Adjusting device for a vehicle seat, seat cushion framework, and vehicle seat

Abstract

The present application relates to an adjustment device for a vehicle seat, comprising a bracket member (7), a front linkage (30) and a rear linkage (40). The bracket member has an initial position in the stowed position of the front linkage and in the first position of the rear linkage. The adjustment device further comprises a first drive system for driving the rear linkage, preferably the first drive system comprises a first electric motor (11) coupled to the front linkage and a first screw-nut mechanism (21) comprising a first screw (22) and a first nut (23) coupled to the rear linkage. Starting from the initial position, the bracket member is rotatable about the hinge point of the bracket member and the rear linkage when the front linkage is transferred from the stowed position to the deployed position with the first drive system locked. The present application also relates to a seat pan frame and a vehicle seat comprising the adjustment device, which can be suitable for seat applications with low Block values.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles in general, and more specifically to an adjustment device for a vehicle seat, to a seat pan frame comprising the adjustment device and to a vehicle seat comprising the seat pan frame. BACKGROUND

[0002] With the development of vehicle technology, the individualization of vehicles is constantly being developed and improved. Vehicle seats are an important component of vehicles and should have good comfort. In order to accommodate different occupants (e.g. occupants of different heights and body types) and different seating postures, various adjustability of vehicle seats is desirable. For example, for occupants of different leg lengths, it is desirable that the front end of the seat pan of the vehicle seat can be raised and lowered according to the needs of the occupants, so as to be able to provide a suitable resting posture for the legs of the occupants. In the so-called zero-gravity state, the need for the body to resist gravity can be minimized, thereby reducing muscle and skeletal stress and reducing pressure on the diaphragm and spine, and the occupants can feel comfortable and relaxed, at this time the seat pan has a large inclination angle.

[0003] Patent document CN111216606A discloses a known adjustment device for a vehicle seat, which comprises an electric motor arranged below the seat pan frame and behind the front linkage mechanism, which electric motor converts the front linkage mechanism from a stowed position to a deployed position by applying a pushing force from the rear to the front, and thereby raises the support member from an initial position to raise the height of the front part of the seat pan. In addition, the adjustment device further comprises a mechanism for adjusting the rear part of the support member, which mechanism comprises a gear wheel mounted on the support member and a toothed plate rotatably connected to the support member, the gear wheel being in meshing engagement with the toothed plate. SUMMARY

[0004] The inventors of the present application have found in the research and development of products that, when adjusting the inclination angle of a known vehicle seat, the rear part of the seat pan or the rear part of the support member has a large amount of sinking. The large amount of sinking means that either the vertical distance between the seat pan and the floor needs to be designed to be large. This is one aspect to be improved. The inventors of the present application have also found that, due to the arrangement of the electric motor for lifting the front part of the vehicle seat, the adjustment device for a vehicle seat known from the prior art should result in a vehicle seat having a large structural height and should result in a small adjustment possibility of the inclination angle of the seat pan, which is another aspect to be improved.

[0005] It is an object of the present application to provide an adjustment device for a vehicle seat, by means of which the compactness of the vehicle seat can be improved, in particular the space required by the vehicle seat in the height direction can be reduced, in other words, the seat pan frame having such an adjustment device and the vehicle seat having such a seat pan frame can be particularly suitable for design requirements with a low Block value.

[0006] It is also an object of the present application to provide a seat pan framework comprising an adjustment device and a vehicle seat comprising a seat pan framework.

[0007] A first aspect of the present application relates to an adjustment device for a vehicle seat, the adjustment device comprising:

[0008] a bracket member configured to carry a seat pan of the vehicle seat;

[0009] a front linkage connecting a front portion of the bracket member with the base and being convertible between a stowed and a deployed configuration; and

[0010] a rear linkage connecting a rear portion of the bracket member with the base and being convertible between a first and a second configuration;

[0011] wherein the bracket member has an initial position in the stowed configuration of the front linkage and the first configuration of the rear linkage, the front portion of the bracket member is able to lift when the front linkage is converted from the stowed configuration to the deployed configuration, and the rear portion of the bracket member is able to lift when the rear linkage is converted from the first configuration to the second configuration;

[0012] wherein the adjustment device further comprises a first drive system configured to drive the rear linkage, the first drive system coupling the front linkage with the rear linkage, wherein, starting from the initial position of the bracket member, the bracket member is able to rotate around the articulation point of the bracket member with the rear linkage when the front linkage is converted from the stowed configuration to the deployed configuration in the event that the first drive system is locked.

[0013] In a particularly preferred embodiment, the first drive system can comprise a first electric motor and a first leadscrew-nut mechanism configured to drive the rear linkage, wherein the first electric motor is coupled with the front linkage, the first leadscrew-nut mechanism comprising a first leadscrew rotatable by the first electric motor and a first nut movable along the first leadscrew, the first nut being coupled with the rear linkage, wherein, starting from the initial position of the bracket member, the bracket member is able to rotate around the articulation point of the bracket member with the rear linkage when the front linkage is converted from the stowed configuration to the deployed configuration in the event that the first electric motor is locked.

[0014] In the known adjustment device with a gear and a toothed plate or with a screw nut mechanism for the rear link, from the initial position of the bracket member, in the locked state of the motor and the gear and toothed plate coupled to the motor, the rear link is locked with the bracket member when the front link mechanism is converted from the stowed position to the deployed position, the bracket member rotates around the hinge point of the toothed plate with the base, which results in a large amount of sinking of the rear part of the seat cushion or the bracket member when the inclination of the vehicle seat is adjusted. Since the bracket member cannot interfere with the vehicle floor and the base in any state of the vehicle seat, the vehicle seat needs to occupy a large space in the height direction.

[0015] Compared with the prior art, in the adjustment device according to the application and the vehicle seat with the adjustment device, the first drive system, in particular the first motor, together with the first screw nut mechanism, couples the front link mechanism with the rear link mechanism, from the initial position of the bracket member, preferably in the locked state of the first motor, the relative angle of the rear link mechanism with the bracket member can be variable, the bracket member can rotate around the hinge point of the bracket member with the rear link mechanism when the front link mechanism is converted from the stowed position to the deployed position, the rear part of the seat cushion or the bracket member has no or only a small amount of sinking. The vehicle seat can occupy a small space in the height direction. The rear link mechanism can be substantially locked with respect to the front link mechanism, in a suitable design, the rear link mechanism can be substantially stationary or only slightly movable, in particular slightly movable in a desired direction.

[0016] For the adjustment of the rear end of the seat cushion, by replacing the conventional combination of gear and toothed plate with the combination of the first drive system, in particular the first motor and the first screw nut mechanism, the rear end space can be released, the height of the seat in the vertical direction or z direction can be further compressed; at the same time, the lower back pivot can be lowered, the comfort of the vehicle seat can be further improved.

[0017] When adjusting the inclination, the first motor and the first screw nut mechanism can couple the front link mechanism with the rear link mechanism in the locked state, which can reduce the strength requirement of the first screw nut mechanism, at the same time, the bracket member can mainly rotate around the hinge point of the bracket member with the rear link mechanism at the rear end of the bracket member to realize the lifting of the front end of the bracket member, the rear end of the bracket member has a small amount of sinking or even no sinking, which can be particularly well suited for low Block value seat application environment.

[0018] A Block value can be involved in the design of a vehicle seat, which can represent the vertical distance from a H point to the floor of a slide rail, where the H point represents the joint between the torso and the thigh of a human body model, i.e. the hip point. The smaller the Block value, the smaller the space the vehicle seat can occupy in the height direction, and thus the larger the height space available for the occupant in the vehicle cabin when the occupant is seated. Typically, in a pure electric vehicle or a hybrid vehicle, a power battery is disposed below the vehicle seat, occupying a certain height space below the vehicle seat, while at the same time, a substantially unchanged height space available for the occupant in the vehicle cabin is still required, and thus a vehicle seat with a low Block value is desirable.

[0019] In some embodiments, the first motor can be coupled with the front linkage such that, starting from the initial position of the bracket member, the rear linkage moves away from its first position towards its second position when the front linkage is converted from the stowed posture to the deployed posture with the first motor locked. This embodiment can be advantageous for further reducing the amount of sinking of the rear part of the seat cushion when adjusting the reclining angle of the vehicle seat, so that the height dimension or Block value of the vehicle seat can be minimized. Since the rear linkage can only move slightly away from its first position, for example, the stroke of one moving part of the rear linkage (e.g. the angular stroke of the rear linkage) can be less than 10%, preferably less than 5% of the total stroke of the moving part (e.g. the total angular stroke of the rear linkage) when the rear linkage is converted from the first position to the second position, the reclining angle of the vehicle seat can be substantially unaffected by this slight change in the position of the rear linkage.

[0020] In some embodiments, the rear linkage can comprise a rear linkage member rotatably connected with the bracket member, rotatably connected with the base, and rotatably connected with the first nut.

[0021] In some embodiments, the rear linkage can have a front end portion and a rear end portion, the rear linkage being rotatably connected with the bracket member at the rear end portion thereof, rotatably connected with the first nut at the front end portion thereof, and rotatably connected with the base between the front end portion and the rear end portion.

[0022] In some embodiments, the rear linkage can be curvedly configured and comprise a first arm having a rear end portion and a second arm having a front end portion, the rear linkage being rotatably connected with the base at the transition between the first arm and the second arm.

[0023] In some embodiments, in the initial position of the support member, the first arm can extend rearwardly upward from the transition of the first arm to the second arm toward the rear end portion, and / or the second arm can extend downward from the transition of the first arm to the second arm toward the front end portion.

[0024] In some embodiments, the rear linkage can be configured in an L-shape, including a longer first arm and a shorter second arm.

[0025] In some embodiments, the first motor and the first screw-nut mechanism can be configured to apply a pushing force to the rear linkage mechanism, e.g., to the rear linkage, and in particular to the second arm of the rear linkage, by the first nut when transitioning the rear linkage mechanism from the first posture to the second posture.

[0026] In some embodiments, the first nut can be configured as a sleeve with internal threads into which the first screw can be screwed and from which the first screw can be unscrewed.

[0027] In some embodiments, the sleeve can be provided with a first nut mount that is rotatably mounted to the rear linkage mechanism, e.g., to the rear linkage, and in particular to the second arm of the rear linkage. The sleeve can be mounted to the first nut mount with its end distal to the first motor.

[0028] In some embodiments, the front linkage mechanism can include a first front linkage hinged at a first hinge to the front portion of the support member and a second front linkage hinged at a second hinge to the first front linkage and hinged at a third hinge to the base.

[0029] In some embodiments, the front linkage mechanism can be configured such that, viewed in the longitudinal direction, in the stowed posture of the front linkage mechanism, the first hinge is between the second hinge and the third hinge.

[0030] In some embodiments, each hinge can be provided on a respective end of the respective front linkage.

[0031] In some embodiments, the second front linkage can be a curved rod, in the stowed posture of the front linkage mechanism, an inner side of the curved rod faces upward, and the first hinge is above the inner side of the curved rod.

[0032] In some embodiments, the first motor can be coupled to the second front linkage such that, when the second front linkage is moved, the first screw connected to the first motor can be driven by the second front linkage and can rotate relative to the second front linkage.

[0033] In some embodiments, the first motor can be coupled with the second front link such that, starting from the initial position of the support member, the second front link can push the first motor coupled with the second front link rearward and thereby cause the rear link mechanism to move away from its first position towards its second position, in particular to cause the rear link to move slightly away from its initial position, when the first motor is locked and the front link mechanism is converted from the stowed position to the deployed position, for example the angular travel of the rear link can be less than 10%, in particular less than 5%, for example less than 3% of the total angular travel of the rear link.

[0034] In some embodiments, the adjustment device can comprise two support members arranged side by side in the transverse direction, each support member being provided with the front link mechanism and the rear link mechanism.

[0035] In some embodiments, each rear link mechanism can comprise one rear link, the two rear links being connected, in particular fixedly connected, for example welded, with a rear transverse member, the two support members being rotatably connected with the rear transverse member at the rear, only one of the rear links or both of the rear links being provided with the first motor and the first screw-nut mechanism. It can be cost-advantageous to provide only one of the rear links with the first motor and the first screw-nut mechanism. It can be possible to achieve a better stability and a better force balance of the vehicle seat adjustment to provide both of the rear links with the first motor and the first screw-nut mechanism. The rear transverse member can for example be a round tube.

[0036] In some embodiments, the two second front links can be connected, for example rotatably connected or fixedly connected, for example welded, with a first transverse member, the first motor being mounted to the first transverse member. The first transverse member can for example be a round tube.

[0037] In some embodiments, the second front link can be a curved rod.

[0038] In some embodiments, the curved second front link can comprise a first arm and a second arm, the curved second front link being connected with the first transverse member at a transition of the first arm and the second arm.

[0039] In some embodiments, in the initial position of the support member, the transition of the first arm and the second arm of the curved second front link can be lower than the third articulation in the vertical direction.

[0040] In some embodiments, the first transverse member can be provided with a first motor mount, the first motor being rotatably mounted to the first motor mount.

[0041] In some embodiments, the first motor mount can be fixedly connected, in particular welded, to the first transverse member.

[0042] In some embodiments, the adjusting device can further comprise a second motor and a second screw-nut mechanism, such that the front linkage mechanism can be converted between the stowed posture and the deployed posture, wherein the second motor is coupled to the bracket member, the second screw-nut mechanism comprises a second screw rotatable driven by the second motor and a second nut movable along the second screw, the second nut is coupled to the first front linkage, the second motor and the second screw-nut mechanism are configured such that a driving force of the second motor can be converted to a pulling force of the second nut, and the pulling force of the second nut can cause the first front linkage to rotate forward around the first hinge to convert the front linkage mechanism from the stowed posture to the deployed posture.

[0043] In these embodiments, compared with the known prior art, the second motor can be front-mounted, and can utilize the space below the front region of the seat cushion framework, such that the vehicle seat can have a reduced height dimension.

[0044] In addition, in the known prior art, in order to lift the seat cushion of the vehicle seat from the initial position, the driving device needs to exert a pushing force from the rear to the front, and the adjusting device has limited adjusting capability in the case of avoiding motion interference. Compared with the known prior art, the adjusting device according to the present application can have improved adjusting capability, allowing the seat cushion of the vehicle seat to be adjusted at an increased reclining angle.

[0045] In advantageous embodiments, it is possible to achieve large-angle seat cushion reclining angle adjustment by driving the second screw with the second motor to drive the front linkage mechanism to move; and to achieve seat cushion height adjustment by driving the rear linkage mechanism with the first motor, and the combination of the two sets of motors and screw-nut mechanisms can jointly implement adjustment of the seat cushion, achieving both the "zero-gravity state" of the vehicle seat and meeting the needs of passengers of different heights for the height of the seat cushion, thereby improving the comfort of the vehicle seat.

[0046] In the known prior art, the gear and the toothed plate, as well as the associated motor, are all located in the rear region of the bracket member, and due to this arrangement and due to the backrest mounting point, the size of the bracket member is difficult to reduce. The bracket member together with the motor needs to occupy a large space, which can affect the arrangement space of the vehicle seat in the vertical direction, and can cause the center of the backrest rotation axis to be high, which can reduce the comfort during large-angle backrest adjustment. In advantageous embodiments of the present application, the rear space of the seat cushion framework can be released, the vertical height of the vehicle seat can be further compressed, the backrest rotation center can be lowered, and the comfort during large-angle backrest adjustment (especially in the zero-gravity posture) can be improved.

[0047] In some embodiments, the two support members can be connected to each other in the front portion by a second cross member, preferably the second motor can be mounted to the second cross member. The second cross member can be, for example, a square tube, which is welded to the two support members.

[0048] In some embodiments, the two first front links can be connected to each other by a third cross member, preferably the second nut can be mounted to the third cross member. The third cross member can be, for example, a round tube.

[0049] In some embodiments, the second cross member can be configured as a submersion prevention bar of the vehicle seat. Typically, a vehicle seat can be equipped with a submersion prevention bar. Therefore, compared with the known prior art, a separate cross bar for mounting the second motor can be omitted, and the cross bar originally existing in the vehicle seat is used as the submersion prevention bar. At the same time, the space of the vehicle seat in the height direction can be released. In addition, since the second screw nut mechanism is stably supported by the second and third cross members and the front link mechanism, the strength requirement of the second screw nut mechanism can be reduced.

[0050] In some embodiments, the third cross member can be configured as a rotation shaft for the first hinge portion, wherein the two support members can rotate around the rotation shaft, and the two first front links are fixedly connected to the rotation shaft.

[0051] In some embodiments, the second front link can be a curved bar, in the stowed posture of the front link mechanism, the inner side of the curved bar faces upward and the third cross member is supported on the inner side of the curved bar. In these embodiments, due to the special design of the front link mechanism, the front leg support arrangement space can be saved, and at the same time, the front link mechanism and the third cross member used as the synchronization bar form a self-locking at the lowest position of the second front link in the vehicle driving state, which can ensure the excellent stability of the vehicle seat.

[0052] In some embodiments, the second cross member can have a second motor support, which receives the second motor and is configured such that the second screw rod has a first rotation axis extending transversely.

[0053] In some embodiments, the third cross member can have a second nut support, which receives the second nut and is configured such that the second nut has a second rotation axis extending transversely.

[0054] In some embodiments, in the initial position of the support member, the second motor support can be arranged on the front side of the second cross member, and the first rotation axis is in front of and below the second cross member.

[0055] In some embodiments, in the initial position of the support member, the second screw nut support can be arranged at a rear side of the third cross member, the second rotation axis being located rearward and below the third cross member.

[0056] In some embodiments, in the initial position of the support member, the second screw rod can be inclinedly extending downward from the second cross member towards the third cross member.

[0057] In some embodiments, the support member can be configured as a support plate.

[0058] In some embodiments, the support member can be configured as a truss beam, which can comprise two substantially parallel long bars and a plurality of short bars welded between and to the two long bars.

[0059] In some embodiments, the base can comprise two rails, each rail being associated with one support member.

[0060] In some embodiments, from the initial position of the support member, the support member can be rotatable by an angle of at least 15°, such as about 20° or more, when the linkage mechanism is converted from the stowed configuration to the deployed configuration. A vehicle seat equipped with such an adjustment device can be referred to as a zero-gravity seat.

[0061] A second aspect of the present application relates to a seat pan framework for a vehicle seat, the seat pan framework comprising an adjustment device for a vehicle seat according to the first aspect.

[0062] A third aspect of the present application relates to a vehicle seat having a seat pan framework according to the second aspect.

[0063] In the meaning of the present application, the term "vehicle" can be generally understood as a means of transport, such as a land vehicle, a water vehicle (or boat), or an air vehicle (or aircraft), in particular a motor vehicle, such as a passenger car or a truck.

[0064] For example, the term "vehicle seat" can be generally understood as a seat for a means of transport, such as a seat for a motor vehicle, a seat for a boat, a seat for an aircraft, etc.

[0065] The above-mentioned technical features, the below-mentioned technical features, and the technical features shown in the drawings alone can be arbitrarily combined with each other, provided that the technical features to be combined are not contradictory to each other. All feasible combinations of features are explicitly described herein. Any one of the plurality of sub-features included in the same sentence can be independently applied, without necessarily being applied together with other sub-features. BRIEF DESCRIPTION OF DRAWINGS

[0066] Reference will now be made to the exemplary embodiments with regard to the accompanying drawings, in which:

[0067] Figure 1 is a perspective view of a seat pan frame in an initial state according to an embodiment of the present application.

[0068] Figure 2 is a perspective view of a part of the seat pan frame of Figure 1

[0069] Figure 3 is a side view of Figure 2

[0070] Figure 4 is an exploded view of the seat pan frame of Figure 1

[0071] Figure 5 is a perspective view of the seat pan frame of Figure 1 in an adjusted state to a maximum height.

[0072] Figure 6 is a perspective view of the seat pan frame of Figure 1 in an adjusted state to a maximum height.

[0073] Figure 7A to 7C is a kinematic diagram of the seat pan frame of Figure 1 DETAILED DESCRIPTION

[0074] The exemplary embodiments of the present application will be described hereinafter with reference to the accompanying drawings. However, it is to be understood that the present application can be presented in many different forms and should not be construed as limited to the embodiments set forth herein. It is also to be understood that the embodiments disclosed herein can be combined in various ways, thus providing more additional embodiments. In all the drawings, the same reference signs refer to the same or similar elements.

[0075] Figure 1 is a perspective view of a seat pan frame in an initial state according to an embodiment of the present application, in Figure 1 a coordinate system is additionally described, wherein the x-axis corresponds to the longitudinal direction, the y-axis corresponds to the lateral direction and the z-axis corresponds to the vertical direction. Figure 2 and Figure 3 are perspective and side views of a part of the seat pan frame of Figure 1 , wherein the right side brace member and the associated front and rear linkage mechanisms of the seat pan frame are omitted. Figure 4 is an exploded view of the seat pan frame of Figure 1 Figure 5 is a perspective view of the seat pan frame of Figure 1 in an adjusted state to a maximum height. Figure 6 is a perspective view of the seat pan frame of Figure 1 ​​​​​Perspective view of the seat pan frame in adjusted maximum height.

[0076] An adjusting device for a vehicle seat is integrated in a seat pan frame. The seat pan frame is configured for accommodating and supporting a not shown seat pan of a vehicle seat. The vehicle seat can further comprise a not shown backrest which can have a backrest frame. The shown seat pan frame can be connected, for example rigidly or pivotably, with the not shown backrest frame in a rear region thereof.

[0077] The shown seat pan frame and the vehicle seat comprising the same can be suitable for use in a motor vehicle, in particular a passenger car or a truck. It is understood that the shown seat pan frame and the vehicle seat comprising the same can also be applied to other means of transportation, for example an aircraft or a ship.

[0078] The seat pan frame can comprise two side frame members 7 which can be configured as side frame plates. The two side frame members 7 can be connected with each other in a front region thereof by a cross member 3, for example by welding the two side frame members 7 with the cross member 3, respectively. The cross member 3 can be configured as a square tube and can serve as a submarine prevention bar of the vehicle seat. The two side frame members 7 can be connected with each other in a rear region thereof by a rear cross member 15. The two side frame members 7 can be pivotably mounted on the rear cross member 15 which can be configured as a round tube. The two side frame members 7 together with the cross member 3 and the rear cross member 15 can constitute a frame on which a not shown seat pan of the vehicle seat can be accommodated and supported. The two side frame members 7 can be provided with a front linkage 30 and a rear linkage 40, respectively. It is understood that the terms "front" and "rear" are defined with reference to the longitudinal direction x in the present text. In the conventional orientation of the vehicle seat in the vehicle, the longitudinal direction x corresponds to the longitudinal direction or driving direction of the vehicle.

[0079] Each front linkage 30 connects a front portion of the associated side frame member 7 with the associated base 4 and is switchable between a stowed and a deployed position. In the shown embodiment, each side frame member 7 and the associated front linkage 30 and rear linkage 40 and the associated base 4 constitute a five-bar linkage. The base 4 can be configured as a rail.

[0080] Each front linkage 30 comprises a first front link 6 which is hinged at a first hinge to a front portion of the side frame member 7, a second front link 5 which is hinged at a second hinge to the first front link 6, and a third front link 5 which is hinged at a third hinge to the base 4. In the stowed position of the front linkage 30, the first hinge is located between the second and third hinges in the longitudinal direction. The hinges can be provided on the respective end portions of the respective front links 5, 6. As Figure 1As shown, the second front link 5 can be a curved rod. In the retracted position of the front link mechanism 30, the inner side of the curved rod faces upward, and the first hinge portion is located above the inner side of the curved rod. The two first front links 6 can be interconnected by a transverse member 16. The transverse member 16 can be a circular tube and can form a pivot for the first hinge portion, wherein the support member 7 can rotate around the pivot, and the two first front links 6 can be fixedly connected to the pivot, for example, by welding. In the initial position of the support member 7, in the retracted position of the front link mechanism 30, the transverse member 16 can be supported on the inner side of the curved rod that serves as the second front link 5.

[0081] Each rear linkage mechanism 40 connects the rear portion of the associated support member 7 to the associated base 4 and can switch between a first posture and a second posture. This rear linkage mechanism 40 may include only one rear link 9, which, particularly at its rear end, is rotatably connected to the support member 7 and rotatably connected to the base 4 at a hinge 8 between its rear and front ends. The two rear links 9 of the two rear linkage mechanisms 40 may be connected, particularly welded, to the rear transverse member 15, with the two support members 7 rotatably connected to the rear transverse member 15 at their respective rear ends. The rear link 9 may be bent and includes a first arm with a rear end and a second arm with a front end, which may be rotatably connected to the base 4 at the transition between the first and second arms. The right rear link may be constructed identically to the left rear link. In an embodiment not shown, the right rear link may only have a first arm and not a second arm, since only the left rear link 9 is driven, while the right rear link is not.

[0082] like Figure 1 As shown, the support member 7 has an initial position in the retracted position of the front linkage 30 and the first position of the rear linkage 40. The front part of the support member 7 can be raised when the front linkage 30 changes from the retracted position to the extended position, and the rear part of the support member 7 can be raised when the rear linkage 40 changes from the first position to the second position. When the front part of the support member 7 is raised and the rear part of the support member 7 is not raised or is substantially not raised, the support member 7 can be adjusted to a desired tilt angle. When the vehicle seat is to be configured as a zero-gravity seat, the support member 7 can have a maximum tilt angle of not less than 15°, especially not less than 20°, for example, about 22.5°. Figure 5 yes Figure 1 A perspective view of the seat frame when adjusted to its maximum tilt angle. The seat frame is shown in the image. Figure 5 The state shown corresponds to the zero-gravity state of the vehicle seat.

[0083] like Figure 6As shown, the support member 7 can have an increased position compared to the initial position when the front part of the support member 7 is lifted to the end position and the rear part of the support member 7 is also lifted to the end position, whereas the inclination angle of the support member 7 can remain essentially unchanged. In principle, the support member 7 can be adjusted to any intermediate height position between the initial position and the maximum height position, and the inclination angle can remain essentially unchanged, which can enable the vehicle seat to be adapted to occupants of different body shapes.

[0084] As a particularly advantageous embodiment of the first drive system for driving the rear linkage 40, the adjustment device of the seat frame can comprise a first electric motor 11 and a first screw-nut mechanism 21, which are configured to drive the rear linkage 40 (in the embodiment shown, to drive the rear link 9) such that the rear linkage 40 can be shifted between the first and the second posture.

[0085] The first electric motor 11 is coupled to the front linkage 30. In the embodiment shown, the first electric motor 11 is coupled to the second front link 5 such that the first electric motor 11 can be driven by the second front link 5 and can be rotated relative to the second front link 5 when the second front link 5 is moved. Here, the two second front links 5 of the two front linkages 30 can be connected, for example welded, by a cross member 14. The cross member 14 can be configured as a round tube. The cross member 14 is provided with a first motor mount 12 to which the first electric motor 11 is rotatably mounted by means of a first motor bolt 13. The first motor bolt 13 can define an axis of rotation of the first electric motor 11 or of the first screw 22, which can be orthogonal to the longitudinal axis of the first screw, in particular can extend in the transverse direction y.

[0086] The first screw-nut mechanism 21 comprises a first screw 22, which can be driven in rotation by the first electric motor 11, and a first nut 23, which can be moved along the first screw 22, the first nut 23 being coupled to the rear link 9 of the rear linkage 40. Starting from the initial position of the support member 7, the support member 7 can be rotated about the articulation point of the support member 7 with the rear linkage 40 (in the embodiment shown, the articulation point of the rear link 9 with the support member 7 or the rear cross member 15) when the front linkage 30 is shifted from the stowed posture to the deployed posture, in the case where the first electric motor 11 is locked. In the embodiment shown, only one of the rear links 9 is provided with the first electric motor 11 and the first screw-nut mechanism 21, which can be cost-advantageous.

[0087] Typically, the first motor and at least the first lead screw and possibly present reduction mechanism can be integrated into one unit, which can be referred to as a lead screw motor. Similarly, the second motor and at least the second lead screw and possibly present reduction mechanism, which will be referred to in the following, can be integrated into one unit, which likewise can be referred to as a lead screw motor. In the shown embodiment, the first nut 23 is configured as a sleeve with an internal thread, into which the first lead screw 22 can be screwed in and out of, and thereby drives the rear link 9. The rear link 9 can be provided with a first nut carrier 10, which is rotatably mounted to the rear link 9, in particular rotatably mounted on a front end of the rear link 9. The sleeve as first nut 23 can be mounted with its end facing away from the first motor 11 in the first nut carrier 10. When the first motor 11 drives the first lead screw 22 to rotate in a first direction and thus the first lead screw 22 is screwed out of the sleeve, the sleeve pushes the rear link 9 to rotate about the pivot point 8 of the rear link 9 to the base 4, whereby the rear part of the bracket member 7 is lifted. When the first motor 11 drives the first lead screw 22 to rotate in a second direction opposite to the first direction and thus the first lead screw 22 is screwed into the sleeve, the sleeve pulls the rear link 9 to rotate in reverse about the pivot point 8 of the rear link 9 to the base 4, whereby the rear part of the bracket member 7 is lowered.

[0088] In an advantageous design, from the initial position of the bracket member 7, the second front link 5 can slightly push the first motor 11 coupled to the second front link 5 and thereby the first motor 11 via the first lead screw nut mechanism 21 slightly push the rear link 9 backwards when the front link mechanism 30 is converted from the stowed to the deployed attitude with the first motor 11 locked, so that the rear link 9 slightly leaves the initial position, which can advantageously further reduce the amount of sinking of the rear part of the seat cushion when adjusting the reclining angle of the vehicle seat, the amount of sinking can even be zero, which is advantageous for the design of a vehicle seat with a low Block value. Typically, a vehicle seat according to embodiments of the present application can have a low Block value of 200 mm or less, for example 180 mm or less.

[0089] The two front linkage mechanisms 30 can be equipped with a common second motor 2 and a common second screw-nut mechanism 20, which are configured to drive the two front linkage mechanisms 30 such that the two front linkage mechanisms 30 can be converted between the stowed and the deployed configuration. The second motor 2 is coupled to the support member 7. In the shown embodiment, the second motor 2 can be mounted to the cross member 3. To this end, the cross member 3 can have a second motor mount 1, to which the second motor 2 can be rotatably mounted by means of second motor bolts 17. The second motor bolts 17 can define a rotational axis of the second motor 2, which extends in the transverse direction y. The second motor 2 can transmit a driving force to the cross member 16 via the second screw-nut mechanism 20 and, in turn, drive the first front linkage 6 to rotate about the first articulation. The second screw-nut mechanism 20 can comprise a second screw 24, which can be driven to rotate by the second motor 2, and a second nut 18, which can be moved along the second screw (see Figure 4 ). In the stowed configuration of the front linkage mechanism 30, the second screw 24 extends obliquely downwards from the cross member 3 towards the cross member 16.

[0090] The first motor mount 1 can be configured such that the second screw 24 has a first rotational axis extending in the transverse direction (defined by the second motor bolts 17 in the shown embodiment), so that the second screw 24 can rotate about its longitudinal axis and pivot about the first rotational axis during driving. In the stowed configuration of the front linkage mechanism 30, the first motor mount 1 is arranged at the front side of the cross member 3, with the first rotational axis being in front of and below the cross member 3.

[0091] The cross member 16 can have a second nut mount 19, to which the second nut 18 is rotatably mounted about a second rotational axis, which can be parallel to the first rotational axis of the second screw 24. In the stowed configuration of the front linkage mechanism 30, the second nut mount can be arranged at the rear side of the cross member 16, projecting rearwards and downwards from the cross member 16. The second nut mount 19 provides a second rotational axis for the second nut 18, which can be in rear of and below the cross member 16 in the stowed configuration of the front linkage mechanism 30 and can be moved to be in front of and below the cross member 16 in the deployed configuration of the front linkage mechanism 30. During driving of the second motor 2, the second nut 18 can be moved along the second screw 24 and pivot about the second rotational axis.

[0092] When adjusting the inclination angle of the rest member 7 from the initial position of the rest member 7, the second motor 2 drives the second screw 24, wherein the rotational movement of the second screw 24 is converted into a movement of the second nut 18 along the second screw 24 towards the front, i.e. towards the first motor support 1, the second motor 2 pulls the second nut 18, which pulling is converted into a rotation of the first front link 6 about the first articulation towards the front and thus converts the front link mechanism 30 from the stowed position into the deployed position, in which the front portion of the rest member 7 is raised such that the rest member 7 and thus the not shown seat cushion of the vehicle seat has a corresponding inclination angle. It goes without saying that the front link mechanism 30 does not necessarily have to be converted into the predetermined final deployed position, but can also be converted into any one of the intermediate positions between the predetermined stowed position and the predetermined final deployed position, so that the rest member 7 can be adjusted to any desired inclination angle.

[0093] When the front portion of the rest member 7 is returned from the raised position to the initial position, the second motor 2 drives the second screw 24 in reverse, wherein the reversed rotational movement of the second screw 24 is converted into a movement of the second nut 18 along the second screw 24 towards the rear, i.e. away from the first motor support 1, the second motor 2 pushes the second nut 18, which pushing is converted into a rotation of the first front link 6 about the first articulation towards the rear and thus returns the front link mechanism 30 from the deployed position to the stowed position. It goes without saying that the front link mechanism 30 does not necessarily have to be returned from the predetermined final deployed position to the stowed position, but can also be returned to any one of the intermediate positions between the predetermined final deployed position and the predetermined stowed position.

[0094] In the shown embodiment, the distance between the second screw 24 and the cross member 16 can at least temporarily increase during the conversion of the front link mechanism 30 from the stowed position to the deployed position from the initial position of the rest member 7, so that the second screw 24 does not interfere with the cross member 16. The adjustment device can achieve a large angular adjustment range of the rest member 7. For example, the angular adjustment range can be > 15°, for example approximately 20°, or even more. Furthermore, the second motor 2 and the second screw nut mechanism 20 can make full use of the large space that is present anyway under the front region of the seat cushion framework, which can achieve a small construction height of the vehicle seat compared to the known prior art, in which the second motor is arranged under the middle region of the seat cushion framework. In addition, an additional cross bar for mounting the second motor can be dispensed with, and the cross bar that is typically present in the vehicle seat as an anti-dive bar can be used.

[0095] In an embodiment not shown, instead of the second screw nut mechanism, a gear rack mechanism can be employed as a transmission mechanism, wherein a gear wheel can be driven to rotate by the second motor, the rotation of the gear wheel can be converted into a movement of a gear rack that is pressed towards the gear wheel by a spring element.

[0096] In another not shown embodiment, instead of the second lead screw nut mechanism, a steel cable drive mechanism can be employed, wherein the steel cable can pull the second nut carrier and the front linkage 30 can be provided with a return spring for returning the front linkage towards the stowed position.

[0097] In not shown embodiments, the number of the support members 7 and the front linkages 30 and the rear linkages 40 can be other numbers, for example one, three or more.

[0098] In not shown embodiments, the rear linkage can comprise a first rear linkage and a second rear linkage hingedly coupled to each other, similar to the shown front linkage; or the rear linkage can comprise a crank slider mechanism; or the rear linkage can comprise a scissor mechanism.

[0099] In not shown embodiments, instead of the first lead screw nut mechanism, a rack and pinion mechanism can be employed, wherein the first motor coupled to the front linkage can drive a rack coupled to the rear linkage via a pinion. In this embodiment, the first drive system can comprise the first motor and the mentioned rack and pinion mechanism coupling the front linkage to the rear linkage and being able to lock the rear linkage relative to the front linkage when locked, in particular such that the rear linkage does not move or only slightly moves when adjusting the support member inclination angle.

[0100] Figure 7A to 7C is a kinematic diagram of the seat pan framework. Figure 1 is a kinematic diagram of the seat pan framework. Figure 7A is shown in the initial state, wherein the front linkage is in the stowed state and the rear linkage is in the first position. Figure 7B is shown in the maximum inclination angle, wherein the front linkage is in the deployed position and the rear linkage is substantially kept in the first position. Figure 7C is shown in the maximum height, wherein the front linkage is in the deployed position and the rear linkage is in the second position.

[0101] It is to be understood that the phraseology or terminology herein is for the purpose of description and not of limitation. The use of particular terms in various sections of the specification is merely for descriptive purposes. There can be, of course, many embodiments of the application that are not specifically enumerated herein.

[0102] As used in the description, the singular forms "a", "an" and "the" include plural referents unless the context clearly dictates otherwise. As used in the description, the language "includes" and / or "comprising" encompasses the case where the feature so stated is present but does not exclude the presence of one or more additional features. As used in the description, the language "and / or" includes all possible combinations of one or more of the associated listed items.

[0103] In the specification, when it is said that an element is "on", "attached to", "connected to", "coupled to", or "in contact with" another element, it can be directly on, attached to, connected to, coupled to, or in contact with the other element, or one or more intervening elements can be present. In contrast, when an element is referred to as being "directly on", "directly attached to", "directly connected to", "directly coupled to", or "directly in contact with" another element, there are no intervening elements present. In the specification, when it is said that one feature is disposed "adjacent" to another feature, it can mean that the one feature has a portion that overlaps the adjacent feature or a portion that is above or below the adjacent feature.

[0104] It is to be understood that the terms "first", "second", and so on, can be used herein to describe various elements, but the elements should not be limited by these terms. The terms are only used to distinguish one element from another. Thus, a first element could be referred to as a second element without departing from the teachings of the present application.

[0105] Finally, it is to be understood that the embodiments described above are only intended to serve as examples for understanding the present application and are not intended to limit the scope of protection of the present application. Those skilled in the art can make modifications to the above-described embodiments based on the above description, and such modifications do not depart from the scope of protection of the present application.

Claims

1. Adjusting device for a vehicle seat, the adjusting device comprising: a seat pan (7) configured to carry a seat cushion of a vehicle seat; a front linkage (30) connecting a front portion of the seat pan with a base (4) and being convertible between a stowed and a deployed configuration, the front linkage comprising a first front link (6) hinged at a first hinge to the front portion of the seat pan and a second front link (5) hinged at a second hinge to the first front link and hinged at a third hinge to the base; and a rear linkage (40) connecting a rear portion of the seat pan with the base and being convertible between a first and a second configuration, the rear linkage comprising a rear link (9) rotatably connected to the seat pan and rotatably connected to the base; wherein the seat pan has an initial position in the stowed configuration of the front linkage and in the first configuration of the rear linkage, the front portion of the seat pan is liftable upon conversion of the front linkage from the stowed configuration to the deployed configuration, and the rear portion of the seat pan is liftable upon conversion of the rear linkage from the first configuration to the second configuration; characterized in that the adjusting device further comprises a first drive system configured to drive the rear linkage, the first drive system coupling the front linkage with the rear linkage, wherein, starting from the initial position of the seat pan, the seat pan is rotatable about the hinge point of the seat pan and the rear linkage upon conversion of the front linkage from the stowed configuration to the deployed configuration in the event that the first drive system is locked.

2. The adjustment device for a vehicle seat according to claim 1, characterized by the first drive system comprises a first electric motor (11) and a first screw-nut mechanism (21) configured to drive the rear linkage, wherein the first electric motor is coupled to the front linkage and the first screw-nut mechanism comprises a first screw (22) rotatable by the first electric motor and a first nut (23) movable along the first screw, the first nut being coupled to the rear linkage, wherein, starting from the initial position of the seat pan, the seat pan is rotatable about the hinge point of the seat pan and the rear linkage upon conversion of the front linkage from the stowed configuration to the deployed configuration in the event that the first electric motor is locked.

3. The adjustment device for a vehicle seat according to claim 2, characterized in that, the first electric motor is coupled to the front linkage such that, starting from the initial position of the seat pan, the rear linkage moves away from its first configuration in the direction of its second configuration upon conversion of the front linkage from the stowed configuration to the deployed configuration in the event that the first electric motor is locked.

4. The adjustment device for a vehicle seat according to claim 3, characterized by starting from the initial position of the seat pan, the stroke of one movable component of the rear linkage upon conversion of the front linkage from the stowed configuration to the deployed configuration in the event that the first electric motor is locked is less than 10% of the total stroke of the movable component upon conversion of the rear linkage from the first configuration to the second configuration.

5. The adjustment device for a vehicle seat according to any one of claims 2 to 4, characterized in that, the rear link is rotatably connected to the first nut.

6. The adjustment device for a vehicle seat according to any one of claims 2 to 4, characterized in that, The rear link has a front end portion and a rear end portion, is rotatably connected with the bracket member at its rear end portion, is rotatably connected with the first nut at its front end portion, and is rotatably connected with the base between the front end portion and the rear end portion.

7. The adjustment device for a vehicle seat according to claim 6, characterized in that, The rear link is curvedly configured and comprises a first arm having a rear end portion and a second arm having a front end portion, the rear link being rotatably connected with the base at a transition portion of the first arm and the second arm.

8. The adjustment device for a vehicle seat according to any one of claims 2 to 4, characterized in that, The first motor and the first screw-nut mechanism are configured to apply a pushing force to the second arm by the first nut when the rear link mechanism is converted from the first posture to the second posture.

9. The adjustment device for a vehicle seat according to claim 7, characterized by, The first motor and the first screw-nut mechanism are configured to apply a pushing force to the second arm by the first nut when the rear link mechanism is converted from the first posture to the second posture.

10. The adjustment device for a vehicle seat according to any one of claims 2 to 4, characterized in that, The first nut is configured as a sleeve having an internal thread, the first screw being able to be screwed into and out of the sleeve.

11. The adjustment device for a vehicle seat according to any one of claims 1 to 4, characterized in that, The front link mechanism is configured such that, viewed in the longitudinal direction, in the stowed posture of the front link mechanism, the first articulation portion is between the second articulation portion and the third articulation portion.

12. The adjustment device for a vehicle seat according to any one of claims 1 to 4, characterized in that, Each articulation portion is provided on a respective end portion of a respective front link.

13. The adjustment device for a vehicle seat according to any one of claims 1 to 4, characterized in that, The second front link is a curved link, in the stowed posture of the front link mechanism, an inner side of the curved link faces upwards, and the first articulation portion is above the inner side of the curved link.

14. The adjustment device for a vehicle seat according to any one of claims 2 to 4, characterized in that, The first motor is coupled with the second front link such that, when the second front link is moved, the first screw connected with the first motor can be driven by the second front link and can rotate relative to the second front link.

15. The adjustment device for a vehicle seat according to claim 14, characterized in that, The first motor is coupled with the second front link such that, starting from an initial position of the bracket member, in the case that the first motor is locked, when the front link mechanism is converted from the stowed posture to the deployed posture, the second front link can push the first motor coupled with the second front link rearward, and thereby cause the rear link mechanism to move away from its first posture towards its second posture.

16. The adjustment device for a vehicle seat according to any one of claims 1 to 4, characterized by The adjustment device comprises two bracket members arranged side by side in the transverse direction, each bracket member being provided with the front link mechanism and the rear link mechanism.

17. The adjustment device for a vehicle seat according to claim 16, characterized by Each rear link mechanism comprises one rear link, the two rear links being connected with a rear transverse member (15), the two bracket members being rotatably connected with the rear transverse member at the rear portion respectively, only one of the rear links or both of the rear links being provided with the first drive system.

18. The adjustment device for a vehicle seat according to any one of claims 2 to 4, characterized in that, The adjustment device comprises two bracket members arranged side by side in the transverse direction, each bracket member being provided with the front link mechanism and the rear link mechanism, the two second front links being connected by a first transverse member (14), the first motor being mounted to the first transverse member.

19. The adjustment device for a vehicle seat according to claim 18, characterized by The first transverse member is provided with a first motor seat (12), the first motor being rotatably mounted to the first motor seat.

20. The adjustment device for a vehicle seat according to any one of claims 1 to 4, characterized by, The adjustment device further comprises a second motor (2) and a second screw-nut mechanism (20) for enabling the front linkage to be converted between the stowed and deployed configurations, wherein the second motor is coupled to the support member, the second screw-nut mechanism comprises a second screw (24) rotatable by the second motor and a second nut (18) movable along the second screw, the second nut is coupled to the first front link, and the second motor and the second screw-nut mechanism are configured such that a driving force of the second motor is convertible into a pulling force of the second nut, and the pulling force of the second nut is configured to cause the first front link to rotate forward about the first articulation to convert the front linkage from the stowed configuration to the deployed configuration.

21. The adjustment device for a vehicle seat according to claim 20, characterized by, The adjustment device comprises two support members arranged side by side in the transverse direction, each support member is provided with the front linkage and the rear linkage, the two support members are connected to each other at the front by a second transverse member (3), the second motor is mounted to the second transverse member, and the two first front links are connected to each other by a third transverse member (16), the second nut is mounted to the third transverse member.

22. The adjustment device for a vehicle seat according to claim 21, characterized by The second transverse member is configured as a submarine prevention rod of the vehicle seat.

23. The adjustment device for a vehicle seat according to claim 21 or 22, characterized in that, The third transverse member is configured as a rotation shaft for the first articulation, wherein the two support members are rotatable about the rotation shaft, and the two first front links are fixedly connected to the rotation shaft.

24. The adjustment device for a vehicle seat according to claim 21 or 22, characterized in that, The second front link is a curved rod, in the stowed configuration of the front linkage, the inner side of the curved rod faces upward, and the third transverse member is supported on the inner side of the curved rod.

25. The adjustment device for a vehicle seat according to claim 21 or 22, characterized by, The second transverse member has a second motor seat (1) that receives the second motor and is configured such that the second screw has a first rotation axis extending in the transverse direction; and the third transverse member has a second nut seat (19) that receives the second nut and is configured such that the second nut has a second rotation axis extending in the transverse direction.

26. The adjustment device for a vehicle seat according to claim 25, characterized by In the initial position of the support member, the second motor seat is arranged at the front side of the second transverse member, and the first rotation axis is located in front of and below the second transverse member.

27. The adjustment device for a vehicle seat according to claim 25, characterized by, In the initial position of the support member, the second nut seat is arranged at the rear side of the third transverse member, and the second rotation axis is located behind and below the third transverse member.

28. The adjustment device for a vehicle seat according to claim 21 or 22, characterized by, In the initial position of the support member, the second screw extends downwardly and obliquely from the second transverse member to the third transverse member.

29. The adjustment device for a vehicle seat according to any one of claims 1 to 4, characterized by, The support member is configured as a support plate.

30. A seat pan framework for a vehicle seat, the seat pan framework comprising an adjustment device for a vehicle seat according to any one of claims 1 to 29.

31. A vehicle seat having a seat pan framework according to claim 30.

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