A side wing adjustment mechanism and an adjustable sitting device, the side wing adjustment mechanism includes: a pin arranged on the headrest; and an inclined grooves arranged on the side wing, a distance between a portion of the inclined grooves and the longitudinal center axis gradually decreases in a direction extending from bottom to top toward the headrest along a longitudinal center axis of the backrest, and the pin is slidable along the inclined grooves. According to the application, the side wing can be folded and opened at will, and the structure of the application is more inclusive. During the opening and folding process, puling of the headrest or pushing of the side wing can be performed more smoothly and labor-savingly, and the phenomenon of deflection and jamming can be avoided, such that the opening and folding process of the side wings is smoother.

A device configured for a vehicle for supporting and massaging a neck of a passenger is provided. The device is configured such that a neck support pad is integrally formed on a lower end portion of a headrest to hold up and support the neck of a passenger, and a massage device is mounted in the neck support pad to massage the neck of the passenger, thus stably supporting and massaging the neck of the passenger sitting on a seat.

An actuator for a vehicle seat can be configured to prevent overstress of a shape memory alloy (SMA) wire. The actuator can include a first body member and a second body member pivotably connected to each other. The actuator can include an overstress post and an overstress contact plate operatively connected to the overstress post. Thus, movement of the overstress post causes movement of the overstress contact plate. The actuator can include an overstress contact pin. The actuator can include an SMA wire operatively connected to one of the body members and to the overstress post. When activated, the SMA wire can shrink, causing one of the body members to pivot relative to the other body member and causing the overstress contact plate to move toward the overstress contact pin. If the overstress contact plate contacts the overstress contact pin, the SMA wire can be deactivated.

A high-performance sports car having: a frame that supports a pair of front wheels and a pair of rear wheels; a passenger compartment that is formed on the inside of the frame and is arranged between the front wheels and the rear wheels; at least one door, which is hinged to the frame to allow access to the passenger compartment; at least one seat, which is arranged inside the passenger compartment to the side of the door; and a rigid protection panel which is integral with the door and, when the door is closed, is arranged alongside the seat in line with the head of the occupant of the seat.

The technology described in this document can be embodied in a headrest of a seat, the headrest including an enclosure for housing one or more acoustic transducers, and an adjustable headrest wing disposed in front of the enclosure. The headrest wing is coupled to the enclosure by a pivot, and configured to be adjusted to one of multiple positions within an angle range around the pivot. The headrest wing is also configured to support the head of a seat-occupant. The headrest further includes a connector disposed between the enclosure and a rear portion of the headrest wing. The connector is configured to provide an acoustic channel between the enclosure and the headrest wing such that audio signals from the one or more acoustic transducers are radiated outward through the headrest wing.

A headrest element may have a central supporting region and two lateral supporting regions. The lateral supporting regions may be pivotable with respect to the central supporting region about a side pivot axis, which may run at least substantially parallel to a supporting surface of the central supporting region, in such a manner that an angle of the supporting surfaces of the lateral supporting regions can in each case be adjusted variably with respect to the supporting surface of the central supporting region. The central supporting region and the lateral supporting regions may be jointly pivotable about a transverse pivot axis, which runs at least substantially perpendicular to the side pivot axes, in such a manner that an adjustment of the supporting regions in the longitudinal direction of the vehicle is possible. A headrest using the headrest element is also described.

A headrest element may have a central supporting region and two lateral supporting regions. The lateral supporting regions may be pivotable with respect to the central supporting region about a side pivot axis, which may run at least substantially parallel to a supporting surface of the central supporting region, in such a manner that an angle of the supporting surfaces of the lateral supporting regions can in each case be adjusted variably with respect to the supporting surface of the central supporting region. The central supporting region and the lateral supporting regions may be jointly pivotable about a transverse pivot axis, which runs at least substantially perpendicular to the side pivot axes, in such a manner that an adjustment of the supporting regions in the longitudinal direction of the vehicle is possible. A headrest using the headrest element is also described.

The technology described in this document can be embodied in a method for controlling acoustic output radiating through an adjustable wing of a seat headrest. The method includes receiving, from a sensor disposed in the seat headrest, an input signal indicative of a position of the adjustable wing. The position can be one of multiple positions within an angle range. The method also includes updating, based on the input signal, values for one or more control parameters associated with a transducer that generates the acoustic output radiating through the adjustable wing, and adjusting the transducer in accordance with the position of the adjustable wing using one or more control signals that are generated based on the updated values of the one or more control parameters.

The present disclosure relates to headrest assemblies for passenger vehicles. More specifically, the present disclosure describes a headrest assembly that provides adjustment between a raised position and a lowered position by way of a pair of compression springs or an over-centering linkage. Also provided herein is a method for using the same.

The present disclosure relates to headrest assemblies for passenger vehicles. More specifically, the present disclosure describes a headrest assembly that provides adjustment between a raised position and a lowered position by way of a pair of compression springs or an over-centering linkage. Also provided herein is a method for using the same.