[0033] Figure 1A A vehicle seat 1 according to the present invention is shown, which is installed in a compartment of a vehicle 25. The vehicle 25 and the corresponding vehicle seat 1 are in a normal operating state 26, and the vehicle 25 or the vehicle seat 1 is not deflected. The vehicle seat 1 has a damping device 2, and the damping device 2 includes a first damper 6 and a second damper 15 in the present case.
[0034] Figure 1B show Figure 1A The vehicle seat 1 in which in this case the vehicle 25 or the vehicle seat 1 is in a deflected operating state 27. In particular, the vehicle 25 is only deflected on one side, which, in the current situation, is deflected on the right side.
[0035] Figure 2A A particularly preferred embodiment of the damping device 2 is shown, which in the present case includes a first damper 6, a second damper 15, a third damper 16 and a fourth damper 17. Each of these dampers 6, 15, 16, 17 has a first end 7 and a second end 8, wherein the first end 7 of the dampers 6, 15, 16, 17 is connected to the lower part by means of a first pivot shaft 9 4 is pivotally connected, and wherein the second end 8 of the dampers 6, 15, 16, 17 is pivotally connected with the first lever element 13 by means of a fifth pivot shaft 29. In addition, the first lever element 13 is pivotally connected to the lower part 4 by means of a second pivot shaft 10, wherein a second lever element 14 is provided which is pivotally connected to the first lever element 14 by means of a third pivot shaft 11. The lever element 13 is also pivotally connected to the upper part 3 by means of a fourth pivot shaft 12.
[0036] The upper part 3 is pivotally connected about a pivot shaft 5 so that the upper part 3 can pivot relative to the lower part 4. Likewise, the pivot shaft 5 is connected to the lower part 4.
[0037] This means that in comparison with the first end 7, the second end 8 of the dampers 6, 15, 16, 17 is not rigidly connected to the upper part 3 except for rotation, but by including the first lever element 13 and the second lever Element 14 lever arrangement.
[0038] Through this arrangement of dampers 6, 15, 16, 17, compared with the deflection of the upper part 3, linear or non-linear transmission or reduction of the stroke of the dampers 6, 15, 16, 17 can be achieved, as will be referred to The following figures explain in more detail.
[0039] Figure 2B show Figure 2A , But in the deflected position 27, that is to say the upper part 3 pivots about the pivot axis 5 relative to the lower part 4. Therefore, it can be seen that the stroke of the dampers 6, 15, 16, 17 changes accordingly, that is, the length of the elongated piston 30 of each damper 6, 15, 16, 17 changes.
[0040] Figure 3A A plan view of the damping device 2 according to the preferred embodiment in a normal operating state 26 is shown. The comments on the first damper 6 also apply correspondingly to the second damper 15, the third damper 16 and the fourth damper 17.
[0041] In particular, the first damper 6 and the second damper 15 are arranged symmetrically with respect to the pivot axis 5. The same applies to the third damper 16 and the fourth damper 17.
[0042] In addition, it can be seen that the first lever element 13 is connected to the second end 8 of the first damper 6 and includes a first lever element part 31 and a second lever element part 32, where viewed from the longitudinal direction L of the vehicle seat, The second end 8 of the damper 6 is arranged between the first lever element part 31 and the second lever element part 32.
[0043] Likewise, according to this embodiment, the dampers 6, 15, 16, 17 are each arranged to extend in the vehicle seat width direction B or the vehicle seat longitudinal direction L.
[0044] In particular, the upper part 3 has a length 33 viewed from the vehicle longitudinal direction L or the vehicle seat width direction B, which is smaller than the length 34 of the lower part 4 also viewed in the vehicle seat longitudinal direction L. In addition, the upper part 3 has an upper part part 23 and the lower part 4 has a lower part part 21, and the upper part part 23 and the lower part part 21 are each formed to be perpendicular to the upper part 3 or the lower part 4. Viewed from the longitudinal direction L of the vehicle seat, the dampers 6, 15, 16, 17 are located between the outer side 24 of the upper part part 23 and the inner side 22 of the lower part part 21. Through this structure or connection of the dampers 6, 15, 16, 17, compared with the prior art, the space can be further reduced, especially when the lower part 4 and the upper part are viewed from the height direction H of the vehicle seat The distance between 3 decreases.
[0045] Figure 3B The previous view shows Figure 3A The object is also in a normal operating state 26.
[0046] From Figure 3B It can be seen that the first distance 19 between the fifth pivot axis 29 and the second pivot axis 10 is greater than the second distance 20 between the third pivot axis 11 and the fourth pivot axis 12. Preferably, the first distance 19 is twice the second distance 20.
[0047] Furthermore, the first lever element 13 has a first recess 18. More specifically, the first lever element part 31 and the second lever element part 32 of the first lever element 13 each have a first recess 18. The first recess 18 is formed as follows.
[0048] The first lever element 13 or the lever element parts 31, 32 are formed flat, and the first lever element 13 or the lever element parts 31, 32 are preferably in a parallel plane or a plane that is defined by The vehicle seat width direction B and the vehicle seat height direction H are formed. However, there is also a slight extension in the longitudinal direction L of the vehicle seat.
[0049] Since the first lever element 13 includes the first lever element part 31 and the second lever element part 32, and the second ends 8 of the dampers 6, 15, 16, 17 are arranged in the first position in the longitudinal direction L of the vehicle seat Between the lever element part 31 and the second lever element part 32, it is therefore possible that the first lever element 13 and the fourth pivot axis 12 are at the maximum pivoting of the upper part 3 relative to the lower part 4 about the pivot axis 5 collision. In this case, the first recess 18 is designed so that such a collision does not occur at the maximum pivoting of the upper part 3. In particular, the side 35 facing away from the dampers 6, 15, 16, 17 is curved.
[0050] in Figure 3C with 3D This situation of maximum pivoting of the upper part 3 relative to the lower part 4 is shown in. Since the side surface 35 is curved or curved, it can prevent collision with the second lever element 14 or the suspension of the second lever element 14 on the upper part 3.
[0051] It can also be seen that the first pivot shaft 9 is arranged above the pivot shaft 5 when viewed in the height direction H of the vehicle seat.
[0052] Furthermore, a suspension 36 can be seen, by means of which the second lever element 14 is connected to the upper part 3.
[0053] in Figure 4B , Shows the same as Figure 4A The principle of operation shown in the prior art is compared to the basic principle of operation.
[0054] Figure 4A The static suspension of the dampers 6, 15, 16, 17 on the lower part 4 and the static suspension on the upper part 3 are shown. The static here means static other than rotating. When the upper part 3 is pivoted by an angle 37 about the pivot axis 5, the dampers 6, 15, 16, 17 also pivot about the first pivot axis 9. Here, the third distance 38 from the fourth pivot axis 12 to the pivot axis 5 and the fourth distance 39 from the pivot axis 5 to the first pivot axis 9 are constant, and the variable is the length of the first pivot axis 9 to the fourth pivot axis 12 40, and changes in the stroke of the dampers 6, 15, 16, 17. With this kind of suspension, the stroke of the dampers 6, 15, 16, 17 may have only small changes.
[0055] In contrast, Figure 4B The mode of operation of the damping device 2 according to the invention is shown.
[0056] As in the prior art, the third distance 38 is still constant, as is the fourth distance 39. However, the length 40 of the first pivot shaft 9 via the first lever element 13 and the second lever element 14 to the fourth pivot shaft 12 is fundamentally different. The length 40 now consists of the first distance 19, the fifth distance 41 from the third pivot axis 11 to the fifth pivot axis 29, and the sixth distance 42 from the fifth pivot axis 29 to the first pivot axis 9. By means of this lever arrangement, in particular, compared with the prior art, the sixth distance 42 can be changed significantly, and then the stroke of the dampers 6, 15, 16, 17 changes significantly.
[0057] All the features disclosed in this application document are considered essential to the present invention, as long as they are new with respect to the prior art alone or in combination.
