Vehicle seat for a motor vehicle

Abstract

The invention relates to a vehicle seat (10) for a motor vehicle, comprising a backrest frame (20) having a backrest region (22) and at least one side region (24), at least one force converter (30.1, 30.2), wherein the force converter (30.1, 30.2) has an impact region (32.1, 32.2) arranged at the side region (24) for receiving an input force (F E ), a deflection region (34.1, 34.2) and a push region (36.1, 36.2) arranged at the back region (22) for outputting an output force (F A ), and the force converter (30.1, 30.2) is designed to convert the input force (F E ) into the output force (F A ); the impact region (32.1, 32.2) is configured such that, in the event of a side impact, the impact region (32.1, 32.2) comes into contact with a vehicle occupant (50) and the input force (F E ) resulting from the inertia of the vehicle occupant (50) together causes an input displacement of the impact region (32.1, 32.2) relative to the side region (24); the deflection region (34.1, 34.2) is configured to deflect the input force (F E ) and the input displacement received by the impact region (32.1, 32.2) onto the push region (36.1, 36.2); and the push region (36.1, 36.2) is configured such that the input force (F E ) and the input displacement cause an output displacement of the push region (36.1, 36.2) together with the output force (F A ), thereby moving the vehicle occupant (50) in contact with the push region (36.1, 36.2) away from the back region (22).

Description

Technical Field

[0001] This invention relates to a vehicle seat for motor vehicles. Background Technology

[0002] In the event of a side collision or side impact of a motor vehicle, it is known that side airbags (chest airbags) are used to protect vehicle occupants.

[0003] However, it is possible that shorter vehicle occupants do not make contact with the side backrest protrusions of the vehicle seat when seated normally. Therefore, shorter vehicle occupants sit further and deeper into the seat back compared to taller occupants.

[0004] Therefore, in a side collision, one might expect sudden contact between a shorter vehicle occupant and the side backrest hump. However, this contact is prevented here: the shorter vehicle occupant is in an optimized position to be caught and protected by the side airbag as intended.

[0005] To prevent this, there exists a system that, in the event of a side collision, pushes the vehicle occupants forward so that they are in a pre-defined position to be protected by the side airbags.

[0006] For example, it is known that airbags positioned in vehicle seats push vehicle occupants forward from their seats during a side impact, allowing them to slide past the side backrest structure and then be caught by the chest airbag.

[0007] According to DE102007013106A1, for example, a vehicle seat has an airbag in the side wall of the seat. In the event of a side accident, the airbag is activated and causes the vehicle occupant to move away from the side of the vehicle involved in the accident.

[0008] For example, another type of vehicle seat is known from US2018 / 0079341A1. Here, in the event of an accident, the tension of the seat back of the vehicle seat is increased by means of a belt element and a motor, so that the vehicle occupants can be better secured in the seat belt.

[0009] As is also known from JP2012-224296A, the vehicle seat is first adapted to the size of the vehicle occupants using side grips. This requires an electric motor.

[0010] However, the use of components such as airbags, sensors, and electric motors increases the cost of the described vehicle seats. Furthermore, the integration required to join the various components together is expensive, and these components additionally increase the weight. Moreover, when using airbags, an ignition circuit must be provided in the airbag controller. Summary of the Invention

[0011] Therefore, the object of the present invention is to provide a vehicle seat that ensures the desired protection of vehicle occupants in the event of a side collision and that the vehicle seat can be manufactured more simply and advantageously. Invention Overview

[0013] The solution to this task according to the invention is achieved through a vehicle seat for a motor vehicle according to the invention and a motor vehicle according to the invention.

[0014] According to the invention, the task is accomplished by a vehicle seat for a motor vehicle, the vehicle seat comprising: a backrest frame having a backrest region and at least one side region; at least one force converter, wherein the force converter has an impact region disposed in the side region for receiving an input force, a steering region disposed in the backrest region for outputting an output force, and the force converter is designed to convert the input force into the output force; the impact region is configured such that, in the event of a side collision, the impact region contacts a vehicle occupant, and the input force (caused by the inertia of the vehicle occupant) causes an input displacement of the impact region relative to the side region; the steering region is configured to redirect the input force and input displacement received by the impact region toward the steering region; and the steering region is configured such that the input force and the input displacement cause an output displacement of the steering region along with the output force, thereby causing the vehicle occupant in contact with the steering region to move away from the backrest region.

[0015] Due to the contact between the vehicle occupant and the impact zone in the side area of ​​the vehicle seat and the pushing zone in the back area of ​​the vehicle seat, the vehicle occupant is additionally pushed away from the back area via a force converter after a side impact. This allows the vehicle occupant to slide off the side area of ​​the vehicle seat, thereby facilitating restraint by the side airbags. Here, in a side impact, the impulse is transferred to the vehicle, and this impulse also causes the vehicle seat to move laterally or accelerate through the connection between the vehicle seat and the vehicle. However, because the vehicle occupant has inertia and does not initially accelerate along with the vehicle seat as the vehicle does due to the side impact, the side area of ​​the vehicle seat initially accelerates towards the vehicle occupant during a side impact. For shorter vehicle occupants, the side area impacts the occupant as the impact zone; for taller vehicle occupants, the occupant has already made contact with the impact zone before the side impact. After a side impact, the vehicle occupant is in contact with the impact zone in all cases. This generates an input force because the vehicle occupant, due to its inertia, has not yet accelerated like the vehicle seat. According to the invention, the generated input force (which is caused by the inertia of the vehicle occupants) is passively converted via a force converter and used to propel the vehicle occupants forward from the vehicle seat and away from the back area of ​​the vehicle seat by output displacement.

[0016] In summary, by using a force converter, the input force acting on the impact area and the input displacement of the impact area are transformed into an output force acting on the ramming area and an output displacement of the ramming area. This results in the ramming area being further away from the back area after a side impact than before, and together with the output force, ensuring the displacement of the vehicle occupant away from the back area. Thus, the aforementioned slippage on the side area of ​​the vehicle seat can be achieved during a side impact, especially for shorter vehicle occupants. Here, the force converter allows for movement of the vehicle occupant away from the back area without requiring additional work. For this purpose, the energy generated by the side impact is used, and the inertia of the vehicle occupant is fully utilized according to the present invention. Therefore, certain sensors for detecting side impacts, additional airbags, electric motors, etc., can be eliminated, simplifying manufacturing and making it more cost-effective.

[0017] In a particularly preferred embodiment, the vehicle seat includes a seat cushion. Here, the impact zone and the push zone are arranged between the seat cushion and the backrest frame, and the vehicle occupant comes into contact with the impact zone and the push zone via the seat cushion. Due to this arrangement, the vehicle occupant advantageously sits in the seat cushion and does not feel the impact zone and the push zone when normally seated.

[0018] In this embodiment, the seat cushion is preferably designed to be compressible. This advantageously reduces the impact on the vehicle occupant to the impact area. Furthermore, the compressible seat cushion simplifies the movement of the impact area relative to the side area and the movement of the thrust area away from the back area.

[0019] According to another embodiment, the force converter is constructed as a lever system, hydraulic system, or pneumatic system. These passive systems allow for the provision of force converters in a simple manner and form.

[0020] According to a preferred embodiment, the force converter is configured as a lever system, the impact region and the push region are configured as lever elements, and these lever elements are interconnected via a turning region configured as a fulcrum and therein form an angle with each other.

[0021] In this implementation, preferably, in the first lever position before the impact zone makes a side impact, the impact zone is spaced apart from the side region in at least one sub-segment. In the second lever position after the impact zone makes a side impact, the sub-segment contacts the side region. This thus defines the lever stroke of the force converter in a simple manner and type.

[0022] Preferably, in the first lever position, there is no seat padding in the space between the side region and the impact region. Therefore, the movement of the impact region is not cushioned, thus achieving force conversion particularly quickly and directly.

[0023] In another embodiment, the force converter is configured as a hydraulic system. This passive system allows for the simple provision of a force converter in a straightforward manner and form. Preferably, the impact region and the actuation region are configured as piston elements, which are interconnected via a deflection region configured as a fluid conduit.

[0024] In another embodiment, the force converter is configured as a pneumatic system. This passive system allows for the simple provision of a force converter in a straightforward manner and form. Preferably, the impact region and the actuation region are configured as piston elements, which are interconnected via a deflection region configured as a pressurized gas conduit.

[0025] In another embodiment, the motor vehicle includes a vehicle seat according to the invention. Attached Figure Description

[0026] Embodiments of the present invention will now be described with reference to the accompanying drawings. In the drawings: Figure 1 A schematic cross-sectional view of an embodiment of a vehicle seat according to the invention prior to a side collision is shown. Figure 2 Showing according to Figure 1A schematic cross-sectional view of an embodiment of a vehicle seat according to the present invention after a side impact. Figure 3 A schematic cross-sectional view of a vehicle seat according to another embodiment of the invention prior to a side impact is shown, and Figure 4 Showing according to Figure 3 A schematic cross-sectional view of an embodiment of a vehicle seat according to the present invention after a side impact. Detailed Implementation

[0027] Figure 1 A first embodiment of a vehicle seat 10 for a motor vehicle according to the present invention is shown. For simplicity, the motor vehicle is not shown. The vehicle seat firstly includes a backrest frame 20 having a backrest region 22 for supporting the back of a vehicle occupant 50. The vehicle occupant 50... Figure 1 The image is shown schematically only. Furthermore, the backrest frame 20 has a side region 24, for example, configured as a side protrusion.

[0028] According to the present invention, a force converter 30.1 is arranged on the backrest frame 20. The force converter 30.1 firstly includes an impact region 32.1, the impact region being in Figure 1 In this embodiment, it is constructed as a lever and arranged in the side region 24 of the backrest frame 20. It is conceivable that the impact region 32.1 is also constructed as a planar shape and extends in the Z direction of the vehicle.

[0029] Furthermore, the force converter 30.1 includes a pushing region 36.1, which is also configured as a lever and arranged in the back region 22 of the backrest frame 20. It is conceivable that the pushing region 36.1 is also planar and extends in the Z direction of the vehicle.

[0030] The pushing region 36.1 and the impact region 32.1 are connected via a turning region 34.1, which is in... Figure 1 In this implementation, it is designed as a fulcrum. Here, the pushing region 36.1 can be as follows: Figure 1 As shown, it is implemented at an angle in order to achieve the output force F. A The favorable direction of action.

[0031] Figure 1 The vehicle seat 10 also includes a seat cushion 40, which can be held onto the backrest frame 20, for example, by means of a cover (not shown). Preferably, the seat cushion 40 is configured to be compressible. The seat cushion 40 can be formed, for example, from a foam material. Impact zone 32.1, steering zone 34.1, and pushing zone 36.1 can be as follows: Figure 1 As shown, it is preferably arranged between the backrest frame 20 and the seat cushion 40.

[0032] exist Figure 1 The diagram also shows the direction R, which schematically illustrates the direction of action of a side collision on the side of the vehicle.

[0033] If a side collision occurs to the side of the vehicle, the impulse is transferred to the vehicle, and this impulse, through the connection between the vehicle seat and the vehicle, also causes the vehicle seat to move laterally, for example, in the Y direction of the vehicle, or to accelerate. However, the vehicle occupant 50 has inertia relative to translational and / or rotational motion.

[0034] Therefore, as in Figure 2 As can be seen, the side region 24, together with the impact region 32.1, accelerates toward the vehicle occupant 50, so that the impact region 32.1 eventually contacts the vehicle occupant 50 via the seat cushion 40 and generates an input force F. E Therefore, the inertia of the vehicle occupants 50 together create an input force F. E .

[0035] In other embodiments, it is also conceivable that the vehicle occupant 50 has already come into contact with the impact area 32.1 via the seat cushion 40 prior to the side impact. This could be due to the vehicle occupant 50 being relatively large or due to changes in lever geometry. The following description applies to both embodiments: Furthermore, the side impact and the inertia of the vehicle occupant 50 cause an input displacement of the impact region 32.1 relative to the side region 24, said input displacement in comparison Figure 1 and Figure 2 It can be seen that here, in Figure 1 The image shows the impact region 32.1 in a first lever position prior to a side impact. In the first lever position, the impact region 32.1 is spaced apart from the side region 24 in at least one sub-segment. It is conceivable that in the first lever position, there is no seat cushion 40 in the space between the side region 24 and the impact region 32.1.

[0036] exist Figure 2 The image shows the impact zone 32.1 at the second lever position after a side impact, where the impact zone 32.1 is affected by the input force F. E The subsection is positioned closer to the side region 24 than in its first lever position. Here, the seat cushion 40 is preferably compressed. Here, the subsection is displaced due to input displacement, for example, into contact with the side region 24 and is no longer spaced apart from it. For comparison, in Figure 2 It is also shown in dashed lines. Figure 1 The first lever position of the force converter 30.1 in the middle.

[0037] The input force F acting on the impact region 32.1E The input shift of the impact region 32.1 is directed to the propulsion region 36.1 via the steering region 34.1 according to the present invention: as in Figure 1 As can be seen, the push area 36.1 extends substantially parallel to the back area 22 in the first lever position before the side impact.

[0038] As in Figure 2 As can be seen from the image, the input force F acting on the impact region 32.1 E The input displacement of the impact region 32.1 is converted into an output force F acting on the pushing region 36.1 by the lever mechanism in the embodiment. A The output is shifted such that the push region 36.1 in its second lever position is spaced further from the back region 22 in at least one sub-region than in its first lever position. Preferably, the seat cushion 40 is compressed here.

[0039] Because the vehicle occupant 50 contacts the propulsion area 36.1 via the seat cushion 40, the force F A The force is applied to the vehicle occupant 50, causing the occupant to move away from the back area 22 or accelerate. Here, the occupant moves forward in the X direction of the vehicle. Therefore, sliding off the side area 24 of the vehicle seat 10 is possible during a side collision, especially for shorter occupants. Here, the passive force converter 30.1 allows for movement of the vehicle occupant 50 away from the back area 22 without additional movement work during a side collision.

[0040] It can also be envisioned that, due to the output force F of the force converter 30.1 A The direction of movement of the vehicle occupant 50 away from the back area 22 also includes a component in the Y direction of the vehicle, which further facilitates sliding off the side area 24 of the vehicle seat 10.

[0041] Figure 3 and Figure 4 A vehicle seat 10 according to the invention is shown, wherein the force converter 30.2 can be configured as either a hydraulic system or a pneumatic system. For simplicity, in Figure 3 and Figure 4 The following explains two other implementation methods together: Here, the impact region 32.2 and the pushing region 36.2 of the force converter 30.2 are configured as piston elements. The impact region 32.2 is located in the side region 24 of the backrest frame 20, while the pushing region 36.2 is located in the back region 22 of the backrest frame 20.

[0042] The steering region 34.2 is constructed either as a fluid line in a hydraulic system or as a compressed gas line in a pneumatic system and interconnects the impact region 32.2 and the actuation region 36.2. Known hydraulic fluids or pneumatic gases can be selected and used here. The steering region 34.2 can be reliably guided through the backrest frame 20 and secured there together.

[0043] exist Figure 3 and Figure 4 The passive hydraulic system or passive pneumatic system in the middle has the same characteristics as Figure 1 and Figure 2 The same working principle applies to the passive lever system in the previous example. The above explanation regarding the passive force converter 30.1 (which enables the movement of the vehicle occupant 50 away from the back area 22 during a side collision) also applies to the passive force converter 30.2: Prior to the side impact, the impact zone was 32.2 mm. Figure 3 As shown, it is positioned in the first piston position. Due to the inertia of the vehicle occupant 50 and the contact between the vehicle occupant 50 and the impact area 32.2 via the seat cushion 40, the input force F during a side collision is... E The input force causes the piston element in impact region 32.2 to function, as if in... Figure 4 The input displacement shown is relative to the side region 24 entering its second piston position. The impact region 32.2 is closer to the side region 24 in its second piston position than in its first piston position. Preferably, the seat cushion 40 is compressed here.

[0044] The input shift and the input force F E It is directed via the steering region 34.2 to the thrust region 36.2, which is configured as a piston element.

[0045] As in Figure 3 As can be seen, the push region 36.2 is positioned, for example, close to the back region 22, in the first piston position before the side impact.

[0046] As in Figure 4 As can be seen from the image, the input force F acting on the impact region 32.2 E The input displacement of the impact region 32.2, which is constructed as a piston element, is converted into an output force F acting on the thrust region 36.2 via a hydraulic or pneumatic system. A The output displacement of the push region 36.2, configured as a piston element, is such that the piston element of the push region 36.2 is spaced further from the back region 22 in its second piston position than in its first piston position. Preferably, the seat cushion 40 is compressed here.

[0047] Because the vehicle occupant 50 contacts the propulsion area 36.2 via the seat cushion 40, the force F A The force is applied to the vehicle occupant 50, causing the occupant to move away from the back area 22 or accelerate. Here, the occupant moves forward in the X direction of the vehicle. Therefore, sliding off the side area 24 of the vehicle seat 10 is possible during a side collision, especially for shorter occupants. Here, the passive force converter 30.2 allows for movement of the vehicle occupant 50 away from the back area 22 without requiring additional movement work during a side collision.

[0048] It can also be imagined that the direction of movement of the vehicle occupant 50 away from the back area 22 is due to the output force F of the force converter 30.2. A The direction also includes a component in the Y direction of the vehicle, which further facilitates sliding off the side region 24 of the vehicle seat 10.

[0049] Generally, it is conceivable that the vehicle seat 10 includes multiple force converters 30.1 or 30.2. For example, force converters 30.1 or 30.2 may also be arranged in the side region opposite to the side region 24.

[0050] Alternatively, it is conceivable that the vehicle seat 10 includes a combination of two or three different force converters 30.1 or 30.2, selected from a group consisting of lever systems, hydraulic systems, and pneumatic systems. For example, it is conceivable that the vehicle seat 10 includes a combination of a force converter 30.1 configured as a lever system, a force converter 30.2 configured as a hydraulic system, and a force converter 30.2 configured as a pneumatic system.

[0051] In all embodiments, the force converter 30.1 or 30.2 may be in direct contact with the backrest frame 20, or indirectly in contact with and fixed thereto by means of an additional component (not shown).

[0052] Furthermore, in all embodiments, the vehicle occupant 50 may directly contact the impact area 32.1 or 32.2 and the propulsion area 36.1 or 36.2, or the vehicle occupant 50 may indirectly contact the impact area 32.1 or 32.2 and the propulsion area 36.1 or 36.2 via the seat cushion 40 and other components not shown.

[0053] List of reference numerals

[0054] 10 Vehicle Seats

[0055] 20 Backrest Frame

[0056] 22 Back area

[0057] 24 Side area

[0058] 30.1 Force converter as a lever system

[0059] 30.2 As a force converter in a hydraulic or pneumatic system

[0060] 32.1 Impact zone for lever systems

[0061] 32.2 Impact areas used in hydraulic or pneumatic systems

[0062] 34.1 Steering area for lever systems

[0063] 34.2 Steering area for hydraulic or pneumatic systems

[0064] 36.1 The actuation zone for lever systems

[0065] 36.2 Propulsion area for hydraulic or pneumatic systems

[0066] 40 Seat cushions

[0067] 50 vehicle occupants

[0068] F E Input force

[0069] F A Output force

[0070] R - Direction of side impact

Claims

1. A vehicle seat (10) for a motor vehicle, the vehicle seat comprising: A backrest frame (20) having a back area (22) and at least one side area (24). At least one force converter that allows for movement of a vehicle occupant (50) away from the back region (22) during a side collision without requiring additional movement work, wherein the force converter has an input force (F) arranged in the side region (24) for receiving the input force. E The impact area, the turning area, and the area arranged in the back region (22) for outputting the output force (F) A The force converter is designed to convert the input force (F) into a driving region. E ) is converted into output force (F) A ); The impact zone is configured such that, in the event of a side collision, the impact zone contacts the vehicle occupant (50), and thus, due to the inertia of the vehicle occupant (50), together they generate an input force (F). E This causes an input displacement of the impact region relative to the side region (24); The steering region is configured to allow the input force (F) received by the impact region to be absorbed. E The input shift is directed to the pushing region; and The pushing region is configured such that the input force (F) E The input shift causes an output shift in the pushing region, along with the output force (F). A This causes the vehicle occupant (50) in contact with the propulsion area to move away from the back area (22).

2. The vehicle seat (10) according to claim 1, further comprising a seat cushion (40), wherein, The impact area and the pushing area are arranged between the seat cushion (40) and the backrest frame (20), and the vehicle occupant (50) contacts the impact area and the pushing area via the seat cushion (40).

3. The vehicle seat (10) according to claim 2, wherein, The seat cushion (40) is designed to be compressible.

4. The vehicle seat (10) according to any one of claims 1 to 3, wherein, The force converter is constructed as a lever system, a hydraulic system, or a pneumatic system.

5. The vehicle seat (10) according to any one of claims 1 to 3, wherein, The force converter is configured as a lever system, and the impact region and the push region are configured as lever elements, which are interconnected via a turning region configured as a fulcrum and thus form an angle with each other.

6. The vehicle seat (10) according to claim 5, wherein, In the first lever position before the impact region collides with the side, the impact region is spaced apart from the side region (24) in at least one sub-segment, and in the second lever position after the impact region collides with the side, the sub-segment contacts the side region (24).

7. The vehicle seat (10) according to claim 6, further comprising a seat cushion (40), wherein, The impact area and the pushing area are arranged between the seat cushion (40) and the backrest frame (20), and the vehicle occupant (50) contacts the impact area and the pushing area via the seat cushion (40), wherein, in the first lever position, the seat cushion (40) is not present in the space between the side area (24) and the impact area.

8. The vehicle seat (10) according to any one of claims 1 to 3, wherein, The force converter is constructed as a hydraulic system.

9. The vehicle seat (10) according to any one of claims 1 to 3, wherein, The force converter is constructed as a pneumatic system.

10. The vehicle seat (10) according to claim 8, wherein, The impact region and the pushing region are configured as piston elements, which are interconnected via a deflection region configured as a fluid conduit.

11. The vehicle seat (10) according to claim 9, wherein, The impact region and the pushing region are constructed as piston elements, which are interconnected via a turning region constructed as a pressurized gas pipeline.

12. A motor vehicle comprising a vehicle seat (10) according to any one of claims 1 to 11.

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