Seat system for a vehicle and vehicle comprising a seat system

Abstract

A seat system for a vehicle includes a vehicle seat, an upper frame structure, a lower frame structure, an upper rail, and a fixed lower rail attached to a vehicle floor structure. A vehicle seat is attached to an upper frame structure, the upper frame structure is rotatably attached to a lower frame structure, the lower frame structure is attached to an upper rail, and the upper rail is arranged so as to be movable in a longitudinal direction relative to the lower rail. The seat system also includes an elongate load member attached to the lower rail, and an upper portion of the load member extends into a lower portion of the upper rail. One or more lower portions of the load member extend through the floor structure. The load member is configured for direct engagement with the floor structure and a lower portion of the upper rail in a vehicle collision event for forming a first load path from the floor structure to the upper rail via the load member.

Description

Technical Field

[0001] The present disclosure relates to a seat system for a vehicle. The present disclosure also relates to a vehicle including the seat system. Background Art

[0002] Vehicle seating systems are usually arranged with seat rails for a mechanical sliding connection between the vehicle seat and the vehicle floor structure. Conventional seating systems comprise a pair of two interconnected rails that can slide linearly relative to each other, wherein the lower rail is fixed, attached to the floor structure, and the upper rail is fastened to the vehicle seat. With such a seating system, the vehicle seat can be adjusted in the longitudinal vehicle direction to facilitate positioning of the vehicle seat. Vehicle seats that can be rotated in different positions are becoming increasingly popular in vehicle applications. Such a rotational positioning enables flexible seating solutions.

[0003] Conventional seating systems with swivel seat positioning typically have a complex load path from the floor structure to the vehicle seat, which is disadvantageous when forces are applied to the seat track system in the event of a vehicle crash. This complex load path results in a seating system that is heavy and expensive to construct in order to achieve the desired performance. This is particularly concerning in the case of vehicles equipped with a vehicle seat that has an integrated seat belt system connected only to the vehicle seat, where all crash forces need to be absorbed by the vehicle seat structure.

[0004] Therefore, there is a need for an improved seat system that can efficiently absorb loads in a vehicle collision event to improve the safety of vehicle occupants, wherein the seat system meets legal requirements, has a lightweight construction, and has a low-cost design. Summary of the invention

[0005] The object of the present disclosure is to provide a seat system for a vehicle and a vehicle comprising a seat system which avoids the aforementioned problems. This object is achieved at least in part by the features of the independent claims. The dependent claims contain further developments of the seat system.

[0006] The present disclosure relates to a seating system for a vehicle. The seating system includes a vehicle seat, an upper frame structure, a lower frame structure, an upper rail, and a fixed lower rail attached to a vehicle floor structure. The vehicle seat is attached to the upper frame structure, the upper frame structure is rotatably attached to the lower frame structure, the lower frame structure is attached to the upper rail, and the upper rail is arranged in a manner that can move in a longitudinal direction relative to the lower rail. The seating system also includes an elongated load member attached to the lower rail, and the upper portion of the load member extends into the lower portion of the upper rail. One or more lower portions of the load member extend through the floor structure. The load member is configured to directly engage with the floor structure and the lower portion of the upper rail in the event of a vehicle collision to form a first load path from the floor structure via the load member to the upper rail.

[0007] The advantage of these features is that the seat system in which the upper frame structure is rotatably attached to the lower frame structure has the ability to absorb loads efficiently in the event of a vehicle collision to improve the safety of the vehicle occupants through the load member connected to both the floor structure and the lower part. The first load path from the floor structure via the load member to the upper rail prevents large deformations of the rail by anchoring the upper rail to the floor structure via the load member. The simple and effective construction of the seat system with the load member achieves a symmetrical load path from the floor structure to the vehicle seat via the upper rail, thereby allowing the system to have a compact construction with low weight at low cost. Through the interaction between the floor structure and the upper rail via the load member, forces are efficiently accumulated in the system in the event of a vehicle collision to obtain a high system stiffness that can prevent large deformations.

[0008] In one embodiment, the rotating unit is arranged between the upper frame structure and the lower frame structure. The rotating unit is configured to enable the vehicle seat to rotate relative to the floor structure. The rotating unit is configured to form a second load path from the upper rail via the lower frame structure and the upper frame structure to the vehicle seat in a vehicle collision event. The rotating unit can have any suitable design that can realize a simple and efficient rotational movement of the upper frame structure relative to the lower frame structure. The rotating unit may include a bearing structure or a similar arrangement for efficient rotational displacement. The rotating unit may also be arranged to or include an electric motor connected to the upper frame structure or the lower frame structure, wherein the motor shaft of the electric motor is connected to the other of the upper frame structure and the lower frame structure. In this way, the rotating unit is rotatably connected to the upper frame structure and the lower frame structure, and the upper frame structure is connected to the lower frame structure by the rotating unit to efficiently prevent the components from separating from each other in a vehicle collision event. The rotating unit forms a second load path for any rotational position of the vehicle seat relative to the floor structure so as to efficiently distribute the load in a vehicle collision event. The second load path effectively prevents the upper frame structure and the lower frame structure from being separated from each other in the event of a vehicle collision to achieve a high-strength and strong construction of the seat system.

[0009] In one embodiment, the seat system further comprises one or more connecting members that anchor the upper frame structure to the lower frame structure when the vehicle seat is arranged in the forward position or the rearward position. Each connecting member is configured to form a third load path from the upper rail via the lower frame structure and the upper frame structure to the vehicle seat in a vehicle collision event when the vehicle seat is arranged in the forward position or the rearward position. Each connecting member forms a third load path in this manner when the vehicle seat is arranged in the forward position or the rearward position so as to efficiently distribute the load in a vehicle collision event. The connecting members efficiently prevent the upper frame structure and the lower frame structure from separating from each other in a vehicle collision event to achieve a high-strength and secure construction of the seat system.

[0010] In one embodiment, the upper frame structure and the lower frame structure include a left front section, a right front section, a left rear section and a right rear section. The connecting member is arranged at one or more of the left front section, the right front section, the left rear section and the right rear section. The arrangement of the connecting member at the side section ensures efficient load distribution via the formed third load path in the event of a vehicle collision.

[0011] In one embodiment, each connecting member includes a first connecting portion arranged on the upper frame structure and a second connecting portion arranged on the lower frame structure. The first connecting portion or the second connecting portion is configured as a T-shaped connector, and the other of the first connecting portion and the second connecting portion is configured as a track structure for receiving the T-shaped connector in the forward position or the rearward position. When the vehicle seat is arranged in the forward position or the rearward position, the T-shape and track structure configuration ensures a secure connection between the first connecting portion and the second connecting portion in the event of a vehicle collision.

[0012] In one embodiment, the first connection portion and the second connection portion are configured to allow the vehicle seat to rotate relative to the floor structure. The first connection portion and the second connection portion are configured to reduce the play between the upper frame structure and the lower frame structure in the vertical direction when the vehicle seat is arranged in the forward position or the rearward position. When the vehicle seat is arranged in the forward position or the rearward position, the play reduction enables efficient load distribution through the third load path via the connection member in the event of a vehicle collision.

[0013] In one embodiment, the seat system further comprises a locking mechanism configured to lock the upper frame structure. The locking mechanism prevents rotational displacement between the upper frame structure and the lower frame structure in a locked state. The locking mechanism allows rotational displacement between the upper frame structure and the lower frame structure in an unlocked state.

[0014] In one embodiment, the one or more lower portions of the load member extend through corresponding openings in the floor structure. The extension of the lower portion through the opening ensures a secure engagement between the load member and the floor structure in the event of a vehicle crash. The opening further simplifies the mounting of the lower rail to the floor structure.

[0015] In one embodiment, one or more lower portions of the load member are configured to engage with a lower surface of the floor structure in the event of a vehicle impact. The lower surface absorbs the forces generated in the event of a vehicle impact, and the floor structure has a strong and secure construction. The engagement of the lower portion and the floor structure ensures that the lower rail does not separate from the floor structure in the event of a vehicle impact.

[0016] In one embodiment, the upper portion of the load member has an upper T-shaped cross-sectional structure with a transversely extending upper flange. The upper flange is configured to engage with the lower portion of the upper rail in the event of a vehicle collision. In the event of a vehicle collision, the upper flange effectively engages the lower portion of the upper rail for a reliable and secure connection between the load member and the upper rail. The reliable connection prevents the upper rail from separating from the lower rail in the event of a vehicle collision.

[0017] In one embodiment, the lower portion of the upper rail has a bell-shaped cross-sectional configuration forming a chamber, wherein the chamber is configured to surround the upper flange. The chamber is arranged around the upper flange of the load member for a simple and strong connection between the lower portion and the load member. The chamber also allows the upper rail to be longitudinally displaced relative to the lower rail under normal operating conditions for positioning a vehicle seat without any interaction between the load member and the lower portion.

[0018] In one embodiment, the upper rail includes a first side section and a second side section connected to each other. A chamber is formed between the first side section and the second side section. The first side section includes a first flange extending laterally inward, and the second side section includes a second flange extending laterally inward. The first flange and the second flange are arranged below the upper flange and are configured to engage with the upper flange in the event of a vehicle collision. The side sections provide a simple construction of the upper rail in which the chamber is formed by the connected sections. The side sections can be composed of welded sheet metal parts forming the chamber, the first flange and the second flange.

[0019] In one embodiment, the one or more lower portions of the load member have a lower T-shaped cross-sectional configuration with a laterally extending lower flange. The lower flange is configured to engage with the floor structure in the event of a vehicle collision. The lower flange efficiently engages the floor structure in the event of a vehicle collision for achieving a reliable and secure connection between the load member and the floor structure. The reliable connection through the lower flange prevents the lower rail from separating from the floor structure in the event of a vehicle collision.

[0020] The present disclosure also relates to a vehicle comprising the seat system as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The present disclosure will be described in detail below with reference to the accompanying drawings, in which:

[0022] Figure 1a-1c A vehicle having a seat system with a vehicle seat which is arranged rotatably relative to a floor structure of the vehicle is schematically shown in a side view,

[0023] Figure 2a-2e Parts of the seat system are schematically shown in perspective and top view in different positions,

[0024] Figure 3a-3b The connecting components of the seat system are schematically shown in three-dimensional views in different positions.

[0025] Figure 4 The upper rail and the lower rail of the seat system are schematically shown in a top perspective view.

[0026] Figure 5The upper rail and the lower rail of the seat system are schematically shown in an exploded perspective view.

[0027] Figure 6 The upper rail of the seat system is schematically shown in a top perspective view,

[0028] Figure 7a-7b schematically illustrates in cross-sectional elevation an upper rail and a lower rail of a seat system under normal operating conditions and in the event of a vehicle crash,

[0029] Figure 8 The lower rail and floor structure of the seat system are schematically shown in a top perspective view.

[0030] Figure 9a-9c The lower rail of the seat system is schematically shown in a top perspective view in different installation positions relative to the floor structure,

[0031] Fig.10 The lower rail and floor structure of the seat system are schematically shown in a bottom perspective view.

[0032] Fig.11 An upper rail and a lower rail of a seat system with a drive mechanism are schematically shown in a top perspective view. DETAILED DESCRIPTION

[0033] Various aspects of the present disclosure will be described below in conjunction with the accompanying drawings to illustrate rather than limit the present disclosure, wherein like reference numerals represent like elements, and variations of the described aspects are not limited to the specifically illustrated embodiments, but can be applied to other variations of the present disclosure.

[0034] Figure 1a-1c A vehicle V having a seat system S is schematically shown. The seat system S comprises a vehicle seat 4, an upper frame structure 20, a lower frame structure 30, an upper rail 1 and a fixed lower rail 2 attached to a floor structure 3 of the vehicle V. The vehicle seat 4 is attached to the upper frame structure 20, and the upper frame structure 20 is rotatably attached to the lower frame structure 30. The lower frame structure 30 is attached to the upper rail 1, and the upper rail 1 is rotatably attached to the lower frame structure 30 in a longitudinal direction D relative to the lower rail 2. LO The longitudinal direction D of the seat system S LO Preferably corresponds to the longitudinal direction of the vehicle V.

[0035] Horizontal direction D LA is defined as perpendicular to the longitudinal direction D LO The lateral direction D of the seat system S LA Suitable for corresponding to the lateral direction of the vehicle V. Vertical direction D V is defined as perpendicular to the longitudinal direction D LOand the lateral direction D LA The vertical direction D of the seat system S V The terms "upper", "lower", "upward" and "downward" as used in this context refer to the vertical (upper and lower) direction of the vehicle V when the seat system S is in the vehicle V. Figure 1a-1c The position or relative position of the seat system S when installed in the position shown.

[0036] As from Figure 1a-1c It can be seen that the rotatable attachment of the upper frame structure 20 to the lower frame structure 30 enables the vehicle seat 4 to be rotationally displaced relative to the floor structure 3 into different seating positions. Suitably, the upper frame structure 20 is rotatable relative to the lower frame structure 30 about the rotation axis A. R According to the design and construction of the seat system S, the rotation axis A R Can be arranged in the vertical direction D V Extension, or rotation axis A R It can be arranged in a direction relative to the vertical direction D V Extending in the direction of the angled arrangement.

[0037] exist Figure 1a In the vehicle seat 4, the vehicle seat 4 is arranged in the forward position P F Middle. Forward position P F Corresponding to a vehicle seat position where a user of the vehicle V is seated in a forward-facing position suitable for driving the vehicle. Figure 1c In the vehicle seat 4, the vehicle seat 4 is arranged in the rearward position P R Middle. Backward position P R The vehicle seat position corresponds to a vehicle seat position in which a user of the vehicle V is seated in a rearward facing position. R Arranged with the forward position P F Relative to, or relative to the forward position P F Basically relative. Figure 1b In the vehicle seat 4, the vehicle seat 4 is set in the forward position P F With the backward position P R The vehicle seat 4 can appropriately adopt an intermediate position about the rotation axis A R Any rotational position.

[0038] exist Figure 4-6 , 7a-7b, 8, 9a-9c and 10-11 schematically show the upper rail 1 and the lower rail 2 in more detail. In these figures, the upper rail 1 and the lower rail 2 are shown without the vehicle seat 4, the upper frame structure 20 and the lower frame structure 30 to better illustrate the construction of the components involved. Figure 4 As shown by the double arrows in FIG. 1 , the upper guide rail 1 is arranged to be able to move relative to the lower guide rail 2 in the longitudinal direction D LOThe seat system S is provided with a suitable positioning and locking device for positioning the upper rail 1 relative to the lower rail 2 when adjusting the vehicle seat 4. The floor structure 3 forms part of the seat system S, which will be described further below. Typically, as for example from Figure 2a-2e As can be seen in FIG, two parallel seat rail structures are used to hold a vehicle seat 4. Although in Figure 1a-1c In FIG. 4 , the seat system S is shown connected to a front vehicle seat 4 , but the seat system S can also be used for other adjustable vehicle seats.

[0039] The floor structure 3 is suitably an integral structural part of the body-in-white structure of the vehicle V, for example Figure 4 As shown, it has a longitudinal direction D LO and transverse direction D LO or substantially in the longitudinal direction D LO and transverse direction D LO The body-in-white structure of the vehicle V refers to the body construction to which the sheet metal components of the body have been welded together, but to which no moving parts, motors or engines, chassis or chassis subassemblies, and interior trim have yet to be added. By attaching the lower rail 2 to a floor structure 3 integrated in the body-in-white structure of the vehicle V, a secure attachment of the lower rail 2 is achieved. Additional fastening brackets or similar arrangements, not shown, can, for example, be used to attach the lower rail 2 to the floor structure 3, wherein screw fasteners or similar fastening means can be used to securely and securely attach the lower rail 2 to the floor structure 3 via the fastening brackets.

[0040] For example Figure 5 and Figure 8 As shown, the seat system S also includes an elongated load member 5 attached to the lower rail 2. The load member 5 includes an upper portion 5a and one or more lower portions 5b. In the illustrated embodiment, as can be seen from, for example, FIG. 3 , the upper portion 5a extends along the length of the load member 5, and a plurality of lower portions 5b are arranged to be connected to the upper portion 5a in a spaced-apart configuration. Figure 7a-7b As shown, the upper portion 5a of the load-bearing member 5 has an upper T-shaped cross-sectional configuration with a transversely extending upper flange 6a. Figure 7a-7b As shown, one or more lower portions 5b of the load member 5 have a lower T-shaped cross-sectional configuration with a transversely extending lower flange 6b. The web section 5c of the load member 5 connects the upper flange 6a and the lower flange 6b. The T-shaped cross-sectional configuration refers to a cross-sectional shape having a T-shape, or a shape similar to a T-shape, such as Figure 7a-7b The double hook structure shown. Figure 7a-7bAs shown, the upper portion 5a and the lower portion 5b of the load member 5 are configured similarly to an I-beam (I-shaped beam) structure or an I-beam-like structure with cross sections corresponding to each other.

[0041] like Fig.10 As shown, the lower section 2a of the lower rail 2 is arranged to have a plurality of rail openings 17, and the rail openings 17 are arranged to receive a plurality of lower parts 5b. Fig.10 It is known that when the load member 5 is mounted on the lower rail 2, the lower portion 5b is appropriately positioned through the corresponding rail opening 17, and the lower portion 5b can then be bent into a lower T-shaped cross-sectional configuration. In this way, one or more lower portions 5b of the load member 5 extend through the lower section 2a of the lower rail 2. The load member 5 and the lower rail 2 are made of a suitable material with high strength, such as high-strength steel, polymer, composite material or other suitable material or a combination of these materials. The load member 5 is attached to the lower rail 2 by a suitable fastening means or device (such as weld, glue, rivet or screw fastener).

[0042] In the embodiment shown, the load bearing member 5 comprises two joined material sections 5:1, 5:2 forming an upper T-shaped cross-sectional configuration and a lower T-shaped cross-sectional configuration with a web section 5c therebetween. Figure 7a-7b As shown, each of the material sections 5:1, 5:2 at least partially has a U-shaped cross-sectional configuration or a U-shaped cross-sectional configuration. This structure with two connected material sections can simplify the installation or assembly of the load member 5 to the lower rail 2, because each of the sections can be positioned in the rail opening 17 and then attached to each other and to the lower rail 2.

[0043] In the assembled state of the seat system S, Figure 7a-7b As shown in the middle part, the upper part 5a of the load member 5 extends into the lower part 1a of the upper rail 1. Figure 6 It is known that the lower part 1a can be divided into more than one structural part of the upper rail 1 for receiving the upper part 5a. In the embodiment shown, the upper rail 1 is arranged with three sections, which together form the lower part 1a, and the upper part 5a of the load member 5 extends into all three sections forming the lower part 1a.

[0044] Each upper rail 1 is also provided with an upper portion 18 for attaching or integrating a lower frame structure 30. Figure 2a As shown in FIG. 1-d, the lower frame structure 30 is arranged between the two upper guide rails 1 along the transverse direction D. LAExtension. The lower frame structure 30 can be arranged as a separate structural part attached to the upper rail 1 and / or integrated with the upper rail 1, or as an alternative, the lower frame structure 30 is arranged to have multiple structural parts connected to the upper rail 1 and / or integrated with the upper rail 1. The lower frame structure 30 can be made of any suitable material, such as steel, aluminum, composite materials, polymers or other suitable materials or combinations of materials. The lower frame structure 30 is attached to the upper rail 1 by suitable fastening means (such as welds, glue, rivets or screw fasteners).

[0045] like Figure 5 as well as Figure 7a-7b As shown, the seat system S also includes a laterally extending support structure 10. The support structure 10 is attached to the upper rail 1, and the support structure 10 extends laterally from the upper rail 1 in opposite directions. The support structures 10 can be arranged in pairs on opposite sides of the upper rail. The support structure 10 is configured to movably engage the lower rail 2 and to provide a low-friction engagement between the upper rail 1 and the lower rail 2. The support structure 10 includes a bearing 10a, and the bearing 10a is appropriately connected to the upper rail 1 via an extended shaft structure 10b or a similar arrangement for laterally positioning the bearing 10a relative to the lower rail 2.

[0046] For example Figure 7a-7b As shown, the lower rail 2 includes two bearing surfaces 12 arranged laterally on opposite sides of the load member 5. The bearing 10a and the bearing surface 12 are configured to interact with each other when the upper rail 1 is displaced relative to the lower rail 2. Figure 4 In the illustrated embodiment, the first rail 1 comprises two pairs of support structures 10 arranged to interact with a bearing surface 12. However, any suitable number of support structures 10 may be used. The bearing 10a may be, for example, a roller bearing, and the roller bearing may be provided with a wheel element or similar structure for rolling interaction with the bearing surface 12 when the upper rail 1 is longitudinally displaced relative to the lower rail 2. The bearing 10a may alternatively be a sliding bearing for sliding interaction with the bearing surface 12 when the upper rail 1 is longitudinally displaced relative to the lower rail 2. Other types of bearings may also be used, depending on the construction and design of the system. For example Figure 7a-7b As shown, a support structure 10 is positioned above the lower end 11 of the lower portion 1 a of the upper rail 1 for achieving a compact and robust construction of the system.

[0047] like Figure 7a-7b As shown, one or more lower portions 5b of the load-bearing member 5 extend through the floor structure 3. More specifically, the one or more lower portions 5b of the load-bearing member 5 extend through corresponding openings 3a of the floor structure 3. Figure 5It can be seen that the position of the opening 3a is consistent with the spacing of the lower portion 5b along the load member 5. The opening 3a may have a narrowing configuration, and the opening 3a is in the longitudinal direction D LO A suitable narrowing shape is, for example, Figure 5 The keyhole-like shape shown. However, any suitable narrowing shape may be used. The opening 3a in the embodiment shown has a narrow section 16a and a wide section 16b.

[0048] The wide section 16b of the opening 3a is of a size suitable for receiving the lower portion 5b, and as shown in FIG. Figure 9a As shown, when the lower rail 2 is mounted together with the load member 5 to the floor structure 3, the lower portion 5b having the lower flange 6b is inserted into the wide section 16b. Figure 9a As shown by the middle arrow, the lower portion 5a enters the wide section 16b during the downward movement of the lower rail 2. When inserted into the opening 3a, as shown in FIG. Figure 9b As shown, the lower portion 5b extends through the floor structure 3, and the lower flange 6b is positioned below the floor structure 3. To complete the installation of the lower rail 2 to the floor structure 3, as shown in FIG. Figure 9b As shown by the middle arrow, the lower rail 2 is pushed toward the narrow section 16a after being inserted into the wide section 16b. By pushing the lower rail 2 toward the narrow section 16a, the lower flange 6b will be positioned below the floor structure 3 and enter the final installation position, as shown in FIG. Figure 7a-7b as well as Fig.9c As shown. Figure 7a-7b It can be seen that when the lower flange 6b is positioned below the floor structure 3 in the narrow section 16a, the lower rail 2 is prevented from shifting in the upward direction due to the engagement between the lower flange 6b and the lower surface 3b of the floor structure 3. As described above, the second rail 2 can also be attached to the floor structure 3 via a fastening bracket not shown. When the lower rail 2 is attached to the floor structure 3, the upper rail 1 can be mounted to the lower rail 2.

[0049] For example Figure 7a-7b As shown, the lower portion 1a of the upper rail 1 suitably has a bell-shaped cross-sectional configuration, or a bell-shaped cross-sectional configuration, and has such a configuration that a cavity 7 is formed. The cavity 7 is configured to surround the upper flange 6a of the load member 5.

[0050] The upper rail 1 comprises a first side section 8a and a second side section 8b. The side sections are suitably connected to each other by suitable fastening means. The upper rail 1 can be made, for example, of two welded pieces forming a bell-shaped lower part, and the welded pieces form the lateral sides of the upper rail 1. For example, Figure 7a-7b As shown, the chamber 7 is formed between the first side section 8a and the second side section 8b.

[0051] The first side section 8a comprises a first flange 9a extending laterally inwards, and the second side section 8b comprises a second flange 9b extending laterally inwards. The first flange 9a and the second flange 9b form the lower end 11 of the lower part 1a. Figure 7a-7b As shown, the first flange 9a and the second flange 9b are arranged below the upper flange 6a, and with this configuration, the first flange 9a and the second flange 9b extend in an inward direction toward the load member 5. The first side section 8a and the second side section 8b together with the first flange 9a and the second flange 9b form a cavity 7 that surrounds the upper flange 6a of the load member 5.

[0052] The upper flange 6a includes a first flange section 13a and a second flange section 13b. Figure 7a-7b As shown, they extend transversely on opposite sides of the web section 5c. The first flange 9a is arranged below the first flange section 13a, and the second flange 9b is arranged below the second flange section 13b. In the embodiment shown, the first flange 9a extends inwardly from the first side section 8a toward the load member 5 in an upwardly inclined configuration, and the second flange 9b extends inwardly from the second side section 8b toward the load member 5 in an upwardly inclined configuration. The first flange section 13a extends outwardly from the web section 5c toward the first side section 8a in a downwardly inclined configuration, and the second flange section 13b extends outwardly from the web section 5c toward the second side section 8b in a downwardly inclined configuration. The first flange section 13a suitably has an extension parallel to or substantially parallel to the extension of the first flange 9a, and the second flange section 13b suitably has an extension parallel to or substantially parallel to the extension of the second flange 9b.

[0053] For example Figure 7b As shown, the load member 5 is configured to directly engage with the floor structure 3 and the lower portion 1a of the upper rail 1 in a vehicle collision event for forming a first load path L1 from the floor structure 3 via the load member 5 to the upper rail 1. A vehicle collision event refers to any situation where the vehicle V is exposed to an impact force, such as when the vehicle V hits an object (a certain object) or an object hits the vehicle V. A typical vehicle collision event is when the vehicle V is in a slam situation or collision (for example, with another vehicle), or if the vehicle V leaves the road in an off-road collision or similar event. If the vehicle V is in a collision, the impact force will act on the vehicle seat 4 and the seat system S.

[0054] In a head-on collision, or in a collision in which the front end of the vehicle V strikes an object, the force acting on the vehicle seat 4 causes a rotational movement, so that the thrust F PUSH The front part of the upper rail 1 is pushed downward toward the second rail 2, and the tension F PULLThe rear portion of the upper rail 1 is pulled upward away from the second rail 2. In a rear-end collision, or in a collision where the rear end of the vehicle V hits an object, the force acting on the vehicle seat 4 causes a rotational movement, so that the tension F PULL The front part of the upper guide rail 1 is pulled upward away from the second guide rail 2, and the thrust F PUSH Push the rear part of the upper rail 1 downward toward the second rail 2. Thrust F PUSH and tension F PULL exist Figure 4 It is schematically shown in FIG.

[0055] When the tension F PULL When acting on the upper rail 1, such as in the event of a vehicle crash as described above, the strength of the seat system S is critical. Figure 7b The tensile force F is shown by the arrow PULL , which indicates that a portion of the upper rail 1 is pulled in an upward direction away from the second rail 2. When the pulling force F PULL When acting on a part of the seat system S, the load member 5 has the function of directly engaging the floor structure 3 and directly engaging the upper rail 1. In this way, the floor structure 3 is connected to the upper rail 1 via the load member 5 for forming a first load path L1 from the floor structure 3 via the load member 5 to the upper rail 1. The load member 5 forms a high-strength and strong construction of the seat system S, which prevents large and undesirable deformations of the rail. With this system construction, the load member 5 directly engages both the floor structure 3 and the lower part 1a in the event of a vehicle collision. Figure 7b As shown, the first load path L1 from the floor structure 3 via the load member 5 to the upper rail 1 formed in the event of a vehicle collision is achieved by the engagement of the load member 5 from the floor structure 3 to the upper rail 1 along the center line C of the rail, thereby forming a shorter load path than conventional systems.

[0056] More specifically, the upper flange 6a is configured to engage with the lower portion 1a of the upper rail 1 in the event of a vehicle collision. The first flange 9a engages the first flange section 13a in the event of a vehicle collision, and the second flange 9b engages the second flange section 13b in the event of a vehicle collision for achieving a secure connection between the upper rail 1 and the load member 5. In this way, the first flange 9a and the second flange 9b are configured to engage with the upper flange 6a in the event of a vehicle collision. As shown in FIG. Figure 7b It will be appreciated that the parts involved are arranged as hook-like elements which interact with each other in the event of a vehicle collision, thereby preventing the upper rail 1 from separating from the lower rail 2 due to the connection of the load member 5 to the lower part 1a. In the event of a vehicle collision, the upper rail 1 is pulled upwards a short distance away from the lower rail 2 due to the minimal play between the parts involved. Figure 7aAs shown in FIG. 1 , under normal operating conditions, there is a small clearance between the upper flange 6a and the corresponding first flange 9a and second flange 9b, which allows the upper rail 1 to move along the longitudinal direction D LO Moved relative to the lower rail 2 for positioning the vehicle seat 4 relative to the floor structure 3 .

[0057] In a similar manner, one or more lower portions 5b of the load member 5 are configured to engage with the lower surface 3b of the floor structure 3 in the event of a vehicle collision. More specifically, the lower flange 6b is configured to engage with the floor structure 3 in the event of a vehicle collision, and the lower flange 6b engages with the lower surface 3b of the floor structure 3 in the event of a vehicle collision to achieve a secure connection between the floor structure 3 and the load member 5. Figure 7b It can be seen that the lower flange 6b interacts with the floor structure 3 to prevent the lower rail 2 from separating from the floor structure 3. Figure 7b As shown in , the lower flanges 6b of the lower part 5b are arranged as hook-like elements which interact with the floor structure 3 in the event of a vehicle collision, thereby preventing the lower rail 2 from being separated from the floor structure 3 due to the connection of the load member 5 to the floor structure 3. In the event of a vehicle collision, the lower rail 2 can be pulled upwards a short distance away from the floor structure 3 due to the small play between the lower flange 6b and the lower surface 3b of the floor structure 3. Under normal operating conditions, the small play between the lower flange 6a and the lower surface 3b of the floor structure 3 allows the upper rail 2 to be mounted to the floor structure as described above.

[0058] like Fig.11 As shown, the seat system S may also be provided with a drive mechanism 19 for positioning the upper rail 1 relative to the lower rail 2. The drive mechanism may include an electric motor 19a and be configured as a worm drive mechanism. The worm drive mechanism may include an elongated threaded rod 19b connected to the lower rail 2, which interacts with a worm gear 19c arranged on the upper rail 1. It should be understood that the drive mechanism 19 may have other suitable configurations, such as a linear actuator or a ball screw mechanism.

[0059] As described above, the seat system S includes an upper frame structure 20 and a lower frame structure 30. The upper frame structure 20 is configured to hold a vehicle seat 4, and a seat structure forming the vehicle seat 4 is firmly attached to the upper frame structure 20 to achieve a rigid construction of the seat system S. The upper frame structure 20 can be arranged as a separate structural portion attached to the vehicle seat 4 and / or integrated with the vehicle seat 4, or alternatively, the upper frame structure 20 is arranged to have multiple structural portions connected to the vehicle seat 4 and / or integrated with the vehicle seat 4. The upper frame structure 20 can be made of any suitable material, such as steel, aluminum, a composite material, a polymer or other suitable material or a combination of materials. The upper frame structure 20 is attached to the vehicle seat 4 by a suitable fastening means (such as a weld, glue, rivet or screw fastener).

[0060] like Figure 2a-2e As shown, the rotation unit 40 is arranged between the upper frame structure 20 and the lower frame structure 30. The upper frame structure 20 is rotated relative to the lower frame structure 30 by the rotation unit 40, and the rotation unit 40 enables the vehicle seat 4 to rotate relative to the floor structure 3. In the embodiment shown, the upper frame structure 20 is rotatably arranged around the rotation axis AR relative to the lower frame structure 30 by the rotation unit 40. The rotation unit 40 can have any suitable design that enables the upper frame structure 20 to rotate relative to the lower frame structure 30, and the rotation unit can include a bearing structure or a similar arrangement for efficient rotational displacement. The rotation unit 40 can also be arranged as or include an electric motor connected to the upper frame structure 20 or the lower frame structure 30, wherein the motor shaft of the electric motor is connected to the other of the upper frame structure 20 and the lower frame structure 30. The rotating unit 40 rotatably connects the upper frame structure 20 and the lower frame structure 30, and the upper frame structure 20 is connected to the lower frame structure 30 by the rotating unit 40 to effectively prevent the components from being separated from each other in the event of a vehicle collision. In this way, the rotating unit 40 is configured to form a second load path L2 from the upper guide rail 1 via the lower frame structure 30 and the upper frame structure 20 to the vehicle seat 4 in the event of a vehicle collision. The rotating unit 40 forms the second load path L2 for any rotational position of the vehicle seat 4 relative to the floor structure 3 through the rotatable connection with the upper frame structure 20 and the lower frame structure 30, so as to effectively distribute the load in the event of a vehicle collision. The second load path L2 effectively prevents the upper frame structure 20 and the lower frame structure 30 from being separated from each other in the event of a vehicle collision, so as to achieve a high-strength and strong construction of the seat system S.

[0061] The seat system S further comprises one or more connecting members 50 which are arranged when the vehicle seat 4 is arranged in the forward position P F or backward position P RWhen the vehicle seat 4 is arranged in the upper frame structure 20, the one or more connecting members 50 anchor the upper frame structure 20 to the lower frame structure 30. Each connecting member 50 is configured to be used when the vehicle seat 4 is arranged in the lower frame structure 30. Figure 2a The forward position P shown F When the vehicle seat 4 is arranged in the middle, a third load path L3 is formed from the upper rail 1 via the lower frame structure 30 and the upper frame structure 20 to the vehicle seat 4 in the event of a vehicle collision. Each connecting member 50 is also configured to Figure 2d The rearward position P shown R When the vehicle seat 4 is arranged in the forward position P, a third load path L3 is formed from the upper rail 1 via the lower frame structure 30 and the upper frame structure 20 to the vehicle seat 4 in the event of a vehicle collision. F or backward position P R In this way, each connecting member 50 forms a third load path L3 to efficiently distribute the load in the event of a vehicle collision. The connecting member 50 effectively prevents the upper frame structure 20 and the lower frame structure 30 from being separated from each other in the event of a vehicle collision to achieve a high-strength and strong construction of the seat system S.

[0062] exist Figure 2a to 2e In the embodiment shown, the seat system S includes four connecting members 50. Figure 2a As shown, when the vehicle seat 4 is arranged in the forward position P F When the upper frame structure 20 is connected to the lower frame structure 30, the connecting member 50 anchors the upper frame structure 20 to the lower frame structure 30. Figure 2d As shown, when the vehicle seat 4 is arranged in the rearward position P R When the upper frame structure 20 is connected to the lower frame structure 30, the connecting member 50 anchors the upper frame structure 20 to the lower frame structure 30. Figure 2a and 2d As shown, when the vehicle seat 4 is arranged in the forward position P F or backward position P R When in the middle, each connecting member 50 forms a third load path L3 from the upper rail 1 via the lower frame structure 30 and the upper frame structure 20 to the vehicle seat 4 in the event of a vehicle collision.

[0063] exist Figure 2a-2e In the illustrated embodiment, the upper frame structure 20 and the lower frame structure 30 include a left front section S FL , right front section S FR , Left rear section S RL and right rear section S RR Four connecting members 50 are arranged in the left front section S FL , right front section S FR , Left rear section S RL and right rear section S RRIt should be understood that the expressions front, rear, left and right refer to when the vehicle seat 4 is arranged in the forward position P F The corresponding part of the middle time, such as Figure 2a and 2e The arrangement of the connecting member at the side section ensures efficient load distribution via the formed third load path L3 in the event of a vehicle collision.

[0064] like Figure 2a-2e As shown, the connecting member 50 includes a first connecting portion 50a arranged on the upper frame structure 20 and a corresponding second connecting portion 50b arranged on the lower frame structure 30. The connecting members 50 are arranged in such a manner that each connecting member 50 includes a first connecting portion 50a arranged on the upper frame structure 20 and a cooperating second connecting portion 50b arranged on the lower frame structure 30. When the vehicle seat 4 is arranged in the forward position P F When the vehicle seat 4 is arranged in the rearward position P, each first connection portion 50a engages with the corresponding second connection portion 50b. R When the first connection portion 50a is connected to the corresponding second connection portion 50b.

[0065] The first connection portion 50a or the second connection portion 50b may be configured as a T-shaped connector, wherein the other of the first connection portion 50a and the second connection portion 50b is configured as a rail structure for use in the vehicle seat 4 being arranged in the forward position P. F or backward position P R When the vehicle seat is arranged in the forward position or the rearward position, the T-shaped and track structure configuration ensures a secure connection between the first connection portion and the second connection portion in the event of a vehicle collision.

[0066] exist Figure 2a-2e In the illustrated embodiment, the first connection portion 50a is configured as a T-shaped connection member, and the second connection portion 50b is configured as a track structure for connecting the vehicle seat 4 to the front position P. F or backward position P R The T-shaped connector is received in Figure 3a-3b The first connecting portion 50a and the second connecting portion 50b are shown in more detail in FIG.

[0067] like Figure 2a , 2e 3a, when the vehicle seat 4 is arranged in the forward position P F When the first connecting element 50a and the second connecting element 50b are arranged in the engaged state S E Next. Figure 2d and Figure 3aAs schematically shown in FIG. 1 , when the vehicle seat 4 is arranged in the rearward position P R When the first connecting element 50a and the second connecting element 50b are arranged in the engaged state S E In the engaged state S E , each first connecting element 50a is engaged with the corresponding second connecting element 50b. However, it should be understood that since the upper frame structure 20 is in the forward position P relative to the lower frame structure 30, F and the backward position P R Rotational displacement between the forward position P F In contrast, the first connecting element 50a is in the rearward position P R Each engages with a different second connecting element 50b.

[0068] When the vehicle seat 4 is in the forward position P F and the backward position P R When the two are rotatably displaced, Figure 2b -c and Figure 3b As schematically shown in FIG. 1 , the first connecting element 50a and the second connecting element 50b are arranged in a disengaged state S D In the disengaged state S D In this case, the first connecting element 50a and the second connecting element 50b are not engaged with each other.

[0069] The upper frame structure 20 is relative to the lower frame structure 30. Figure 2a and Figure 3a The forward position P shown F During rotational motion, Figure 3b As shown, the T-shaped connector of the first connecting member 50a is allowed to slide out and away from the track structure of the second connecting member 50b. In a similar manner, when the upper frame structure 20 rotates relative to the lower frame structure 30 from the non-forward position to the forward position P F When the T-shaped connector of the first connecting member 50a is allowed to slide into the track structure of the second connecting member 50b, Figure 2a and 3a The engagement state S shown E .

[0070] The upper frame structure 20 is relative to the lower frame structure 30. Figure 2d and Figure 3a The rearward position P shown R During rotational motion, Figure 3b As shown, the T-shaped connector of the first connecting member 50a is allowed to slide out and away from the track structure of the second connecting member 50b. In a similar manner, when the upper frame structure 20 rotates relative to the lower frame structure 30 from the non-rearward position to the rearward position P RWhen the T-shaped connector of the first connecting member 50a is allowed to slide into the track structure of the second connecting member 50b, Figure 2d and 3a The engagement state S shown E .

[0071] By the arrangement of the connecting member 50, the first connecting portion 50a and the second connecting portion 50b are configured to allow the vehicle seat 4 to rotate relative to the floor structure 3. The first connecting portion 50a and the second connecting portion 50b are configured to rotate when the vehicle seat 4 is arranged in the engaged state S E When the upper frame structure 20 and the lower frame structure 30 are lowered, the vertical distance D V The clearance on the engagement state S E The vehicle seat 4 is arranged in the forward position P F or backward position P R middle.

[0072] When the vehicle seat 4 is arranged in the forward position P F or backward position P R The configuration of the seat system S with the first load path L1, the second load path L2 and the third load path L3 provides a load path from the floor structure 3 all the way to the vehicle seat 4. The load path efficiently absorbs the load in the event of a vehicle collision to improve the safety of the vehicle occupants. The structure also enables a compact structure and low weight of the seat system S. The load path enables the seat system to achieve a straight and symmetrical load distribution.

[0073] The seat system S may further include a not-shown locking mechanism configured to lock the upper frame structure 20. The locking mechanism prevents rotational displacement between the upper frame structure 20 and the lower frame structure 30 in a locked state. The locking mechanism allows rotational displacement between the upper frame structure 20 and the lower frame structure 30 in an unlocked state. The locking mechanism may, for example, be arranged as a mechanical locking device, or, alternatively, the locking device may be integrated in the rotating unit 40. If the rotating unit 40 is arranged as an electric motor, the electric motor may be arranged to have a locking mechanism for preventing and allowing rotational displacement.

[0074] It should be understood that the above description is merely exemplary in nature and is not intended to limit the present disclosure and its application or use. Although specific examples have been described in the specification and illustrated in the drawings, it will be understood by those skilled in the art that various changes may be made and their elements may be replaced by equivalents without departing from the scope of the present disclosure defined in the claims. In addition, modifications may be made to adapt specific circumstances or materials to the teachings of the present disclosure without departing from its basic scope. Therefore, it is not intended to limit the present disclosure to specific examples disclosed as the best implementation currently conceived for implementing the teachings of the present disclosure, which are illustrated by the drawings and described in the specification. On the contrary, the scope of the present disclosure will include any embodiment falling within the scope of the foregoing description and the appended claims. The figure marks mentioned in the claims should not be considered to limit the scope of the subject matter protected by the claims, and their only function is to make the claims easier to understand.

[0075] Reference numerals

[0076] 1 Upper rail

[0077] 1a Lower part

[0078] 2 Lower rail

[0079] 2a Lower section

[0080] 2b Lower base surface

[0081] 3 Floor structure

[0082] 3a Opening

[0083] 3b Lower surface

[0084] 3c Upper surface

[0085] 4 Vehicle seats

[0086] 5 Load bearing components

[0087] 5a Upper part

[0088] 5b Lower part

[0089] 5c Link plate section

[0090] 6a Upper flange

[0091] 6b Lower flange

[0092] 7 Chamber

[0093] 8a First side section

[0094] 8b Second side section

[0095] 9a First flange

[0096] 9b Second flange

[0097] 10 Support structure

[0098] 10a Bearing

[0099] 10b Shaft structure

[0100] 11 Lower end

[0101] 12 Support surface

[0102] 13a First flange section

[0103] 13b Second flange section

[0104] 16a Narrow segment

[0105] 16b wide segment

[0106] 17 Rail opening

[0107] 18 Upper part

[0108] 19 Driving mechanism

[0109] 19a Electric motor

[0110] 19b Threaded rod

[0111] 19c Worm gear

[0112] 20 Upper frame structure

[0113] 30 Lower frame structure

[0114] 40 Rotation Unit

[0115] 50 Connecting components

[0116] 50a First connecting portion

[0117] 50b Second connection portion

[0118] A R Rotation axis

[0119] C Centerline

[0120] D LA Horizontal orientation

[0121] D LO Portrait orientation

[0122] D V Vertical

[0123] F PULL pull

[0124] F PUSH thrust

[0125] L1 First load path

[0126] L2 Second load path

[0127] L3 Third load path

[0128] P F Forward position

[0129] P R Backward position

[0130] S Seat System

[0131] S D Out of state

[0132] S E Engagement status

[0133] S FL Left front part

[0134] S FR Right front part

[0135] S RL Left rear part

[0136] S RR Right rear part

[0137] V Vehicle

Claims

1. A seat system (S) for a vehicle (V), the seat system (S) comprising a vehicle seat (4), an upper frame structure (20), a lower frame structure (30), an upper rail (1) and a fixed lower rail (2), the fixed lower rail (2) being configured for attachment to a floor structure (3) of the vehicle (V); in, The vehicle seat (4) is attached to the upper frame structure (20), the upper frame structure (20) is rotatably attached to the lower frame structure (30), the lower frame structure (30) is attached to the upper rail (1), and the upper rail (1) is arranged to be able to rotate relative to the lower rail (2) in a longitudinal direction (D LO )move; wherein the seat system (S) further comprises an elongated load member (5) attached to the lower rail (2), wherein an upper portion (5a) of the load member (5) extends into a lower portion (1a) of the upper rail (1); wherein one or more lower portions (5b) of the load member (5) are configured to extend through the floor structure (3), wherein the load member (5) is configured to directly engage with the floor structure (3) and the lower portion (1a) of the upper rail (1) in the event of a vehicle collision to form a first load path (L1) from the floor structure (3) via the load member (5) to the upper rail (1).

2. The seat system (S) according to claim 1, wherein: A rotating unit (40) is arranged between the upper frame structure (20) and the lower frame structure (30), and the rotating unit (40) is configured to enable the vehicle seat (4) to rotate relative to the floor structure (3), wherein the rotating unit (40) is configured to form a second load path (L2) from the upper guide rail (1) via the lower frame structure (30) and the upper frame structure (20) to the vehicle seat (4) in the event of a vehicle collision.

3. The seat system (S) according to claim 2, wherein: The seat system (S) further comprises one or more connecting members (50), wherein when the vehicle seat (4) is arranged in the forward position (P F ) or backward position (P R ), the one or more connecting members (50) anchor the upper frame structure (20) to the lower frame structure (30), wherein each connecting member (50) is configured to be used when the vehicle seat (4) is arranged in the forward position (P F ) or the rearward position (P R ), a third load path (L3) is formed from the upper guide rail (1) via the lower frame structure (30) and the upper frame structure (20) to the vehicle seat (4) in the event of a vehicle collision.

4. The seat system (S) according to claim 3, wherein: The upper frame structure (20) and the lower frame structure (30) include a left front section (S FL ), right front section (S FR ), left rear section (S RL) and right rear segment (S RR ), wherein the connecting member (50) is arranged in the left front section (S FL )、Right front section (S FR ), left rear section (S RL ) and the right rear segment (S RR ) in one or more places.

5. The seat system (S) according to claim 3 or 4, wherein: Each connecting member (50) includes a first connecting portion (50a) arranged on the upper frame structure (20) and a second connecting portion (50b) arranged on the lower frame structure (30), wherein the first connecting portion (50a) or the second connecting portion (50b) is configured as a T-shaped connector, wherein the other of the first connecting portion (50a) and the second connecting portion (50b) is configured as a track structure for connecting the upper frame structure to the lower frame structure in the forward position (P F ) or the rearward position (P R ) receives the T-shaped connector.

6. The seat system (S) according to claim 5, wherein: The first connecting portion (50a) and the second connecting portion (50b) are configured to allow the vehicle seat (4) to rotate relative to the floor structure (3), and the first connecting portion (50a) and the second connecting portion (50b) are configured to rotate when the vehicle seat (4) is arranged in the forward position (P F ) or the rearward position (P R ) when the upper frame structure (20) and the lower frame structure (30) are reduced in the vertical direction (D V ) on the clearance.

7. Seating system (S) according to any one of the preceding claims, wherein: The seat system (S) also includes a locking mechanism configured to lock the upper frame structure (20), wherein the locking mechanism prevents rotational displacement between the upper frame structure (20) and the lower frame structure (30) in a locked state, and wherein the locking mechanism allows rotational displacement between the upper frame structure (20) and the lower frame structure (30) in an unlocked state.

8. Seating system (S) according to any one of the preceding claims, wherein: The one or more lower portions (5b) of the load-bearing member (5) are configured to extend through corresponding openings (3a) of the floor structure (3).

9. Seating system (S) according to any one of the preceding claims, wherein: The one or more lower portions (5b) of the load-bearing member (5) are configured to engage with a lower surface (3b) of the floor structure (3) in the event of a vehicle impact.

10. Seating system (S) according to any one of the preceding claims, wherein: The upper portion (5a) of the load member (5) has an upper T-shaped cross-sectional configuration with a transversely extending upper flange (6a), wherein the upper flange (6a) is configured to engage with the lower portion (1a) of the upper rail (1) in the event of a vehicle collision.

11. The seat system (S) according to claim 10, wherein: The lower portion (1a) of the upper rail (1) has a bell-shaped cross-sectional configuration forming a chamber (7), wherein the chamber (7) is configured to surround the upper flange (6a).

12. The seat system (S) according to claim 11, wherein: The upper guide rail (1) includes a first side section (8a) and a second side section (8b) connected to each other, wherein the chamber (7) is formed between the first side section (8a) and the second side section (8b), wherein the first side section (8a) includes a first flange (9a) extending laterally inward, and the second side section (8b) includes a second flange (9b) extending laterally inward, wherein the first flange (9a) and the second flange (9b) are arranged below the upper flange (6a) and are configured to engage with the upper flange (6a) in the event of a vehicle collision.

13. Seating system (S) according to any one of the preceding claims, wherein: The one or more lower portions (5b) of the load-bearing member (5) have a lower T-shaped cross-sectional configuration with a transversely extending lower flange (6b), wherein the lower flange (6b) is configured for engagement with the floor structure (3) in the event of a vehicle collision.

14. A vehicle (V) comprising a seat system (S) according to any one of claims 1-13.

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