Adjustment system for a vehicle seat
By integrating collision sensors and triggering devices into the vehicle seat, an adjustment system can quickly adjust the seat from reclining to upright, solving the problem of subsidence during a collision and achieving a balance between safety and comfort.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- BROSE FAHRZEUGTEILE GMBH & CO KG
- Filing Date
- 2022-03-07
- Publication Date
- 2026-07-14
AI Technical Summary
Existing vehicle seats exhibit a tendency to sag during a collision, causing seat occupants to slide under the seatbelt. Furthermore, existing solutions are either unfeasible in many vehicles or place excessive stress on the occupant's spine.
Design an adjustment system including a triggering device connected to a collision sensor, which can quickly adjust a vehicle seat from a reclining position to an upright position by adjusting the levels when a collision is detected that is about to occur or has already occurred, using a screw driver and triggering device to achieve rapid and stable adjustment movement.
It effectively prevents seat users from slipping under the seat belt during a collision, ensuring that seat users are quickly transferred to a safe position, reducing the load on the spine, and is more economical in terms of structural space and energy consumption.
Smart Images
Figure CN117136150B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to an adjustment system for vehicle seats. Background Technology
[0002] This adjustment system includes a base, a rod supported on the base in a swingable manner, and an adjustment unit coupled to the rod, the adjustment unit being configured to pivot the rod relative to the base.
[0003] Such an adjustment system is described in US 2019 / 0308527 A1. The vehicle seat adjustment unit described therein includes a motor by which a rod, supported in a swingable manner on an upper rail of a longitudinal adjustment device serving as a base, can be pivoted relative to the base, thereby adjusting the tilt of the seating surface relative to the base. The backrest of the vehicle seat is fixed relative to the seating portion and is therefore adjusted together with the seating portion. Thus, the adjustment system enables the vehicle seat to be moved from an upright seating position to a more reclined position.
[0004] WO 2019 / 180213 A1 describes a vehicle seat that can pivot from an upright seating position to a reclining position by means of a flip actuator.
[0005] A reclining or semi-reclined position offers a high level of comfort, especially during long journeys. However, in this position, depending on the adjusted tilt, there is a risk of increased "slippage," in which the occupant slides under the seatbelt due to the impact force. In practice, various solutions are sought to prevent slippage. WO 2019 / 180213 A1 describes a vehicle seat, along with its seating and backrest sections, that pivots rearward to a semi-reclined position such that the occupant is safely supported by the seating surface in the event of a collision. However, this, in turn, results in excessive load on the occupant's spine. Therefore, WO 2019 / 180213 A1 proposes releasing the longitudinal movement of the vehicle seat's relative energy-absorbing devices upon impact, thereby resulting in a lower peak load from the impact force. However, this solution is unusable in many applications because not all vehicles allow the vehicle seat to pivot rearward to the appropriate degree, and also because in many vehicles, there is not enough legroom for the seat user when the vehicle seat moves longitudinally accordingly. Summary of the Invention
[0006] The objective of this invention is to provide an improved adjustment system for vehicle seats.
[0007] This task is solved by a subject matter that has the characteristics of the present invention.
[0008] Therefore, the adjustment system includes a triggering device coupled to the adjustment unit. The triggering device is effectively connected to or can be effectively connected to a collision sensor and is configured to cause relative movement between the adjustment unit and the base based on a signal from the collision sensor indicating a vehicle collision.
[0009] The underlying concept is that a typical adjustment unit used for comfort adjustment, such as a screw adjuster, causes a relatively slow adjustment movement, which is typically not fast enough in the event of a collision. However, this can be mitigated by adding an additional adjustment level, which adjusts the adjustment unit itself. This is because the triggering device for this purpose can be designed, for example, for rapid adjustment movement, without considering the adjustability of comfort.
[0010] Therefore, when an impending or actual collision is detected, the vehicle seat can be adjusted from a reclining position to an upright position quickly enough to bring the occupant into the safest possible seating position.
[0011] For example, the adjustment unit has a (first) component via which it is coupled to a rod, particularly in a swingable manner. Alternatively or additionally, the adjustment unit also has a (second) component via which it is supported on a base, particularly in contact with the base.
[0012] Here, the first component can be configured as a screw. The second component can be configured as a drive. Such a screw drive allows for particularly comfortable adjustment, but other types of drives are also conceivable, so the adjustment unit can typically have, for example, two components that can adjust relative to each other, especially two components that can adjust relative to each other along a straight line.
[0013] Alternatively, the second component is guided on the base in a movable, in particular, mobile manner. This allows the second component to be adjusted while still being securely supported.
[0014] Furthermore, the second component may also have a shaft that is guided movably within a groove in the base. This allows for a robust and clearly defined guide trajectory. The shaft can move, for example, along the groove, or between stops at the two ends of the groove, using a triggering device.
[0015] The triggering unit can be configured to act on a second component of the adjusting unit. For example, the triggering unit can cause the second component to move along a groove. This allows for mechanically simple, robust, and efficient adjustment in the event of a collision.
[0016] The triggering unit may have an actuator. For example, the actuator may be configured to swing a crank, which is supported on the base in a swinging manner, relative to the base. Using a crank allows for particularly rapid adjustment movements, but is not absolutely necessary. A pyrotechnic actuator can also be used instead of an actuator with a crank. A pyrotechnic actuator allows for particularly rapid triggering, but must be replaced after each activation. Alternatively, a pre-tensioned spring combined with an unlocking function can be considered; this is a particularly simple solution, but requires relatively large structural space. Another option is to use only the unlocking function, where the relative movement between the adjusting unit and the base is achieved by the inertia of the seat user and the vehicle seat itself, and is released and then triggered by the triggering device. In all cases, a locking function can optionally be provided, which locks the adjusting unit to the base after the relative movement between the adjusting unit and the base is caused by the triggering device. In some applications, an arbitrary actuator may also be provided, which, for example, can achieve faster adjustment than the adjusting unit, or be additionally activated in addition to the adjusting unit in the event of a collision.
[0017] In one design, the actuator is configured as a motor-drive unit. It can be configured as either self-locking or non-self-locking. A self-locking motor-drive unit can additionally achieve a collision-safe intermediate posture, but typically requires higher electrical power than a corresponding non-self-locking motor-drive unit.
[0018] Optionally, the trigger unit also has a lever. This lever can be connected to the crank in a swinging manner. In particular, the lever allows for a secure coupling with the adjustment unit to induce movement of the adjustment unit relative to the base.
[0019] Optionally, the lever of the trigger unit is connected to the shaft of the second component in a manner that allows it to swing about a swing axis. For example, the lever is hinged to the shaft. This allows for a particularly secure coupling.
[0020] It can be configured that the lever can move between two end positions. Optionally, the crank arm and the lever are at their respective dead points relative to each other in the two end positions. For example, in the two end positions, the hinges of the lever and the crank arm are in a straight line. For example, the crank can rotate 180 degrees.
[0021] The adjustment system may include a collision sensor configured to detect a vehicle collision involving a vehicle seat with an adjustable system, and configured to provide a signal indicating the collision to a triggering device. The collision sensor may, in particular, be a pre-collision sensor that detects an impending accident and provides a signal before the collision occurs. This enables particularly good preparation for accidents that should occur.
[0022] Optionally, the lever has a first arm and a second arm, the lever being coupled to the adjustment unit via the first arm, and the second arm being used to support the seating portion of the vehicle seat. These arms can be of different lengths, for example, the second arm being longer than the first arm, which allows for a particularly large range of adjustment even with very small adjustment movements of the adjustment unit.
[0023] The first and second arms can extend at an angle to each other from the swing axis of the rod on the base. This allows for a compact implementation. Alternatively, these arms extend in a straight line. These arms are connected to each other via the swing axis.
[0024] According to one aspect, a vehicle seat with an adjustment system according to any of the design schemes described herein is described. Here, the seating portion of the vehicle seat is supported on a base, for example, via rods of the adjustment system. The base is, for example, securely connected to or connectable to the vehicle floor, either directly or via a longitudinal adjustment device. Attached Figure Description
[0025] The concept of this invention will be explained in more detail below with reference to the embodiments shown in the figures. Wherein:
[0026] Figure 1A-1D A schematic view showing a vehicle seat with an adjustment system in different adjustment positions; and
[0027] Figure 2A-2C The diagram shows the schematic of a vehicle seat in different adjustment positions. Detailed Implementation
[0028] Figure 1A A vehicle seat 2 with a seating portion 20 and a backrest portion 21 is shown. The vehicle seat 2 is secured to the vehicle floor FB via a longitudinal adjustment device 22.
[0029] The longitudinal adjustment device 22 includes a lower rail and an upper rail supported on the lower rail in a longitudinally movable manner. A base 10 is fixed to the upper rail, which may alternatively be directly fastened to the vehicle floor FB.
[0030] The vehicle seat 2 also includes an adjustment system 1 for adjusting the seating portion 20 relative to the base 10. The backrest portion 21 is supported on the seating portion 20. Therefore, if the seating portion 20 is adjusted, the backrest portion 21 is also adjusted accordingly. Thus, the adjustment system 1 allows for a so-called rocking adjustment. The backrest portion 21 can be securely mounted to the seating portion 20, or alternatively, its tilt relative to the seating portion can be adjusted via adjustment accessories.
[0031] The adjustment system 1 includes a rod 11 supported on a base 10 in a manner that allows it to swing about a (first) swing axis S1 (wherein the designations of this swing axis and other swing axes are for simplification only). The seating portion 20 is supported on the base 10 via the rod 11. Currently, the adjustment system 1 includes a connecting rod 15, which is connected to the rod 11 in a swingable manner via a (second) swing axis S2. The connecting rod 15 is connected to the seating portion 20 in a swingable manner via a (third) swing axis S3. The connecting rod 15 connects the rod 11 to the seating portion 20. Therefore, the seating portion 20 is connected to the base 10 via the connecting rod 15 and the rod 11, and is supported on the base 10.
[0032] Furthermore, the adjustment system 1 also includes an adjustment unit 12 coupled to the lever 11. The adjustment unit is configured to move the lever 11 relative to the base 10, specifically to oscillate it. The adjustment unit 12 includes a first component in the form of a screw 120 and a second component in the form of a actuator 121. Thus, the adjustment unit 12 is configured as a screw actuator.
[0033] Figure 1A The vehicle seat is shown in an upright seating position.
[0034] Figure 1B The vehicle seat 2 is shown, wherein the seating portion 20 (including the portion not in use) Figure 1B The backrest portion 21 shown in the image is relative to... Figure 1A The positioning shown is adjusted, more precisely, currently, to a reclined position from the perspective of the user sitting in the vehicle seat, such as a resting or lying position. As the seating portion 20 pivots from an upright seat position to a more reclined position, the lever 11 stands upright relative to the base 10. Here, the seating portion 20 swings relative to the base 10 about the rear (fourth) swing axis S4.
[0035] Especially in combination Figure 1B As can be seen, the screw 120 is coupled to the rod 11. Currently, the rod 11 includes a first arm 110 and a second arm 111. The first arm extends between a first swing axis S1 and a second swing axis S2. The second arm 111 extends between the first swing axis S1 and a (fifth) swing axis S5, and the screw 120 is oscillatingly mounted on the first arm 110 along this fifth swing axis. The first arm 110 is shorter than the second arm 111; therefore, a relatively small movement of the screw 120 can cause a relatively large adjustment to the seating portion 20. In an upright seat position (see...), Figure 1A The second arm 111 of member 11 forms an acute angle with connecting member 15. In the resting position of maximum rearward pivoting (see...) Figure 1BThe second arm 111 of the rod 11 and the connecting rod 15 form an angle, more precisely, an obtuse angle in the example shown. The more the seating portion 20 tilts backward, the larger the angle between the second arm 111 of the rod 11 and the connecting rod 15.
[0036] The actuator 121 of the adjusting unit 12 includes a housing and a shaft 122. Furthermore, the actuator 121 also includes a screw nut. Currently, the screw nut is rotatably arranged relative to the shaft and is housed within the housing. For example, the actuator 121 may include an electric motor. Activating the actuator 121 causes the screw 120 to move out or retract relative to the actuator 121. The shaft 122 is supported on the base 10 and... Figure 1A and Figure 1B In its normal operating state, the seat is supported on the base 10 such that retraction or extension of the screw 120 causes the rod 11 to pivot relative to the base 10. The desired seat tilt can be adjusted automatically and / or via a control panel (not shown) by correspondingly activating the actuator 121 of the adjustment unit 12.
[0037] The adjustment unit 12 is supported on the base 10 in a movable manner. Currently, the shaft 122 is supported in the slide groove 101 of the base in a movable manner.
[0038] The adjustment system 1 also includes a triggering device 14. The triggering device 14 has an untriggered state and a triggered state. In the untriggered state (see...), Figure 1A , Figure 1B and Figure 2A The trigger device 14 locks the rotatability of the adjustment unit 12 on the base 10.
[0039] The triggering device 14 is mechanically coupled to the adjustment unit and is configured to detect a signal indicating a vehicle collision and, based on this signal, cause relative movement between the adjustment unit 12 and the base 10, more specifically, from a current rearward tilted posture. Figure 1B and Figure 2A (As shown) Departure via Figure 1C and Figure 2B The intermediate posture shown enters a swinging motion into a more upright posture. Figure 1D and Figure 2CCurrently, the triggering device 14 is configured to induce relative movement between the adjustment unit 12 and the base 10 based on a signal indicating a vehicle collision from a collision sensor 13 that is effectively connected (or can be connected) to the triggering device 14. The collision sensor 13 may be a distance sensor, an acceleration sensor, or a combination of multiple sensors. The triggering device 14 is driven based on measurements from the collision sensor 13, for example, by directly loading those measurements, or by a control unit of the triggering device 14 or an external control unit. The triggering device 14 includes an interface through which signals can be loaded and / or driven in response to those signals.
[0040] Here, the triggering device 14 includes a trigger lever 142. The trigger lever 142 of the triggering device 14 is operatively connected to the lever 11 via the adjusting unit 12. Displacement of the trigger lever 142 causes movement of the actuator 121. Currently, the trigger lever 142 is oscillatingly connected to the actuator 121 of the adjusting unit 12 on the (sixth) oscillation axis S6. In the example shown, the trigger lever 142 is engaged with the shaft 122 of the adjusting unit 12 in an oscillating manner. Figure 1B In the posture shown, the actuator 121 of the trigger lever 142 fixing adjustment unit 12 prevents its translational movement. Currently, the trigger lever 142 rotatably holds the shaft 122 securely in a position within the groove 101 of the base 10. In this position, the elongated trigger lever 142 and the elongated groove 101 extend along mutually parallel lines.
[0041] In order to move vehicle seat 2 from Figure 1B and Figure 2A The positioning pivot shown is shifted to a more upright position, and the trigger lever 142 can be adjusted relative to the base 10. For this purpose, the adjustment system 1 includes a motor-drive unit 140.
[0042] The motor-drive unit 140 is fastened to the base 10 and coupled to the crank 141. Currently, the output shaft of the motor-drive unit 140 is directly connected to the crank 141, for example, in an interlocking configuration. The crank 141 is supported on the (seventh) oscillation axis S7 on the base 10 (see especially...). Figure 1C and Figure 2B ).
[0043] The trigger lever 142 is oscillatingly mounted on the crank 141 (at the free end of the crank 141) via the (eighth) oscillation axis S8. The crank 141 is shorter than the trigger lever 142 (currently much shorter). If the motor-drive unit 140 is activated, the crank 141 will oscillate about the seventh oscillation axis S7. Therefore, the trigger lever 142 rotates about the seventh oscillation axis S7 on one side of the eighth oscillation axis S8, currently rising, and moves along the slide 101 on one side of the sixth oscillation axis S6. This movement is via... Figure 1C and Figure 2B The intermediate pose shown is reached Figure 1D and Figure 2C The triggered end position is shown in the diagram.
[0044] When the trigger lever 142 shifts, the adjusting unit 12 shifts along the slide groove 101 (or normally along the adjusting rail on the base 10), thereby causing the lever 11 to swing relative to the base 10 even without activating the adjusting unit 12, see Figure 1D and Figure 2C Currently, the slide 101 (or typically the guide rail of the adjustment unit 12 on the base 10) is substantially horizontally oriented during normal use. In the example shown, the slide 101 is oriented parallel to the adjustment axis of the longitudinal adjustment device 22.
[0045] Crank 141 can move from an untriggered normal use posture to a triggered collision posture, more precisely, currently achieved by rotating 180 degrees. In both the untriggered normal use posture and the triggered collision posture, the sixth, seventh, and eighth swing axes S6, S7, and S8 are arranged in a straight line. Here, in the untriggered normal use posture (e.g.) Figure 2A The seventh swing axis S7 is arranged between the sixth and eighth swing axes S6 and S8. In the triggered collision posture, the eighth swing axis S8 is arranged between the sixth and seventh swing axes S6 and S7. Therefore, the crank 141 and the trigger lever 142 are arranged in dead position in both end positions. This prevents false triggering and excessive load on the motor-drive unit 140. Furthermore, the trigger lever 142, as exemplarily shown, impacts the crank 141 in both end positions. For this purpose, the trigger lever 142 includes a curved section above the eighth swing axis S8 that serves as a stop. This stop extends beyond the eighth swing axis S8 (i.e., the swing axis of the trigger lever 142 and the crank 141). Therefore, the two end positions are clearly defined. In the end positions, the stop of the trigger lever 142 impacts the stop at the crank 141 (e.g., a stop fastened to the crank). In both end positions, the stop of the trigger lever 142 strikes the opposite side of the crank 141.
[0046] In the event of an accident, particularly a pre-collision event, the motor-drive unit 140 is driven to rotate and move the crank 141 from its rear dead center position. From this point, the tension exerted on the screw 120 by the weight of the seat and occupants ensures that the crank 141 and the trigger lever 142 move to the forward position without requiring the motor to increase torque. This tension causes movement at the engagement point of the adjustment unit 12 on the guide rail (currently the slide 101), which reduces the seat tilt. With this movement, the trigger lever 142 is also pulled forward, enabling the crank 141 to rotate 180° to the forward position.
[0047] The torque applied by the motor-drive unit 140, the front dead center position of the trigger lever 142 and crank 141, and the stop at the trigger lever 142 prevent uncontrolled reset from the forward position. To return the trigger 14 to its untriggered initial position, the driver 121 and the motor-drive unit 140 move simultaneously. Here, the screw 120 kinematically tilts the seat against the stop at the lower position. If this is achieved, the adjustment unit 12 pushes the entire mechanism back to its untriggered initial position, thus preventing the motor-drive unit 140 from generating high torque. Therefore, due to the kinematic location, the mechanism is self-locking only in the end position. Therefore, during movement, high adjustment speeds can be efficiently achieved using high transmission efficiency. Therefore, it is possible to use a relatively small motor. Furthermore, since the trigger lever 142 is placed flat on the base 10 in the untriggered position (and / or substantially parallel to the adjustment axis of the longitudinal adjustment device 22 and / or the slide 101), only a small structural space is required.
[0048] With the help of the motor-transmission unit 140, the vehicle seat 2 can thus be transferred from a reclined posture to a more upright posture in a very short time. Here, a relatively slow screw drive is bridging the gap. The triggering device 14 displaces the engagement point, in particular the rotation point of the screw 120 relative to the base 10, relative to the base. Specifically, the triggering device 14 applies pressure to this point and then pushes it forward, more precisely, pushes it in the groove 101.
[0049] As already described, the tilt angle of the seating portion 20 is mechanically related to the tilt angle of the backrest portion 21, and in particular, they are fixed relative to each other. However, it is also conceivable to alternatively design the seating portion 20 to be tilted independently of the backrest portion 21 by, for example, supporting the backrest portion 21 on the base 10.
[0050] Optionally, the adjustment unit 12 is preloaded by a spring to support adjustment of the seat tilt. For example, the spring pulls the seating portion 20 toward the base 10. It should also be noted that the motor-drive unit 140 could be replaced by a pyrotechnic actuator or a spring with a locking function in the end position.
[0051] Optionally, the motor-drive unit 140 can be configured to be self-locking. This allows for collision safety even in intermediate positions.
[0052] To detect accidents, the adjustment system 1 includes the previously described collision sensor 13, which is configured, for example, as a pre-collision sensor. In the event of a collision, the collision sensor 13 provides a signal, which is then provided to the triggering device 14. This signal activates the triggering device 14. Therefore, in the event of an accident, the vehicle seat 2 can be quickly raised, allowing the occupant of the vehicle seat 2 to be promptly moved into a safe seating position.
[0053] List of reference numerals
[0054] 1. Regulation system
[0055] 10 bases
[0056] 100 Supporting parts
[0057] 101 Slide
[0058] 11 rods
[0059] 110 First Arm
[0060] 111 Second Arm
[0061] 12 Adjustment Units
[0062] 120 Screw (First Component)
[0063] 121 Driver (Second Component)
[0064] 122 shafts
[0065] 13 Collision Sensors
[0066] 14 Triggering device
[0067] 140 Motor-Drive Unit (Actuator)
[0068] 141 Crank
[0069] 142 Trigger lever
[0070] 15 Connecting rods
[0071] 2. Vehicle seats
[0072] 20. Passenger section
[0073] 21 Backrest section
[0074] 22. Longitudinal adjustment device
[0075] FB vehicle floor
[0076] S1-S8 Swing Axis
Claims
1. An adjustment system (1) for a vehicle seat (2), the adjustment system having - Base (10) - A rod (11) supported on the base (10) in a swingable manner, and - An adjustment unit (12) coupled to the rod (11), the adjustment unit being configured to pivot the rod (11) relative to the base (10), Its features The adjustment unit (12) has a triggering device (14) coupled to it, the triggering device being configured to cause relative movement between the adjustment unit (12) and the base (10) based on a signal indicating a vehicle collision from a collision sensor (13) that is effectively connected to or can be effectively connected to the triggering device (14). The adjustment unit (12) has a first component (120) and a second component (121). The adjustment unit (12) is coupled to the rod (11) via the first component, and the adjustment unit (12) is supported on the base (10) via the second component. The second component (121) has a shaft (122) that is guided in a groove (101) of the base (10) in a movably oriented manner.
2. The regulating system (1) according to claim 1, characterized in that, The first component (120) is configured as a screw, and the second component (121) is configured as a driver coupled to the screw.
3. The regulating system (1) according to claim 1, characterized in that, The second component (121) is guided on the base (10) in a movable manner.
4. The regulating system (1) according to claim 1, characterized in that, The triggering device (14) is configured to act on the second component (121) of the regulating unit (12).
5. The regulating system (1) according to claim 1, characterized in that, The triggering device (14) has an actuator (140) configured to swing a crank (141) supported on the base (10) in a swingable manner relative to the base (10).
6. The regulating system (1) according to claim 5, characterized in that, The actuator (140) is configured as a motor-drive unit.
7. The regulating system (1) according to claim 5, characterized in that, The triggering device (14) has a triggering rod (142) which is connected to the crank (141) in a swingable manner.
8. The regulating system (1) according to claim 1, characterized in that, The triggering device (14) has an actuator (140) configured to swing a crank (141) supported on the base (10) in a swingable manner relative to the base (10), wherein the triggering device (14) has a trigger rod (142) connected to the crank (141) in a swingable manner, wherein the trigger rod (142) of the triggering device (14) is connected to the shaft (122) of the second component (121) in a swingable manner about the swing axis (S6).
9. The regulating system (1) according to claim 7, characterized in that, The trigger lever (142) is movable between two end positions, wherein the arm of the crank (141) and the trigger lever (142) are respectively located at dead points relative to each other in the two end positions.
10. The regulating system (1) according to claim 1, characterized in that... It has a collision sensor (13) configured to identify vehicle collisions and to provide a signal indicating the vehicle collision to the triggering device (14).
11. The regulating system (1) according to claim 1, characterized in that, The rod (11) has a first arm (110) and a second arm (111), the rod (11) being coupled to the adjustment unit (12) via the first arm, and the second arm being used to support the seating portion (20) of the vehicle seat (2).
12. The regulating system (1) according to claim 11, characterized in that, The first arm (110) and the second arm (111) extend at an angle to each other from the swing axis (S1) of the rod (11).
13. A vehicle seat (2), the vehicle seat having a seating portion (20) and an adjustment system (1) according to claim 1, wherein, The seating portion (20) is supported on the base (10) via the rod (11) of the adjustment system (1).