EP1613503A1

EP1613503A1 - Vehicle seat

Info

Publication number: EP1613503A1
Application number: EP04726129A
Authority: EP
Inventors: Dirk Hartwich
Original assignee: Johnson Controls GmbH
Current assignee: Johnson Controls GmbH
Priority date: 2003-04-08
Filing date: 2004-04-07
Publication date: 2006-01-11
Also published as: CN100480095C; DE10316275A1; EP2363318A3; JP2006524159A; US7467823B2; EP2360052A2; WO2004089689A1; EP2360052A3; EP2363318A2; DE10316275B4; US20060290175A1; CN1798668A

Abstract

The invention relates to a vehicle seat and an associated method. The inventive vehicle seat comprises at least one fan, at least one usable surface and at least one air supply orifice. Said fan produces airflow directed into an air channel which is arranged between the usable surface and the air supply orifice. When the vehicle seat is oriented in a direction of the vehicle travel, the fan is situated on the side of the vehicle seat.

Description

VEHICLE SEAT

The invention relates to a vehicle seat according to the preamble of the independent claims. In particular, motor vehicles are increasingly being equipped with comfort functions so that their use, for example at high outside temperatures and / or high solar radiation, is facilitated.

It is generally known to use so-called climate seats in motor vehicles, which are provided in such a way that usable areas, i.e. As a rule, those surfaces that a user touches, for example by placing or leaning against, are selectively provided in their surface temperature and in particular allow cooling or heating of the usable surfaces. In this case, cooling of the usable areas is accomplished by setting up an air flow in an air duct in the vehicle seat, which ensures that heat is dissipated from the surface of the usable areas.

For example, from German utility model DE 200 02 540 U1, a seat cushion part for vehicle seats is known, which is provided with a molded part made of an air-permeable material and a ventilation device arranged on a rear side of the molded part and is provided in the above-mentioned manner for cooling the surface of the seat cushion part , However, due to the arrangement of the ventilation device on the rear of the seat, such a vehicle seat has a large installation space, which has a disadvantageous effect on its usability in vehicles - particularly from a cost point of view.

The invention is therefore based on the object of providing a temperature-adjustable vehicle seat which has a very small installation space or a very small overall depth, in particular with regard to the thickness of its backrest and with regard to the overall height of its seat substructure. Furthermore, if the air conditioning system is usually present in the vehicle, the conditioned air is to be transported as directly as possible from the interior of the vehicle to cool the seats of the air conditioning seat. Another task is to bring the air cooling the usable surfaces to the entire surface to be cooled, if possible without an additional air distribution layer, which further reduces the structural depth of the seat. Furthermore should the air-conditioning seat is operated in such a way that rapid cooling is possible on the one hand, but on the other hand excessive cooling capacity is not possible in "normal operation" of a vehicle interior that is at "comfort temperature", so that hypothermia that may be harmful to a user is largely avoided.

According to the invention, these objects are achieved by a vehicle seat according to the independent claims. For this purpose, a vehicle seat with a fan, a usable area and an air supply opening is provided, in which the fan produces a directed air flow in an air duct located between the usable area and the air distribution opening and dividing into at least two air duct arms, the fan being in the direction of travel of the Vehicle-oriented vehicle seat is provided on the side of the vehicle seat. Furthermore, a vehicle seat with a usable area and an air supply opening is provided, the usable area being connected to the air supply opening via at least one air duct, a directional air flow being provided in the air duct, the cross-section being reduced in one direction from the air supply opening to the usable area the air duct is provided.

Another object of the present invention is a method for controlling the strength of the heat transport performance of an air flow in an air duct of a vehicle seat which is used in a vehicle, the heat transport performance of the air flow being provided as a function of whether a measured actual vehicle temperature inside the vehicle is above a predetermined vehicle target temperature. As a result, the climatic performance of the seat can advantageously be controlled via the vehicle interior temperature. An embodiment is preferably provided in which the strength of the air flow is used as a measure of the strength of the heat transport performance of the air flow. This is advantageous because the strength of the air flow is a particularly easily accessible variable with - together with the decisive temperature difference - an influence on the heat transfer performance. Also preferred is an embodiment of the method in which two differently strong air flows are possible, the stronger air flow only in the event that the air flow is significantly exceeded Vehicle target temperature is set by the actual vehicle temperature and, in the event that the actual vehicle temperature is in the range of the target vehicle temperature, only air flow strengths can be set which are in the range of the weaker of the two differently strong air flows. This advantageously prevents hypothermia of users of the vehicle seat which is detrimental to health.

The invention is explained in more detail below with reference to exemplary embodiments shown in the drawing. Show it

Figures 1 and 1a a vehicle seat according to the invention in a perspective

Representation with enlarged details,

FIG. 2 shows two detailed views of an air supply opening of the air conditioning seat,

Figures 3 and 3a two sectional views to illustrate two alternative

Construction variants of the climate seat between the air duct and the

of floor space,

Figures 4,

4a, 4b sectional views of a part of an air duct in two alternatives

Embodiments of the air duct and a plan view of the second

Embodiment of the air duct in the "occupied" state,

FIG. 5 shows an example of an operating unit for regulating the air-conditioning seat,

Figures 6, 7 and 8 a temperature diagram, a diagram of the fan speed and a

Heat flow diagram

FIG. 9 the backrest of a vehicle seat according to the invention,

FIG. 10 shows a vehicle seat according to the invention with various options for fans that can be installed, FIGS. 11 and 12 show two sectional illustrations to illustrate

Compensation elements that reduce the cross section of the

Counteract the air duct when loading the usable area of the climate seat and

FIG. 13 shows a schematic illustration of a vehicle interior with two climate seats according to the invention to illustrate air movements.

In Figure 1, a vehicle seat 30 according to the invention is shown in a perspective view. The vehicle seat 30, or seat 30 for short, is provided according to the invention as an air-conditioning seat 30 and includes, for example, a backrest 31 and a seat part 32. The backrest 31 has, for example, a backrest structure 3 and an upholstery not designated by a reference number. Likewise, the seat part 32 has a seat part structure which is not identified by a reference number and an upholstery which is likewise not identified by a reference number. The seat 30 also has a fan 1, which is also referred to below as a fan 1. According to the invention, the fan 1 is attached laterally to the backrest structure 3 or the seat part structure. Alternatively, the fan 1 can also be attached to the upholstery of the backrest 31 or the seat part 32. An air duct 5 leads from the fan 1 to various locations on the usable surface 71, part of the usable surface 71 being provided on the backrest and part of the usable surface 71 on the seat part. In the example in FIG. 1, a single fan is only provided on the backrest 31, a flexible connecting element 9 being provided to supply the useful surface 71 of the seat part 32, which makes up part of the air duct 5 and to which a distribution section 100 of the air duct 5 is directly connected , FIG. 1 a shows two enlarged details of the seat 30, in which the upholstery of the back 31 and the seat part 32 is not mounted, which is why the back structure 3 and the lateral attachment of the fan 1 to the back structure 3 are more clearly visible.

FIG. 2 shows two detailed views of an air supply opening of the air-conditioning seat 30. The air supply opening comprises a grille 4 and a funnel 2. The air supply opening 2, 4 is connected to the fan 1 and, in the example, laterally attached to the backrest structure 3, not shown in FIG. 2. The funnel 2 is provided with optimized ventilation. In the example, the fan is provided as a blowing fan 1, the fan 1 sucking in air through the air supply opening 2, 4 and blowing it into the air duct 5. The grille 4 can alternatively also be provided as an air-permeable fabric or, in addition to the grille 4, an air-permeable fabric - in particular for "pre-filtering" the air blown into the air duct 5 - can be provided at the air supply opening 2, 4. Of course, it is also possible to use a suction fan instead of a blowing fan; it would only change the operating direction of the fan.

In the illustrated embodiment, only a fan 1 or a fan module is attached laterally to the backrest structure 3 or to the backrest upholstery. This lateral arrangement - similar to an airbag module - enables an air-conditioning seat 30 with a very small installation depth - i.e. the depth of the backrest 31 or the seat part 32 - to realize. According to the invention, the fan 1 can also be positioned laterally on the seat part structure. In both cases, the air flows in the air duct 5 approximately parallel to the useful surface 71, i.e. For example, to the seat surface for the seat part 32, into the seat 30 and thus reduces flow losses, so that the use of a fan 1 which is smaller in comparison to a substantially vertical inflow direction relative to the respective useful surface 71 or the use of a smaller number of fans 1 becomes possible. This type of flow also reduces or solves the acoustic problem which arises from the different loading of the seat 30 between the “occupied” state and the “unoccupied” state of the seat 30. The fact is that with a largely vertical flow against the respective usable surface 71, i.e. the air flow is directly from fan 1 to usable area 71, i.e. for example, the seat surface, strong fluctuations in the air resistance in the air duct between unoccupied and occupied seat 30 arise, which lead to unpleasant and disturbing noises.

FIGS. 3 and 3a show two sectional views to illustrate two alternative construction variants of the air-conditioning seat 30 between the air duct 5 and the useful surface 71. According to the invention, the air duct 5 is divided into a plurality of air duct arms, starting from the air supply opening 2, 4. In FIGS. 3 and 3a each show two such air duct arms as sections of the air duct 5 in cross section. The shape of the air duct 5 and its air duct arms is achieved according to the invention, for example, by giving a foam material 51 a corresponding shape in such a way that the air duct 5 is formed when the foam material 51 is covered by further material layers. In a first construction variant of the seat 30 according to FIG. 3, an air-permeable and perforated layer 6 is provided above the air duct 5, ie above the foam material 51, in which, for example, the seat heating 6 of the seat 30 is accommodated. An air-permeable upper material 7 or an upper fabric 7 of the seat 30 is provided above the seat heating 6. With this construction of the seat 30, very good climatic performance is possible. In a second construction variant of the seat 30 according to FIG. 3a, in contrast to the first construction variant between the air duct 5 and the seat heating 6, an air distribution layer 8, for example made of rubber hair or spacer fabrics, is provided which supports the fine distribution of the air. The air duct 5 is provided in its air duct arms very delicately or branched. As a result, all essential points of the usable area 71 are reached by air duct arms. It is particularly advantageously provided according to the invention that the finest arms of the air duct 5 are guided into the side area of the seat upholstery and also allow the user to be air-conditioned here. Because of the first construction variant, it is therefore not absolutely necessary according to the invention to provide an air distribution layer 8 above the air duct 5, although this is certainly possible (second construction variant) according to the invention. The omission of the air distribution layer 8 has the further advantage of reducing the structural depth of the seat 30. In order to achieve a high air flow rate in the seat 30, it is necessary to use materials with a high air flow rate capability above the air channels. The number of layers should therefore be as low as possible. In cases in which a seat heater 6 is not required, the layer 6 receiving the seat heater 6 can be realized by means of an air-permeable and perforated fleece or a corresponding other material. The seat heater 6 or the layer 6 replacing it should be glued to the foam top of the foam material 51 in order to form a load-bearing layer 6 above the air channels. This "bridge effect" is necessary in order to prevent the upper fabric 7 from falling into the air duct 5 or its air duct arms. The "bridge effect" can be supported by the use of rubber hair, in particular in an air distribution layer 8.

FIGS. 4, 4a show sectional representations of part of an air duct 5 along the flow direction of the air in the air duct 5 in two alternative embodiments of the air duct 5. In order to realize the air-conditioning seat 30 with sufficient cooling capacity and with only a single fan 1, it is necessary to optimize the air duct 5 in terms of flow. According to a first embodiment of the air duct 5 shown in FIG. 4, the arms of the air duct 5 are designed in such a way that the back pressure in the arms increases continuously and thus part of the air flows to the seat surface 71. The layer structure above the air duct 5 is only schematized in FIGS. 4 and 4a and is shown without reference numerals of the layer covering the air duct 5. The increase in the back pressure in the air duct 5 is achieved according to the invention in particular in that the cross section of the air duct 5 in the air duct arms in one direction from the air supply opening 2, 4 to the usable surface 71 - that is to say in the direction of flow identified by arrows 52 of the air flow in FIG the air - is continuously reduced. In FIG. 4, two differently sized cross-sectional areas 53, 54 of the air duct 5 are shown at different points in the air duct 5 along the flow direction of the air. This reduction in the cross section of the air duct 5 is achieved in particular in the case of a rectangular shape of the air duct 5 in its air duct arms, which is shown by way of example in FIG. 4, by reducing the height of the air duct 5 in the flow direction of the air and maintaining the width.

FIG. 4a shows a second embodiment of an arm of the air duct 5. Here, the top of the air duct 5 is partially closed in its air duct arms with a fleece and only opened upwards at certain intervals. The points closing the air duct 5 are provided with the reference number 12 in FIG. 4a. Furthermore, an air-permeable cover layer 15 or padding 15 is provided. The reference numeral 14 designates that surface of a user, for example his buttocks surface, which touches the useful surface 71 of the seat 30. By reducing the cross section of the air duct 5, the pressure in the air duct 5 increases. If the pressure resistance of the padding 15 is less than the pressure resistance in the air duct 5, the air is directed towards the seat surface. The build-up of pressure in the air duct 5 can be further increased by a relatively air-impermeable material such as a fleece 12, which only partially has an open, ie air-permeable, structure. However, in order not to let the air resistance increase too much when the seat 30 is occupied, a pressure-limiting section 5a of the air duct and an increase in cross-section in the pressure-limiting section 5a in an area 72 of the seat surface which is usually not used by a user 14 ensures that that a sufficiently large amount of air can flow out of the seat surface. For this purpose, FIG. 4b shows a top view of the second embodiment of the air duct 5 in the state occupied by a user 14.

FIG. 5 shows an example of an operating unit 40 for regulating the air-conditioning seat 30. A display 41 of the vehicle interior temperature is shown on the left-hand side and an adjustment option 42 for the temperature of the seat 30 is provided on the right-hand side, the vehicle interior temperature and vehicle seat temperature generally having a certain temperature difference - the vehicle interior temperature is usually approximately 21 ° C and the vehicle seat temperature about 14 ° C above - and the vehicle seat temperature is adjustable within certain limits according to the wishes of the user.

FIG. 6 shows a temperature diagram for a cooling curve of a vehicle with an air-conditioning seat 30, FIG. 7 shows a diagram of the fan speed and FIG. 8 shows a heat flow diagram. The diagrams are arranged one below the other in the order specified and represent temporal profiles of the temperature 410, the fan speed 420 and the heat flow 430. The axis designated by reference numeral 400 is therefore a time axis. The starting point in time of the diagrams is provided with the reference symbol 401 and represents the state of a vehicle overheated, for example, by strong solar radiation. FIG. 6 shows an interior temperature curve 412 and a seat temperature curve 413. The interior is cooled, for example, by an air conditioning system, not shown, so that there is a reduction in the interior temperature 412 over time 400 in FIG. 6. At the same time, the Air-conditioning seat 30 according to the invention and in particular its fan 1 are strongly activated, which is shown by a comparatively high first fan speed 422 during a cooling phase designated in all diagrams with reference number 402. Due to the effect of the comparatively large first fan speed 422, the heat transport power 430 or the heat flow 430 from the seat 30 to the user of the seat 30 drops sharply during the cooling phase 402 until it has dropped to approximately zero at the end of the cooling phase 402, ie there is no heating more of the user through the seat 30 instead. When a comfort temperature range is reached around an interior comfort temperature 414 for the interior or around a seat comfort temperature 415 for the seat 30, which is also the case at the end of the cooling phase 402, the fan power or the fan speed 420 increases from its first value 422 a second fan speed 423 is reduced. As a result of the time profile 400, the fan speed 420 can only vary in the area 424 of the second fan speed 423 as long as the interior temperature is not significantly exceeded by the interior temperature (for example due to renewed solar radiation when the air conditioning system is switched off). The exclusive variation of the fan speed 420 in the area 424 of the second fan speed 423 takes place in order to prevent excessive cooling or undercooling of a user of the seat 30. Since every person has an individual sensation of temperature, a user of the seat 30 is enabled to vary the seat temperature within a predetermined range by means of a variation in the heat transfer performance of the seat 30 and thus a variation in the heat flow 430. A variation of the heat transport performance can also take place on the basis of a sensor signal which originates from a sunlight sensor designated by reference numeral 416 in FIG. According to the invention, this variation in the heat transport capacity of the seat 30 is achieved in particular by varying the strength of the air flow in the air duct 5 of the seat 30, which is provided in particular by varying the fan speed in the area 424 around the second fan speed 423. Therefore, the first fan speed 422 corresponds to a first strength of the air flow in the air duct 5 and the second fan speed 423 corresponds to a second strength of the air flow in the air duct 5 of the seat 30. The vehicle interior temperature is generally controlled by a temperature sensor 411 shown in FIG. The sensor 411 is in particular in the vehicle center console or on the A- or B-pillar arranged. This sensor 411 determines the current vehicle interior temperature, the so-called actual vehicle temperature, which is compared with the desired vehicle interior temperature, the so-called target vehicle temperature, which is set via the operating unit 40. The air conditioning system of the vehicle, not shown, is then controlled by means of these temperature values.

FIG. 9 shows the backrest 31 of a vehicle seat 30 according to the invention with the fan 1 and the connecting element 9 or the distribution section 100 for supplying the seat part (not shown in FIG. 9).

FIG. 10 shows a vehicle seat 30 according to the invention with various options for fans 1 or fan modules that can be installed. Instead of a fan 1, a fan module 10, 11 can also be installed in the seat according to the invention, the fan module 10, 11 comprising, for example, either one fan or two fans. The air supply opening 2, 4 then generally has to be adapted to the respective case. According to the invention, the fan module 10, 11 is flange-mounted on the side of the seat 30 in a modular design and covered with a grille 4 provided, for example, as a protective grille. The air duct arms of the air duct 5, which branch into the areas of the useful surface 71, can be seen particularly well in FIG.

FIGS. 11 and 12 show two sectional representations of arms of the air duct 5 to illustrate the effect of compensation elements 13, which counteract a reduction in the cross section of the air duct 5 when the useful surface 71 of the air-conditioning seat is loaded. Since the reduction in cross section of the air channels 5 in the occupied state due to the load by a user 14 leads to an increase in the pressure loss, a reduction in the cross section of the air channels should be avoided as far as possible. Characterized in that the compensation elements 13 are attached as foam webs 13 on the underside of the foam material 51 or the seat cushion 51, ie on the side of the air duct 5 opposite the useful surface 71, these foam webs 13 are deformed and not in the "occupied" state of the seat 30 the air duct 5 or the arms of the air duct 5 in the vicinity of the usable surface 71. The situation in FIG Unoccupied usable area 71 shown: the foam webs 13 are largely not deformed. The situation with occupied usable area 71 is shown in FIG. 12: the foam webs 13 are largely deformed.

FIG. 13 shows a schematic illustration of a vehicle interior with two climate seats 30 according to the invention to illustrate air movements. In FIG. 13, the fan modules 10, 11 are arranged laterally on the backrests of two vehicle seats 30 arranged side by side. The fan modules 10, 11 are preferably arranged on the vehicle interior of the seats 30, ie the side of the seats 30 pointing into the vehicle interior. Airbag modules are provided on the outside of the vehicle seats, for example, so that the attachment of the fan modules 10, 11 on the inside of the seats 30 avoids space problems. In the case of seats 30 in which no airbag module is provided on the outside, a fan 1 or a fan module 10, 11 can also be provided on the outside. It is also possible to fasten a fan 1 to the side, ie preferably on the inside of the seat, both on the backrest 31 and on the seat part 32 of the seat 30. The fan 1 attached to the backrest 31 preferably ventilates the backrest 31 and the fan 1 attached to the seat part 32 ventilates the seat part 32. When the fan 1 is arranged on the side of the seat 30, the cool air provided by the air conditioning system of the vehicle becomes from the air nozzles provided only with arrows in FIG. 13 to the air supply opening 2, 4 of the seat 30 and from there to the useful surface 71, in particular to the seat surface. This cooling of the seat surface enables heat to flow away from the occupant into the seat. The arrangement of the fan 1 or the fan module 10, 11 on the side of the seat 30 on the inside of the passenger compartment of the vehicle allows the cool and dehumidified air from the air conditioning system, which reduces the temperature in the vehicle interior, to be seated in a particularly simple and direct manner and thus be supplied to the user. In contrast, the provision of the cold air for the seat cooling would be possible only later if the fan 1 were arranged under the seat 30 or in an encapsulated region of the backrest 31. Due to the resulting close connection between the vehicle interior temperature and the vehicle seat temperature, the climatic performance of the seat 30 can be controlled in a particularly simple manner via the vehicle interior temperature. As described above, the fan power or the fan speed of the seat 30 can thus exceed the air conditioning system usually present in the vehicle can be regulated in a simple manner, so that a user of the vehicle is seated in the comfortable temperature range and hypothermia which is detrimental to health is not possible.

The temperature sensor 411 and the sunlight sensor 416 constantly measure the thermal load present in a vehicle and compare this with the desired vehicle interior temperature. If the actual value of the vehicle interior temperature is greater than the target value, the performance of the air conditioning system is increased, i.e. more or colder air is transported inside the vehicle.

When the vehicle is parked, particularly strong sunshine leads to a heating of the vehicle interior, ie an increase in the vehicle interior temperature, and in particular to a heating of the seat surfaces. With this heating, a temperature stratification forms in the vehicle interior, it being warmer in the headlining area than in the floor area of the vehicle. In particular, the temperature of the seat surface - and to a greater extent with black leather covering of the seat surface in particular - becomes very high when exposed to sunlight, in particular direct sunlight. This seat surface temperature should now also be reduced when the vehicle is parked. If certain limit values for the interior temperature measured by the temperature sensor 411 are exceeded or if a high level of solar radiation is measured by the sunlight sensor 416, it is provided that the fan 1 of the air-conditioning seat starts up. Due to the low air temperature in the area of the fan compared to the high seat surface temperature, heat is extracted from the hot seat surface and the seat surface temperature drops. This cooling effect is particularly effective when the air conditioning system or another cooling unit is activated in such situations even when the vehicle is parked, and thereby cooled air is made available in the interior of the vehicle. LIST OF REFERENCE NUMBERS

1 fan

2, 4 air supply opening

3 backrest structure

5 air duct

5a pressure relief section

6 seat heating

7 outer fabric

8 air distribution layer

9 connecting element

10, 11 fan module

12 closing positions

13 compensation elements

14 users

15 upholstery

30 vehicle seat

31 backrest

32 seat part

40 control unit

41 display

42 Setting option for the

Seat temperature

51 foam material

52 Direction of air flow

53, 54 cross-sectional areas

71 floor space

72 not used as a seat

Area

100 distribution section

400 timeline

401 starting point in time

402 cooling phase

410 temperature 411 temperature sensor

412 interior temperature curve

413 seated peraturku rve

414 Comfort temperature inside

415 seat comfort temperature

416 sunlight sensor

420 fan speed

422 first fan speed

423 second fan speed

424 area provided around the second fan speed

430 heat flow

Claims

claims

1. Vehicle seat (30) with at least one fan (1), at least one useful surface (71) and at least one air supply opening (2, 4), characterized in that the fan (1) is provided in a between the useful surface (71) and to produce a directed air flow in the air supply opening (2, 4) and in at least two air duct arms dividing air duct (5), the fan (1) being arranged on the side of the vehicle seat (30) when the vehicle seat (30) is oriented in the direction of travel of the vehicle is provided.

2. Vehicle seat (30) according to claim 1, characterized in that the direction of the air flow is provided either from the air supply opening (2, 4) to the usable area (71) or from the usable area (71) to the air supply opening (2, 4) ,

3. Vehicle seat (30) according to one of the preceding claims, characterized in that the vehicle seat (30) has a backrest (31) with a backrest structure (3) and / or a backrest upholstery, the fan (1) laterally on the backrest structure and / or is provided on the side of the backrest upholstery.

4. Vehicle seat (30) according to one of the preceding claims, characterized in that the vehicle seat (30) has a seat part (32) with a seat part structure and / or a seat part padding, the fan (1) laterally on the seat part structure and / or laterally is arranged on the upholstery of the seat part.

5. Vehicle seat (30) with at least one usable surface (71) and at least one air supply opening (2, 4), the usable surface (71) being connected to the air supply opening (2, 4) via at least one air duct (5), in which Air duct (5) a directed air flow is provided, characterized in that in one direction starting from the Air supply opening (2, 4) towards the usable area (71) a reduction in the cross section of the air duct (5) is provided.

6. The vehicle seat (30) according to claim 5, characterized in that the air duct (5) is branched in the direction from the air supply opening (2, 4) to the usable surface (71) in such a way that the air duct (5) via the entire usable area (71) is provided distributed.

7. Vehicle seat (30) according to one of claims 5 or 6, characterized in that at least in a partial area of the air duct (5) the cross section is provided essentially rectangular and has a constant width and that the reduction in the cross section of the air duct (5) by reducing the height of the air duct (5) in the partial area.

8. Vehicle seat (30) according to any one of claims 5, 6 or 7, characterized in that in the direction starting from the air supply opening (2, 4) towards the usable surface (71) at least in a partial area of the air duct (5) the back pressure in Air channel (5) is provided continuously enlarged.

9. Vehicle seat (30) according to any one of claims 5, 6, 7 or 8, characterized in that on the side of the air channel (5) opposite the useful surface (71) compensation elements (13) are provided such that a reduction in the cross section of the Air channel (5) is counteracted when the usable area (71) is loaded.

10. Vehicle seat (30) according to one of the preceding claims, characterized in that the air flow is provided for cooling the usable surface (71).

11. Vehicle seat (30) according to one of the preceding claims, characterized in that the strength of the heat transport capacity (430) of the air flow is provided as a function of whether a measured Actual vehicle temperature inside the vehicle is above a predetermined target vehicle temperature.

12. Vehicle seat (30) according to claim 11, characterized in that the strength of the air flow (420) is provided as a measure of the strength of the heat transport performance (430) of the air flow.

13. A method for controlling the strength of the heat transport capacity (430) of an air flow in an air duct (5) of a vehicle seat (30) which is used in a vehicle, characterized in that the heat transport capacity (430) of the air flow is provided as a function thereof, whether a measured actual vehicle temperature inside the vehicle is above a predetermined target vehicle temperature.

14. The method according to claim 13, characterized in that the strength of the air flow is used as a measure of the strength of the heat transport performance (430) of the air flow.

15. The method according to claim 13 or 14, characterized in that a first strength of the air flow (422) and a second strength of the air flow (423) is provided, the first strength of the air flow (422) being greater than the second strength of the air flow ( 423) is provided, the second strength of the air flow (423) being set in the event of a slight exceeding of the target vehicle temperature by the actual vehicle temperature or in the absence of such an exceedance, and the first strength of the air flow (422) only in the event the vehicle actual temperature is set to significantly exceed the vehicle target temperature.