CA2176578A1

CA2176578A1 - Seat, in particular seat upholstery, and process for producing seat upholstery

Info

Publication number: CA2176578A1
Application number: CA002176578A
Authority: CA
Inventors: Eder Bernhard
Original assignee: Individual
Current assignee: CA Greiner and Soehne GmbH
Priority date: 1993-11-29
Filing date: 1994-11-28
Publication date: 1995-06-01
Also published as: EP0731760B1; HUT75628A; ATE154298T1; WO1995014587A1; EP0731760A1; FI962193A; NO962158L; FI962193A0; AU8134494A; NO962158D0; PL314714A1; HU9601292D0; DE59403140D1; CZ154196A3

Abstract

The invention describes a seat, in particular a seat padding (4) for public means of transport. The seat padding (4) is held in a support frame (2). The latter consists of a supporting body (11) of plastic foam (31), in particular of moulded cold-curing foam, a cut-resistant protective layer (14) and a lining element (10) made of an upholstery material (22). The supporting body (11) of plastic foam (31) is secured by means of a moulding process or an adhesive layer (25) to a liquid-proof barrier film (21) which is attached by means of an adhesive layer (25) to a surface of an intermediate layer (13) facing away from the upholstery material (22).

Description

- l -SEAT. IN PARTICULAR SEAT PADDING, AS WELL AS A METHOD FOR THE
PRODUCTION OF THIS SEAT PADDING

5 The invention relates to a seat, in particular seat padding, as described in the preamble of Claim 1, and also to a method for the production of this seat padding.

Various seat paddings, e.g. in accordance with EP-A1 0 190 064, in particular for pub-lic means of transport have already become known, in which a seat comprises besides 10 the seat padding a support frame, in particular made of metal, which holds the latter, and which is fastened with screws onto the floor of the public means of transport, in particular a railway carriage. As the damage caused by vandals is increasing more and more, provision has already been made in that seat paddings having a supporting ele-ment made of plastic foam, which is surrounded by an upholstery material, are 15 reinforced by a protective layer arranged therebetween, in particular a metal fabric, in order to prevent the seat padding from being destroyed easily completely by vandals using sharp-pointed objects or knives. This protective layer, mostly consisting of a me-tallic net or knitted fabric or a metal mat between the upholstery material and the supporting element was in most cases either inserted loosely or joined to the uphol-20 stery material and the supporting element by means of an adhesive layer.

Furthermore, it is also known already - according to WO-Al 87/06894 - to produce a seat padding for a seat intended for public means of transport of several layers, which comprises for example a supporting element of plastic foam, which is provided with a 25 flame retardant, and a flame-resistant upholstery material covering this. Between the upholstery material and the supporting element an intermediate layer formed by aliquid-proof barrier film can be arranged, so that the supporting element consisting of a plastic foam mixed with a pulverulent flame retardant can be foamed onto this inter-mediate layer. If the intermediate layer is designed here as a liquid-proof barrier film, 30 the penetration of the plastic foam into the fabric of the upholstery material can be prevented, even if the the latter is introduced in liquid form, thus permitting favour-able seating conditions to be maintained. If in such a seat padding the upholstery material is cut through or torn open or slit open, the plastic foam which is prestressed by the upholstery material, is slightly extended, and the cut ends of the upholstery ma-35 terial gape, so that the soft synthetic material of the supporting element underneathprojects up to the seat surface. Thereby a total destruction of the seat is speeded up or the upholstery material after a very short period of time begins to loosen from the sup-porting element at the edge of the cut, even under normal conditions of use by the pas-senger, and the seat padding is completely destroyed within a very short period of time and must be replaced.

5 The invention is based on the problem of creating a seat padding for a seat in a public means of transport, which is highly resistant to destruction by vandals and which per-mits the seat to be partly reused after destruction, in particular after the upholstery material has been cut through, and which also is easy to produce.

10 The problem of the invention is solved by the features described in the characterizing clause of Claim 1. The surprising, unforeseeable advantage of this solution is that by associating these layers and the coatings needed for the connection thereof, the sup-porting body can be formed directly onto the intermediate layer or the protective layer can be embedded by foaming directly in the supporting body, without adversely affect-15 ing seat comfort. It is especially achieved that also in this method of manufacturesufficient ventilation is ensured, as because of the liquid-proof barrier film located be-tween the fire-resistant or fire-inhibiting inserted layer and the supporting body produced by inserting liquid synthetic material, the elasticity of the intermediate layer and the overlying layers and also the short period seat comfort is not impaired. At the 20 same time, this protective layer which is resistant to being cut and is arranged just be-neath the inserted layer, prevents bursting in the cut areas of upholstery material, since the fire-resistant protective layer is this. Nevertheless it is possible to secure the sup-porting body made of plastic foam directly to the composite structure by a forming-on process, which enables a simple production comprising only few operations. In addi-25 tion, by means of the embodiment in which the lining element or the compositestructure is secured directly to the supporting body by means of an adhesive layer, it is possible to use the entire supporting body for the removal of heat and humidity. By means of the arrangement of the parting plane for replacing the composite element in the region of the cut-resistant protective layer, the area which is associated with the 30 lining element of the supporting body which in general is not highly resistant to being cut, is reinforced to such an extent that it is possible to arrange the parting plane there and to connect the supporting body to the cut-resistant protective layer in one produc-tion operation when foaming on the supporting element.

35 Independently thereof, the problem of the invention can also be solved seperately by the features described in the alternative independent Claim 2. Here it is advantageous that on the one hand under the effect of a fire originating from the seat surface, a pene-_ 21 76578 tration of the flames in the direction of the supporting body is avoided and on the other hand, if the seat padding is exposed to fire or temperature from below, the liquid or liquefied plastic foam is prevented from passing through or coming up through the cut-resistant protective layer. In addition, this barrier layer also prevents the wick-like S effect of the charred or burned lining element in the region of the cut-resistant protec-tive layer, which otherwise would lead to the formation of flames.

Further advantageous embodiments of the seat padding are described in Claims 3 to 9.

10 A further embodiment according to Claim 10 is also advantageous, because thereby adequate adhesion for the intended use is ensured between the individual layers of the seat padding, which on the other hand enables the supporting body to be quickly sepa-rated from the composite structure by hand. This preplanned point of separation does not make the production process for manufacturing such a seat padding more difficult 15 or make it more expensive compared to the production of a seat padding which cannot be separated, but an appropriate design of an individual connecting layer makes it pos-sible to use that part of the seat padding several times, which, as experience shows, hardly gets dirty and can be destroyed only slightly from the outside.

20 By means of the embodiment according to Claim l l it is achieved that, the positioning and holding of the cut-resistant protective layer in the supporting element is ensured without additional measures during separation of the composite material in a peeling process.

25 An embodiment according to Claim 12 is also advantageous. By moving the connect-ing means between the cut-resistant protective layer and the adjacent layer, in particular the inserted layer of the composite structure, this cut-resistant protective layer can be used at the same time, in addition to fulfilling its safety function for the layers of the supporting body lying underneath, also for the protection of these parts of 30 the supporting body when separating the composite structure from the supporting body or for durable attachment of the new composite structure.

By means of the embodiment according to Claim 13 a quick removal of the composite structure, in particular the upholstery material and the foam layer is ensured without 35 the need for more work, since the layer can be peeled off in one piece from the support-ing body like a skin. The advantage of this embodiment, in particular of the tear-resistant embodiment of the inserted layer, however, is in the fact that the latter is

2 1 76578 -loosened as completely as possible from the adjacent layer of the supporting body, in particular from the cut-resistant protective layer, in the region of the connecting means that is in the region of the adhesive layer, so that it is possible without substantial re-work, only by applying a new adhesive layer or by positioning a composite structure S coated with a self-adhesive layer, to place the new composite structure upon the sup-porting body, which has already been used once or several times before, and to attach it securely enough.

Likewise, the embodiment according to Claim 14 simplifies the production of a di-10 vided seat padding.

The embodiment according to Claim 15 allows for the production of a thin intermedi-ate layer and/or a covering layer by using recycled materials, whereby the latter can be easily adapted for different requiremens in simple additional operations.
When using fillers made of recycled plastic materials, the further embodiments accord-ing to Claim 16 have proved successful.

The embodiment according to Claim 17 is advantageous, because it creates a barrier 20 that prevents the penetration of flames into the interior of the seat padding. In spite of this, the inserted layer has sufficient flexibility, so that the seat comfort is not reduced and the upholstery material is not subjected to excessive wear in the edge region.

Due to the fact that the plastic foam mixed with the fillers or, if required with filler 25 materials, is more intensively compressed, it can be used according to Claim 18 as compression distribution plate and high-strength layer, in particular as intermediate layer and/or covering layer.

Moreover, the embodiment of the intermediate layer according to Claim 19 is advanta-30 geous, because thereby fire can be inhited in a simple manner, in particular in the region of the seat padding.

The destruction of the supporting body can be rendered more difficult, in particular if the cut-resistant protective layer is constructed according to Claim 20.
An additional function of this cut-resistant protective layer is obtained by the embodi-ment according to Claim 21, because thereby in addition to the protective effect of this 21 7~578 protective layer, the latter can be used at the same time also for improving the seat comfort and improving the spring quality of such a seat padding.

Here an embodiment according to Claim 22 can also be advantageous, in order to en-S able the seat padding or its external form to be better adapted to anatomical conditions.

A better ventilation and prevention of the seat padding from collapsing can be achieved by the features described in Claim 23.
The service life of the supporting body can additionally be improved by the embodi-ment according to Claim 24.

A simple structure of a seat padding with the simultaneous arrangement of a connect-15 ing means for separating the lining element from the supporting body is obtained by the further embodiment according to Claim 25.

The embodiment according to Claim 26 enables a larger portion of the seat padding to be obtained as supporting body.
By the arrangement of a liquid-proof barrier film according to Claim 27 the supporting body or its supporting element can be formed directly onto a prefabricated lining com-ponent.

25 The construction of the film according to Claim 28 is recommended for the production of a supporting body using a consumable film.

The assembly of the individual layers and films of a seat padding is facilitated by the embodiment according to Claim 29.
A further embodiment according to Claim 30 is also especially advantageous, since thereby a penetration of liquids during the introduction of the liquid raw material for producing the plastic foam for the supporting element is prevented, while still achiev-ing in certain regions vapour permeability or moisture and air permeability, which 35 improves the seat comfort and prevents a build-up of heat and liquid in the supporting element.

- 21 7657~

The use of an adhesive according to Claim 31 as connecting means is advantageous, because it saves having additional layers and, furthermore, it is possible, by selecting an appropriate adhesive, to comply with the requirements regarding the adhesive strengths and to achieve manual, non-destructive removal of the parts to be separated, S for example the lining element and the supporting body.

A method described in the preamble of Claims 32 and 33 is also advantageous.

A method is characterized by th~e features described in the characterizing clause of 10 Claim 32. Thereby, the safety properties of such a seat padding, in particular for urban transport, where the greatest vandalism occurs, are improved. In spite of the vandal-proof construction caused by the installation of the cut-resistant protective layer and also a fire inhibitor, that is a fire-inhibiting inserted layer, adequate seat comfort for short periods of use can be obtained, which on the other hand permits the supporting 15 element of the supporting body to be directly applied to the prefabricated composite structure or the lining element, which even in planar construction can be connected in the same way to parts of the supporting body.

By means of a further solution according to the measures described in Claim 33, in the 20 same way, but at less expense, a seat padding with even greater seat comfort can be produced, which, like a modular system, can be adapted to different quality require-ments, without requiring a fundamental change of the manufacturing method.

Finally, by means of the measures according to Claim 34 it is achieved that with the 25 same production methods and utilization of vacuum, parts of the supporting body can be held in the mould for producing the supporting element and thereby, with the same principles of production, very different seat paddings for various uses, such as they occur in urban transport or long-distance transport of the Federal Railways, can be re-alized.
The invention is explained hereinafter in further detail by means of the embodiments illustrated in the drawings, in which:

5 Fig. 1 shows a seat constructed according the invention for use in modern railway carriages and in simplified, schematic, diagrammatic representation;

2 1 7~578 Fig. 2 shows part of the seat padding in simplified, schematic, diagramm~tic repre-sentation;

Fig. 3 is a side view, in section and a simplified, diagrammatic representation of the seat padding according to Fig 2;

Fig. 4 is a front view, of the seat padding according to Fig. 1, in section, along the lines IV-IV in Fig. 1;

10 Fig. 5 is a side view, in section and a simplified, diagrammatic representation of part of another variant embodiment of a seat padding according to the inven-tion;

Fig. 6 is a side view, in section and a simplified. diagrammatic representation of another embodiment of the seat padding;

Fig. 7 is a side view, in section and a simplified, diagrammatic representation of the supporting body with the cut-resistant protective layer embedded in its surface and with the gas-proof protective film arranged on the latter for the production of the seat padding according to Figs. 5 and 6;

Fig. 8 shows a device for the production of the seat according to Figs. 1 to 4 in simplified, diagrammatic representation;
5 Fig. 9 is a side view, in section and a simplified, diagrammatic representation of a mould for the production of a seat padding according to Figs. 1 to 4;

Fig. 10 is a side view, in section and a simplified, diagrammatic representation of another embodiment of the seat padding;
Fig. 11 is a side view, in section and a simplified, diagrammatic representation of another further development of the seat padding.

Fig. 1 shows a seat 1, for example in a public means of transport such as a tram, a 35 railway carriage or a bus. This seat 1 is made up of a support frame 2 and a padding 3 consisting of one or more cushions, which as in the case of the embodiment shownmay comprise a seat padding 4, a back padding 5 and a head padding 6. Each of these seat paddings, back paddings and head paddings 4, 5 or 6 is made up of several layers.
The seat padding, back padding and head padding 4, 5, 6 are held between armrests 7 on a support frame 2 which is formed by a side wall 8 and by pipes 9, as indicated schematically by broken lines.

Figs. 2 to 4 shows a seat padding 4 schematically in simplified form. Thus in Fig. 2 a part of the seat padding 4 is represented schematically in simplified form and with off-set layers to permit better understanding of the layered structure. It can be seen from this illustration that the seat padding 4 consists of a lining element 10 and a supporting body 11. The connection between the lining element 10 and the supporting body 11 is made via a detachable connecting means 12 between the lining element 10 and an in-termediate layer 13 or a cut-resistant protective layer 14.

The intermediate layer 13 consists of a foamed plastic made of a primary material, for example a polyw~ethane foam such as cold- or hot-moulded foam, which is mixed with fillers 16 in the form of foamed plastic granulates of a highly-resilient foamed plastic having a grain size of 2 mm to 20 mm, in particular recycled synthetic materials. Pref-erably also other fillers 17, e.g. cork granulates and/or rubber granulates and/or calcium carbonate and/or hard polyurethane scrap and/or thermoplastic synthetic scrap having a grain size of 2 mm to 20 mm can be admixed in smaller quantitites.

The intermediate layer 13 is connected to the protective layer 14 by means of an adhe-sive layer 18. This intermediate layer 13 can be made of one layer or several layers and can also comprise, for example, two plates 19 and a further protective layer 20 which is arranged therebetween, for example a fabric, knitted fabric, woven fabric or lattice or net made of high-strength and, if required high temperature resistant threads or fibres made of metals, ceramics, carbon or glass. On the side of the intermediate layer 13, facing away from the protective layer 14, furthermore, a liquid-proof barrier film 21 is attached, which has a vapour diffusion factor of less than 100.000, prefer-able less than 60.000. This intermediate layer 13 is produced with a specific gravity of between 60 and 150 kg, for example. The fillers 16, 17 having a low specific gravity, for example between 40 and 100 kg/m3, are joined by a polyurethane foam having ahigher specific gravity of between 600 and 1000 kg/m3, to form a solid intermediate layer 13. According to a possible embodiment the foamed plastic 15 which is made of primary material and is mixed with the fillers 16, 17, in particular recycled plastic materials can be thermally compressed through the effect of pressure and/or tempera-ture. During this thermal compression of the plastic foam which is provided with the fillers 16 and/or 17, the cellular webs of the foamed plastic 15 and of the foamed plas-tic granulates or other plastics are softened, and the plates 19 can be compressed to a smaller thickness, whereby the specific gravity can be compacted from the foameddensity of between 60 kg/m3 and 150 kg/m3, preferably 100 kg/m3, to 200 kg/m3 - 400 5 kg/m3, preferably 300 kg/m3. During this compression process, if an additional protec-tive layer 20 is provided, the latter can be fully embedded in the intermediate layer 13, during which process the intermediate layer 13 can be shaped at the same time.

It is for example also advantageous, however, to form a seat recess if necessary in this 10 intermediate layer 13, whereby the intermediate layer 13 can be produced in this three dimensional form and the protective layer 14, 20 can also be three dimensional pre-shaped accordingly. If the protective layer 20 is made of glass, carbon or ceramic fibres, it is possible to reuse or recycle of used intermediate layers 13 by almost 100%.
Likewise, when sharp-pointed objects are thrust in and subsequently pulled out 15 pointed, perhaps stabbing parts are prevented from being pulled out from the interior of the intermediate layer, thus avoiding subsequent injuries to the following users.

The lining element 10 can be produced, for example, in planar form. During the pro-duction of the seat padding 4, together with the cut-resistant protective layer 14, for 20 example a wire grating, wire cloth or a wire mesh, preferably of metal, in particular spring steel, can be glued onto one side of the intemediate layer 13 by means of an adhesive or an adhesive layer 18 which at the same time can form the connecting means 12. The lining element 10 is made up of an upholstery material 22 and an in-serted layer 23, which constitute a composite structure 24, which is detachably 25 connected to the supporting body 11 by means of the adhesive layer 18 formed as con-necting means. On the opposite surface of the intermediate layer 13, in the finished seat padding 4 facing towards the supporting body 11, the liquid-proof barrier film 21 is secured to the latter, if necessary with interposition of an adhesive layer 25 or by heating by means of the inherent adhesive properties of the barrier film 21. Preferably, 30 this barrier film 21 is formed by a polyurethane film.

To the cut-resistant protective layer 14 is attached, by means of the same adhesive layer 18 with which the latter is secured to the intermediate layer 13, or an additional intermediate layer, the inserted layer 23 which holds the upholstery material 22. This 35 inserted layer 23 can comprise, for example, a fabric, knitted fabric, woven fabric, lat-tice or net of flame-resistant, at least fire-inhibiting and/or low-flammable, if necessary high-temperature resistant threads or fibres made of metals, ceramics, car--bon or glass, natural or synthetic materials, e.g. preoxidized polyacrylonitrile, aramide, polyaramide and/or polyamide and/or polyimide or other thermally stabilized fibres or threads. In the inserted layer 23 also fibres or threads of any of the various materials mentioned may be mixed or arranged one on top of the other. The inserted 5 layer 23 can be impregnated or mixed or coated, if considered necessary or advanta-geous, with a flame retardant, so that the inserted layer 23 acts as a fire inhibitor. The use of the inserted layer 23 constructed in this way and made flame-resistant, as a fire inhibitor prevents the fire from penetrating deeper into the seat padding 4, if a fire is ignited on the seat surface in a railway carriage by vandals or the like, and in particu-10 lar prevents the supporting body 11 made of foamed plastic from catching fire andcausing the railway carriage, for example a city and suburban railway or underground railway carriage in a tunnel and the like, to become filled with thick smoke.

The inserted layer 23 is connected to the upholstery material 22, likewise preferably 15 by means of an adhesive layer or by means of adhesive joints distributed over the sur-face. In an alternative advantageous embodiment it would be possible to apply the inserted layer 23 to the upholstery material 22 by a laminating process under heat and pressure.

20 Once the semi-finished product or subassembly comprising the lining element 10 and a part of the supporting body 11 has been produced by joining the individual aforemen-tioned layers, i.e. the intermediate layer 13, the cut-resistant protective layer 14, the inserted layer 23 and the upholstery material 22 as well as the barrier film 21, it can subsequently be moulded in an embossing die under pressure and, if necessary under 25 heat. The advantage of this arrangement is that until the moulding operation is carried out and the prefabricated element or subassembly is inserted, the individual layers can be placed one on top of the other in planar form, which can greatly facilitate the proc-essing of the individual layers and also their interconnection.

30 If, for example, the upholstery material 22 and, if necessary, the inserted layer 23 are interconnected by a laminating process, it is also possible in the same laminating proc-ess or a subsequent further laminating process to laminate the inserted layer 23 onto the cut-resistant protective layer 14 or the intermediate layer 13.

35 Based on the resistance to tearing of the inserted layer 23 or the intermediate layer 13 reinforced by the cut-resistant protective layer 14, an adhesive strength or holding force of an adhesive of the adhesive layer 18 forming the connecting means 12 is es--11- 2~ 76578 tablished to be in a range between 100 and 140 N/5 cm, preferably equal to or less than 125 N/S cm.

This makes it possible to remove the composite structure 24 comprising the upholstery S material 22 and inserted layer 23 together as a whole from the intermediate layer 13, which is joined by the barrier film 21 to the supporting body 11 by foaming.

When the lining element 10 is damaged by sharp-pointed objects or cuts by vandals or in case of excessive soiling or wear of the upholstery material 22, only the upholstery 10 material 22 together with the inserted layer 23 needs to be exchanged and replaced by a new suitably preshaped or moulded lining element 10, as the damaged upholsterymaterial 22 with the inserted layer 23 can be peeled off the intermediate layer 13 in one operation.

15 By selecting appropriately the adhesive strength and holding force of the adhesive of the adhesive layer 25, which should be less than one tearing strength of the upholstery material 22 and preferably also less than the tearing strength of the inserted layer 23, a smooth separation of the lining element 10 from the supporting body 11 is achieved.
Moreover, by selecting this holding force the lining element 10 can also be removed 20 from the supporting body 11 by hand. Thereby, a connection between a new lining element 10 and the remaining supporting body 11, in particular the intermediate layer 13 or the protective layer 14, can be made almost without any rework only by applying a new adhesive layer 25. As a result, the total expense for such seat paddings 4 used in particular in urban transport, in buses, underground railways and city and suburban 25 railways, is kept to a minimum over longer periods of time.

Furthermore, by being able to quickly replace extremely dirty lining elements 10, the latter can be removed from the supporting body 11 from time to time for central clean-ing, and can then be applied again to a supporting body 11, for example after a new 30 adhesive coating or a self-adhesive coating has been applied.

The holding force of 100 NtS cm to 140 N/S cm, preferably 125 N/S cm, stated above is a linear force, since in the separation test of individual layers in the direction of separation or when peeling off, a linear separation takes place between the two layers, 35 e.g. the adhesive layer 18 and the inserted layer 23, and over the pre-determined length the adhesive strength must not exceed the preset value, because otherwise either removal by manual force becomes impossible or the underlying layer is destroyed or the layer to be taken off gets torn, e.g. the inserted layer. The result also is, however, that the resistance to tearing of those individual layers adjacent to the detachable con-necting means 12 or those which are detachably connected to one another, is of course greater, because otherwise it would be destroyed in itself in an attempt to detach or S separate them.

The adhesive for the adhesive layer 18, 25 can be applied here, for example, in a quan-tity of 200 grams/m2 and activated by means of an infrared radiator.

10 The arrangement of the cut-resistant protective layer 14 between the inserted layer 23 and the intemediate layer 13 particularly ensures that the penetration depth of a sharp-pointed object, in particular a knife, is limited in that the mesh width of the latttice, net or woven fabric is correspondingly small. The result is, on the one hand, that even after a destroyed lining element 10 has been removed, it is possible without any pre-15 treatment to apply a new lining element 10, since the intermediate layer 13 still hasenough strength and stability, even after quite a lot of damage to different lining ele-ments 10. In addition, the point of the cut does not burst, even when penetrated by a sharp-pointed object, because the cut made in the high-strength intermediate layer 13 is only small and, moreover, swelling up through the overlying protective layer 14, for 20 example a lattice 26, a woven fabric or a net, is reliably prevented.

Preferably, the mesh width 27 is also relatively small - if a net or lattice 26 is used as protective layer 14 or 20 - and is between 1 mm and 15 mm, preferably 4 mm to 8 mm, or a knitted fabric or woven fabric is provided. For certain cases of application 25 the mesh width also can be between 2 mm and 10 mm, preferably 5 mm. The mesh width 27 of the net or the lattice 26 in fact prevents deeper penetration of sharp-pointed objects, for example knives, into the supporting body 11 and, in particular deeper cuts than the level of the protective layer 14 or 20.

30 It has been found advantageous if the fibres or threads of the net, woven fabric, lattice 26 or knitted fabric, in particular of protective layer 14, if necessary also of protective layer 20, consist of spring steel or if spring steel nets or knitted fabrics are used, so that the restoring effect after a user has been sitting on a seat or the spring effect is improved. This also prevents the plastic foam of the supporting body 11 from collaps-35 ing after prolonged use or longer periods of service. In order to achieve a high seatcomfort, it is of course also possible to mouled three dimensionally these springy knit-ted fabrics, lattices 26 or nets in accordance with the desired shape of the seat, for - 13- ~! I 765~8 example with a recess for the seat surface.

The supporting body 11, which is connected to the lining element 10 by means of the connecting means 12, comprises the protective layer 14, which may be constructed as already described above and which is connected to the intermediate layer 13 by means of the adhesive layer 18. On the surface of the intermediate layer 13, which is opposite the cut-resistant protective layer 14, the barrier film 21 is attached with the adhesive layer 25, on which a bearing face 29 of a supporting element 30, which faces towards a seat surface 28 of the seat padding 4, is formed by a foaming process, for example.
The supporting element 30 here is formed by a plastic foam 31 - indicated schemati-cally by the hatching -, which as a result of its inherent adhesive strength creates an intensive and permanent, tight connection between the supporting element 30 and the barrier film 21. By means of the barrier film 21 the lining element 10 becomes imper-meability to air, so that in a foaming mould, the latter can be placed on the moulding surfaces without play, and it prevents at the same time the plastic foam 31, which is usually inserted in liquid form, from penetrating into the intermediate layer 13, whereby also the elasticity and resilience of this intermediate layer 13 cannot be al-tered unfavourably by the plastic foam.
This construction of the supporting body 11 at the same time, however, enables also the low-cost manufacture of a seat padding 4. The structure of the intermediate layer 13, in combination with the barrier film 21, now makes it possible to position the sup-porting body 11 directly on the intermediate layer 13 by a foaming- or an injection moulding process, without adversely affecting the upholstery material 22. The inter-mediate layer 13, in combination with the inserted layer 23, ensures that the seat has a pleasant feel and is comfortable to sit on with a minimum elasticity, without the up-holstery material 22 bursting when it is cut and, on the other hand, in this way the effect of friction on the upholstery material 22 is substantially reduced by the protec-tive layer 14 and, if necessary, 20, so that the upholstery material 22 is reliably prevented from becoming frayed, even in the corner regions of the seat padding 4.

Thus the total expense for such seat paddings 4, which are used in particular in urban transport, in buses, underground and city and suburban railways, can be kept to a minimum over longer periods.

At the same time, however, the upholstery material 22 of the lining element 10, as -shown in Figs. 2 to 4, is prevented from bursting, if it is slit or cut with sharp edges or a knife.

This is due to the fact that the upholstery material 22 has a thickness of approximately 5 0.2 mm to 3 mm, the inserted layer 23, that is the woven fabric, net or lattice between the upholstery material 22 and the intermediate rayer 13, has a thickness of approxi-mately 0.2 mm to 5 mm, preferably 0,5 to 1 mm.

Because of the small thickness Qf the inserted layer 23, which is 0.2 mm to 5 mm, 10 preferably 0.5 mm to 1 mm, and due to its construction there is no elastic initial stress-ing force causing the upholstery material 22 to be lifted up on the edges 32 of a cut 33, so that the edges 32 of the cut 33 remain in an essentially parallel position with re-spect to each other, that is they do not swell up, but are automatically brought together and are closed when the cutting tool is pulled out. In addition, the protective layer 14 15 prevents deeper penetration of sharp-edged cutting tools, such as knives and the like, so that even if a high level of force is used, an extensive destruction of the lining ele-ment 10 as well as a deeper destruction of the structure of the supporting body 11 is prevented.

20 The thickness of the intermediate layer 13, if necessary including the protective layer 20 embedded therein, is 0.5 mm to 50 mm, preferably 0.5 mm to 20 mm, and if a pro-tective layer 20 is provided, it is situated approximately centrally in the height of the intermediate layer 13. Of course, it is also possible for the protective layer 20 to be arranged closer to the supporting body 11 or the upholstery material 22.
As also apparent from the representation in Fig. 2, the supporting body 11 can be pro-vided, on the side facing away from the lining element 10, with a covering layer 34, e.g. made of a silicone rubber foam or a recycled plastic mat, similar to the intermedi-ate layer 13. The latter prevents the side of the supporting body 11 facing away from 30 the seat surface 28 from wearing out when it rests on the support frame 2, so that the foam structure of the supporting body 11 can not penetrate to the outside, thus also improving the flame-inhibiting or fire-inhibiting properties of the seat padding 4. The recycled plastic mat can be constructed in a similar way to the intermediate layer 13, but also for example with a higher amount of fillers 16, 17. lt may be necessary on 35 account of the stress conditions to select a higher specific gravity for these recycled plastic mats, which form the covering layer 34, than in the case of the intermediate layer 13, in order to achieve a better distribution of pressure over the individual sup-porting members of the supporting frame 2, and to prevent the seat padding 4 wearing through in the individual regions. To this end, it can be advantageous in a further em-bodiment to thermally compress the covering layer 34 before its use.

5 Fig. 3 shows the seat padding 4 according to Fig. 2 in front view with slight modifica-tions, where, in addition to the embodiments in Fig. 2, it can be seen that on the side of the covering layer 34 facing away from the intermediate layer 13 a reinforcement fabric 35 in the form of a net, lattice, knitted fabric or non-woven fabric made of highly stressable threads or fibres, for example of graphite, ceramics, glass or metal 10 can be arranaged. Moreover, it can be seen from this embodiment that the intermediate layer 13 can be formed by a single-layer component of plastic foam with different fill-ers 16, 17 embedded therein. In the present case no further protective layer 20 is embedded in this intermediate layer 13. The intermediate layer 13 is embedded, for example by means of an adhesive layer 36 and the adhesive layer 18, in the cut-15 resistant protective layer 14 with the inserted layer 23 and by means of the latter isconnected to the upholstery material 22 to form a one-piece composite structure 24. In this embodiment therefore the entire composite structure 24 can be removed from the supporting body 11 or the protective layer 14 which forms the bearing face 29 of the supporting body 11, and a new composite structure 24 can be positioned on it. The 20 adhesive of the adhesive layer 36 then is to be provided with the adhesive strength al-ready described hereabove.

Furthermore, the arrangement of the barrier film 21 ensures that a surface 37 of the intermediate layer 13 facing towards the supporting element 30 is constructed so as to 25 be liquid-proof or to have predominantly closed cells, so that also the plastic foam, which is liquid when applied and which is needed for producing the plastic foam of the supporting body 11, does not penetrate into this intermediate layer 13. It is particularly advantageous, however, if this barrier film 21 is not only liquid-proof but is also gas-proof, thus enabling the lining element 10 to be positioned simply and held in a mould 30 by means of vacuum for manufacturing the supporting body 11 or its supporting ele-ment 30. This makes it possible also to construct the upholstery material and the inserted layer 23, which in particular acts as fire inhibitor, and also the adhesive layer, which forms the connecting means 12, and, if necessary, even the intermediate layer 13 with adequate permeability to air or vapour diffusibility so as to create or main-35 tain, in spite of the airtight barrier film 21 needed for positioning the lining element10, a seat comfort which is required, in particular, for short-distances in vehicles used for local services.

Fig. 4 shows an embodiment of a seat padding 4, in which the upholstery material 22 is laminated by means of an inserted layer 23 directly onto the intermediate layer 13 which is reinforced with the cut-resistant protective layer 14. In addition, also in this 5 case a protective layer 14 is arranged only on the intermediate layer 13, in order to prevent the latter from being destroyed. The construction with a covering layer 34 on the underside of the seat padding 4 facing away from the upholstery matrial 22 can again be made as already described on the basis of Fig. 2 and Fig. 3.

10 Since the intermediate layer 13 is reinforced by the protective layer 14 positioned thereon and since the latter, in particular, when subjected to stresses in the plane of the intermediate layer 13, is relatively rigid, it is advantageous if an encircling front edge 38 of the intermediate layer 13 and/or of the protective layer 14 ends at a distance 39 from a support frame 2 or the lining element 10, so that a load of a person using the 15 seat, which acts on the seat padding 4 from above by the compression of the support-ing body 11 or the deformation of the protective or intermediate layer 14, 13, the strongly reinforced front edge does not press against the lining element 10 and the sup-port frame 2 and wear out the upholstery material 22 or damage other parts of the seat 1.
Fig. 5 shows an embodiment of the seat padding 4 in accordance with the invention, wherein again an upholstery material 22 is joined to an inserted layer 23, if necessary by means of an adhesive layer 40, to form a separate composite structure 24.

25 The inserted layer 23 is secured to the protective layer 14 by means of the adhesive layer 18.

Such a design is advantageous in that the composite structure 24 can be produced in plane position by connecting the inserted layer 23 to the flat-surfaced upholstery mate-30 rial 22, by means of the adhesive layer 40, for example. This flat-surfaced blank thereafter can be spatially deformed to the desired spatial shape in a separate stamping mould. It is, of course, also possible, however, for this deformation to be carried out during positioning of the blank in a foaming mould for producing the supporting body 11 from a plastic foam 31.
The cut-resistant protective layer 14 consists of a fabric, net, knitted fabric or woven fabric made of cut-resistant fibres or threads, in particular a spring steel or the like, as already explained by means of the above mentioned exemplary embodiments, the forms of embodiment to be used for the construction of this protective layer 14 being the same as already described above.

5 The advantage of this solution is that by a suitable calculation of the strength or the adhesive force of the adhesive layer 18 between the lining element 10 or the composite structure 24 and the supporting body 11, the lining element 10 can be separated and removed from the cut-resistant protective layer 14 in case a replacement of the com-posite structure 24 is necessary in the region of this adhesive layer 40, or can be 10 replaced by a new composite structure. In this way, also the adjustment of the adhe-sive strength of the plastic foam 31 in manufacturing such a seat padding 4 is non-critical, because fixing the maximum adhesive strength or the required tearing re-sistance for detaching the composite structure 24, which is 100 N/5 cm to 140 N/5 cm, preferably 110 N/5 cm to 125 N/5 cm, can be effected in a simple manner by the suit-15 able selection of the adhesive for the adhesive layer 18 or by the thickness of theapplied layer of the adhesive. The retaining force of the protective layer 14 in the plas-tic foam is greater than 125 N/5 cm.

This ensures that in spite of the protective layer 14 being embedded by foaming in the 20 supporting element 30 of the supporting body 11 and in spite of the planar production of the composite structure 24, the two parts can subsequently be separated, while re-taining and further using the cut-resistant protective layer 14, and for replacing the composite structures 24, only composite structures 24 made up of the upholstery mate-rial 22, the inserted layer 23 and, if necessary, the adhesive layer 18, are needed. The 25 connection between this new composite structure 24 to be installed and the remaining part comprising the cut-resistant protective layer 14 and the supporting body 11 can be made via the partial or all-over application of a further adhesive, for example of the same type as the adhesive 18.

30 As further indicated schematically in Fig. 5, it is also possible to arrange, in portions of the supporting body 11 or over the entire bearing face 29, an intermediate layer 13 in the variation as described above and, in particular, shown in more detail by the em-bodiment in Figs. 1 to 4. If such an intermediate layer 13 is provided, the cut-resistant protective layer 14 is attached, for example by means of an adhesive layer, to the sur-35 face facing towards the composite structure 24, or is embedded in this adhesive layerfor joining the supporting body 11 to the composite structure 24.

The plastic foam 31 of the supporting body 11 in this case is formed onto the surface of the intermediate layer 13 facing away from the cut-resistant protective layer 14, by means of a foaming operation.

5 Also in this embodiment it is possible to arrange a covering layer 34 to reinforce the surface of the supporting body 11 facing away from the seat surface 28. The attach-ment of the covering layer 34 on the supporting body 11 can also be performed bymeans of the foaming operation using the plastic foam 31.

10 Of course it is also possible, as is shown schematically, to attach this covering layer 34 subsequently by means of an adhesive layer 36 to the supporting body 11 formed by the plastic foam 31, or to provide such an adhesive layer 36 improve the adhesion.

Fig. 6 shows a further embodiment of a seat padding 4, wherein the composite struc-15 ture 24 merely comprises an upholstery material 22 which is directly attached to the bearing face 29 of the supporting body 11 by means of the adhesive layer 36 which then forms the connecting means 12. The supporting body 11 also, can be made of a plastic foam 31 as explained already in the above embodiments. In this case, the plas-tic foam 31 can be formed by a predominantly open-cell polyurethane plastic foam. It 20 is also possible, however, to use polyurethane-integral foams, polyester foams or polyether foams for the production of the seat padding 4.

A covering layer 34 can be arranged on the surface of the supporting body 11 facing away from the bearing face 29. The connecting means 12 between the bearing face 29 25 of the supporting body 11 and the upholstery material 22 in this case is formed by the adhesive layer 36, which is to be constructed such that, when the upholstery material 22 is taken off or peeled off from the bearing face 29, a holding force of approxi-mately 100 N/5 cm to 140 N/5 cm of the adhesive layer is lower on a length of 5 cm than the tearing resistance of the upholstery material 22 and the retaining force of the 30 cut-resistant protective layer 14 in the surface area of the supporting element 30 facing towards the bearing face 29.

This makes it possible to detach the composite structure 24 or the upholstery material 22 without destroying the supporting body 11, so that once the upholstery material 22 35 has been damaged or gets dirty, it can simply be removed from the higher-quality ba-sic structure of the seat padding 4 and can be replaced by a new upholstery material 22.

2 ~ 76578 The embodiment further shows that it is possible, based on the proposed solution of constructing the connecting means so as to have a predefined adhesive strength, for example between 100 N/5 cm and 140 N/5 cm, preferably 110 N/5 cm to 125 N/5 cm, 5 to arrange composite structures 24, which are of different design, on the supporting body 11 as lining element 10, so that embodiments of the seat padding 4 correspond-ing to varying requirements of comfort and to varying target costs can be produced with approximately the same basic structure and manufacturing methods.

10 Furthermore Fig. 7 shows how in the embodiments of the seat paddings 4 illustrated in Figs. 5 and 6 the supporting body 11 or the supporting element 30 can be produced from plastic foam 31 and the cut-resistant protective layer 14 can be worked into in a single operation such that an adequate sitting comfort can be obtained even if the com-posite structure 24 is formed merely by the upholstery material 22.
To this end, the cut-resistant protective layer 14, e.g. the lattice 26, knitted fabric, woven fabric or fabric, which usually is permeable to air is covered with an airtight or gas-proof film 41, or the latter is glued on or secured to the protective layer 14 by heating the film 41. For example a polyethylene film or a polypropylene film with an 20 adhesive coating can be used as a film 41, which is airtight, or also a so-called prepreg, that is a component made of a compound film or fabric, which at room tem-perature easily adheres to the surface. Thereby the protective layer 14 can be inserted into a foaming mould, for example by previous or simultaneous three-dimensional moulding, and because of the airtight film 41, can be held without play on a mould 25 face and the foaming mould. Thereafter, the liquid material of the plastic foam 31 for producing the plastic foam 31 for the supporting body 11 can be inserted into the mould and can foam, so that an intensive connection and/or embedding of the cut-resistant protective layer 14 or the lattice, knitted fabric or cloth is achieved in the surface area facing towards a bearing face 42 for the composite structure 24. After cur-30 ing the plastic foam 31 the supporting body 11 is taken out of the foam mould. At thesame time as the production of the latter the covering layer 34 can be also formed onto the supporting body 11.

Thereafter, the airtight or gas-proof film 41 is removed, the tearing resistance of 35 which is sufficiently high for the adhesive strength of the plastic foam 31 formed onto it to be less, without resulting in a destruction of the plastic foam 31 in the region of the bearing face 42 of the supporting body 11. It has been found advantageous here, in particular, to use a polyethylene or polypropylene film to which the polyurethane foam or the foam material used does not adhere so intensively as it would, if the film 41 was made, for example of the same base material, e.g. polyurethane.

5 Of course it would also be conceivable, however, to use a polyurethane film to which a parting compound layer is applied, which preverits the film from adhering too strongly. Destruction of the plastic foam 31 in the region of the bearing face 42 is, in particular, prevented by the arrangement of the protective layer 14 in this region, which reinforces the plastic foa~m 31 in this region. After this film 41 has been re-10 moved, the adhesive layer 36 can be applied, as shown, for example, in Fig. S or 6,over which then the composite structure 24 having a predefined adhesive strength can be secured to the supporting body 11.

Owing to the reinforcement by the cut-resistant protective layer 14, of this separating lS region or of the region of the connecting means 12, a composite structure 24 or a lin-ing element 10 can be removed several times and reattached without destroying the supporting body 11.

Figs. 8 and 9 show a device 43 for the production of the seat padding 4 in simplified, 20 diagrammatic representation.

In a support frame 44 a mould 45 is arranged which consists of a male mould 46 and a female mould 47, defining a mould cavity 48 therebetween.

25 The female mould 47 and the male mould 46 are in each case mounted on mounting plates 49 and 50 which are adjustable with respect to each other by means of guide pins 51 by movable drives 52, for example hydraulic cylinders, and therefore can be moved from the open position, drawn by full lines, into a closed position, indicated by broken lines.
As can be better seen from the illustration in Fig. 9, for example a composite structure 24, which in the exemplary embodiment shown is constructed according to the illustra-tion in Fig. 3, is placed in the female mould 47. The composite structure 24 at this point, for example, can still be flat-surfaced. Since this composite structure 24 is air-35 tight due to the barrier film 21 arranged on the side facing away from the upholsterymaterial 22, the composite structure 24 can be placed on a bearing face 53 of the fe-male mould 47, for example by hand, and can be manually prepositioned to such an 2~ 76578 extent that the composite structure 24 can be held roughly positioned by the vacuum created by vacuum openings 54 of a vacuum system using a vacuum pump 55.

Thereupon, the male mould 46 can be lowered in the direction of the female mould 47 and put onto the female mould 47. By means of punches 56, 57 indicated schemati-cally in the male mould 46 and which are guided by guide pins 58 in the male mould 46 and can be moved by movable drives (not shown here) relative to the male mould 46, a final forming and an all-over positioning of the composite structure 24 on the bearing face 53 can then be ensured.
Before putting the male mould 46 onto the female mould 47, pipes 59 for example,may be placed into the mould cavity 48 and be positioned by magnets 60, for example, in order to be able to attach the seat padding 4 to the support frame 2 of a seat 1 in a railway carriage. Furthermore, it is also possible, as indicated schematically by broken lines, for a covering layer 34 to be held positioned by means of vacuum openings 54 which are likewise drawn schematically on the male mould 46 and may be arranged adjacent to the movable punches 56, 57, prior to getting the liquid plastic or the raw material for the plastic foam 31 to be produced, in particular a foamed plastic made of polyurethane, into the mould cavity 48.
If such a covering layer 34 is inserted, it is appropriate after deformation of the com-posite structure 24 to lift off the male mould 46 once more for a short time and to insert the covering layer 34.

The liquid plastic material can be supplied either with the mould 45 open, or via resin injection points 61 indicated schematically. To this end, known injection systems may be used, which during the particular injection operation may be connected also manu-ally to the resin injection point 61.

The important point in producing this mould 45 is that the composite structure 24 and, in particular, the liquid-proof barrier film 21 arranged on the surface of the intermedi-ate layer 13 facing away from the upholstery material 22, protrude beyond front edges 62 of the supporting element 30 into a projection 63 of the mould cavity 48 and are held firmly in place by a suitable shaping of the female mould 47 and the male mould 46. This prevents, during the placing of the plastic foam 31 or the liquid raw material thereof, the latter from penetrating into the adjacent intermediate layer 13 and reinforc-ing it, which would be undesirable. On the other hand, thereby soiling of the remain-21765~8 ing parts of the seat padding during the foaming operation of the supporting element 30 can also be prevented.

After taking the seat padding 4 out of the mould 45, the barrier film 21 in the region 5 projecting beyond the supporting element 30 can be removed and the composite struc-ture 24 can be wrapped round the front edges 62 of the supporting element 30 and can be attached to the surface of the supporting element facing away from the composite structure 24, for example by interposition of velcro strips or the like.

10 With this method of production an extremely stable structure is obtained for such a seat padding 4, which has high durability and is thus highly suitable for use in vehicles for urban transport, such as underground railways and urban railways and buses.

A similar mould structure 45 can also be used for the production of the supporting 15 body 11, as it is illustrated in Fig. 7, for example. In this case the composite structure 24 is merely formed by the cut-resistant protective layer 14 and the airtight film 41.
By connecting the protective layer 14 to the film 41, the protective layer 14, due to the barrier film 21, can be constructed in an airtight manner in the same way as the com-posite structure 24, and can thus be held in an exact position in the mould 45, in 20 particular in the female mould 47, by means of the vacuum openings 54.

It is therefore also possible by using suitably designed mould inserts and using the same mould 45 to produce supporting elements 30 for similarly designed seat paddings 4 with differently arranged composite structures 24.
On completion of the supporting element 30 or of the supporting body 11, the plastic foam 31 can be processed in any manner desired that is known from the prior art, for example by milling, compression moulding, pressing, to cause the individual cells in the plastic foam 31 to break up and thus to achieve better ventilation.
Whereas the embodiment of the seat padding 4 shown in Figs. 1 to 4 ensures greater stability and resistance to stresses to the seat padding 4 from vandals and from fre-quently changing passengers the direct foaming-on of the supporting element 30 onto the composite structure 24, which necessitates the interposition of the barrier film 21 35 or an appropriate, airtight covering layer consisting of adhesive or the like, impedes the ability to breath or the passage of air from the composite structure 24 in the direc-tion of the supporting element 30. This is, however, not very noticeable in the case of 2 1 7~578 this seat padding 4, in so far as the composite structure 24 or the lining element 10 has a greater thickness and consequently permits greater absorption of moisture if the seat is in prolonged use, the periods of use for seats in means of urban transport, however, being very short compared with long-distance transport, as experience shows, which S means that the seat padding 4 can recover more rapidly and become dry.

On the other hand, in the embodiment according to Figs. 5 to 7 continuous ventilation of the seat padding 4 is achieved also by the supporting body 11 or its supporting ele-ment 30, because the film 41 which is impermeable to air is only needed for the 10 production of the supporting element 30 and for positioning the cut-resistant protec-tive layer 14 and thereafter can be removed, so that efficient ventilation of the upholstery material 22 of the lining element 10 is achieved in the direction of the sup-porting body 11, both when using merely an upholstery material 22 as a compositestructure 24 and when using an inserted layer 23 between the upholstery material 22 15 and the supporting body 11 which may, for example also be constructed as fire inhibi-tor. These seats of the type chiefly used in long-distance trains have a longer period of use, whereby because of the greater volume of plastic foam 31, which forms the sup-porting body 11, a greater volume of moisture is absorbed and better heat removal is made possible, so that such seats are comfortable to sit on even over a lengthy period 20 of use. This embodiment as described by Figs. 2 to 4 for the intermediate layer 13, may for example also be used for the production of the covering layer 34.

Finally, it should be pointed out that of course any materials can be selected for the individual strata or layers of the seat padding 4. Thus, it is possible, for example for 25 the supporting element 30 of the supporting body 11 to be formed by a moulded cold-curing foam having a specific gravity of 40 kg/m3 to X0 kg/m3. The latter may addition-ally, if desired, be flame-inhibiting and to this end can be mixed with pulverulent flame-retardants, e.g. comprising of a powder of melamin resin and/or aluminium hy-droxide and/or ammonium polyphosphate.
The upholstery material 22 which can be produced by any desired method as non-woven fabric, pile, knitted fabric or cloth or the like, may also be of the flame- or fire-inhibiting type, and consist of approximately 59 % wool, approximately 25 % to 35 %
cotton or 6 % to 15 % polyester, for example. It is also possible, however, to use mate-35 rials made of 81 % cotton and 19 % polyester.

Finally, it is also possible for the supporting element 30 of the supporting body 11 to be made like the intermediate layer 13 of a plastic foam 31 made of primary material, into which fillers 16, 17 are inserted as described for example for the production of the intermediate layer 13. In this case, for a supporting element 30 produced in this way preferably a specific gravity in the range of between 40 kg/m3 to 250 kg/m3 is fixed, and unlike the intermediate layer 13, this structural element which forms the support-ing element 30 is not subjected to temperature or placed under pressure or heated by high-frequency energy radiation and heated mould faces, thus ensuring that recycled material can also be used for the production of the supporting element 30 and that the proportion of primary materials~can be reduced.
Figs. 10 and 11 shows further design possibilities of the seat padding 4 constructed according to the invention, in which again, as far as possible, the same reference num-bers have been used for the same parts.

Thus, Fig. 10 is a side view, in section and a simplified, diagrammatic representation of part of the seat padding 4. As before, the lining element 10 is constructed as com-posite structure 24 and is made up of the upholstery material 22, the inserted layer 23 and the cutting-resistent protective layer 14, which is joined to the inserted layer 23 or the upholstery material 22 by means of the adhesive layer 36. This cut-resistant protec-tive layer 14 consists of a fabric, net, knitted fabric or woven fabric made of cut-resistant fibres or threads, in particular a spring steel or the like, as already explained hereabove by the embodiments.

Furthermore, the lining element 10 is connected to a barrier layer 64 in the region of the cut-resistant protective layer 14 by means of the adhesive layer 18, which barrier layer is made of a thin aluminium film or a film-like material, for example as stainless or galvanized sheet metal film or as fabric, knitted fabric, non-woven fabric, which are designed to be non-flammable or temperature-resistant and also liquid-proof. How-ever, materials made of plastic, such as Teflon, are also possible. Care must also be taken in the selection of the barrier layer 64 that the latter has a certain elasticity so as not to stiffen the padding 4 excessively, and that if necessary it can also be deformed by the seat load.

The barrier layer 64 is connected to the intermediate layer 13 made of the foam mate-rial 15 and fillers 16, 17 embedded therein, by a further adhesive layer 25, which is not absolutely necessary. The barrier film 21, which is arranged in the region of the side of the intermediate layer 13 facing away from the seat surface 28, is connected to the intermediate layer 13 by means of an adhesive layer 25 which again forms the con-necting means 12 already described before. It is of course also possible, however, for the other adhesive layers 18 or 36 to be constructed as connecting means 12 owing to their adhesive properties.
s An important factor in the construction of the barrier layer 64 is that the latter is de-signed to be completely sealed. Thereby, on the one hand under the effect of a fire originating from the seat surface 28, flames are prevented from penetrating in the di-rection of the supporting body 11 made of plastic foam 31 and on the other hand, if the seat padding 4 is exposed to fire or temperature acting on the supporting body 11 from below, the liquefied plastic foam 31 is reliably prevented from passing through or coming up through the cut-resistant protective layer 14. In the absence of such an ar-rangement of a barrier layer 64, the molten plastic foam 31 would swell up or pass through into the region of the cut-resistant protective layer 14 and would burn there with small flames, owing to the charred or burned remnants of the upholstery material 22 or the inserted layer 23, which produce a kind of wick effect. This is prevented through the arrangement of a sealed barrier layer 64.

On the above described layered structure of the lining element 10 or of the composite structure 24 is formed the supporting element 30 with its bearing face 29 in the region of the barrier film 21. The supporting element 30 here is formed by the plastic foam 31 and, as a result of its inherent adhesive strength, creates an intensive and permanent, fixed connection between the supporting element 30 and the barrier film 21. By means of the barrier film 21 the lining element 10 becomes airtight, so that in a foam mould, the latter can be placed on the moulding surfaces without play, and prevents at the same time the plastic foam 31, which is usually inserted in liquid form, from penetrat-ing into the intermediate layer 13, whereby also the elasticity and resilience of this intermediate layer 13 cannot be altered unfavourably by the plastic foam.

Moreover, it is shown that, if necessary, a reinforcement fabric 35 in the form of a net, lattice, knitted fabric or non-woven fabric of highly stressable threads or fibres such as graphite, ceramics, glass or metal may, in addition, be arranged on the surface oppo-site the bearing face 29 of the supporting element 30.

Fig. 11 shows a simplified form of embodiment compared with the embodiment of the seat padding illustrated in Fig. 10.

The lining element 10 or the composite structure 24 in turn comprises the upholstery material 22, the inserted layer 23 connected thereto and the cut-resistant protective layer 14 joined by means of the adhesive layer 36. On the side of the cut-resistant pro-tective layer 14 facing away from the upholstery material 22, the barrier layer 64 is 5 joined by means of the adhesive layer 25. Hence, the adhesive layer 25 again forms the connecting means 12 already described. The purpose of the barrier layer 64 is again, on the one hand, to enable the supporting element 30, consisting of the plastic foam 31, to be formed onto the composite structure 24 or the lining element 10, without the liquid plastic foam 31 getting into the cut-resistant protective layer 14. As before, an 10 adhesive strength formed by the plastic foam 31 of the supporting element 30 is achieved thereby between the barrier layer 64 and the supporting element 30, thus ob-taining an intensive and permanent, fixed connection. By means of the barrier film 21, the lining element 10 becomes airtight, so that in a foam mould, the latter can be placed on the moulding surfaces without play.
Furthermore, it is indicated schematically by broken lines in the region of the barrier layer 64 that also on the side of the latter facing away from the seat surface 28, a fur-ther adhesive layer 25 may be provided optionally as desired, for subsequent connection or for better adhesion of the plastic foam 31. This can also be an activator 20 or a primer, however, which is applied to the surface of the barrier layer 64, for exam-ple on one side or both sides.

The supporting body 11, which forms the supporting element 30, is made of the plastic foam 31 and can be provided,on the side facing away from the lining element 10, with 25 a covering layer 34 - indicated by broken lines -, for example of silicone rubber foam -or a recycled plastic mat, similar to the intermediate layer 13. The latter prevents the side of the supporting body 11 facing away from the seat surface 28 from wearing out when it rests on the support frame 2, so that the foam structure of the supporting body 11 can not penetrate to the outside, thus improving also the flame-inhibiting or fire-30 inhibiting properties of the seat padding 4. Furthermore, the reinforcement fabric 35 inthe form of a net, lattice, knitted fabric or non-woven fabric made of highly stressable threads or fibres, for example made of graphite, ceramics, glass and/or metal, is ar-ranged on the side of the supporting body 11 facing away from the lining element 10.

35 An important factor in the construction of the barrier layer 64 is that the latter is de-signed to be completely sealed. Thereby on the one hand under the effect of a fire originating from the seat surface 28, the flames are prevented from penetrating in the direction of the supporting body 11 made of plastic foam 31 and on the other hand, if the seat padding 4 is exposed to fire or temperature acting on the supporting body 11 from below, the liquefied plastic foam 31 is reliably prevented from passing through or coming up through the cut-resistant protective layer 14. In the absence of such an 5 arrangement of a barrier layer 64, the molten plastic foam 31 would swell up or pass through into the region of the cut-resistant protective layer 14 and would burn with small flames there, owing to the charred or burned remnants of the upholstery material 22 or the inserted layer 23, which produce a kind of wick effect. This is prevented through the arrangement of a sealed barrier layer 64.
Thus in the forms of embodiment described hereabove on the one hand in turn a seat padding 4 has been created which through embedding the cut-resistant protective layer 14 in the lining element 10 withstands very high and destructive loads and on the other hand offers high resistance to any attack by fire. Moreover, it is advantageous, if the 15 inserted layer 23 consists of a fabric, knitted fabric, woven fabric or lattice or net of flame-resistant, at least fire-inhibiting and/or low-flammable, if necessary high-temperature resistant threads or fibres made of metals, ceramics, carbon or glass, natu-ral or synthetic materials, e.g. preoxidized polyacrylonitrile, aramide, polyaramide and/or polyamide and/or polyimide or other thermally stabilized fibres or threads. In 20 the inserted layer 23 fibres or threads of any of the various materials mentioned may also be mixed or arranged one on top of the other. The inserted layer 23 can be impreg-nated or mixed or coated, if considered necessary or advantageous, with a flame retardant, so that the inserted layer 23 acts as fire inhibitor. Furthermore, it is also pos-sible to make the inserted layer 23 from a foamed plastic, in particular high resilient 25 foam, which preferably has a high portion of open cells. The use of the inserted layer 23, which is constructed in this way and is made flame-resistant, as fire inhibitor pre-vents the fire from penetrating deeper into the seat padding 4, if a fire is ignited on the seat surface in a railway carriage by vandals or the like, and in particular prevents the supporting body 11 made of foamed plastic from catching fire and causing the rail-30 way carriage, for example a city and suburban railway or underground railway carriagein a tunnel and the like, to become filled with thick smoke.

If despite this, the seat padding 4 is exposed to flames or temperature, the additionally inserted barrier layer 64, which may be formed from a thin aluminium film or a thin 35 stainless metal film, prevents the penetration of the plastic foam of the supporting body in the direction of the seat surface 28 and its burning by flame development. This is reliably achieved by the sealed barrier layer 64.

-If the barrier layer 64 is made, as already mentioned, of a film-like material, for exam-ple a thin aluminium film or a thin aluminium sheet or any of the other materials mentioned hereabove, the thickness of such films can be betweeen 20 and 60 ,u, prefer-5 ably 40 ,u. However, any other thicknesses are also possible when using films up to athickness of 0,2 mm or sheets having a thickness of between 0,2 and 1 mm.
In the production of such seat paddings 4, the upholstery material 22 can preferably be joined to the inserted layer 23 by means of an adhesive layer 25 and the inserted 10 layer can in turn be joined by an adhesive layer 36 to the protective layer 14.

The parting plane for removing used, destroyed or extremely soiled parts of the seat padding 4, can also be situated in this adhesive layer 25 between the protective layer 14 and the inserted layer 23.
The protective layer 14 is then directly connected by an adhesive layer 25 to the bar-rier layer 64, which can be constructed in accordance with the embodiments described hereabove.

20 The supporting body 11 can be foamed directly onto the barrier layer 64 by a forming-on process or joined thereto. It is also possible, however, for the supporting body 11 to be manufactured from different plates, for example, or to be blanked out from a pre-fabricatd moulding and connected to the barrier layer 64 by means of an adhesivelayer 25.
In the production of the composite element between the barrier layer 64, the protective layer 14 and the inserted layer 23 it is possible to proceed in such a way that the bar-rier layer 64, for example an aluminium film, which can be drawn from a roller, is fed onto a conveyor belt, onto which layer the protective layer 14, for example a metal 30 lattice, is fed likewise from the roller or from a web and is put onto the barrier layer 64, on which for example liquid or pulverulent adhesive is applied, which subse-quently is activated, e.g. by infra-red or ultra-violet light or a radiant heater, so that it enter into the liquid phase. Thereafter, the inserted layer 23, for example a foamed plastic or a non-woven fabric, is fed from the roller or the plate and is applied onto the 35 prefabricated semi-finished part and is pressed onto the latter, e.g. by press rolls or plungers and is held there at least until the adhesive has hardened enough to join the barrier layer 64 to the protective layer 14 and the inserted layer 23.

2 f 7 6 5 7 8 This prefabricated semi-finished product can then be passed on for further processing in the foam machine or for the application of the supporting body and the upholstery material. It is of course also possible, in the course of this production process to apply 5 the upholstery material subsequently, for example from the roller or the mat to the in-serted layer 23 by using an adhesive layer 25.

For form's sake it should be finally indicated that to improve understanding of the arrangement of the layers of the individual seat paddings 4 and also of the funtion of 10 the mould 45, the individual parts and layers have been presented out of proportion, untrue to scale and with different thicknesses.

Moreover, the variant embodiments illustrated in each of the individual figures can also form their own solutions in accordance with the invention, and likewise combina-15 tlons of individual features of different embodiments illustrated in the individual flgures.

In particular, the individual embodiments shown in Figs. 1,2 3,4; 5; 6; 7; 8,9; 10; 11can form the subject matter of independent solutions in accordance with the invention.
20 Tasks and solutions according to the invention relating thereto are to be taken from the detailed descriptions of these figures.

List of Reference Numbers 51 seat 42 bearing face

3 padding 43 device

4 seatpadding 44 support frame

5 back padding 45 mould

6 head padding 46 male mould

7 armrest 47 female mould

8 side wall 48 mould cavity

9 pipe 49 mounting plate 1510 lining element 50 mounting plate 11 supporting body 51 guide pin 12 connecting means 52 movable drive 13 intermediate layer 53 bearing face 2014 protective layer 54 vacuum opening 15 foamed plastic 55 vacuum pump 16 filler ~ 56 punch 17 filler 57 punch 2518 adhesive layer 58 guide pin 19 plate 59 pipe 20 protective layer 60 magnet 21 barrier film 61 resin injection point 3022 upholstery material 62 front edge 23 inserted layer 63 pro~ection 24 composite structure 64 barrier layer 25 adhesive layer 3526 lattice 27 mesh width 28 seat surface 29 bearing face 30 supporting member 31 plastic foam 32 edge of cut 33 cut 34 covering layer 45 35 reinforcement fabric 36 adhesive layer 37 surface 38 front edge 50 39 distance 40 adhesive layer

Claims

1. Seat, in particular seat padding (4) for public means of transport, comprising a seat padding (4) which is held in a support frame (2) and consists of a supporting body (11) of plastic foam (31), in particular moulded cold-curing foam, a cut-resistant pro-tective layer (14) and a lining element (10) made of an upholstery material (22), characterized in that an adhesive layer (18, 25, 36) forming a connecting means (12) is applied to a surface of an inserted layer (23) facing the supporting body (11) and is joined thereby to the cut-resistant protective layer (14) and the supporting body (11) of plastic foam (31) is secured by means of a moulding process (25) or an additional adhesive layer (25) to a liquid-proof barrier film (21) which is attached by means of an additional adhesive layer (25) to a surface of an intermediate layer (13) joined to the protective layer (14) facing away from the upholstery material (22).

2. Seat, in particular seat padding (4) for public means of transport, comprising a seat padding (4) which is held in a support frame (2) and consists of a supporting body (11) of plastic foam (31), in particular cold-curing foam, a cut-resistant protective layer (14) and a lining element (10) made of an upholstery material (22), characterized in that an adhesive layer (18, 25, 36) forming a connecting means (12) is applied to the surface of an inserted layer (23) facing the supporting body (11) and is joined thereby to the cut-resistant protective layer (14) and that the supporting body (11) of plastic foam (31) is secured by means of a moulding process (25) or an additional adhesive layer (25) to a liquid-proof, non-flammable or temperature-resistant barrier layer (64) which is attached by means of an additional adhesive layer (25) to a surface of an in-termediate layer (13) or the protective layer (14) facing away from the upholstery material (22).

3. Seat according to Claim 1 or 2, characterized in that the inserted and the pro-tective layer (23, 14) are attached to the intermediate layer (13) by means of the adhesive layer (18).

4. Seat according to one or more of Claims 1 to 3, characterized in that the cut-resistant protective layer (14) is embedded in a surface of the plastic foam (31) of the supporting body (11), facing towards the lining element (10).

- 31a -

5. Seat according to one or more of Claims 1 to 4, characterized in that the lin-ing element (10) is connected to the bearing face (29) and/or the protective layer (14) of the supporting body (11) by means of the adhesive layer (18, 25, 36) acting as con-necting means (12).

6. Seat according to one or more of Claims 1 to 5, characterized in that the in-serted layer (23) consists of fibres or threads bound together like a fabric andconstructed so as to be fire-inhibiting and/or fire-resistant.

7. Seat according to one or more of Claims 1 to 5, characterized in that the in-serted layer (23) is made of a foamed plastic, in particular high resilient foam which preferably has a high portion of open cells.

8. Seat according to one or more of Claims 2 to 7, characterized in that the bar-rier layer (64) is formed by a thin aluminium film and/or a film-like material, in particular by a stainless and/or galvanized sheet-metal film and/or by a fabric, knitted fabric or non-woven fabric.

9. Seat according to one or more of Claims l to 8, characterized in that the up-holstery material (22) is connected by means of an adhesive layer to an inserted layer (23) and/or an intermediate layer (13) of a plastic foam, into which fillers (16, 17) of recycled plastic materials and, if required, filler material, are embedded by foaming.

10. Seat according to one or more of Claims 1 to 9, characterized in that the con-necting means (12), which is formed by the adhesive layer (18, 25, 36) and/or the plastic foam formed onto the protective layer (14), has an adhesive strength or a retain-ing force of between 100 N/5 cm and 140 N/5 cm, preferably between 110 N/5 cm and 125 N/5 cm.

11. Seat according to one or more of Claims 1 to 10, characterized in that a re-taining force or adhesive strength of the cut-resistant protective layer (14) in the supporting element (30) which consists of plastic foam (31) is greater than 125 N/5 cm.

12. Seat according to one or more of Claims 1 to 11, characterized in that the connecting means (12) or the adhesive layer (18, 36) between the bearing face (29) of the supporting body (11) or the cut-resistant protective layer (14) and the inserted layer (23) has a separating strength of between 100 N/5 cm and 140 N/5 cm, prefer-ably between 110 N/5 cm and 125 N/5 cm.

13. Seat according to one or more of Claims 1 to 12, characterized in that the tearing resistance of the upholstery material (22) and/or the inserted layer (23) or be-tween these layers is between 110 N/5 cm to 125 N/5 cm or greater.

14. Seat according to one or more of Claims 1 to 13, characterized in that the tearing resistance of the intermediate layer (13) and/or the barrier film (21) is between 100 N/5 cm and 130 N/5 cm or greater.

15. Seat according to one or more of Claims 1 to 14, characterized in that the intermediate layer (13) and/or the supporting element (30) and/or the covering layer (34) consists of a plastic foam produced from primary material and into which fillers (16, 17) of recycled plastic materials and, if required, filling materials are embedded by foaming, and the intermediate layer (13) has a free-rising foam density of between 60 kg/m3 to 150 kg/m 3, preferably 100 kg/m3.

16. Seat according to one or more of Claims 1 to 15, characterized in that the fillers (16, 17) consist of recycled plastic materials which are formed by foamed mate-rial granulates made of rigid and/or medium hard and/or high-resilient foamed plastic or of recycled plastic materials formed by thermoplastic synthetic scrap with a grain size of 2 mm to 20 mm, if required comprising facing layers of natural or synthetic materials.

17. Seat according to one or more of Claims 1 to 16, characterized in that the inserted layer (23) consists of a net, woven fabric, knitted fabric or lattice made of fibres or threads of preoxidized polyacrylonitrile and/or polyaramide and/or polyamide and/or polyimide.

18. Seat according to one or more of Claims 1 to 17, characterized in that the intermediate layer (13) and/or the covering layer (34) is compressed to a specific grav-ity between 200 kg/m3 and 400 kg/m 3, preferably 300 kg/m3.

19. Seat according to one or more of Claims 1 to 18, characterized in that aflame retardant, in particular melamine resin and/or aluminium hydroxide and/or am-monium polyphosphate, are added to the intermediate layer (13).

20. Seat according to one or more of Claims 1 to 19, characterized in that the cut-resistant protective layer (14) is a net or a lattice having a mesh width of between 2 mm and 10 mm, preferably 5 mm.

21. Seat according to one or more of Claims 1 to 20, characterized in that the protective layer (14) is made of spring steel.

22. Seat according to one or more of Claims 1 to 21, characterized in that the protective layer (14), in particular the lattice or net or woven fabric or knitted fabric, is spatially deformed plastically.

23. Seat according to one or more of Claims 1 to 22, characterized in that the protective layer (14) is constructed so as to have resilience.

24. Seat according to one or more of Claims 1 to 23, characterized in that on the side of the supporting body (11) facing away from the connecting means (12), a cover-ing layer (34) is arranged, which preferably consists of an upholstery material (22), if required with fabric reinforcement or of a plastic foam, into which fillers (16, 17) of recycled plastic materials, if required with filling materials, are embedded by foaming.

25. Seat according to one or more of Claims 1 to 24, characterized in that the connecting means (12) is arranged between the upholstery material (22) or the inserted layer (23) facing away from the seat surface (28) of the upholstery material (22) and the cut-resistant protective layer (14) which is embedded by foaming in the supporting element (30), and a covering layer (34) is arranged preferably on the side of the sup-porting element (30) facing away from the cut-resistant protective layer (14).

26. Seat according to one or more of Claims 1 to 25, characterized in that one layer of the supporting body (11) facing towards the lining element (10) is formed by the cut-resistant protective layer (14), and between the latter and the supporting ele-ment (30) there is arranged the intermediate layer (13) and the liquid-proof barrier film (21), the supporting element (30) being secured to the liquid-proof barrier film (21) by a moulding process and the connecting means (12) being arranged between the cut-resistant protective layer (14) and the side of the inserted layer (23) facing away from the seat surface of the upholstery material (22).

27. Seat according to one or more of Claims 1 to 26, characterized in that the protective layer (14) is connected to a film (41) which is at least liquid-proof, on the side facing away from the supporting element (30).

28. Seat according to one or more of Claims 1 to 27, characterized in that the barrier film (21) or the film (41) consists of a self-adhesive film made of polyethylene or polypropylene, that is a PE- or PP-film.

29. Seat according to one or more of Claims 1 to 28, characterized in that the film (41) on the side facing towards the cut-resistant protective layer (14) is provided with a self-adhesive coating.

30. Seat according to one or more of Claims 1 to 29, characterized in that a vapeur diffusion resistance factor of the liquid-proof barrier film (21) is less than 100.000, preferably less than 60.000.

31. Seat according to one or more of Claims 1 to 30, characterized in that the adhesive of the connecting means (12) has a maximum adhesive strength of between100 and 140 N/5 cm, preferably 110 to 125 N/5 cm.

32. Method for the production of a seat padding (4) for a seat (1), in particular used in public means of transport, wherein a composite structure (24) consisting of an upholstery material (22) and an inserted layer (23) is put with a surface facing away from the latter onto a moulding surface of a mould (45), is positioned and held in the mould (45), whereupon a liquid plastic material for the production of the supporting body (11) is inserted into the mould cavity (48) and the supporting boldy (11) is pro-duced, in particular according to one or more of Claims 1 to 31, characterized in that the inserted layer (23) of the composite structure (24) is connected to an intermediate layer (13) of a plastic foam which is filled with filling materials and/or fillers (16, 17), in particular of recycled plastic materials, by means of an adhesive layer (18, 25), in which the cut-resistant protective layer (14) is embedded, and then a liquid-proof bar-rier film (21) is secured by sticking to the surface facing away from the inserted layer (23), and that after inserting the composite structure (24) with the protective layer (14) and the barrier film (21) and closing the mould cavity (48) a liquid plastic foam (31) for producing the supporting element (30) is applied to the liquid-proof barrier film (21) and after allowing the plastic foam (31) to react, the seat padding (4) is taken out of the mould cavity (48).

33. Method for the production of a seat padding (4) for a seat (1), in particular used in public means of transport, wherein a composite structure (24) consisting of an upholstery material (22) and an inserted layer (23) is put with a surface facing away from the latter onto a moulding surface of a mould (45), is positioned and held in the mould (45), whereupon a liquid plastic material for the production of the supporting body (11) is inserted into the mould cavity (48) and the supporting body (11) is pro-duced, in particular according to one or more of Claims 1 to 32, characterized in that a moisture-tight film (41) is applied to the cut-resistant protective layer (14), and the cut-resistant protective layer (14) is spatially deformed together with this liquid-proof film (41) and placed into a mould (45) and thereafter is held in position by means of vacuum, whereupon on that surface of the liquid-proof film which faces the cut-resistant protective layer (14), the liquid raw material for the plastic foam (31) of the supporting element (30) is applied and the latter is formed onto the liquid-proof film (41) in the course of the foaming operation, while embedding the cut-resistant protec-tive layer (14), whereupon the liquid-proof film (41) is peeled off after consolidation of the supporting element (30) and a composite structure (24), preshaped if required, is connected to the inserted layer (23) or the upholstery material (22) by means of an ad-hesive layer (36, 40).

34. Method according to Claim 32, characterized in that the inserted layer (23), the intermediate layer (13) and the cut-resistant protective layer (14) are joined to-gether to form a component with a plane surface, which thereupon is cut to approximate size, and the upholstery material (22) is applied to the inserted layer (23) and the film (41) is applied to the intermediate layer (13), and thereafter the composite structure (24) is pressed in and, if required, cut to exact size as well as spatially de-formed, and thereafter in the same mould (45) or after inserting into a mould (45), the supporting element (30) is produced in the mould (45) by applying the fluid material of the plastic foam (31) and simultaneously is connected to the component in a form-locking manner.