Vehicle seat collision protection device and vehicle seat

Abstract

The invention relates to a vehicle seat crash safety device (1). The vehicle seat crash safety device (1) has a locking device for locking the height of a seat cushion frame of a vehicle seat. An actuator (3) is operated in the event of a crash for tightening a strap (5) with a tensile force. A locking element holds a locking element of the locking device in an unlocked position in a locked position. In a release position, the locking element releases the locking element. The locking element is loaded into the locked position by a spring element. According to the invention, the locking element can be moved from the locked position into the release position by means of a frictional force generated by the actuator (3). The frictional force is preferably generated by a carrier element (8), for example a friction wheel (9), which is pressed onto the strap (5). The movement of the carrier element (8) is coupled to the movement of the locking element. The invention also relates to the use of a vehicle seat of a motor vehicle.

Description

Technical Field

[0001] The present invention relates to a vehicle seat collision protection device, which, in the event of a collision, can, on the one hand, lock the height of the seat cushion frame of the vehicle seat by means of a locking device, and on the other hand, ensure the tightening of the strap, which is coupled to the seat belt for the passenger sitting in the vehicle seat. Background Technology

[0002] DE 100 41 827 A1 discloses a vehicle seat in which the seat track is movably movable relative to a longitudinal track fixed to the vehicle floor along the longitudinal direction of the vehicle. A seat frame portion of the seat cushion frame is height-adjustably supported relative to the seat track by means of two connecting rockers spaced apart from each other, hinged at one end region in an upper rotary bearing to the seat track, and at the other end regions in a lower rotary bearing to the seat track. The vertical distance between the seat frame portion and the seat track can be changed according to the swing of the connecting rockers. The change in height of the seat frame portion can be associated with a change in the tilt angle of the seat frame portion relative to the seat track, depending on the length of the connecting rockers and their relative orientation. According to DE 100 41 827 A1, height adjustment is achieved by means of an electric motor that acts on teeth via a transmission connection. The electric motor is fixed to the seat frame portion. The toothed part is carried by a rear connecting rocker arm and extends circumferentially about the axis of rotation of the upper rotary bearing, which is supported on the seat frame portion. This forms a four-bar linkage with a seat track, a seat frame portion, and two connecting rockers arranged on both sides of the vehicle seat. The connecting rockers are coupled to each other on both sides via coupling elements, here the front swing support and the rear cross tube, without relative rotation, and the seat frame portion is part of the seat cushion frame. The motor and associated transmission are arranged on the side of the vehicle seat without the seatbelt buckle. On the side of the vehicle seat with the seatbelt buckle, there is a belt tightening device and a locking device. By means of the belt tightening device, the seatbelt buckle can be moved to tighten the seatbelt upon impact, and by means of the locking device, the height of the associated seat frame portion and thus the height of the seat cushion frame can be locked upon impact. Here, upon impact, both the belt tightening device and the locking device can be jointly operated (or activated) by a single actuator. Here, the actuator has a drive cylinder that is electrically triggered to apply tension to the belt cord connected to the buckle at the end. When the actuator is operated, the belt cord moves to tighten the belt cord and to operate the locking device.

[0003] In one embodiment of DE 100 41 827 A1, a locking tooth is constructed on the rear connecting rocker arm, extending along a portion of its circumference and concentrically relative to the axis of rotation of the upper rotary bearing, in which the rear connecting rocker arm is supported relative to the seat frame portion. Here, the locking tooth is formed by the boundary surface of a curved elongated hole in the rear connecting rocker arm. A locking element configured as a locking lever is pivotally supported on the seat frame portion by means of a pivot bolt. In the unlocked pivot position, the locking lever disengages from the locking tooth, thereby allowing the rear connecting rocker arm to pivot and thus adjusting the height of the seat frame portion and the seat cushion frame. In this unlocked pivot position, the locking lever can be secured by a locking pin or the pivot bolt can be tightened such that the locking lever is clamped in the pivot bearing and frictionally locked in the unlocked pivot position. Simultaneously, a cord generates a locking torque on the locking lever, sufficient to release the locking lever from the pivot bearing or shear the locking pin (which secures the unlocked pivot position). Then, the locking torque causes the locking lever to swing in the direction of the locking tooth and engage with the locking tooth, thereby ensuring the height of the seat frame portion is locked.

[0004] To generate locking torque, in one embodiment of DE 100 41 827 A1, the locking lever has a drive member that, during normal operation, deflects a section of the cord between a swing bearing of the locking lever (around which the cord is guided) and a buckle. If the actuator is operated upon impact, the tension generated by the actuator causes straightening of that section of the cord in the cord, thereby moving the drive member and causing the locking lever to move toward the locking teeth. Thus, in this embodiment, the locking torque is generated by the force applied by the cord to the drive member that straightens the cord in that section.

[0005] In another embodiment, the locking bar has a corded sleeve that extends coaxially with respect to the axis of rotation of the locking bar. The cord is wound around the corded sleeve at an angle of approximately 70°. If the cord is retracted by means of an actuator, the cord friction between the cord and the corded sleeve actuates the locking bar, thereby causing the locking bar to move in the direction of the locking teeth. Therefore, in this embodiment, the locking torque is generated by the friction of the cord.

[0006] From the various embodiments of DE 100 41 827 A1, it can be seen that the locking teeth can either be connected to the rear connecting rocker arm without relative rotation, particularly integrated into the connecting rocker arm itself, or they can be formed by a toothed arc that is pivotally supported on the seat track. Furthermore, the various embodiments of DE 100 41 827 A1 show that the locking teeth can be constructed as external teeth or internal teeth, and the locking lever engages radially inward with its mating locking teeth into the external teeth or radially outward with the internal teeth. Here, according to DE 100 41 827 A1, the locking lever can have a locking pin that engages with the locking teeth instead of the mating locking teeth.

[0007] DE 203 06 680 U1 also discloses an actuator for use not only for belt tightening but also for locking seat frame height. Here, the actuator is constructed as a pyrotechnic actuator. Here, the locking tooth is formed by a toothed arc supported pivotally on the seat track, which engages with a mating locking tooth of the locking element in the locked position. Here, the locking element is constructed as a locking bar supported pivotally on a portion of the seat frame, with a mating locking tooth constructed on the first bar portion facing the toothed arc. The second bar portion of the locking bar is loaded by a spring toward the mating locking tooth engaged with the toothed arc. Then, a locking element constructed as a shear pin holds the locking bar in the unlocked state to prevent loading by the spring. Operation of the actuator causes (except for belt tightening) the shear pin to move such that it releases the locking bar, allowing the spring to swing the locking bar so that the mating locking tooth of the locking bar engages with the locking tooth of the toothed arc. Here, with the operation of the actuator, the shear pin translates perpendicularly to the swing plane of the locking lever, disengaging from the locking lever. If the movement of the shear pin fails to release the swing of the locking lever, locking can be achieved redundantly by the actuator's operation causing the shear pin to shear, thus allowing the spring to engage the locking lever with the toothed arc. Part of the locking lever's swing angle (where the shear pin is sheared) is coupled here to the movement of the tensioner, while the remaining swing angle of the locking lever is caused by the spring after the shear pin is sheared.

[0008] DE 202 16 345 U1 discloses the use of a locking element constructed as a locking lever. The locking lever is also loaded by a spring in the direction of the locked swing position. However, in normal operation, the locking lever is held in the unlocked position by a locking element. This locking element is constructed as a drive member. The buckle moves due to the movement of the fixed sleeve surrounding the cord, and the drive member is form-locked by the pyrotechnic actuator due to the activation of the buckle's movement, thereby releasing the locking lever and allowing the spring to engage the locking lever with locking teeth. Summary of the Invention

[0009] The objective of this invention is to provide a vehicle seat collision safety device, which is particularly improved in the following aspects:

[0010] - On the one hand, the kinematics of operation for the locking device and on the other hand, the kinematics of operation for the tightening device; and / or

[0011] - The force level and / or force curve must be provided by the actuator; and / or

[0012] - The possibility of constructing the operating characteristics of the locking element for the locking device; and / or

[0013] - Costs; and / or

[0014] -Structural space conditions; and / or

[0015] - Assembly; and / or

[0016] - The interaction between the locking device and the belt tightening device.

[0017] Furthermore, the objective of this invention is to provide a vehicle seat with a correspondingly improved vehicle seat collision safety device.

[0018] According to the present invention, the objective of the invention is achieved through the features of the preferred technical solution. Other preferred configurations of the invention are derived from the alternative technical solutions.

[0019] The vehicle seat collision safety device of the present invention has a locking device by means of which the height of the seat cushion frame of the vehicle seat can be locked in the event of a collision. Here, the locking device can lock any part of the height adjustment mechanism and, in particular, lock the four-bar linkage relative to each other or relative to components fixed to the vehicle (see also the prior art mentioned at the beginning of this document, in which locking is performed by connecting rocker arms or toothed arcs hinged to seat tracks). Here, the locking device should be understood as any device that, under the force normally acting in a collision, form-lockingly prevents relative movement between components required to change the height. The locking device may include, for example, the engagement of two corresponding teeth, a single tooth, a locking pin or other type of locking element engaging with a tooth, a form-locking reception of a locking bolt in a locking groove, or may also include a limiting device; these are merely a few examples that do not limit the invention.

[0020] Furthermore, the vehicle seat collision safety device of the present invention includes an actuator. This actuator is preferably constructed as a pyrotechnic actuator, but in principle, other types of actuators can also be used within the framework of the present invention. The actuator is automatically actuated in the event of a collision, wherein this automatic actuation corresponds to solutions disclosed in the prior art. When the actuator is actuated, it tightens the strap with tension, which causes the buckle held on the strap on one side to be pulled downwards and the seatbelt inserted into the buckle to be tightened, thereby eliminating any slack in the occupant's position on the vehicle seat and / or the seatbelt.

[0021] The locking device has a locking element that, together with a suitable mating locking element, causes locking.

[0022] The vehicle seat collision safety device of the present invention also includes a locking element. This locking element holds the locking element of the locking device in the unlocked position in the locked position. The locking element can also occupy a released position. In the released position, the locking element releases the locking element.

[0023] The vehicle seat collision safety device of the present invention also includes a spring element. This spring element can be configured arbitrarily, for example, as a metal spring, an elastomeric spring, a spring group having multiple springs connected in parallel or series, a spiral spring, a compression spring, a torsion spring, or a disc spring; these are merely a few examples that do not limit the invention. The spring element loads the locking element toward its locked position. If the locking element is in the locked position, the spring element loads the locking element toward the locking element. Conversely, if the locking element is in the released position, the spring element can move the locking element from the unlocked position to the locked position.

[0024] According to the present invention, the locking element moves from the locked position to the released position by means of frictional force generated by the actuator.

[0025] The configuration of the present invention particularly gives rise to the following advantages (alternative or cumulative, not limiting the invention):

[0026] a) If a locking element is used according to DE 100 41 827 A1, the actuator of which deflects the cord from a straight shape to a bent shape in the unlocked position in the section between the swing bearing of the locking element and the buckle, the disadvantage is that the locking element swings and the locking device locks even when the actuator is not operated, even when the passenger applies a pulling force to the seat belt or buckle (e.g., due to the passenger's movement relative to the vehicle seat).

[0027] b) Further, according to DE 100 41 827 A1, in the contact area with the drive, the force relationship in the rope is unfavorable for small bending angles of the rope, so that even for small forces (which must be applied to the drive to operate the locking device), a high tension must be applied by means of the actuator.

[0028] c) Finally, according to DE 100 41 827 A1, based on a pre-given (non-linear) relationship through geometric proportions, the force applied to the locking element in the direction of the locking teeth depends on the tension generated by the actuator and the tightening force of the seat belt.

[0029] d) For other embodiments in DE 100 41 827 A1—in these other embodiments, the operation of the locking element is caused by the friction of the strap, similarly establishing a fixed relationship between the tension generated in the strap by the actuator, the strap tightening force, and the locking torque, with which the locking lever moves toward and presses against the locking teeth. If a brief slack occurs in the seatbelt during a collision, the strap friction also breaks down, causing the locking lever to disengage from the locking teeth and resulting in an undesirable change in the height of the vehicle seat's cushion frame.

[0030] e) Conversely, DE 202 16 345 U1 utilizes a locking element that moves from a locked position to an unlocked position via the manipulation of a fixed sleeve (which surrounds the belt cord) in a motion-controlled manner. This motion control requires high-precision manufacturing of the structural components involved and accurate assembly, as manufacturing and assembly errors have a reciprocal effect on the manipulation of the locking element. Furthermore, this solution places high demands on the mechanical strength of the fixed sleeve, as its failure or change in elasticity due to belt tightening alters the performance of the locking element and consequently the locking device.

[0031] In principle, the frictional force generated by the actuator used to move the locking element from the locked position to the released position can be generated at any position between the actuator and the buckle. Preferably, the frictional force is generated on the actuating member, which presses against the cord with a normal force. Here, the magnitude of this normal force is preferably chosen such that it induces friction as the cord moves, a frictional force such that the locking element (which may also resist friction and other resistance acting on the locking element and even the spring element) can move from the locked position to the released position. It is entirely possible that, with the release position reached, the cord and actuator have reached their end positions. If this is not the case, then with the release position reached, there is also sliding or other relative movement between the actuating member and the cord.

[0032] For solutions disclosed in the prior art—in which a cord is wound around a drive member—the normal force acting on the drive member depends on the tension in the cord. Preferably, the present invention proposes, in contrast, that the normal force is (substantially) independent of the tension in the cord. Here, the normal force can be completely independent of the tension in the cord. However, "a normal force substantially independent of the tension in the cord" should also be understood as a normal force that changes only slightly due to the change in the cross-section of the cord caused by the applied tension.

[0033] There are various possibilities for the configuration of the carrying element. For example, the carrying element can move along any straight line or curve and perform a carrying motion, which then directly or indirectly generates the movement of the locking element. It is also possible that the carrying element is a swing arm. In one proposal of the invention, the carrying element is a friction wheel that rolls on the belt. Here, the friction wheel is loaded with a normal force on its side towards the belt by means of a spring element; for this purpose, the friction wheel can have a rotational axis that moves in the direction of the belt. It is also possible that the friction wheel has a fixed rotational axis, but is supported on this axis by an elastic sleeve or has an elastic circumferential surface, whereby the friction wheel can press against the belt due to the acting normal force while utilizing elastic deformation.

[0034] In the vehicle seat collision safety device of the present invention, friction is generated only during a portion of the actuator's stroke. In principle, the level of friction required to induce locking can be reduced by having the friction of the drive element act not directly on the locking element to generate locking torque, but on the locking element, thereby reducing the force level that must be provided by the actuator. If friction is effective only during a portion of the actuator's stroke, the load on the actuator is reduced in other parts of the stroke, and the interaction between friction and the desired belt tightening is only provided in the first portion of the actuator's stroke. Conversely, there is no friction in the remaining portion of the stroke, thus enabling the actuator to reliably ensure the belt tightening function.

[0035] In one embodiment, the friction wheel may have a first radius in a first circumferential segment and a second radius in a second circumferential segment. In the region of the first circumferential segment, the friction wheel presses against the cord with a normal force. The second radius is smaller than the first radius. In the region of the second circumferential segment, the friction wheel does not press against the cord with a normal force. Thus, the previously described decoupling can be performed in the region of the second circumferential segment. However, these two different circumferential segments can be particularly advantageous for assembly and / or disassembly: if the second circumferential segment is effective, the cord can be assembled in a simple manner without interfering with the friction wheel, and arbitrary movement of the cord can be produced for assembly and / or disassembly. If the cord (and other components) are being assembled, the friction wheel can be twisted such that the first circumferential segment is effective and thereby ensures frictional coupling between the cord and the movement of the locking element.

[0036] In principle, the driving component or friction wheel is arranged on one side and the guiding device for the rope is arranged on the other side arbitrarily.

[0037] a) For the vehicle seat collision safety device of the present invention, a cord is clamped between a drive member or friction wheel on one side and a rolling guide or sliding guide on the other side, wherein the clamping force pre-gives a normal force, which then generates a frictional force for operating the locking element.

[0038] b) In another embodiment, the carrying member is clamped between a rolling guide or a sliding guide and a rope.

[0039] Another solution to the task of the present invention is a vehicle seat having a vehicle seat collision safety device as described above.

[0040] Advantageous extensions of the invention are derived from the claims, description and drawings.

[0041] The advantages of the features and combinations of features mentioned in the specification are merely exemplary and can be used alternatively or cumulatively without necessarily implementing the advantages of each embodiment of the invention.

[0042] The following applies to the original application documents and the disclosure of this invention (not the scope of protection): Other features can be derived from the drawings, especially from the geometry shown and the relative dimensions of the various components, as well as their relative arrangement and functional connections. Combinations of features from different embodiments of the invention or combinations of features from different claims may also differ from the chosen reference relationships in the claims, and this is shown herein. This also applies to features shown in separate drawings or mentioned in the description of those drawings. These features may also be combined with features from different claims. Features listed in the claims may be omitted for other embodiments of the invention, but this does not apply to the independent claims of the granted invention.

[0043] The quantity of features mentioned in the claims and specification should be understood as either exactly that quantity or a greater quantity than mentioned, without requiring the explicit use of the adverb "at least". Thus, for example, when referring to an element, it should be understood that exactly one element, two elements, or more elements are present. These features may also be supplemented by other features or may be unique features (forming the corresponding product).

[0044] The reference numerals included in the claims are not intended to limit the scope of protection of the subject matter protected by the claims. These reference numerals are used only to facilitate the understanding of these claims. Attached Figure Description

[0045] The present invention will be further described and illustrated below with reference to the preferred embodiments shown in the accompanying drawings.

[0046] Figure 1 The vehicle seat collision safety device is shown in a three-dimensional view from the outside towards the vehicle seat;

[0047] Figure 2 and 3 Shown in different 3D diagrams Figure 1 The vehicle seat collision safety device, in which the housing was removed;

[0048] Figure 4 and 5 Shown in different 3D diagrams Figures 1 to 3 The vehicle seat collision safety device, viewed from the inside towards the vehicle seat, wherein the locking element of the vehicle seat collision safety device is in the locked position and the locking device is in the unlocked position;

[0049] Figure 6 Show Figures 1 to 5The vehicle seat collision safety device is in the following position, wherein the locking element of the vehicle seat collision safety device is in the released position and the locking device is in the locked position;

[0050] Figure 7 This schematically illustrates another embodiment of a vehicle seat collision safety device, in which the housing is removed;

[0051] Figure 8 Shown in sectional view Figure 7 Vehicle seat collision safety devices;

[0052] Figure 9 Show in 3D Figure 7 and 8 The vehicle seat collision safety device, in which the housing is installed. Detailed Implementation

[0053] Figures 1 to 3 A vehicle seat collision safety device 1 is shown, viewed from the outside towards the seat frame portion 2. The vehicle seat collision safety device 1 has an actuator 3, preferably constructed as a pyrotechnic actuator. A housing 4 is supported on the housing of the actuator 3. A strap 5 extends upward from the housing 4, and the strap can be received in a fixed or guide sleeve 6. By operating the actuator 3, the strap 5 is retracted by the actuator, thereby tightening the seatbelt in a known manner.

[0054] Figure 2 and 3 The diagram shows the vehicle seat collision safety device 1 with its housing 4 removed. It can be seen that in the vehicle seat collision safety device 1, the strap 5 is guided by a sliding guide 7 (preferably approximately along a quarter-circle arc). Thus, when the actuator 3 is operated, in... Figure 2 The central cord 5 slides clockwise around the sliding guide device 7. The sliding guide device 7 may have a sliding profile that extends transversely to the longitudinal direction of the cord 5, and is, for example, recessed, and guides the cord 5 transversely to the direction of cord movement when the actuator 3 is operated.

[0055] The movement of the drive member 8 is caused by the movement of the rope 5 during operation of the actuator 3. Figure 1 In the embodiment up to 6, the drive member 8 is constructed as a friction wheel 9. This friction wheel 9 is elastically pressed against the rope 5 on the side opposite to the sliding guide device 7 with a normal force. Thus, the rope 5 is elastically clamped between the sliding guide device 7 and the friction wheel 9. Here, the clamping force and the normal force (the friction wheel pressing against the rope 5 with this normal force) are independent of the tension in the rope 5. If the rope 5 is retracted by the operation of the actuator 3, the friction wheel 9 is driven by the friction between the friction wheel 9 and the rope 5 generated by this normal force, thereby causing the friction wheel to... Figure 2 Rotate counterclockwise.

[0056] As an optional feature, the friction wheel 9 has a first circumferential segment 10. In this first circumferential segment 10, the friction wheel 9 has a first radius. This first radius is sized such that the rope 5 is clamped between the friction wheel 9 and the sliding guide 7, and the friction caused allows the friction wheel 9 to be driven by the rope 5. In another circumferential region, the friction wheel 9 has a second circumferential segment 11. In this second circumferential segment 11, the rope 5 has a second radius, which is smaller than the first radius. Here, the second radius is sized such that in the region of the second circumferential segment 11, there is no longer contact between the rope 5 and the friction wheel 9. The consequence of the friction wheel 9 having two circumferential segments 10 and 11 is that the friction wheel 9 is driven by the rope 5 only for a single rotational angle, in which the circumferential segment 10 presses against the rope 5. After this rotational angle, the second circumferential segment 11 becomes active, thereby decoupling the movement of the rope 5 from the driving of the friction wheel 9. Thus, the stroke of actuator 3 and the movement of the belt rope 5 are coupled with the rotation of friction wheel 9 for only a portion of the stroke to tighten the seat belt, which is limited by the transition from circumferential segment 10 to circumferential segment 11. Then, for the remaining portion of the stroke of actuator 3 and belt rope 5, only belt tightening is performed. Friction wheel 9 is rotatably supported on seat frame portion 2.

[0057] In the illustrated embodiment, the friction wheel 9 is rotatably supported on the support arm 29. This support arm 29 is in turn pivotally fixed to the support element 30. By pivoting the support arm 29, the clamping force of the friction wheel 9 pressing against the belt rope 5 along the circumferential segment 10 can be adjusted at the factory. The support element 30 can be fixedly connected to or constituted by the sliding guide device 7. Alternatively, the support arm 29 may be torsionally supported relative to the support element 30 and loaded toward the belt rope 5 by means of a torsion spring. To decouple the movement of the friction wheel from that of the belt rope 5 in the circumferential segment 11, the support arm 29 rests against a stop.

[0058] Figures 4 to 6 The vehicle seat collision safety device 1 is shown, viewed from inside the vehicle seat towards the seat frame portion 2. An unlocking shaft 12 is coupled to a friction wheel 9 without relative rotation, and extends through the seat frame portion 2. A locking element 13 is connected to the unlocking shaft 12 without relative rotation on the inside of the seat frame portion 2; this locking element is configured here as a locking lever 14.

[0059] A locking element 16, configured here as a locking lever 17, is supported or guided on the seat frame portion 2 by a swing bearing 15. The swing axis of the swing bearing 15 is oriented parallel to the rotation axis of the unlocking shaft 12. The locking lever 17 has two lever portions 18, 19, in which the swing bearing 15 is disposed. One lever portion 18 forms a locking tooth 20. The locking tooth 20 is suitably configured to engage with a mating locking tooth 21, which is formed by or connected to the rear connecting rocker arm 22 without relative rotation. The locking lever 17 is held in place by a preloaded spring element 23. Figures 4 to 6 The spring element 23 is loaded clockwise, thereby intending to engage the locking tooth 20 of the locking rod 17 with the mating locking tooth 21 of the connecting rocker arm 22.

[0060] However, firstly, in Figure 4 and 5 In the unlocked position of the locking lever 17, the locking teeth 20 of the locking lever 17 are held spaced apart from the mating locking teeth 21 of the connecting rocker arm 22. For this purpose, the lever portion 19 rests against the locking element 13, here the locking lever 14, such that the locking lever 14 blocks or locks the locking lever 17 from swinging counterclockwise due to the loading of the spring element 23. The locking lever 14 is here in its locked position.

[0061] Conversely, if the actuator 3 is actuated, the belt 5 is retracted and twisted due to the friction between the belt 5 and the friction wheel 9, causing the locking lever 14 to swing, thereby releasing the locking lever 17. In this released position of the locking lever 14, the spring element 23 causes the locking lever 17 to swing so that the locking tooth 20 engages with the mating locking tooth 21.

[0062] The locking rod 17, spring element 23 and locking tooth 20 are components of the locking device 24, which can be used to lock the height of the seat frame part 2.

[0063] Figures 7 to 9 Another embodiment of the vehicle seat collision safety device 1 is shown. In this embodiment, the actuating member 8 (which is configured here as a actuating bolt 25) is clamped between the rope 5 and the sliding guide 7 for the rope 5, so that in this case the pressure of the actuating member 8 on the rope 5 is related to the tension in the rope 5. The actuating bolt 25 is guided in a groove 26. In the illustrated embodiment (which is not necessarily required), the groove 26 is formed in an arc shape. Unlike Figures 1 to 6 In the embodiment described above, the actuating element 8 is not rigidly coupled to the locking element 13. Instead, the actuating element 8 acts on the locking lever 27, which is pivotally supported in a pivot bearing 28 on the seat frame portion 2. Figure 7The image shows the locking lever 27 in the locked position, in which the locking lever 27 can be loaded relative to the actuating bolt 25 by means of a spring. In this locked position, the locking lever 27 (in principle corresponding to...) Figure 1 In embodiments up to 6, the locking device 24 is held in the unlocked position. If the actuator 3 is operated and the cord 5 is retracted, the driving bolt 25 is driven by the cord 5, which causes... Figure 7 The locking lever 27 swings counterclockwise. This swinging of the locking lever 27 causes it to move to its released position. In the released position, the movement of the locking element 16 of the locking device 24 is released, thereby allowing the locking device 24 to occupy the locked position.

[0064] The engagement of the locking tooth 20 and the mating locking tooth 21 is, in particular, self-locking. This results in the fact that when the locking tooth 29 engages with the mating locking tooth 21, the force acting on the teeth 20 and 21 does not cause the locking tooth 20 to separate from the mating locking tooth 21. Thus, the fixation in the locked position is not, or not solely, achieved by the action of the spring element 23, but also by self-locking. The strength of the self-locking is structurally predetermined by the tooth angle of the negative teeth of the locking tooth 20 and the mating locking tooth 21.

[0065] It is possible that the drive bolt 25 is initially secured in the groove 26 by a fixing element. However, this fixing element may have a rated break point, so that when the actuator 3 is operated and sufficient driving force is transmitted, the fixing element breaks, thereby allowing the drive bolt 25 to move along the groove 26.

[0066] In embodiments of the invention, the locking device 24 is preferably operated by a spring element 23, wherein the pre-tensioned spring element 23 may have energy and the necessary rigidity to ensure reliable locking of the locking device 24 when the locking element 13 moves to the released position. Conversely, only the necessary force is applied by the frictional contact between the actuator 3 and the drive member 8 and the belt rope 5 to move the locking element 13 from the locked position to the released position, which may require a much smaller force level. The force required here is only a small fraction of the force provided by the actuator 3, so that most of the force is used for belt tightening, although locking of the locking device 24 is also performed simultaneously. Furthermore, this force is applied by the actuator 3 only for a portion of the total travel (on which belt tightening occurs).

[0067] For further information on the vehicle seat collision safety device 1 and, in particular, its integration and possible variations, such as arranging the locking teeth 20 on the tooth arc instead of on the connecting rocker arm 22, please refer to the prior art mentioned at the beginning of this text.

[0068] List of reference numerals

[0069] 1. Vehicle seat collision safety device

[0070] 2. Seat frame section

[0071] 3 Actuators

[0072] 4. Shell

[0073] 5. With rope

[0074] 6 Guide sleeve

[0075] 7. Sliding guide device

[0076] 8. Carrying parts

[0077] 9 Friction Wheel

[0078] 10. First perimeter segment

[0079] 11. Second perimeter segment

[0080] 12 Unlock Axis

[0081] 13 Locking elements

[0082] 14 Locking lever

[0083] 15. Swing bearing

[0084] 16 Locking elements

[0085] 17 Locking bar

[0086] 18-bar section

[0087] 19-bar section

[0088] 20 locking teeth

[0089] 21 Paired locking teeth

[0090] 22 Connecting rocker arm

[0091] 23 Spring elements

[0092] 24 Locking device

[0093] 25 carrying bolt

[0094] 26 Slides

[0095] 27 Locking lever

[0096] 28 Oscillating Bearing

[0097] 29 Load-bearing arm

[0098] 30. Load-bearing elements.

Claims

1. A vehicle seat collision safety device (1), comprising: a) Locking device (24) for locking the height of the seat cushion frame of the vehicle seat; b) Actuator (3), the actuator Manipulated during the collision Tighten the rope with tension (5); c) Locking element (13), the locking element The locking element (16) of the locking device (24) is held in the unlocked position in the locked position. Release the locking element (16) in the released position. d) A spring element (23) that loads the locking element (16) and moves the locking element (16) from the unlocked position to the locked position in the released position of the locking element (13); Its features are, e) The locking element (13) can move from the locked position to the released position by means of the friction force generated by the actuator (3), wherein the friction force is generated on the actuator (8) pressing on the rope (5) with a normal force, and the movement of the actuator is coupled with the movement of the locking element (13).

2. The vehicle seat collision safety device (1) according to claim 1, characterized in that, The normal force is essentially independent of the tension in the rope (5).

3. The vehicle seat collision safety device (1) according to claim 1, characterized in that, The carrying element (8) is a friction wheel (9) that rolls on a rope (5).

4. The vehicle seat collision safety device (1) according to any one of claims 1 to 3, characterized in that, The frictional force is generated only during a portion of the stroke of the actuator (3).

5. The vehicle seat collision safety device (1) according to claim 3, characterized in that, The frictional force is generated only during a portion of the stroke of the actuator (3).

6. The vehicle seat collision safety device (1) according to claim 5, characterized in that, The friction wheel (9) a) having a first circumference segment (10) with a first radius, wherein, in the region of the first circumference segment (10), the friction wheel (9) presses against the rope (5) with a normal force; and b) having a second circumference segment (11) with a second radius, wherein the second radius is smaller than the first radius, and in the region of the second circumference segment (11), the friction wheel (9) does not press against the rope (5) with normal force.

7. The vehicle seat collision safety device (1) according to claim 1, 2, 3, 5 or 6, characterized in that, The rope (5) is clamped in a) Carrying component (8) or friction wheel (9) and b) Between the rolling guide device or the sliding guide device (7).

8. The vehicle seat collision safety device (1) according to claim 1, characterized in that, The carrying component (8) is clamped in a) Rolling guide device or sliding guide device (7) and b) Between the rope (5).

9. A vehicle seat having the vehicle seat collision safety device (1) according to claim 1.

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