower leg support and the thigh portion being located on the seat proximate the front end, the lower leg portion and the thigh portion being coupled to a common air source.

According to a second aspect of the present disclosure, a vehicle seat assembly includes a seat, a seat back, a calf support and a link assembly. The seat has a front end and a rear end. The seat back is pivotably coupled to the seat. The calf support has an inner surface and an outer surface, and the calf support is rotatably coupled to the front end of the seat. The calf support is movable between a stowed position and a deployed position, wherein the stowed position places the calf support in an area beneath the seat. The stowed position of the calf support forms an acute angle with the seat. The linkage assembly is coupled to an underside of the seat and the inner surface of the calf support. The link assembly is responsible for transitioning the calf support between the stowed and deployed positions. The linkage assembly includes a first rail and a second rail that are spaced apart from each other along the horizontal axis of the inner surface of the calf support. The first and second rails are parallel to each other, wherein the first and second rails are each directly coupled to the inner surface of the calf support. The linkage assembly also includes a motor directly coupled to and carried by the inner surface of the calf support. The linkage assembly also includes a lead screw coupled to the calf support and parallel to the one or more rails, wherein the lead screw has a first end and a second end. The lead screw first end is directly coupled to the motor such that the motor imparts rotational motion to the lead screw. Additionally, the linkage assembly includes a drive nut engaged with the lead screw such that rotation of the lead screw effects movement of the drive nut along a length of the lead screw, wherein adjusting the drive nut along the length of the lead screw adjusts a rotational position of the calf support. Further, the linkage assembly includes a synchronization bracket coupled to the drive nut such that actuation of the drive nut along the lead screw affects a corresponding actuation of the synchronization bracket along the lead screw. Still further, the linkage assembly includes a first link arm coupled to a first end of the synchronizing bracket and associated with the first guide rail. Further, the link assembly includes a second link arm coupled to the second end of the synchronizing bracket and associated with the second guide rail.

Embodiments of the second aspect of the disclosure may include any one or combination of the following features:

● the first link arm and the second link arm are coupled to a carrier bracket mounted to the underside of the seat;

●, the carrier bracket pivoting about a horizontal axis as the calf support transitions between the stowed and deployed positions;

● the first link arm and the second link arm being extendable from a compressed position to an extended position, wherein the first link arm and the second link arm are biased to the extended position;

● the calf support including a proximal end and a distal end, the proximal end of the calf support being rotatably coupled to the front end of the seat, and wherein the motor is located at the proximal end of the calf support;

● the stowed position of the calf support positions the drive nut closest to the distal end of the calf support;

● actuation of the drive nut from the distal end of the calf support toward the proximal end of the calf support transitions the calf support from the stowed position toward the deployed position; and

● an airbag assembly having a lower leg portion and a thigh portion, the lower leg portion being located on the outer surface of the lower leg support and the thigh portion being located on the seat proximate the front end, the lower leg portion and the thigh portion being coupled to a common air source.

Drawings

In the drawings:

FIG. 1 is a side view of a vehicle showing a vehicle seat assembly in a forward tilted position according to one embodiment;

FIG. 2 is a side perspective view of a vehicle seat assembly showing a calf support coupled to a seat of the vehicle seat assembly, according to one example;

FIG. 3 is a side perspective view of the vehicle seat assembly showing the calf support in a deployed position and a stowed position (shown in phantom) and an inflatable member disposed in a deflated state on the vehicle seat assembly, according to one example;

FIG. 4 is a side perspective view of the vehicle seat assembly showing the calf support in a deployed position and a stowed position (shown in phantom) and an inflatable member disposed in an inflated condition on the vehicle seat assembly, according to one example;

FIG. 5 is a side view of a vehicle seat assembly showing a calf support in a stowed position, according to one example;

FIG. 6 is a side perspective view showing a vehicle seat assembly with the calf support in a stowed position, according to one example;

FIG. 7 is a front perspective view of the calf support as viewed from beneath the front of the vehicle seat assembly, according to one example;

FIG. 8 is a rear perspective view of the calf support showing the coupling between the calf support and components of the seat, according to one example;

FIG. 9 is a rear perspective view showing the calf support in a deployed position and depicting a link assembly coupling the calf support to the seat, according to one example;

FIG. 10 is a front perspective view from the underside of the seat showing the coupling between the calf support and the seat with the calf support in a deployed position, according to one example;

FIG. 11 is a side view of a vehicle seat assembly showing a calf support in a deployed position, according to one example;

FIG. 12 is a side perspective view of a vehicle seat assembly showing a calf support in a deployed position, according to one example;

FIG. 13 is a side view of a coupling between a calf support and a seat showing the calf support in a stowed position, according to one example;

FIG. 14 is a side view of a coupling between a calf support and a seat with the calf support in a deployed position, according to one example;

FIG. 15 is a rear perspective view of an example of a link assembly coupled to a calf support with the calf support in an extended position, according to one example;

FIG. 16 is a schematic top view of a link assembly of a calf support according to one example;

FIG. 17 is a schematic top view of a calf support according to another example, showing a link assembly;

FIG. 18 is a front perspective view of a thigh section of an airbag assembly according to one example;

FIG. 19 is a top view of a lower leg portion of an airbag assembly according to one example.

Detailed Description

For purposes of the description herein, the terms "upper," "lower," "right," "left," "rear," "front," "vertical," "horizontal," and derivatives thereof shall relate to the concepts oriented in fig. 1 or 2. It should be understood, however, that the concepts may assume various alternative orientations, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification are simply exemplary embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise.

The presently illustrated embodiments reside primarily in combinations of method steps and apparatus components related to a vehicle seat assembly. Accordingly, the apparatus components and method steps have been represented where appropriate by conventional symbols in the drawings, showing only those specific details that are pertinent to understanding the embodiments of the present disclosure so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein. Further, like reference numerals in the specification and drawings denote like elements.

As used herein, the term "and/or," when used to list two or more items, means that any one of the listed items can be employed alone, or any combination of two or more of the listed items can be employed. For example, if a composition is described as containing components A, B and/or C, the composition may contain: only A; only B; only C; a combination of A and B; a combination of A and C; a combination of B and C; or a combination of A, B and C.

In this document, relational terms such as first and second, top and bottom, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element preceding an "comprising" does not, without further restriction, preclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The term "about" as used herein means that amounts, sizes, formulations, parameters, and other amounts and characteristics are not, nor need they be, exact, but may be approximate and/or larger or smaller as desired: reflecting tolerances, conversion factors, rounding off, measurement error and the like, as well as other factors known to those skilled in the art. When the term "about" is used to describe a value or an end-point of a range, the disclosure should be understood to include the specific value or end-point referred to. Whether or not the numerical value or range endpoint in this specification is expressed as "about," the numerical value or range endpoint is intended to include two embodiments: one is modified by "about" and one is not modified by "about". It will be further understood that the endpoints of each of the ranges are significant both in relation to the other endpoint, and independently of the other endpoint.

The terms "substantially", "substantially" and variations thereof as used herein are intended to indicate that the feature being described is equal or approximately equal to the value or description. For example, a "substantially planar" surface is intended to mean a planar or near-planar surface. Further, "substantially" is intended to mean that two values are equal or approximately equal. In some embodiments, "substantially" may mean that the values are within about 10% of each other, such as within about 5% of each other, or within about 2% of each other.

The terms "the", "a" or "an", as used herein, mean "at least one", and should not be limited to "only one", unless expressly indicated to the contrary. Thus, for example, reference to "a component" includes embodiments having two or more such components, unless the context clearly indicates otherwise.

Referring to fig. 1-19, reference numeral 20 generally designates a vehicle. The vehicle 20 may be a motor vehicle such as a land vehicle, a watercraft, or an air ride vehicle. The vehicle 20 includes a cabin 24. The vehicle cabin 24 includes one or more vehicle seat assemblies 28 disposed therein. Some vehicle seat assemblies 28 may be provided with the capability of being actuatable from a use position (e.g., the first row seat assembly in fig. 1) to a forward-tilted position (e.g., the second row seat assembly in fig. 1). The forward-tilted position may be used to facilitate additional space for ingress and egress of an occupant seated behind the second row of seat assemblies or cargo located behind the second row of seat assemblies. The vehicle seat assembly 28 includes a seat 32 and a seat back 36. The seat back 36 is pivotally coupled to the seat 32. The seat 32 has a front end 40 and a rear end 44. The vehicle seat assembly 28 may include a calf support 48. The calf support 48 includes an inner surface 52 and an outer surface 56. The calf support 48 is rotatably coupled to the front end 40 of the seat 32. The calf support 48 is movable between a stowed position (FIG. 4) and a deployed position (FIG. 6). The stowed position places the calf support 48 in the area under the seat 32. The stowed position of the calf support 48 forms an acute angle with the seat 32. The vehicle seat assembly 28 can also include a linkage assembly 60 coupled to an underside 64 of the seat 32 and the inner surface 52 of the calf support 48. The linkage assembly 60 is responsible for transitioning the calf support 48 between the stowed and deployed positions.

Referring again to fig. 1, the vehicle 20 may be provided with one or more of the vehicle seat assemblies 28 arranged in the first row seats, the second row seats, and/or the third row seats. As understood in the art, the first row of seats may be closest to the front 68 of the vehicle 20, while the second and/or third row of seats are rearward of the front row of seats, such that the second and/or third row of seats are closer to the rear 72 of the vehicle 20 than the first row of seats. For example, a first row of seats may be positioned closest to the front 68 of the vehicle 20 and a third row of seats may be positioned closest to the rear 72 of the vehicle 20, with the second row of seats being located between the first and third rows of seats. In the depicted example, the vehicle 20 is provided with two openings on the sides of the vehicle 20 to permit a user to enter the cabin 24. These access points to the cabin 24 of the vehicle 20 are accessible through side passenger doors, as is generally understood in the art. One of the rows of seats generally corresponds to each of the entry points or holes in the side of the vehicle 20. However, when the vehicle 20 is provided with a greater number of rows of seats than the entry point of the rows of seats, such as a three row vehicle provided with two side doors, ingress and egress of occupants and/or cargo into and out of the third row of seats may be difficult because the second row of seats exist as a general physical barrier to ingress into the third row of seats from the side passenger doors. Thus, the vehicle seat assembly 28 in the second row of seats may be provided with the ability to be placed in a forward tilted position, as depicted in FIG. 1. Accordingly, the occupant may be provided with a reduction in physical obstruction to access the third row of seats from the side passenger doors.

With further reference to FIG. 1, the vehicle seat assembly 28 is provided with a calf support 48 coupled to the front end 40 of the seat 32. This additional feature of the calf support 48 can make it more difficult to place the vehicle seat assembly 28 in the forward tilted position due to physical constraints caused by the calf support 48 contacting the floor 76 of the vehicle 20 or the calf support 48 contacting a vehicle seat assembly positioned immediately forward of the forward tilted vehicle seat assembly 28. In view of these constraints, the vehicle seat assembly 28 and calf support 48 of the present disclosure have been designed and arranged in a compact package that can be stowed in an area directly beneath the seat 32 such that when the calf support 48 is placed in the stowed position, the calf support 48 forms an acute angle with the seat 32 and/or an acute angle with a horizontal plane (e.g., a plane parallel to the floor 76 of the vehicle 20). When the calf support 48 is in the stowed position, the acute angle between the seat 32 and the calf support 48 prevents the calf support 48 from contacting the floor 76 of the vehicle 20 or a seat assembly positioned directly forward of the vehicle seat assembly 28 that is actuated to the forward tilted position, thereby enabling a greater degree of rotational displacement from the use position of the vehicle seat assembly 28 to the forward tilted position of the vehicle seat assembly 28. By stowing the calf support 48 in the manner disclosed herein, the greater degree of rotational freedom of the vehicle seat assembly 28 increases the space available for an occupant to enter or exit from the third row of seats behind the forward leaning vehicle seat assembly 28. In the depicted example, the seat back 36 may be held in an upright or upright position when in the forward tilted position. When in the forward tilted position, maintaining seat back 36 in the upright or upright position may provide additional rotational freedom of vehicle seat assembly 28 as compared to placing seat back 36 in a forwardly dumped position placing seat back 36 and seat 32 in physical contact with each other and generally parallel to each other. Additional rotational freedom may be facilitated by enabling a greater degree of forward rotational actuation before the seat back 36 of the second row of seats contacts the seat back 36 of the first row of seats, which may be provided by holding the seat back 36 in a more upright position relative to the seat 32. Additionally, the head restraint 80 of the vehicle seat assembly 28 may be positioned in a forward-leaning position, such as vertically above the head restraint 80 of the vehicle seat assembly 28 located in the first row of seats.

Referring now to fig. 2-4, the vehicle seat assembly 28 is shown with the front portion 84 (fig. 3 and 4) of the seat 32 removed. Similarly, the calf support 48 is depicted with the cushion 88, cover 92 and closure panel 96 (fig. 3 and 4) removed. With the front portion 84 of the seat 32 removed, the frame member 100 of the seat 32 is exposed. The frame member 100 of the seat 32 can serve as a mounting structure for the link assembly 60 of the calf support 48. In the depicted example, the frame member 100 is U-shaped. With the pad 88, cover 92, and/or closure panel 96 removed from the calf support 48, the engagement between the internal components of the calf support 48 and the various components of the vehicle seat assembly 28 can be seen. The calf support 48 can be provided with one or more pivot bosses 104. The pivot bosses 104 are located on the proximal end 108 of the calf support 48. The proximal end 108 of the calf support 48 is positioned closest to the seat 32 and is the end of the calf support 48 that is pivotally coupled to the seat 32. The calf support 48 also includes a distal end 112 opposite the proximal end 108. The distal end 112 of the calf support 48 can alternatively be referred to as the free end of the calf support 48. The distal end 112 of the calf support 48 describes an arc of rotation as the calf support 48 transitions between the stowed position (shown in phantom) and the deployed position. The pivot bosses 104 at the proximal end 108 of the calf support 48 engage corresponding structure on the seat 32 (see FIG. 6). The calf support 48 and seat 32 can be pivotally coupled at corresponding structures on the pivot boss 104 and seat 32, such as by a retaining pin inserted through corresponding structures on the pivot boss 104 and seat 32.

Referring again to fig. 2-4, the vehicle seat assembly 28 may include an airbag assembly 116. The bladder assembly 116 may include a lower leg portion 120 and a thigh portion 124. The calf portion 120 of the airbag assembly 116 is located on the outer surface 56 of the calf support 48. The thigh section 124 of the airbag assembly 116 is positioned on the seat 32 proximate the front end 40 of the seat 32. In various examples, the lower leg portion 120 and the upper leg portion 124 are coupled to a common air supply 128. The airbag assembly 116 is comprised of a plurality of inflatable members 132. In some examples, the vehicle seat assembly 28 may be coupled to the floor 76 of the vehicle 20 by a track assembly 136. The track assembly may include: a lower rail 140 mounted to the floor 76 of the vehicle 20; and an upper track 144 coupled to the vehicle seat assembly 28 and engaged with the lower track 140 such that slidable engagement may occur along the length of the track assembly 136.

Referring to fig. 5-8, the vehicle seat assembly 28 may be coupled to the track assembly 136 by a frame bracket 148. The frame bracket 148 has an upper portion 152 and a lower portion 156. The upper portion 152 and the lower portion 156 of the frame bracket 148 may be angularly offset from one another when assembled to the vehicle seat assembly 28 and the track assembly 136. In other words, the frame bracket 148 may extend rearwardly at an angle from the track assembly 136 when the vehicle seat assembly 28 is in the use position depicted in fig. 5. The seat 32 is coupled to the frame bracket 148 at the rear end 44 of the seat. The hinge bracket 160 may be coupled to the upper portion 152 of the frame bracket 148. A hinge bracket 160 extends upwardly from the upper portion 152 of the frame bracket 148 and receives a portion of the seat back 36. The coupling between the seat back 36 and the hinge bracket 160 enables pivotable movement of the seat back 36 relative to the seat 32. The rail engagement bracket 164 is coupled to the lower portion 156 of the frame bracket 148. The track engagement bracket 164 engages the track assembly 136 near the front end 40 of the seat 32. The track engagement bracket 164 may enable rotational movement of the vehicle seat assembly 28 about an axis of rotation 168 defined by the track engagement bracket 164. Rotational movement of the vehicle seat assembly 28 about the axis of rotation 168 of the track engagement bracket 164 may be initiated by disengagement of a striker assembly 172 coupled to the frame bracket 148. The striker assembly 172 is rotatably coupled to the frame bracket 148 proximate the rear end 44 of the seat 32. The striker assembly 172 is configured to releasably engage the track assembly 136. The striker assembly 172 is provided with a retaining member 176 that is rotatable about an axis of rotation 180 such that the retaining member 176 opens and closes in a pawl-like manner. The retaining member 176 may close around a striker bar disposed on the track assembly 136. The retaining members 176 may be released from engagement with the striker bar by actuation of a button, actuation of a tether, or another suitable means that causes the retaining members 176 to rotate or pivot about the axis of rotation 180 such that the retaining members 176 increase the distance between the individual retaining members 176 and assume an open position in a claw-like manner. When released between the striker assembly 172 and the track assembly 136, the vehicle seat assembly 28 can pivot about the axis of rotation 168 of the track engagement bracket 164 to a forward tilted position. Upon release of the striker assembly 172 from the track assembly 136, the striker assembly 172 can rotate inwardly (e.g., in a counterclockwise direction) toward the frame bracket 148 about the axis of rotation 184. Thus, after the striker assembly 172 is disengaged from the track assembly 136, the striker assembly 172 may be rolled into the frame bracket 148 such that the striker assembly 172 does not substantially increase the profile of the vehicle seat assembly 28, which may reduce the risk of binding in and out while also providing additional space for ingress and egress of occupants or cargo.

Referring again to fig. 5-8, the calf support 48 is pivotally coupled to the front end 40 of the seat 32 by engagement between the pivot projections 104 of the calf support 48 and seat projections 188 extending outwardly from the front end 40 of the seat 32. The engagement between the pivot boss 104, the calf support 48 and the seat boss 188 of the seat 32 can be maintained by inserting a retaining pin through and ultimately extending through a retaining aperture 192 defined by the pivot boss 104 and the seat boss 188. When the calf support 48 is in the stowed position, as depicted in FIGS. 5-8, the calf support 48 is located in the area directly below the seat 32. When the calf support 48 is in the stowed position, the calf support 48 forms an acute angle 196 with the seat 32. The angle 196 between the calf support 48 and the seat 32 is acute (i.e., less than 90) when the calf support 48 is in the stowed position. For example, the angle 196 between the calf support 48 and the seat 32 when the calf support 48 is in the stowed position can be less than 90 °, less than 75 °, less than 60 °, less than 45 °, greater than 30 °, less than 15 °, greater than 0 °, greater than 10 °, greater than 20 °, greater than 30 °, greater than 40 °, greater than 50 °, greater than 60 °, greater than 70 °, greater than 80 °, and/or combinations or ranges thereof.

With further reference to fig. 7-10, the linkage assembly 60 is coupled to the underside 64 of the seat 32 and the inner surface 52 of the calf support 48. The linkage assembly 60 is responsible for transitioning the calf support 48 between the stowed and deployed positions. In various examples, the linkage assembly 60 includes one or more rails 200 that are coupled to the inner surface 52 of the calf support 48. The linkage assembly 60 can also include a motor 204 that is directly coupled to and carried by the inner surface 52 of the calf support 48. The lead screw 208 can be coupled to the calf support 48 by positioning the lead screw 208 parallel to one or more rails 200. The lead screw 208 has a first end 212 and a second end 216. A first end 212 of lead screw 208 is directly coupled to motor 204 such that motor 204 imparts rotational motion to lead screw 208. The drive nut 220 is engaged with the lead screw 208 such that rotation of the lead screw 208 effects movement of the drive nut 220 along the length of the lead screw 208. In various examples, the drive nut 220 may be integrated or integrally formed with the synchronizing bracket 224. Adjusting the drive nut 220 along the length of the lead screw 208 adjusts the rotational position of the calf support 48. For example, actuation of the lead screw 208 affects actuation of the drive nut 220 along the lead screw 208 and can result in adjustment of the rotational position of the calf support 48 between the stowed, intermediate and deployed positions. In some examples, the one or more rails 200 include a first rail 228 and a second rail 232. The first rail 228 and the second rail 232 are spaced apart from one another along the horizontal direction of the inner surface 52 of the calf support 48, with the first rail 228 and the second rail 232 being parallel to one another.

Referring again to fig. 7-10, the synchronization bracket 224 of the link summation lever 60 is coupled to the drive nut 220 such that actuation of the drive nut 220 along the lead screw 208 effects corresponding actuation of the synchronization bracket 224 along the lead screw 208. In the depicted example, the drive nut 220 may be integrally or monolithically formed with the synchronizing bracket 224. The synchronization bracket 224 may include a coupling bracket 236, which may be located on an opposite end of the synchronization bracket 224. For example, the coupling bracket 236 may be located at the first end 240 and the second end 244 of the synchronization bracket 224. The first end 240 of the synchronization bracket 224 is associated with the first rail 228 and the second end 244 of the synchronization bracket 224 is associated with the second rail 232. The first link arm 248 is coupled to the first end 240 of the synchronization bracket 224 and is also associated with the first guide rail 228. The second link arm 252 is coupled to the second end 244 of the timing bracket 224 and is associated with the second rail 232. The first end 256 of each of the first link arm 248 and the second link arm 252 are engaged with the linking bracket 236 at the first end 240 and the second end 244, respectively, of the synchronizing bracket 224. The first ends 256 of the link arms 248, 252 are coupled to the coupling brackets 236 of the synchronizing bracket 224 in a manner that allows pivotable movement about an axis of rotation defined by the apertures defined through each of the coupling brackets 236. The first link arm 248 and the first end 256 of the second link arm 252 may be retained to the linking bracket 236 by fasteners that extend through holes in the linking bracket and into corresponding holes in the first link arm 248 and the first end 256 of the second link arm 252.

With further reference to fig. 7-10, the first link arm 248 and the second link arm 252 extend from the inner surface 52 of the legrest 48 toward the seat 32 of the vehicle seat assembly 28. The underside 64 of the seat 32 may be provided with a load bearing bracket 260 that is mounted to the underside 64 of the seat 32. The second end 264 of each of the first link arm 248 and the second link arm 252 is coupled to the carrier bracket 260 such that the link arms 248, 252 extend between the carrier bracket 260 on the underside 64 of the seat 32 and the coupling bracket 236 of the synchronizing bracket 224, which is carried by the inner surface 52 of the calf support 48. In addition to the first ends 256 of the link arms 248, 252 being pivotably coupled to the coupling bracket 236, the first link arm 248 and the second end 264 of the second link arm 252 are also pivotably coupled to the seat 32 by a carrier bracket 260. More specifically, the carrier bracket 260 is pivotable about a horizontal axis defined by a pivot axis 268 that extends through a receiving portion 272 on the carrier bracket 260 and engages a bushing bracket 276. The bushing bracket 276 can receive a bushing 280 disposed at the second ends 264 of the first link arm 248 and the second link arm 252, which can dampen vibrations associated with actuation of the calf support 48 between the stowed and deployed positions. The bushing 280 and ultimately the second ends 264 of the first link arm 248 and the second link arm 252 can be offset from the pivot axis 268 of the carrier bracket 260 to prevent binding or jamming of the first link arm 248 and the second link arm 252 when the link assembly 60 is in a compressed state, such as a compressed state associated with the stowed position of the calf support 48. Thus, the bushing 280 and the second ends 264 of the first and second link arms 248, 252 can be horizontally and/or vertically offset from the axis of rotation provided by the pivot axis 268 as the carrier bracket 260 pivots about the horizontal axis defined by the pivot axis 268 as the calf support 48 transitions between the stowed and deployed positions. The first link arm 248 and the second link arm 252 can extend from a compressed position, which is associated with the stowed position of the calf support 48, to an extended position, which is associated with the deployed position of the calf support 48.

With further reference to fig. 7-10, the first link arm 248 and the second link arm 252 may be biased toward the extended position. With the stowed position of the calf support 48 forming an acute angle between the seat 32 and the calf support 48 and the first link arm 248 and the second link arm 252 being biased to the extended position, if the second ends 264 of the first link arm 248 and the second link arm 252 are not offset from the pivot axis 268 defining a horizontal axis about which the carrier bracket 260 rotates, actuating the motor 204 to attempt to transition the calf support 48 from the stowed position to the deployed position can result in binding or jamming of the link assembly 60. A binding or binding can occur, particularly when the calf support 48 is moved away from the stowed position, because the force exerted by the biasing of the first link arm 248 and the second link arm 252 is generally opposed to the actuation of the drive nut 220 along the lead screw 208. In other words, by offsetting the second ends 264 of the first link arm 248 and the second link arm 252 from the pivot axis 268, the first link arm 248 and the second link arm 252 can be oriented at an angle relative to the calf support 48 that is not parallel to the angle that is oriented relative to the seat 32 when the calf support 48 is in the stowed position. For example, if the terminal ends of the second ends 264 of the first link arm 248 and the second link arm 252 are aligned with or abut the pivot axis 268 or the receiving portion 272 in the following manner: allowing a straight line to be drawn from the first end 256 along the first link arm 248 and the second link arm 252 through the second end 264 and ultimately through the pivot axis 268, the first link arm 248 and the second link arm 252 can be oriented relative to the calf support 48 in the following manner: more closely in parallel relationship with the calf support 48 in the stowed position. Such an arrangement of the link assembly 60 can require further compression of the first link arm 248 and the second link arm 252 as the calf support 48 is actuated from the stowed position toward the deployed position. This arrangement may be achieved by providing the first link arm 248 and the second link arm 252 so as not to be in a fully compressed state in the stowed position of the calf support 48, however, a binding bond or jamming due to the extension forces of the first link arm 248 and the second link arm 252 may still be present. Thus, in the present arrangement of the link assembly 60, the first link arm 248 and the second link arm 252 can present a more obtuse angle with the calf support 48. It may be beneficial to avoid an arrangement in which the first link arm 248 and the second link arm 252 are directly coupled to the pivot shaft 268 or the receiving portion 272 at their ends of the second ends 264 thereof such that a straight line or cross section may be taken through the receiving portion 272, the pivot shaft 268, the second ends 264 and the first ends 256 of the first link arm 248 and the second link arm 252.

Still further referring to FIGS. 7-10, the stowed position of the calf support 48 can position the drive nut 220 and/or the synchronization bracket 224 closest to the distal end 112 of the calf support 48. Actuation of the drive nut 220 and ultimately the synchronization bracket 224 from the distal end 112 of the calf support 48 toward the proximal end 108 of the calf support 48 transitions the calf support 48 from the stowed position toward the deployed position. As the drive nut 220 and ultimately the synchronization bracket 224 are actuated from the distal end 112 of the calf support 48, the angular position or orientation between the calf support 48 and the seat 32 moves from an acute angle toward a right angle and ultimately to an obtuse angle as the calf support 48 reaches the deployed position. In various examples, the distance between the synchronization bracket 224 and the seat 32 or the frame member 100 of the seat 32 can be at its lowest point when the calf support 48 is in an intermediate position between the stowed and deployed positions.

Referring now to fig. 5-12, various examples of the present disclosure include three unique pivot points associated with actuation of the calf support 48 between the stowed and deployed positions, wherein each of the three unique pivot points are related to and dependent upon one another. One of the pivot points is defined by the seat projection 188 and the retaining hole 192 in the pivot projection 104 of the calf support 48, the other of the pivot points is defined by coupling the first link arm 248 and the second link arm 252 to the synchronizing bracket 224, and the last pivot point is defined by the pivot axis 268 of the carrier bracket 260. Rotation or pivotable movement about one of these pivot points induces rotation or pivotable movement about the remaining pivot points. The pivoting or rotational movement is initiated by actuation of motor 204, which drives lead screw 208 in rotation, thereby effecting actuation of drive nut 220 along the length of lead screw 208. For example, actuation of the prime motor 204 such that rotation is applied to the lead screw 208 results in actuation of the drive nut 220 from the distal end 112 of the calf support 48 toward the motor 204 and the proximal end 108 of the calf support 48. This movement of the drive nut 220 and the synchronizing bracket 224 ultimately causes the calf support 48 to move from the stowed position to the deployed position and initiate a pivoting or rotational movement about each of the three distinct pivot or rotational axes. Thus, as the drive nut 220 and the synchronization bracket 224 are actuated from the distal end 112 of the calf support 48 toward the proximal end 108 of the calf support 48, the angular orientation or relationship between the calf support 48, the seat 32, and the first and second link arms 248, 252 is adjusted. The freedom of rotatable or pivotable movement about each of the three distinct pivot axes enables adjustment of the angular orientation or relationship between the components of the link assembly 60 and the calf support 48. As the calf support 48 is actuated between the stowed and deployed positions, each component of one of the undefined pivot axes of the linkage assembly 60 changes its angular orientation or relationship with the seat 32.

Referring again to fig. 5-12, the airbag assembly 116 is disposed on the outer surface 56 of the calf support 48 and a portion of the seat 32 proximate the front end 40 of the seat 32. The portion of the airbag assembly 116 that is located on the outer surface 56 of the calf support 48 is the calf portion 120 of the airbag assembly 116. The portion of the airbag assembly 116 located near the front end 40 of the seat 32 and on the seat 32 is the thigh section 124 of the airbag assembly 116. The lower leg portion 120 and the upper leg portion 124 of the airbag assembly 116 are provided with a plurality of inflatable members 132. In various examples, the inflatable members 132 may be inflated independently by a common gas source 128 shared by the airbag assemblies 116. In some examples, the inflatable members 132 positioned as the calf portion 120 of the airbag assembly 116 can be arranged in a shingled manner such that the individual inflatable members 132 overlap one another and the padding of the calf support 48 can be further actuated by having the individual inflatable members 132 act upon one another rather than just the outer surface 56 of the calf support 48.

Referring to fig. 13-14, in various examples of the present disclosure, the lead screw 208 and threads extending from an outer surface of the lead screw 208 engage corresponding threads disposed on an inner circumference of the drive nut 220. Thus, as the drive nut 220 is actuated by the motor 204 along the length of the lead screw 208, the engagement between the threads on the lead screw 208 and the threads on the drive nut 220 provides a continuous lock or retention of the calf support 48 in a given position. The first link arm 248 and the second link arm 252 can help to deploy the calf support 48, and in some examples can provide some additional support to the calf support 48 when the calf support 48 is in an extended position or an intermediate position between the stowed position and the deployed position. Without the coupling of the first link arm 248 and the second link arm 252, or similar structure, the calf support 48 would not be able to be actuated from the stowed position to the deployed position by actuating only the lead screw 208. In particular, the first link arm 248 and the second link arm 252 may be provided with a biasing force that biases the first link arm 248 and the second link arm 252 to the extended position. Thus, as the lead screw 208 is rotated by the motor 204 and the drive nut 220 is actuated along the length of the lead screw 208, the point at which the first link arm 248 and the second link arm 252 act on the calf support 48 is adjusted, thereby affecting actuation of the calf support 48 from the stowed position to the deployed position. In addition, by allowing the carrier bracket 260 to rotate relative to the seat 32, the calf support 48 can move through a greater degree of rotational freedom than if the carrier bracket 260 were not allowed to rotate relative to the seat 32. Rotation of the carrier bracket 260 results in adjustment of the direction of the extension force applied by the first link arm 248 and the second link arm 252 such that the biasing force urging the first link arm 248 and the second link arm 252 to the extended position can act as a force to maintain the calf support 48 in a given position consistent with the threaded engagement between the drive nut 220 and the lead screw 208. For example, a biasing force that can be provided to the first link arm 248 and the second link arm 252 can help maintain the calf support 48 in the stowed position due to the acute angle formed between the calf support 48 and the seat 32. In addition, the arrangement of the first link arm 248 and the second link arm 252 is such that the first link arm 248 and the second link arm 252 are oriented rearward of the vertical axis and rearward of an axis perpendicular to the ramped surface of the seat 32 such that the first link arm 248 and the second link arm 252 form an acute angle with the underside 64 of the seat 32, the acute angle being angled towards the rear end 44 of the seat 32. Thus, the extension force provided by the first link arm 248 and the second link arm 252 is directed toward the rear of the vehicle seat assembly 28 and causes the calf support 48 to remain in the stowed position. The threaded engagement between the lead screw 208 and the drive nut 220 also helps to maintain the calf support 48 in the stowed position.

Referring again to fig. 13-14, the extension force provided by the first link arm 248 and the second link arm 252 may help reduce vibration of the components of the linkage assembly 60 such that buzzes, rattles, and various other noises may be reduced while the vehicle 20 is in motion or the linkage assembly 60 is actuated. Similarly, when the calf support 48 is in the deployed position, the biasing force provided to the first link arm 248 and the second link arm 252 that urges the first link arm 248 and the second link arm 252 to the extended position is oriented forward of the vehicle seat assembly 28 such that the calf support 48 is maintained in the deployed position. In addition, the cooperative action of the biasing force provided to the first link arm 248 and the second link arm 252 and the threaded engagement between the lead screw 208 and the drive nut 220 resists forces by the user resting their lower leg on the lower leg support 48, and can additionally help tighten the slack or tolerances provided between the various components of the link assembly 60 so that the user is securely engaged with their lower leg by the lower leg support 48 without the lower leg support 48 over-flexing or yielding due to the application of force or weight to the user's lower leg.

Referring to fig. 13-14, as the calf support 48 transitions between the stowed and deployed positions, the angles between the seat 32, the first 248 and second 252 link arms, and the calf support 48 are adjusted. The angle 196 between the calf support 48 and the seat 32 can be considered to be the angle between the frame member 100 of the seat 32 to which the carrier bracket 260 is mounted and the calf support 48. The angle 284 between the seat 32 and/or frame member 100 and the first and second link arms 248, 252 is also adjusted as the calf support 48 transitions between the stowed and deployed positions. The angle 288 between the first link arm 248 and the second link arm 252 and the calf support 48 is also adjusted as the calf support 48 transitions between the stowed position and the deployed position. When in the stowed position, each of the angles 196, 284, 288 between the various components of the link assembly 60, the seat 32, and the calf support 48 can form an acute angle. When in the deployed position (fig. 14), the angle between the seat 32 and the calf support 48, as well as the angle between the first link arm 248 and the second link arm 252 and the seat 32, can be switched from an acute angle to an obtuse angle. However, the angle 288 between the first link arm 248 and the second link arm 252 and the calf support 48 can remain acute. In some examples, the angle 288 between the first link arm 248 and the second link arm 252 and the calf support 48 can remain constant or nearly constant throughout actuation of the calf support 48 between the stowed and deployed positions. For example, the angle 288 between the first link arm 248 and the second link arm 252 and the calf support 48 can remain within about 5 °, about 10 °, or about 15 ° when transitioning between the stowed and deployed positions of the calf support 48. The angle 288 between the link arms 248, 252 and the calf support 48 remains at an acute angle throughout the transition between the stowed and deployed positions of the calf support 48 and can be facilitated by rotation of the carrier bracket 260 about the pivot axis 268. Carrier bracket 260 may be rotated from a generally horizontal position to a generally vertical position in transitioning from the stowed position to the deployed position of legrest 48. Similarly, in transitioning from the stowed position of the calf support to the deployed position of the calf support, the first link arm 248 and the second link arm 252 transition from a generally or substantially vertical position when the calf support 48 is in the stowed position to a substantially horizontal position when the calf support 48 is in the deployed position.

Referring now to FIG. 15, an alternative example of a linkage assembly 60 is depicted for transitioning the calf support 48 between the stowed and deployed positions. In the depicted example, the rails 200 are located on the inner surface 52 of the calf support 48. The guide rail 200 includes a first guide rail 228 and a second guide rail 232. The first rail 228 and the second rail 232 each receive a slider bracket 292 that slidably engages the rail 200. The slider bracket 292 is pivotally coupled to the ends of the first link arm 248 and the second link arm 252. Thus, as the calf support 48 transitions between the stowed and deployed positions, the angular orientation or relationship between the calf support 48 and the first and second link arms 248, 252 can be adjusted. However, in the depicted example, the angular orientation of the first link arm 248 and the second link arm 252 relative to the seat 32 may remain constant. The link assembly 60 of the depicted example may be provided with a seat mounting bracket 296 that engages the underside 64 of the seat 32. The seat mounting bracket 296 may be generally U-shaped and include vertically extending legs 300 coupled to one another by connecting members 304 that extend laterally between the vertically extending legs 300. The end of the vertically extending leg 300 (opposite the end of the vertically extending leg 300 that is coupled by the connecting member 304) may be provided with a seat engaging section 308 that directly engages the underside of the seat 32 or a component of the seat 32 that is positioned along the underside 64 of the seat 32. The seat mounting bracket 296 may also include rearwardly extending legs 312 that are coupled to connecting members 304 that extend between the vertically extending legs 300. The rearwardly extending legs 312 of the seat mounting bracket 296 may also include seat engagement sections 308 that engage the underside 64 of the seat 32 or engage components of the seat 32 on the underside 64 of the seat 32. The connecting member 304 and/or the rearwardly extending legs 312 of the seat mounting bracket 296 may serve as surfaces on which components of the linkage assembly 60 are mounted and supported. In the depicted example, the linkage assembly 60 includes an extension rail 316 that receives the first link arm 248 and the second link arm 252. Each of the extension rails 316 receives one of the first link arm 248 or the second link arm 252. For example, the first link arm 248 may be received in a first extension rail 316 corresponding to the first link arm 248, while the second link arm 252 is received in a second extension rail corresponding to the second link arm 252 in the extension rail 316. The first link arm 248 and the second link arm 252 may be extended along the extension rail 316 by the motor 204. In the depicted example, motor 204 drives lead screw 208 in a manner similar to that described above. The lead screw 208 engages the drive nut 220 in a manner also similar to that described above. The drive nut 220 may be integrally or monolithically formed with the synchronizing bracket 224. Thus, as the lead screw 208 is rotated by the motor 204, the drive nut 220 is actuated along the length of the lead screw 208, thereby affecting actuation of the synchronization bracket 224. The synchronization bracket 224 is coupled to the first link arm 248 and the second link arm 252, thereby synchronizing actuation of the first link arm 248 and the second link arm 252 along the extension rail 316 in terms of affecting actuation of the calf support between the stowed position and the deployed position.

Referring now to fig. 16 and 17, in various examples, the motor 204 may be coupled to a single lead screw 208 that extends from the motor 204 to a drive nut 220. As discussed above, the drive nut 220 may be integrally or unitarily formed with the synchronizing bracket 224. Generally, when a single one of the lead screws 208 is utilized, the synchronization bracket 224 may synchronize actuation of the first link arm 248 and the second link arm 252 along the first rail 228 and the second rail 232. The pivot point 320 at which the first link arm 248 and the second link arm 252 are connected to the synchronizing bracket 224 is located at the first end 256 of the first link arm 248 and the second link arm 252 and is associated with the coupling between the first link arm 248 and the second link arm 252 and the synchronizing bracket 224. The pivot point 324 is depicted at the second end 264 of the first link arm 248 and the second link arm 252 and represents the coupling between the first link arm 248 and the second link arm 252 and the seat 32 (e.g., the coupling of the first link arm 248 and the second link arm 252 to the carrier bracket 260). In examples utilizing more than one lead screw 208, a single one of the motors 204 may be used by employing a first drive lead screw 328 and a second drive lead screw 332 that extend to a gear box 336 that is engaged with a first extension lead screw 340 and a second extension lead screw 344. First drive lead screw 328 and second drive lead screw 332 extend outwardly from motor 204 and engage gear box 336. The first and second drive lead screws 328, 332 transmit rotational motion applied to the first and second drive lead screws 328, 332 to the gear box 336 and ultimately affect rotation of the first and second extension lead screws 340, 344. The rotational movement of the first and second extension lead screws 340, 344 applied by the gear box 336 and the first and second drive lead screws 328, 332 due to actuation of the motor 204 effects rotation of the first and second extension lead screws 340, 344, thereby actuating the drive nut 220 along the first and second extension lead screws 340, 344 and ultimately effecting actuation of the calf support 48 between the stowed and deployed positions.

Referring to fig. 18 and 19, the thigh section 124 (fig. 18) of the airbag assembly 116 is provided with a plurality of inflatable members 132. The inflatable members 132 of the thigh section 124 of the airbag assembly 116 may be independently inflated by the gas source 128. In the depicted example, the right and left portions of the thigh section 124 may be independently inflatable. In some examples such as depicted herein, adjacent inflatable members 132 may be in fluid communication with one another on one of the right or left portions of thigh portion 124, such that the redistribution of air supplied to inflatable members 132 may be achieved passively through adjustment or redistribution of the user weight applied to inflatable members 132. In the depicted example, the outer edges 348 of the inflatable members 132 in the thigh section 124 may be coupled to one another such that the inflatable members 132 on the right or left portion of the thigh section 124 are not discrete and isolated from one another, but rather the inflatable members 132 can passively redistribute air or air pressure within the connected inflatable members 132 in response to repositioning of the user's weight. In various examples of the lower leg portion 120 (fig. 19) of the airbag assembly 116, the inflatable members 132 may be similarly arranged in the right and left portions. The inflatable members 132 located in the right and left portions may be arranged in a shingled manner such that the upper portion 352 of one adjacent one of the inflatable members 132 (e.g., the bottom inflatable member 132) may be located below the lower portion 356 of another adjacent one of the inflatable members 132 (e.g., the middle inflatable member 132). In other words, an inflatable member 132 that is lower than adjacent other ones of the inflatable members 132 may be located immediately below the upper inflatable member 132 such that the upper portion 352 of the lower adjacent inflatable member 132 is located below or below the lower portion 356 of the adjacent upper inflatable member 132, thereby providing a shingled arrangement of the inflatable members 132.

Referring again to fig. 18 and 19, in various examples, corresponding inflatable members 132 oriented on the right and left portions of the calf portion 120 of the balloon assembly 116 can be fluidly coupled by a conduit 360. The conduits 360 can enable air distribution between laterally adjacent ones of the inflatable members 132, which can be mirror images of each other on the right and left portions of the calf portion 120. Similar to thigh section 124, conduit 360 may enable passive redistribution of air. As the user adjusts their weight distribution on the calf support 48, the conduit 360 can effect a passive redistribution of air between the right and left calf portions 120. The conduit 360 can also enable the air source 128 to be fluidly coupled directly to the right or left portion of the lower leg portion 120, wherein air is first supplied to the inflatable member 132 located on one side of the lower leg support 48 that is directly coupled to the air source 128, and the conduit 360 passes air from the inflatable member 132 that was first inflated by the air source 128 to the other side of the lower leg portion 120 of the bladder assembly 116. Although the air supply 128 may supply air to one side of the lower leg portion 120 first, this is not intended to be construed as the left or right portion of the lower leg portion 120 being filled with air first prior to any inflation of the other of the right or left portion of the lower leg portion 120. Rather, the air supply 128 can be fluidly coupled to the lower leg portion 120 of the airbag assembly 116 in the following manner: the air flows first into one of the right or left portions of the calf portion 120, at which time the air then flows into the other of the right or left portions of the calf portion 120. Thus, both the right and left portions of the lower leg portion 120 can be inflated in a substantially simultaneous manner that is minimally perceptible from the perspective of the differential pressure in the lower leg portion 120 when the inflatable member 132 is inflated.

Modifications of the disclosure will occur to those skilled in the art and to those who make or use the concepts disclosed herein. Therefore, it is to be understood that the embodiments shown in the drawings and described above are merely for illustrative purposes and are not intended to limit the scope of the disclosure, which is defined by the following claims as interpreted according to the principles of patent law, including the doctrine of equivalents.

It will be appreciated by those of ordinary skill in the art that the concepts described and the construction of the other components are not limited to any particular materials. Other exemplary embodiments of the concepts disclosed herein may be formed from a variety of materials, unless otherwise indicated herein.

For the purposes of this disclosure, the term "coupled" (in all its forms: coupled, etc.) generally means that two components (electrical or mechanical) are connected directly or indirectly to each other. Such a connection may be fixed in nature or movable in nature. Such joining may be achieved with the two components (electrical or mechanical), and any additional intermediate members may be integrally formed as a single unitary body with one another or with the two components. Unless otherwise specified, such connections may be permanent in nature, or may be removable or releasable in nature.

It is also important to note that the construction and arrangement of the elements of the present disclosure as shown in the exemplary embodiments is illustrative only. Although only a few embodiments of the present innovations have been described in detail in this disclosure, those skilled in the art who review this disclosure will readily appreciate that many modifications are possible (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters, mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited. For example, elements shown as integrally formed may be constructed of multiple parts or elements shown as multiple parts may be integrally formed, the operation of the interfaces may be reversed or otherwise varied, the length or width of the structures and/or members or other elements of the connectors or systems may be varied, and the nature or number of adjustment positions provided between the elements may be varied. It should be noted that the components and/or assemblies of the system may be constructed of any of a variety of materials that provide sufficient strength or durability in any of a variety of colors, textures, and combinations. Accordingly, all such modifications are intended to be included within the scope of this innovation. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the desired and other exemplary embodiments without departing from the spirit of the present innovations.

It should be understood that any described process or steps within a described process may be combined with other disclosed processes or steps to form structures within the scope of the present disclosure. The exemplary structures and processes disclosed herein are for illustrative purposes and are not to be construed as limiting.

It should also be understood that variations and modifications can be made on the aforementioned structures and methods without departing from the concepts of the present disclosure, and further it should be understood that such concepts are intended to be covered by the following claims unless these claims by their language expressly state otherwise.

According to the present invention, there is provided a vehicle seat assembly having: a seat having a front end and a rear end; a seat back pivotably coupled to the seat; a calf support having an inner surface and an outer surface, the calf support rotatably coupled to the front end of the seat, the calf support being movable between a stowed position and a deployed position, wherein the stowed position places the calf support in an area beneath the seat, and wherein the stowed position of the calf support forms an acute angle with the seat; and a link assembly coupled to an underside of the seat and the inner surface of the calf support, the link assembly responsible for transitioning the calf support between the stowed and deployed positions.

According to one embodiment, the linkage assembly comprises: one or more rails coupled directly to the inner surface of the calf support; a motor directly coupled to and carried by the inner surface of the calf support; a lead screw coupled to the calf support and parallel to the one or more rails, the lead screw having a first end and a second end, the first end of the lead screw being directly coupled to the motor such that the motor imparts rotational motion to the lead screw; and a drive nut engaged with the lead screw such that rotation of the lead screw effects movement of the drive nut along a length of the lead screw, wherein adjusting the drive nut along the length of the lead screw adjusts a rotational position of the calf support.

According to one embodiment, the one or more rails include a first rail and a second rail that are spaced apart from each other along a horizontal direction of the inner surface of the calf support, wherein the first rail and the second rail are parallel to each other.

According to one embodiment, the invention is further characterized by: a synchronization bracket coupled to the drive nut such that actuation of the drive nut along the lead screw effects corresponding actuation of the synchronization bracket along the lead screw.

According to one embodiment, the linkage assembly further comprises: a first link arm coupled to a first end of the synchronization bracket and associated with the first guide rail; and a second link arm coupled to a second end of the synchronizing bracket and associated with the second guide rail.

According to one embodiment, the first link arm and the second link arm are coupled to a carrier bracket, which is mounted to the lower side of the seat.

According to one embodiment, the carrier support pivots about a horizontal axis as the calf support transitions between the stowed and deployed positions.

According to one embodiment, the first link arm and the second link arm are extendable from a compressed position to an extended position, and wherein the first link arm and the second link arm are biased to the extended position.

According to one embodiment, the calf support includes a proximal end and a distal end, the proximal end of the calf support being rotatably coupled to the front end of the seat, and wherein the motor is located at the proximal end of the calf support.

According to one embodiment, the stowed position of the calf support positions the drive nut closest to the distal end of the calf support.

According to one embodiment, actuation of the drive nut from the distal end of the calf support toward the proximal end of the calf support transitions the calf support from the stowed position toward the deployed position.

According to one embodiment, the invention is further characterized by: an airbag assembly having a lower leg portion and a thigh portion, the lower leg portion being located on the outer surface of the lower leg support and the thigh portion being located on the seat proximate the front end, the lower leg portion and the thigh portion being coupled to a common air source.

According to the present invention, there is provided a vehicle seat assembly having: a seat having a front end and a rear end; a seat back pivotably coupled to the seat; a calf support having an inner surface and an outer surface, the calf support rotatably coupled to the front end of the seat, the calf support being movable between a stowed position and a deployed position, wherein the stowed position places the calf support in an area beneath the seat, and wherein the stowed position of the calf support forms an acute angle with the seat; and a link assembly coupled to an underside of the seat and the inner surface of the calf support, the link assembly responsible for transitioning the calf support between the stowed and deployed positions, the link assembly comprising: a first rail and a second rail spaced apart from each other along a horizontal direction of the inner surface of the calf support, wherein the first rail and the second rail are parallel to each other, the first rail and the second rail being directly coupled to the inner surface of the calf support; a motor directly coupled to and carried by the inner surface of the calf support; a lead screw coupled to the calf support and parallel to the one or more rails, the lead screw having a first end and a second end, the first end of the lead screw being directly coupled to the motor such that the motor imparts rotational motion to the lead screw; a drive nut engaged with the lead screw such that rotation of the lead screw effects movement of the drive nut along a length of the lead screw, wherein adjusting the drive nut along the length of the lead screw adjusts a rotational position of the calf support; a synchronization bracket coupled to the drive nut such that actuation of the drive nut along the lead screw effects corresponding actuation of the synchronization bracket along the lead screw; a first link arm coupled to a first end of the synchronization bracket and associated with the first guide rail; and a second link arm coupled to a second end of the synchronizing bracket and associated with the second guide rail.

According to one embodiment, the first link arm and the second link arm are coupled to a carrier bracket, which is mounted to the lower side of the seat.

According to one embodiment, the carrier support pivots about a horizontal axis as the calf support transitions between the stowed and deployed positions.

According to one embodiment, the first link arm and the second link arm are extendable from a compressed position to an extended position, and wherein the first link arm and the second link arm are biased to the extended position.

According to one embodiment, the calf support includes a proximal end and a distal end, the proximal end of the calf support being rotatably coupled to the front end of the seat, and wherein the motor is located at the proximal end of the calf support.

According to one embodiment, the stowed position of the calf support positions the drive nut closest to the distal end of the calf support.

According to one embodiment, actuation of the drive nut from the distal end of the calf support toward the proximal end of the calf support transitions the calf support from the stowed position toward the deployed position.

According to one embodiment, the invention is further characterized by: an airbag assembly having a lower leg portion and a thigh portion, the lower leg portion being located on the outer surface of the lower leg support and the thigh portion being located on the seat proximate the front end, the lower leg portion and the thigh portion being coupled to a common air source.