Vehicle seat, in particular motor vehicle seat

Abstract

A vehicle seat, in particular a motor vehicle seat, comprising a supporting structure (6), a seat area and a backrest area (2'), wherein the seat area and backrest area (2') are adjustably connected to each other via at least one fitting (5) for adjusting the inclination of the backrest area (2') relative to the supporting structure (6), wherein the fitting (5) is fixedly attached to the supporting structure (6) and wherein a first force flow path extending via the fitting (5) is provided for introducing forces and torques from the backrest area (2') into the supporting structure (6), characterized by that either the backrest area (2') is pivotably arranged about a first axis of rotation (A) on a fitting-fixed area (4) via a support point (7) which is located in the upper half of the backrest (2) and spaced apart from the fitting (5) or the backrest area (2') is attached to a fitting-fixed area (4) via a support point (7) which is arranged at a distance from the fitting (5) and is slidable in a linear direction. and that at least a second force flow path, which bypasses the fitting (5) at least in its adjustable area, is provided for the torque-free introduction of forces coming from the backrest area (2') into the supporting structure (6).

Description

[0001] The invention relates to a vehicle seat, in particular a motor vehicle seat, with the features of the preamble of claim 1.

[0002] In vehicle seats, the backrest and seat cushion are typically rigidly connected by fittings on both sides, with the backrest's angle relative to the seat being adjustable. The adjustment movement, which is performed manually via a handwheel on one side of the seat, is usually transmitted through a profile rod that rigidly connects the two fittings. The fittings themselves are typically mounted on a seat base. A disadvantage of this type of vehicle seat design is that in the event of a crash, particularly a rear-end collision, the entire force is borne by the fittings.

[0003] German patent DE 197 11 944 C2 discloses a vehicle seat with a seat and back shell which can be moved into a safety position in the event of a rear-end collision. The vehicle seat comprises a support element, a backrest formed as a shell and connected to it, preferably with an integrated headrest, and a seat element formed as a seat shell. The backrest and seat surface are connected to each other via a free-floating pivot axis. Furthermore, positive guides designed as rotary-sliding guides are provided spaced apart from the pivot axis, by which the backrest and seat element are slidably guided. The selected adjustment position is set by a retaining linkage located essentially beneath the seat element. The pivot axis is free-floating and independent of the support element.The backrest can be moved from a predetermined starting position to a safety position by the user during a rear-end collision. For this purpose, the support structure has a backrest support located above the seat surface, with an effective lever arm positioned away from the point where the force is applied to the backrest by the pelvic area. The seat section is connected to a guide that extends forward from the backrest and is angled upwards, so that in a frontal collision the seat section is moved from its originally selected starting position to a raised safety position.

[0004] From DE 18 12 785 A, a vehicle seat is known which has a supporting structure, a seat area and a backrest area, wherein the seat area and backrest area are connected to each other via a linkage arrangement with one or two longitudinally adjustable rods, allowing adjustment of the backrest inclination. Two force flow paths are provided for the transmission of torque-free forces from the backrest area to the supporting structure.

[0005] German patent DE 199 31 804 A1 discloses a vehicle seat comprising a seat back, a seat base, and a vehicle occupant protection device. This device supports the seat back on the seat base in a pivoting motion relative to the seat base and blocks any pivoting movement of the seat back until a vehicle collision occurs. In the event of a crash, the protection device dissipates the impact energy through a continuous, controlled pivoting movement of the seat back relative to the seat base. This is achieved via a slot-pin guide with a narrowing slot integrated into the fitting.

[0006] Such vehicle seats still leave something to be desired, especially regarding safety in rear-end collisions.

[0007] The invention is based on the objective of improving a vehicle seat of the type mentioned above. This objective is achieved according to the invention by a vehicle seat with the features of claim 1. Advantageous embodiments are the subject of the dependent claims.

[0008] By providing a vehicle seat, particularly a motor vehicle seat, comprising a supporting structure, a seat area, and a backrest area, wherein the seat area and backrest area are adjustably connected to each other via at least one fitting, preferably two fittings coupled in their movement and arranged on opposite sides of the seat, the fitting being fixed to the supporting structure and forming a force transmission path from the backrest area to the supporting structure, and at least a second force transmission path for introducing the force coming from the backrest area into the supporting structure, which bypasses the fitting at least in its adjustable area (i.e., bridges the fitting), the forces acting on the fitting can be reduced. Likewise, the bending loads on the backrest are reduced.

[0009] The second force flow path allows, in particular, the introduction of a torque-free force into the supporting structure. This enables a complete separation of the backrest's tilt adjustment, in the area of ​​which the first force flow path runs and through which torques are also transmitted, from the second force flow path.

[0010] Preferably, the two force transmission paths are introduced into the supporting structure at points offset from each other in the longitudinal direction of the vehicle seat, thus enabling a more even load distribution on the seat base. For example, one point for the fitting can be located in the rear area and the other point for the coupling in the front area.

[0011] A crash-active backrest section is preferably pivotably mounted on a fitting-resistant area via a support point located in the upper half of the backrest and spaced apart from the fitting. Alternatively, a crash-active backrest section can be provided which is linearly displaceable on a fitting-resistant area via a support point, the support point being spaced apart from the fitting. In both cases, the design of the crash-active backrest section and the fitting-resistant backrest structure, which are movable relative to each other within a certain range, allows for the distribution of the force flow. Furthermore, with appropriate design, advantageous effects regarding the uprighting of the backrest in the event of a rear-end collision are possible.

[0012] Preferably, part of the second force transmission path is a coupling that is pivotably arranged about and coaxial to the axis of rotation of the fitting. The other end of the coupling is preferably also pivotably attached to the top of the seat base.

[0013] The coupling primarily transmits a tensile and / or compressive force between a crash-active backrest area and the supporting structure. If only a tensile force needs to be transmitted, the coupling can also be formed by a flexible, sufficiently tensile-strength element, such as a steel cable. Such a flexible element can also be redirected, allowing for greater flexibility in its integration into the vehicle seat.

[0014] The coupling can also be designed as a deformation element, so that in the event of a rear-end collision, the deformation causes the crash-active backrest area to right itself. The design of the coupling with regard to its deformation properties influences the force distribution on the first and second force flow paths as well as the backrest's righting action.

[0015] Preferably, at least one impact element is provided in a crash-active backrest area, which has shock-absorbing properties and protects the occupant, particularly in the event of a rear-end collision. This impact element is preferably located on the front of the backrest in its lower region. If the impact element is intended to protect the occupant from a load approaching from behind, it can also be located on the back of the backrest. In this case, the impact element is preferably located approximately in the middle of the backrest. A combination of impact elements on the front and back of the backrest is also possible. The impact element serves, in particular, to introduce a defined force into the secondary force transmission path below the support point.

[0016] In this design position of the backrest, the stress on the fitting caused by torque in a rear-end collision is particularly advantageous, reducing it by 10% to 50%, and especially by 25% + / - 10%, compared to a fitting without a secondary force transmission path. This reduces extreme stresses on the fittings in a crash and optimizes force transmission to the seat base. Overall, this results in significantly less deformation of the vehicle seat in a crash, and the backrest can withstand a greater load while experiencing comparatively little bending stress.

[0017] The vehicle seat can be a bucket seat with a backrest that is adjustable relative to a seat section via fittings arranged on both sides of the seat, each fitting being at least two-part with a part fixed to the seat section and a part fixed to the backrest. However, a corresponding design is also possible for other seats whose backrest angle is adjustable relative to the seat section.

[0018] The backrest-fixed part of the fitting is preferably rotatably and / or longitudinally displaceably connected to the backrest via an upper support point; the seat-fixed part of the fitting is preferably rigidly connected to the seat base; preferably, a connection between the backrest and a coupling is provided on both sides of the backrest, which enables torque-free force transmission.

[0019] The backrest is preferably connected in the lower area, spaced away from the axis of rotation, by the fittings to the backrest-fixed part of the fitting via a deformable area.

[0020] The invention is explained in more detail below with reference to several schematic diagrams, some of which are illustrated in the drawings, as well as various exemplary embodiments. These show Fig. 1 a perspective view of a vehicle seat without a seat part according to the first embodiment, Fig. 2 A highly schematic side view of the vehicle seat without the seat section. Fig. 1, Fig. 3 a highly schematic side view of a vehicle seat according to the second embodiment with illustration of the directions of force action and the force flow, Fig. 4 a schematic representation of the vehicle seat of Fig. 3 with different tilt settings, Fig. 5 a highly schematic side view of a vehicle seat according to the second embodiment with a modified seat base, Fig. 6 a highly schematic side view of a vehicle seat according to the second embodiment with a second variant in relation to the attachment point on the seat base, Fig. 7 a highly schematic side view of a vehicle seat according to the second embodiment with a third variant in relation to the attachment point on the seat base, Fig. 8 a highly schematic side view of a vehicle seat according to the third embodiment, Fig. 9 a highly schematic side view of a vehicle seat according to the exemplary embodiment with a variant in relation to the attachment point on the seat base, Fig. 10 a highly schematic side view of a vehicle seat according to the fourth embodiment, and Fig. 11 A highly schematic side view of a vehicle seat according to the fifth embodiment.

[0021] A vehicle seat 1, designed as an adjustable, two-part bucket seat according to the first embodiment, comprises a backrest 2 (backrest shell), a seat section (not shown), wherein the backrest 2 and seat section are upholstered and provided with a cover (not shown), backrest structures 4 arranged on both sides of the backrest 2, fittings 5 ​​connected to the backrest structures on both sides for adjusting the backrest inclination, and a supporting structure, hereinafter also referred to as the seat base 6. The backrest 2 is connected to the upper ends of the backrest structures 4 on both sides at approximately shoulder height via an upper support point 7, wherein the backrest 2 is rotatably mounted on the backrest structures 4 about a first axis of rotation A, as shown in the illustration. Fig. As can be seen in Figure 1. Furthermore, an impact element 8 is provided on the backrest 2 at approximately hip height, which, in the event of a crash, particularly a rear-end collision, absorbs the maximum load on an occupant. The impact element 8 serves, in particular, to introduce a defined force below the support point 7.

[0022] The seat base 6 is designed such that it is connected to the vehicle structure via rails in a manner known per se, allowing for longitudinal adjustment. Fittings 5 ​​for adjusting the backrest structures 4 relative to the seat section or a part of the seat base are attached laterally to the seat base 6. The backrest structures 4 are pivotable about a second axis of rotation B, which passes through the fittings 5, relative to the seat section fixed to the seat base. In the region of the second axis of rotation B, the two fittings 5 ​​are torsionally rigidly connected to each other via a continuous profile rod (not shown), so that an adjustment movement is transmitted from one side to the other and the movement of the fittings is synchronized. The fittings 5 ​​are attached, in particular, in the rear upper region of the seat base 6, as shown in Fig. 2 indicated, whereby the connection can be made via several individual points (e.g. screws), as in Fig. 1 indicated. The connection is designated with the reference symbols 9 and 9'.

[0023] To allow the backrest 2 to be adjusted for tilt, it is also pivotable about the second axis of rotation B. Preferably, circular openings (not shown) are provided in the backrest 2 for this purpose, through which the profile bar projects with sufficient clearance. Part of a free-swinging mechanism for unlocking the locking fittings can also project through these openings, allowing the backrest 2 to be quickly folded forward. Unlike the backrest structures 4 arranged parallel to the backrest 2, however, no torsionally rigid bearing is provided; instead, the backrest 2 can, in principle, rotate freely about the axis of rotation B.To keep the backrest 2, which is connected to the backrest structures 4 in its upper region, positioned relative to the backrest structures 4 in its lower region as well, a coupling 10 is attached to each side of the lower region of the backrest 2. This coupling is essentially pivotable about the axis of rotation B, so that force transmission is only possible in the longitudinal direction of the coupling 10 without any moment. For this purpose, a cylindrical connecting element (not shown) is inserted into the aforementioned openings. The coupling 10, with a circular opening 11 at its first end, is also mounted on this connecting element. There is no direct contact between the coupling 10 and the backrest structure 4.

[0024] As mentioned above, each of the couplings 10 is mounted with its first end 11 pivotably about the second axis of rotation B in the lower part of the backrest 2. With its second end 12, which also has a circular opening, the coupling 10 is pivotably attached directly to a second connection point 13 in the upper part of the seat base 6, in this case approximately in the middle with respect to the longitudinal extent of the vehicle seat 1, by means of a bolt, so that only tensile and compressive forces are transmitted through the coupling 10. The second connection point 13 is located as shown in the figure. Fig. 1 is visible, at the same height as the front attachment point 9' of the fittings 5, so that a through bolt can be used for fastening. The attachment points 9' and 13 are separated from each other only by a thin section of the seat base 6, this section being flange-shaped to provide a sufficiently large surface area for bearing the bolt and sufficient stability for transferring the forces transmitted by the fitting and the coupling into the seat base.

[0025] The function of the arrangement is as follows: if a force F acts rearward on the backrest 2 due to a rear-end collision, with the greatest force occurring in the area of ​​the impact element 8, a portion of the force (F1) is transferred via the support points 7 into the backrest structures 4 located on both sides of the backrest 2. The force F1, acting in the longitudinal direction of the vehicle, essentially causes a torque on the fittings 5, and due to the torsionally rigid design of the fittings 5, a corresponding force is transferred via the connection points 9 and 9' on both sides into the seat base 6. On both sides of the seat, the rear connection point 9, through which the force F1 is transferred into the seat base 6, is spaced apart from the second connection point 13, through which the force F2 is transferred into the seat base 6. The front connection point 9', however, is at the same height as the second connection point 13.Overall, this results in a branching of the force flow path, thereby reducing the maximum forces occurring, particularly those acting on the fittings 5. In the present case, the distribution of forces in the design position of the backrest, i.e., when the backrest 2 is inclined 23° backwards from the vertical, is such that the load on the fittings 5 ​​from the torque acting on them is reduced by 25%, thus relieving the fittings 5. In other words, the second force flow path forms a kind of bypass between the backrest and the seat base. Furthermore, since the force introduction points into the seat base 6 are located at different positions due to the offset arrangement of the connection points 9 and 13, the seat base 6 is protected from overloading as a result of a more even load distribution.

[0026] If the longitudinal elongation of the couplings 10 under tensile load is slightly greater than the longitudinal elongation of the fittings between the corresponding connection points 9, 9', the couplings 10 can dissipate some energy as a result of deformation. If the couplings 10 elongate, the lower section of the backrest 2 attached to the couplings 10 can also move backward. Since the upper section of the backrest 2 is connected to the rigid backrest structures 4, the position of the upper axis of rotation A remains essentially constant, allowing the lower section of the backrest 2 to pivot slightly around the upper axis of rotation A, thus causing the backrest to straighten in the event of a rear-end collision. By designing the couplings 10 as deformation elements, the force distribution along the force paths, and thus the backrest's upright position, can be adjusted via their deformation properties.The softer the couplings are, the greater the load on the fittings 5 ​​and the greater the upright position of the backrest.

[0027] If, according to a modification, for example for a freely swiveling backrest, the backrest-fixed part of the fitting is also connected to the backrest in its lower area, which can be done, for example, with a screw, then an insert in a plastic shell, in conjunction with a deformation zone, which can be kidney-shaped, for example, can be provided in the side area of ​​the backrest, adjacent to the ends of the L-shaped rods intended for backrest movement during free swiveling. In the event of a rear-end collision, this deformation zone is deformed, and the lower part of the backrest is moved backwards against the tensile force of the couplings (i.e., it pivots slightly around the support points), thereby causing the backrest to straighten up overall.

[0028] The connection between the backrest and the backrest-fixed part of the fitting can also be provided in the area for attaching a backrest motor for the electric adjustability of the backrest.

[0029] Due to its function in conjunction with the impact element 8, the backrest 2 of the first embodiment can also be referred to as the crash-active backrest area 2'.

[0030] It should be noted that in Fig. 2. Only a highly schematic sketch is provided, in which, for the sake of clarity, the backrest structures are shown offset from the backrest, although in the side view the backrest structures accommodate the backrest between them. The same applies to the representation of the first end of the coupling and the fittings, which are also preferably arranged in a row (second axis of rotation).

[0031] According to the second embodiment, which is described in the Fig. 3 and Fig. Figure 4 shows a conventional vehicle seat 1 with a steel backrest frame as a backrest 2, wherein the backrest frame forms a backrest structure 4 which, corresponding to the laterally mounted backrest structure of the first embodiment, is attached to the seat base 6 via fittings 5 ​​in a tilt-adjustable manner. Due to the essentially comparable function of the vehicle seat of the first and second embodiments, identical or equivalently functioning components or elements are designated with the same reference numerals.

[0032] A crash-active area, hereinafter referred to as the crash-active backrest area 2', is pivotably mounted on the backrest structure 4 about a first axis of rotation A via support points 7 on both sides of the backrest. The crash-active backrest area 2', which corresponds to the rotatably mounted shell part of the first embodiment that forms the backrest, has an impact element 8, which is arranged approximately at hip height and reduces the maximum load on an occupant who is pressed into the seat by the impact in the event of a crash, particularly in the case of a rear-end collision.

[0033] The crash-active backrest section 2' is pivotable in its lower area about a second axis of rotation B, which is simultaneously the axis of rotation about which the backrest structure 4 can be pivoted by means of the fittings 5. The lower area of ​​the crash-active backrest section 2' is connected – corresponding to the backrest 2 of the first embodiment – ​​to another area of ​​the seat base 6 via a coupling 10, wherein the force transmission from the coupling 10 to the seat base 6 is again torque-free.

[0034] The function of the arrangement is as follows: if a force F acts on the backrest 2, and in particular the crash-active backrest area 2', due to a rear-end collision, with the greatest force occurring in the area of ​​the impact element 8, then a portion of the force (F1) is transmitted via the support points 7 and the backrest 2 to the fittings 5 ​​arranged on both sides. The force F1 acting in the longitudinal direction of the vehicle thus causes a torque on the fittings 5, and due to the torsionally rigid design of the fittings 5, a corresponding force is introduced into the seat base 6 in its rear area via the connection points 9 and 9' provided on both sides. The portion of the force F acting on each of the couplings 10, designated F2 in the figure, acts essentially in the longitudinal direction of the couplings 10 due to their torque-free mounting.In this case, the connection points 9 and 9', through which force F1 is introduced into the seat base 6, are spaced apart from the second connection points 13, through which force F2 is introduced into the seat base 6. This results in a branching of the force flow path, thereby reducing the maximum forces occurring, particularly the forces acting on the fittings 5. Here too, the distribution of forces is such that the load on the fittings 5 ​​in the design position of the backrest is reduced by 25% by a torque acting on them, thus relieving the fittings 5. Due to the offset arrangement of the connection points 9 and 9' of the fittings 5 ​​relative to the connection points 13 of the couplers 10 in the longitudinal direction of the vehicle seat 1, the maximum local load on the seat base 6 is also reduced.

[0035] Even in the case of the representation of Fig. 3 is according to the Fig. 2 shows an offset arrangement. Fig. Figure 4 shows a correct arrangement in the lower area; however, the crash-active backrest area 2' including the impact element 8 and the support point 7 are depicted as brackets for better visibility, although they are essentially arranged in one plane. Furthermore, Figure 4 shows Fig. 4. Dashed line additionally indicates a rearward tilting position of the backrest, in which the force distribution in the event of a crash changes slightly. As can be seen from the sketchy representation of Fig. As can be seen in Figure 4, the two couplings 10 located near the sides of the vehicle seat do not change position in the event of a change in the backrest inclination.

[0036] Fig. Figure 5 shows a first variant of the second embodiment, in which the seat base 6 is designed as a four-bar height adjustment mechanism with a front rocker arm 14 and a rear rocker arm 15. The fittings 5 ​​are each connected to the upper, seat-fixed area of ​​the four-bar linkage via two connection points 9 and 9', wherein the two connection points 9, 9' of a fitting 5 are arranged offset longitudinally, and the fitting 5 is firmly connected to the four-bar linkage at both points by means of screws. The second connection points 13, i.e., the connection points of the couplings 10, are also each provided on the upper, seat-fixed area of ​​the four-bar linkage, in this case at the same height as the front connection points 9' of the fittings 5. Due to their attachment to a common area of ​​the four-bar linkage, both the fittings 5 ​​and the couplings 10 change their position in the event of a change in the rocker arm orientation of the four-bar linkage, e.g.,to adjust the seat height. Overall, in the event of a rear-end collision, the forces acting on the seat in the area outlined with a dashed line are reduced compared to a conventionally designed vehicle seat without coupling.

[0037] Fig. Figure 6 shows a second variant of the second embodiment, according to which the connection points 13 of the couplings 10 are arranged further away than the front connection points 9' of the fittings 5. As can be seen from the size of the dashed-out area, a larger area of ​​the four-bar linkage is relieved of stress in this configuration than in the first variant.

[0038] At the in Fig. In the third variant of the second embodiment shown in Figure 7, the second connection point 13 of the coupling 10 is provided at the front end of the upper surface of the four-bar linkage. The forward-shifted arrangement of the second connection points 13 enables a very favorable force transmission via the front swing arms of the four-bar linkage into the vehicle floor; that is, the force flow path via the couplings 10 largely bypasses the underbody and therefore protects the individual frame components of the underbody from buckling.

[0039] Since, in all previously described embodiments, the coupling 10 is subjected exclusively to tensile stress in the event of a rear-end collision, which is particularly relevant, the coupling can also be formed by a flexible element that has sufficient tensile strength and very low tensile elongation, according to a modification of the previously described embodiments. Steel cables are particularly suitable. If designed as flexible elements, the couplings can also be arranged in a curved configuration, thus simplifying integration into an existing seat structure. A design using steel cables as couplings is particularly suitable with regard to the third variant of the second embodiment.

[0040] Alternatively, it is also possible to connect the steel cable directly to the vehicle structure, thus reducing the load on the seat base.

[0041] Fig. Figure 8, as a third embodiment, shows a modified application of the principle for protecting the occupant from cargo that, for example, flies forward in the event of a frontal crash and strikes the backrest 2. The construction of the vehicle seat 1 essentially corresponds to the construction according to Figure 8. Fig. 5 (first variant of the second embodiment), so that only the differences will be discussed in more detail below.

[0042] To protect against a rear impact, an impact element 8' is located on the back of the seat in a crash-active backrest area 2' and connected to the backrest structure 4 via the support points 7 on both sides. The backrest structure 4 is connected to the seat base 6, which is designed as a four-joint system, via the fittings 5. Due to the expected impact point being located higher on the backrest, the impact element 8' is positioned higher than the impact element 8 on the front of the seat in the previously described embodiments. In this case as well, the impact element 8' serves primarily to introduce the force into the second force flow path in a defined manner.

[0043] The fittings 5 ​​are each rigidly connected to the upper struts of the four-bar linkage via two connection points 9, 9', whereby in this case the connection points 13 for the second end 12 of the couplers 10 are at the same height as the connection points 9'. In this configuration, when the backrest is subjected to a load from behind, only compressive forces are transmitted through the couplers 10. With this force flow path, both the fitting and the rear area of ​​the seat base 6 are protected, as indicated by the dashed outline.

[0044] According to a Fig. In the variant 9 of the third embodiment, the second ends 12 of the couplings 10 are attached to the rear ends of the upper struts of the seat base 6, so that tensile forces act on the couplings 10. In the event of a load being applied to the backrest from behind, the front part of the seat base is protected by pressure on the rear rocker arm with this force flow path, as indicated by the dashed outline.

[0045] Fig. Figure 10, as the fifth embodiment, shows a combination of the first variant of the second embodiment and the fourth embodiment, i.e., both an impact element 8 arranged on the front of the seat and an impact element 8' arranged on the back of the seat are provided. The support of the second ends 12 of the couplers 10 is located at the level of the front attachment points 9' of the fittings 5. Depending on the load on the backrest 2, the couplers 10 are subjected to tension or compression.

[0046] Fig. Figure 11 shows, as a sixth embodiment, a configuration in which a support point 7' is arranged in the upper region of the impact element 8 and enables linear movement instead of rotational movement. In this case, too, the force flow path is divided, with the main path again leading via the fittings 5 ​​and a partial path via the couplings 10 into the seat base 6.

[0047] Of course, although not described above as an exemplary embodiment, combinations of swivel and linear movements in the area of ​​the support point are also possible.

[0048] The designs described above are suitable for both manual and motorized adjustment of the backrest angle. If a motor is used, it can, for example, be mounted on the inside of one of the backrest structures in the case of a bucket seat, for which an opening may be provided on the side of the backrest facing the backrest structure. The profile rod then forms the motor shaft. If manual adjustment is used, the mechanism for pivoting the backrest / backrest structures can protrude through the opening. Reference symbol list 1 vehicle seat 2 Backrest 2' crash-active backrest area 4 Backrest structure, fog-resistant area 5 fittings 6 Seat base, supporting structure 7 Support point (crash-active backrest area) 8.8' impact element 9, 9' Connection point (fitting-seat base) 10 couplings 11 first end (coupler) 12 second end (coupler) 13 second connection point 14 front swingarm (four-joint) 15 rear swingarm (four-joint) A first axis of rotation B second axis of rotation F, F1, F2 Force

Claims

[1] Vehicle seat, in particular motor vehicle seat, comprising a supporting structure (6), a seat area and a backrest area (2'), wherein the seat area and backrest area (2') are adjustably connected to each other via at least one fitting (5) for adjusting the inclination of the backrest area (2') relative to the supporting structure (6), wherein the fitting (5) is fixedly attached to the supporting structure (6) and wherein a first force flow path extending via the fitting (5) is provided for introducing forces and torques from the backrest area (2') into the supporting structure (6), characterized by , that either the backrest area (2') is pivotably arranged about a first axis of rotation (A) on a fitting-fixed area (4) via a support point (7) which is located in the upper half of the backrest (2) and spaced apart from the fitting (5) or the backrest area (2') is attached to a fitting-fixed area (4) via a support point (7) which is arranged at a distance from the fitting (5) and is slidable in a linear direction. and that at least a second force flow path, which bypasses the fitting (5) at least in its adjustable area, is provided for the torque-free introduction of forces coming from the backrest area (2') into the supporting structure (6). [2] Vehicle seat according to claim 1, characterized by , that the two force flow paths are introduced into the supporting structure (6) at points arranged offset from each other in the longitudinal direction of the vehicle seat (1). [3] Vehicle seat according to claim 1 or 2, characterized by , that part of the second force flow path is a coupling (10) which is pivotable about and coaxial to the axis of rotation (B) of the fitting (5). [4] Vehicle seat according to any one of the preceding claims, characterized by, that part of the second force flow path is a coupling (10) which transmits a tensile force and / or compressive force between the backrest area (2') and the supporting structure (6). [5] Vehicle seat according to any one of the preceding claims, characterized by , that at least one impact element (8,8') is provided in the backrest area (2'). [6] Vehicle seat according to any one of the preceding claims, characterized by , that in the design position of the backrest (2) the load on the fitting (5) due to a torque as a result of a rear-end collision is reduced by 10% to 50%, in particular by 25% + / - 10%, in relation to a load on the fitting without a second force flow path. [7] Vehicle seat according to any one of the preceding claims, characterized by, that the vehicle seat (1) is a bucket seat with a backrest (2) which is adjustable relative to a seat part via fittings (5) arranged on both sides of the seat, each fitting (5) being designed in at least two parts with a part fixed to the seat part and a part fixed to the backrest. [8] Vehicle seat according to claim 7, characterized by , that the backrest-fixed part of the fitting (5) is rotatably and / or longitudinally displaceably connected to the backrest (2) via a backrest structure (4) and an upper support point (7), the seat-fixed part of the fitting (5) is firmly connected to the seat base (6), and a connection is provided on both sides of the backrest (2) between the backrest (2) and a coupling (10), which enables torque-free force transmission. [9] Vehicle seat according to claim 8, characterized by, that the backrest (2) is connected in the lower area, spaced away from the axis of rotation (B) by the fittings (5) to the backrest-fixed part of the fitting (5) via a deformable area. [10] Vehicle seat according to any one of the preceding claims, characterized by , that a coupling (10) is provided which is part of the second force flow path and which is designed as a deformation element.

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