Front seat of a motor vehicle

Abstract

Front seat (1) of a motor vehicle comprising a seat section (2), a backrest (3) and a headrest (4), wherein the headrest (4) is adjustably coupled to the backrest (3), wherein the headrest (4) is adjustable between an operating position and a folding position by means of a headrest drive (5), and wherein the headrest (4) is folded forward in the folding position in order to reduce, in particular to substantially eliminate, the obstruction of view of a rear passenger caused by the headrest (4) when installed. wherein the headrest (4) has a supporting structure (9) for coupling with the backrest (3), wherein at least one drive lever (16) is provided for generating a motor drive torque acting on the support structure (9), which is articulated on the one hand to the head restraint drive (5) and on the other hand eccentrically to the support structure (9) of the head restraint (4) with respect to the head restraint axis (11), characterized by that the drive lever (16) is guided on a backrest-fixed base structure (20) via at least one cam guide (18, 19) which has a cam (18a,19a) and a guide part (18b,19b) running in the cam (18a,19a) and that the drive lever (16) and thus the support structure (9) is adjustable between an operating position and a folding position.

Description

[0001] The present invention relates to a front seat of a motor vehicle according to the preamble of claim 1.

[0002] The headrest of the front seat in question primarily serves a safety function in the event of a rear-end collision. The headrest prevents the accelerations occurring in such a collision from causing damage to the occupant's cervical spine. However, the headrest also provides a comfort function.

[0003] Given the required comfort and crash safety, the headrest of the front seat in a motor vehicle is indispensable. However, the headrest of an unoccupied front passenger seat is regularly perceived as a loss of comfort by rear passengers, as it restricts their forward visibility. This situation frequently occurs in luxury vehicles when one rear seat is occupied, but not the front passenger seat.

[0004] In the above context, it has been proposed to design the headrest in multiple parts in such a way that part of the headrest can be manually folded to the side out of the field of vision of the rear passengers (KR 20040088228 A).

[0005] A disadvantage of the familiar front seat is the complicated manual adjustment of the headrest, which results in a loss of comfort. Furthermore, with this familiar front seat, it is only possible to ensure that no passenger sits in the front seat when the headrest is extended by means of complex monitoring sensors. This must be considered a safety risk.

[0006] Finally, folding the headrest to the side involves a wide swiveling movement, so that sufficient space must be provided in the vehicle interior.

[0007] US patent 5,006,771 A1 discloses a front seat with a motorized adjustable headrest. The headrest can be folded forward relative to the seatback in such a way as to reduce the obstruction of the view for a rear passenger.

[0008] German patent DE 39 25 837 A1 discloses a rear seat with a backrest and a motor-adjustable headrest. The headrest is connected to the backrest via two support rods. An eccentric drive lever is connected to the support rods for motorized pivoting of the support rods. The headrest can be folded forward by motor to reduce any obstruction of the view of a rear-facing front passenger.

[0009] The invention is based on the problem of optimizing the known front seat with regard to the comfort of the rear passengers.

[0010] The key finding is that the obstruction of view for rear passengers caused by the headrest of the front passenger seat can be eliminated by a motorized forward-folding mechanism for the headrest.

[0011] An advantage of the proposed solution is that no additional installation space is required for adjusting the headrest. A further advantage is that, when the headrest is in the folded position, it is largely impossible for a vehicle occupant to occupy the front passenger seat, since the headrest is then preferably located in an area directly in front of the backrest (claim 2).

[0012] In the particularly preferred embodiment according to claim 3, the adjustment of the headrest into the folding position is combined with a forward tilt adjustment of the backrest to further increase comfort. For this purpose, a control-related and / or mechanical coupling between the headrest and the backrest is provided. The aforementioned adjustment of the backrest and the headrest minimizes any potential discomfort to the rear passengers caused by the front seat.

[0013] Particularly high comfort for the rear passengers can be achieved with the above coupling between the headrest and the backrest by means that, after a user has set a comfort mode via a control unit assigned to the front seat, it not only adjusts the headrest into the folding position, but also tilts the backrest forward.

[0014] Claims 6 to 21 relate to a particularly preferred method for implementing a forward-folding headrest of a front seat. A simple spindle drive, such as those already used in motorized height adjustment for headrests, is sufficient for the headrest drive.

[0015] A key advantage of the cam-guided system is its simplicity, requiring only a few components. The individual cams can, for example, be integrated into a basic structure that simultaneously serves as a module carrier for the entire adjustment kinematics.

[0016] Claims 22 to 31 relate to further preferred embodiments in which the supporting structure of the headrest itself forms part of the headrest guide. This also results in a design with a particularly small number of components.

[0017] Claims 32 and 33 relate to preferred embodiments in which the adjustment kinematics for the headrest are based on a scissor mechanism. This allows for a particularly advantageous movement pattern of the headrest in the present application.

[0018] The invention will now be explained in more detail using exemplary embodiments. The drawing shows: Fig. 1. A proposed front seat in different positions in a schematic side view, Fig. 2 the front seat according Fig. 1. Schematic side view with the headrest in the operating position, Fig. 3 the front seat according Fig. 1. Schematic side view with the headrest in the folded position, Fig. 4 the essential components of the front seat for adjusting the headrest according to Fig. 1 in a perspective view, Fig. 5 one of the headrest according to Fig. 1 associated pivot hinge in a perspective view, Fig. 6. Another proposed front seat with the headrest in the operating position, shown in a schematic side view. Fig. 7 the front seat according to Fig. 6. Schematic side view with the headrest in the folded position, Fig. 8 Another embodiment of a proposed front seat with the headrest in the operating position, shown in a schematic side view, Fig. 9 the front seat according to Fig. 8 with the headrest in the folding position in a schematic side view and Fig. 10. Another embodiment of a proposed front seat with the headrest in the operating position, shown in a schematic side view, and Fig. 11 the front seat according to Fig. 10 with the headrest in the folded position in a schematic side view.

[0019] It should be noted in advance that the proposed front seat 1 is preferably the passenger seat of a motor vehicle. However, it is also conceivable that it refers to part of a front bench seat or similar.

[0020] The front seat 1 is equipped in the usual way with a seat section 2, a backrest 3 and a headrest 4, the headrest 4 being adjustable and coupled to the backrest 3 in a manner to be explained later.

[0021] A headrest drive 5 is assigned to the headrest 4, wherein the headrest 4 can be switched between an operating position ( by means of the headrest drive 5. Fig. 2, Fig. 4, Fig. 6, Fig. 8, Fig. 10) and a forward-facing folding position ( Fig. 3, Fig. 7, Fig. 9, Fig. 11) is adjustable. The term "forward" means that the headrest 4 is folded towards the front of the vehicle.

[0022] The folding position of headrest 4 is now such that, when installed, the obstruction of a rear passenger's view caused by headrest 4 is reduced, and in particular essentially eliminated. The area of ​​view in question is in Fig. 1 indicated by corresponding rays 6.

[0023] In all illustrated embodiments, part of the headrest 4 is located in the folded position in an area directly in front of the backrest 3.

[0024] This makes it possible to significantly move the headrest 4 out of the field of vision of the rear passengers.

[0025] Adjusting the headrest 4 alone already significantly increases the field of vision for rear passengers. To further enhance comfort for rear passengers, it is proposed to combine the headrest 4 adjustment with an adjustment of the backrest 3. For this purpose, the backrest 3 is designed to be electrically tiltable.

[0026] The headrest 4 and the backrest 3 are now linked electronically and / or mechanically in such a way that a forward tilt adjustment of the backrest 3 is combined with an adjustment of the headrest 4 into the folding position. For example, a special comfort mode is provided within this framework. A control unit (not shown) then, after the user has set the comfort mode via a control panel, causes a forward tilt adjustment of the backrest 3 and an adjustment of the headrest 4 into the folding position. This control unit can also be part of a higher-level vehicle electronics system.

[0027] In a further preferred embodiment, when implementing a motor-driven longitudinally adjustable front seat 1, it is provided that the setting of the comfort mode is accompanied by a forward-directed, motor-driven longitudinal adjustment of the front seat 1.

[0028] Alternatively or additionally, a mechanical coupling between the headrest 4 and the backrest 3 can be provided, for example, a motion coupling, a release mechanism, or the like. In this case, preferably, a predetermined tilt adjustment of the backrest 3 causes the headrest 4 to be adjusted into the folding position via the mechanical coupling. The reverse is also possible.

[0029] In all illustrated embodiments, the headrest drive 5 is equipped with a drive motor 7, to which a feed gear 8 is connected for generating drive movements. In the embodiment shown in the Fig. 1, Fig. 2, Fig. 3, Fig. 4 to Fig. In the embodiment shown in section 5, the feed gear 8 is a spindle gear. In the embodiment shown in the Fig. 6, Fig. 7 and Fig. 10, Fig. In the embodiments shown in Figure 11, the feed gear 8 is designed as a spur gear.

[0030] The in the Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8 to Fig. The headrests 4 shown in Figure 9 have a supporting structure 9 for coupling with the backrest 3, which includes two support rods 9a, 9b, in particular tubular ones. Such an arrangement is advantageous both mechanically and optically.

[0031] One challenge in realizing the desired adjustment of the headrest 4 is the fact that, on the one hand, a considerable adjustment movement is required, and on the other hand, the available installation space for the adjustment kinematics on the one hand and the headrest drive on the other hand is limited.

[0032] One initial option that meets the above requirements in a particularly cost-effective manner is found in the Fig. 1, Fig. 2, Fig. 3, Fig. 4 to Fig. 5 shown. In this embodiment, the adjustability of the headrest 4 is due to the fact that two lateral pivot hinges 10 are provided for pivoting the headrest 4 relative to the backrest 3 about a headrest axis 11.

[0033] A pivot hinge 10 is as such in Fig. Figure 5 shows that a locking connection 12 is provided between the pivot hinge 10 and the support structure 9. With a suitable design of the locking connection 12, it is possible to mount the headrest 4 to the backrest 3 by snapping the support structure 9 into a corresponding receptacle 13.

[0034] In a particularly preferred embodiment, the detachable locking connection 12 is further preferably associated with a detachable feature 12a on the support structure side and a detachable spring 12b on the pivot hinge side. Accordingly, the detachable spring 12b is designed as a clamping spring. To enable easy release of the detachable locking connection 12, a leg 12c of the detachable spring 12b projects outwards. This allows the detachable spring 12b to be slightly bent open and disengaged from the detachable feature 12a.

[0035] A particularly advantageous feature is that, as already explained, the feed mechanism 8 can be designed as a linear feed mechanism. As also mentioned previously, the feed mechanism 8 is designed here as a screw drive with screw 14 and screw nut 15.

[0036] To convert the linear drive motion of the feed mechanism 8 into a pivoting motion of the support structure 9, an arrangement similar to an eccentric gear is implemented. Specifically, a drive lever 16 is provided to generate a motor-driven drive torque acting on the support structure 9. This lever is articulated on one side to the headrest drive 5, specifically to the spindle nut of the spindle gear 8, and on the other side, eccentrically articulated to the support structure 9 of the headrest 4 with respect to the headrest axis 11. For this purpose, the support structure 9 geometrically forms a corresponding eccentric lever 17.

[0037] Here, preferably, two laterally arranged drive levers 16 are provided. However, the use of a single drive lever 16 is also conceivable.

[0038] Of particular importance for the in the Fig. 1, Fig. 2, Fig. 3, Fig. 4 to Fig. The embodiment shown in Figure 5 is characterized by the fact that the drive lever 16 is guided on a backrest-mounted base structure 20 via two cam guides 18, 19. Guiding the drive lever 16 by two cam guides 18, 19 is particularly advantageous, but not strictly necessary. Guidance with a single cam guide or with more than two cam guides is also conceivable.

[0039] The guided tours 18 and 19 each feature a set 18a and 19a, respectively, and a guided tour section 18b and 19b running within set 18a and 19a. This is best illustrated by a comparison of the Fig. 2, Fig. 3 to Fig. 4. It should be noted that the Fig. 2 and Fig. 3. are intended only to illustrate the functional structure and therefore do not correspond to all constructive details in the representation in Fig. 4 match.

[0040] The two cam guides 18, 19 are now designed such that the drive lever 16 and thus the support structure 9 are between an operating position ( Fig. 2) and a folding position ( Fig. 3) is adjustable, wherein the guide part 18b, 19b is each pivotable in the associated cam 18a, 19a. This is necessary because, as can be seen from a summary of the Fig. 2 and Fig. As can be seen from Figure 3, the drive lever 16 performs not only a longitudinal movement but also a pivoting movement.

[0041] Besides the simple implementation of the motorized headrest adjustment, the [features] in the Fig. 1, Fig. 2, Fig. 3, Fig. 4 to Fig. The arrangement shown in Figure 5 offers particular advantages with regard to the resulting crash safety. The drive lever 16 is guided on the base structure 20 via the two cam guides 18, 19 in such a way that, when the headrest 4 is in the operating position, any adjustment of the headrest 4 caused by external forces is blocked. This is explained in detail below.

[0042] What is interesting about the one in the Fig. 1, Fig. 2, Fig. 3, Fig. 4 to Fig. The embodiment shown in Figure 5 also demonstrates the fact that a comparatively large range of motion has been achieved with an exceptionally small installation space. This is due, among other things, to the fact that when adjusting the headrest 4, the drive lever 16 passes through a dead center position between the operating position and the folding position with regard to its eccentric linkage. Between the dead center position and the operating position, the drive lever 16 is in an overtravel range, the angular range of which is Fig. 2 is marked with reference numeral 21. In overstroke 21, an adjustment of the drive lever 16 in its longitudinal direction can at most effect an adjustment of the headrest 4 in the direction of the operating position.

[0043] To nevertheless ensure motorized adjustment of the headrest 4 from the operating position via the drive lever 16, the drive lever 16 is guided in a very specific manner via the two cam guides 18, 19. Specifically, the drive lever 16 is guided via the two cam guides 18, 19 in such a way that, during motorized adjustment, it executes a combined longitudinal and lateral movement during overtravel 21.

[0044] The terms "longitudinal" and "transverse" refer here to the current longitudinal extent of the drive lever 16, which results from the line connecting the two pivot points assigned to the drive lever 16. Transverse movement is generally understood as any movement of at least part of the drive lever 16 that has a transverse component. Accordingly, the transverse movement can also be a pivoting movement related to the drive-side pivot point of the drive lever 16. In the overstroke 21, the transverse movement is primarily decisive for the adjustment of the support structure 9.

[0045] It has already been mentioned that two guided tours of the set (18, 19) are planned here, preferably. This can be seen in the presentation in the Fig. 2, Fig. 3 to Fig. As can be seen from Figure 4, the drive lever 16 is guided on the fixed base structure 20 via a first cam guide 18 with a first cam 18a and a separate, second cam guide 19 with a second cam 19a. Here, and preferably, the eccentric linkage of the drive lever 16 to the support structure 9 is provided via a third cam guide 22, so that a certain amount of free play is provided between the drive lever 16 and the support structure 9. This free play is necessary to enable the lever to pass through the dead center position described above.

[0046] The three cam guides 18, 19, 22 described above allow for a particularly simple locking of the headrest 4 in the operating position. For this purpose, it is preferably provided that the cam guides 18a, 19a, 22a each have a locking section corresponding to the operating position. In the case described in Fig. In the state shown in Figure 2, the guide parts 18b, 19b, 22b are located in the respective blocking sections.

[0047] It is essential that the locking section of the third cam 22a extends radially with respect to the headrest axis 11 in the operating position. This ensures that, in this state, any force exerted by the guide element 22b on the drive lever 16 is exclusively tangential with respect to the headrest axis 11. Since the locking sections of all cams 18a, 19a, and 22a extend parallel to each other, the aforementioned force does not cause either a longitudinal or a pivoting movement of the drive lever 16. Any adjustment of the headrest 4 caused by external forces is blocked.

[0048] For motorized adjustment of the headrest 4 from the operating position towards the folding position, the guide part 18b is actuated via the spindle drive 8 with a force F ( Fig. 2) is acted upon. This results in all guide sections 18b, 19b, 22b running out of their respective blocking sections.

[0049] Initially, the third cam follower 22 provides a drive torque acting on the support structure 9. Subsequently, the second cam follower 19 generates the drive torque acting on the support structure 9. After passing through the dead center, the drive lever 16 is aligned such that the drive torque acting on the support structure 9 is also due to the transmission of the eccentric linkage of the drive lever 16 to the support structure 9. Finally, the drive lever 16 is "pushed" past the dead center position by the transmission of the second and, alternatively or additionally, the third cam follower 19, 22.

[0050] Given that the spindle drive 8 is a linear feed drive, the first cam 18a is preferably designed to be essentially straight and, with regard to generating a drive torque acting on the support structure 9, lies on a straight line that passes by the headrest axis 11. Furthermore, preferably, the second cam 19a runs along an arc, in particular an S-shape.

[0051] The third cam track 22 also preferably runs in an essentially arc-shaped manner, here even in a circular arc shape, with the center of the circular arc lying outside the headrest axis 11 regardless of the position of the drive lever 16.

[0052] Numerous design variations are conceivable for the realization of the cam guides 18, 19, 22. Here, and preferably, the first cam 18a and the second cam 19a are arranged in the base structure 20, while the third cam 22a is arranged in the support structure 9. Accordingly, the first guide part 18b and the second guide part 19b are connected to the drive lever 16, and the third guide part 22b is connected to the support structure 9.

[0053] It should also be noted that the structural design of the in Fig. 1, Fig. 2, Fig. 3, Fig. 4 to Fig. The embodiment shown in Figure 5 is particularly advantageous from a manufacturing perspective. The basic structure 20 is a mounting frame in which the first cam 18a and the second cam 19a are arranged, in particular by punching them out. The two pivot hinges 10 are also articulated to the mounting frame 20. Furthermore, the mounting frame 20 accommodates the drive motor 7 and the feed gearbox 8 connected downstream of the drive motor 7. The implementation of the mounting frame 20 thus provides a pre-assembled module, which is correspondingly advantageous from a manufacturing perspective. Since such mounting frames 20 with corresponding drive arrangements are already known for the height adjustment of headrests 4, existing modules and components can be used with suitable design, which also significantly reduces the design effort.

[0054] The Fig. 6, Fig. 7, Fig. 8 to Fig. Figure 9 shows two further preferred embodiments that can be implemented with a small number of components and are therefore particularly cost-effective. The implementation of pivot hinges 10 can be omitted here, since the supporting structure 9 partially fulfills the pivot bearing function itself.

[0055] In the Fig. 6, Fig. 7, Fig. 8 to Fig. In the 9 preferred embodiments shown, the supporting structure 9 has a guide section 23 which is guided slidably relative to a backrest-fixed basic structure (not shown) by means of a guide arrangement 24, such that the headrest 4 can be moved between the operating position ( Fig. 6, Fig. 8) and the folding position ( Fig. 7, Fig. 9) is adjustable.

[0056] In both cases, in the Fig. 6, Fig. 7, Fig. 8 to Fig. In the embodiments shown in 9, the guide section 23 of the supporting structure 9 has a guide arc 25. In the embodiment shown in the Fig. 8, Fig. In the embodiment shown in Figure 9, a guide straight line 26 follows the guide arc 25, which is relevant with regard to a height adjustment of the headrest 4 which will be explained later.

[0057] Here, and preferably, the guide arrangement 24 consists of exactly two guides, namely an upper guide 27 and a lower guide 28. The terms "upper" and "lower" refer to the assembled state shown in the drawing. The upper guide 27 is preferably arranged in the exit area of ​​the support structure 9 from the backrest 3.

[0058] The upper guide 27 and the lower guide 28 are spaced apart along their respective guide section 23 and both engage simultaneously with the guide section 23 of the support structure 9. This dual guidance of the support structure 9 allows for a defined movement pattern to be achieved with simple means.

[0059] In the Fig. 6, Fig. 7, Fig. 8 to Fig. In the embodiments illustrated in 9, the guide arc 25 is bent about a transverse axis. "Transverse axis" refers to an axis that, in the assembled state, is aligned parallel to the vehicle's transverse axis. In a particularly preferred embodiment, the guide arc 25 is designed in the shape of a circular arc. This leads to the following in the Fig. 6 and Fig. 7 in the illustrated embodiment, that the headrest 4 can be pivoted about a virtual pivot point 29.

[0060] It can be seen in the representations in the Fig. 6, Fig. 7, Fig. 8 to Fig. As can be seen from Figure 9, the upper guide 27 is designed as a sliding bearing. However, the two embodiments differ with regard to the lower guide 28. In the one described in the Fig. 6 and Fig. In the embodiment shown in Figure 7, two guide rollers are provided on opposite sides of the guide section 23, one of which is designed as a drive pinion in a manner to be explained later. In principle, more than two guide rollers can also be provided here. It is also conceivable that both guides 27, 28 are equipped with corresponding guide rollers. In the embodiment shown in the Fig. 8 and Fig. In the embodiment shown in Figure 9, the lower guide 28 is a cam guide, as will be explained later.

[0061] A particularly compact design of the headrest drive 5 is evident in the one described in the Fig. 6, Fig. In the embodiment shown in Figure 7, the headrest drive 5 is engaged with the guide section 23, so that the guide section 23 can be adjusted by means of the headrest drive 5. Here, and preferably, the guide section 23 has a curved rack 30 and the headrest drive 5 has a pinion 31 that engages with the rack 30. In principle, a friction-based drive coupling can also be provided here.

[0062] The in the Fig. 8, Fig. The embodiment shown in Figure 9 illustrates, as mentioned above, an interesting variant for the lower guide 28. Here, the lower guide 28 is designed as a cam guide, comprising a cam 28a and a guide element 28b running within the cam 28a. Here, and preferably, the cam 28a is fixed to the support structure, and the guide element 28b is arranged on the supporting structure 9. This can be seen in the illustrations in the Fig. 8, Fig. 9 shows that the movement guidance of the headrest 4 can be adjusted over a wide range with the design of the cam 28a.

[0063] The above stage tour 28 also has regard to the in Fig. The operating position shown in section 8 offers very special advantages. The cam 28a is equipped with a blocking section assigned to the operating position, in which the guide part 28b is positioned during the operation. Fig. The operating position shown in Figure 8 is as follows. Because the locking section is radially aligned to a first approximation with respect to the imaginary pivot point formed by the upper guide 27, a horizontal load on the headrest 4, such as regularly occurs in a crash, does not cause the headrest 4 to fold in.

[0064] It is also interesting that in the Fig. 8, Fig. In the embodiment shown in Figure 9, the height of the headrest 4 can be adjusted in a particularly simple manner. For this purpose, a further section projecting downwards, in particular adjoining the blocking section, is arranged such that when passing through this further section, the upper guide 27 engages with the guide line 26, and the height adjustment of the headrest 4 is thereby effected.

[0065] For the implementation of the headrest drive 5 in the Fig. 8, Fig. In the embodiment shown in 9, numerous variations are conceivable. One possibility, for example, is to use the [missing information] in Fig. The headrest drive 5 shown in Figure 4 is coupled to the guide element 28b via a linkage arrangement. Accordingly, existing modules and components can also be advantageously used here.

[0066] A particularly advantageous movement pattern can be achieved with the one described in the Fig. 10 and Fig. The embodiment shown in Figure 11 achieves this. This is a multi-link kinematic system comprising a scissor kinematic mechanism 32. A scissor kinematic mechanism 32, as such, which has two pivotably coupled scissor arms 32a, 32b, fundamentally allows linear movement with the simplest possible design.

[0067] However, the crucial point here is that the scissor arms 32a, 32b are coupled to the backrest 3 on the one hand and the headrest 4 on the other in a very specific way. For this purpose, one scissor arm 32a is hinged at one end directly to the backrest 3 and at the other end to the headrest 4 via a rocker arm 32c, while the other scissor arm 32b is hinged at one end directly to the headrest 4 and at the other end to the backrest 3 via a rocker arm 32d. The two rocker arms 32c, 32d superimpose a pivoting motion on the linear movement generated by the scissor arms 32a, 32b, resulting in the desired positioning of the headrest 4 in front of the backrest 3. This can be seen in the illustrations in the Fig. 10 and Fig. It can be seen from Figure 11 that, by appropriately designing the scissor arms 32a, 32b and the swing arms 32c, 32d, the movement of the headrest 4 can be adjusted over a wide range. This allows the obstruction of vision caused by the headrest 4 to be reduced to a minimum.

[0068] The implementation of the headrest drive 5 is in the Fig. 10 and Fig. This is easily possible in the embodiment shown in Figure 11, for example by means of the illustrated spur gear drive 8. Here, and preferably, the scissor arm 32a is connected to a toothed segment that meshes with a drive pinion. Other advantageous variants are also conceivable here.

[0069] It should be noted that the described adjustment mechanisms for the headrest 4 are provided in duplicate in the illustrated embodiments, namely on either side of the headrest 4. However, it is conceivable, for example, that only a single adjustment mechanism is provided, particularly one located in the center of the headrest 4.

[0070] Finally, it should be noted that all described adjustment mechanisms are fundamentally suitable for providing a comfort adjustment of the headrest 4 in any intermediate position. A vehicle seat 1 with such a comfort adjustment implementation should be usable as such, regardless of whether it is a front seat. Reference may be made in full to the above statements.

Claims

[1] Front seat (1) of a motor vehicle comprising a seat section (2), a backrest (3) and a headrest (4), wherein the headrest (4) is adjustably coupled to the backrest (3), wherein the headrest (4) is adjustable between an operating position and a folding position by means of a headrest drive (5) and wherein the headrest (4) is folded forward in the folding position in order to reduce, in particular substantially eliminate, the obstruction of view of a rear passenger caused by the headrest (4) when installed, wherein the headrest (4) has a supporting structure (9) for coupling with the backrest (3), wherein at least one drive lever (16) is provided for generating a motor drive torque acting on the support structure (9), which is articulated on the one hand to the head restraint drive (5) and on the other hand eccentrically to the support structure (9) of the head restraint (4) with respect to the head restraint axis (11), characterized by , that the drive lever (16) is guided on a backrest-fixed base structure (20) via at least one cam guide (18, 19) which has a cam (18a,19a) and a guide part (18b,19b) running in the cam (18a,19a) and that the drive lever (16) and thus the support structure (9) is adjustable between an operating position and a folding position. [2] Front seat (1) according to claim 1, characterized by , that at least part of the headrest (4) is located in an area directly in front of the backrest (3) when in the folded position. [3] Front seat (1) according to claim 1 or 2, characterized by, that the backrest (3) is in particular motor-driven and that the headrest (4) and the backrest (3) are coupled to each other in such a way as to control technology and / or mechanically, such that, preferably after setting a control technology comfort mode, a forward tilting adjustment of the backrest (3) is combined with an adjustment of the headrest (4) into the folding position. [4] Front seat (1) according to any one of the preceding claims, characterized by , that the headrest drive (5) has a drive motor (7), preferably with a downstream feed gearbox (8), for generating drive movements. [5] Front seat (1) according to any one of the preceding claims, characterized by , that the supporting structure (9) comprises two, in particular, tubular support rods (9a,9b). [6] Front seat (1) according to any one of the preceding claims, characterized by, that at least one pivot hinge (10), in particular two lateral pivot hinges (10), is provided for pivoting the headrest (4) relative to the backrest (3) about a headrest axis (11). [7] Front seat (1) according to claim 6, characterized by , that a locking connection (12) is provided between the pivot hinge (10) and the support structure (9), so that the mounting of the headrest (4) on the backrest (3) is accompanied by a locking insertion of the support structure (9) into a corresponding receptacle (13). [8] Front seat (1) according to claim 7, characterized by , that the locking connection (12) is designed to be detachable, preferably that the locking connection (12) has a locking feature (12a) on the support structure side and a locking spring (12b) on the pivot hinge side. [9] Front seat (1) according to claim 4, characterized by, that the feed mechanism (8) is designed as a linear feed mechanism, preferably that the feed mechanism (8) is designed as a spindle mechanism. [10] Front seat (1) according to any one of the preceding claims, characterized by , that each position of the headrest (4) is assigned a corresponding position of the drive lever (16). [11] Front seat (1) according to any one of the preceding claims, characterized by , that the drive lever (16) is guided via the at least one cam guide (18,19) in such a way that when the headrest (4) is in the operating position, any adjustment of the headrest (4) caused by external forces is blocked. [12] Front seat (1) according to any one of the preceding claims, characterized by, that when adjusting the headrest (4) between the operating position and the folding position the drive lever (16) passes through a dead center position with regard to its eccentric linkage and in particular an overstroke (21) between the dead center position and the operating position. [13] Front seat (1) according to claim 12, characterized by , that the drive lever (16) is guided via the at least one cam guide (18,19) such that the drive lever (16) performs a combined longitudinal and transverse movement in the overstroke (21) during motorized adjustment, preferably that in the overstroke (21) the transverse movement is primarily decisive and after passing through the overstroke (21) at least also the longitudinal movement is decisive for the adjustment of the support structure (9). [14] Front seat (1) according to any one of the preceding claims, characterized by, that the drive lever (16) is guided on the backrest-fixed base structure (20) via a first cam guide (18) with a first cam (18a) and a separate, second cam guide (19) with a second cam (19a), preferably that the eccentric linkage of the drive lever (16) on the support structure (9) is provided via a third cam guide (22), so that a free movement results between the drive lever (16) and the support structure (9). [15] Front seat (1) according to claim 14, characterized by , that the cams (18a,19a,22a) each have a blocking section assigned to the operating position, preferably that the blocking section of the third cam (22a) extends radially in the operating position with respect to the headrest axis (11). [16] Front seat (1) according to claim 15, characterized by , that the blocking sections of all backdrops (18a,19a,22a) extend parallel to each other. [17] Front seat (1) according to claim 15 or 16, characterized by , that when the headrest (4) is adjusted by motor from the operating position to the folding position, the guide parts (18b,19b,22b) of the cam guides (18,19,22) run out of the respective blocking sections. [18] Front seat (1) according to claims 12 and 14, characterized by , that in the overstroke (21) the drive torque acting on the support structure (9) is exclusively due to the translation of the second and / or third cam guide (19,22) and that, moreover, the drive torque acting on the support structure (9) is also due to the translation of the eccentric linkage of the drive lever (16) on the support structure (9). [19] Front seat (1) according to claim 14, characterized by, that the first backdrop (18a) is essentially straight and lies on a straight line that passes by the headrest axis (11) and, preferably, that the second backdrop (19a) runs along an arc, in particular in an S-shape. [20] Front seat (1) according to claim 14, characterized by , that the third backdrop (22a) is essentially arc-shaped, in particular circular arc-shaped, and that the center of the circular arc lies outside the headrest axis (11). [21] Front seat (1) according to claim 14, characterized by , that the first backdrop (18a) and the second backdrop (19a) are arranged in the basic structure (20) and that the third backdrop (22a) is arranged in the supporting structure (9). [22] Front seat (1) according to any one of the preceding claims, characterized by, that the supporting structure (9) has a guide section (23) which is guided slidably relative to a backrest-fixed base structure (20) by means of a guide arrangement (24) such that the headrest (4) is adjustable between the operating position and the folding position. [23] Front seat (1) according to claim 22, characterized by , that the guide section (23) has a guide arc (25) and preferably a guide straight line (26) following it. [24] Front seat (1) according to claim 22 or 23, characterized by , that the guide arrangement (24) has an upper guide (27) and a lower guide (28) which are spaced apart from each other as seen along the guide section (23) and which both engage with the guide section (23) of the supporting structure (9). [25] Front seat (1) according to claim 23, characterized bythat the guide arc (25) is bent about a transverse axis aligned parallel to the vehicle transverse axis, preferably that the guide arc (25) is bent in a circular arc shape. [26] Front seat (1) according to claim 24, characterized by that the upper guide (27) and / or the lower guide (28) has or have a sliding bearing. [27] Front seat (1) according to claim 24, characterized by that the upper guide (27) and / or the lower guide (28) has or have at least two guide rollers arranged on opposite sides of the guide section (23). [28] Front seat (1) according to claim 22, characterized by, that the headrest drive (5) is in drive-technical engagement with the guide section (23) so that the guide section (23) is adjustable by means of the headrest drive (5), preferably that the guide section (23) has a rack (30) and the headrest drive (5) has a pinion (31) engaging with the rack (30). [29] Front seat (1) according to claim 24, characterized by that the lower guide (28) is designed as a backdrop guide, which has a backdrop (28a) and a guide part (28b) running in the backdrop (28a). [30] Front seat (1) according to claim 29, characterized by , that the supporting structure (9) is guided via the cam guide (28) in such a way that when the headrest (4) is in the operating position, any adjustment of the headrest (4) caused by external forces is blocked, preferably that the cam (28a) has a blocking section associated with the operating position. [31] Front seat (1) Claim 29 or 30, characterized by , that the backdrop (28a) has a further section projecting downwards, in particular adjoining the blocking section, and that when passing through this further section the upper guide (27) engages with the guide line (26) and that this results in a height adjustment of the headrest (4). [32] Front seat (1) according to any one of the preceding claims, characterized by , that the headrest (4) is coupled to the backrest (3) via a scissor mechanism (32). [33] Front seat (1) according to claim 32, characterized by, that the scissor kinematics (32) has two pivotably coupled scissor arms (32a, 32b) and that one scissor arm (32a) is articulated at one end directly to the backrest (3) and at the other end via a rocker arm (32c) to the headrest (4) and that the other scissor arm is articulated at one end directly to the headrest (4) and at the other end via a rocker arm (32d) to the backrest (3).

Images