HEIGHT-ADJUSTABLE VEHICLE SEAT WITH CRASH LOCK UNIT

Abstract

Vehicle seat (101, 201), in particular a motor vehicle seat, with at least one multi-joint (4) for adjusting the seat height, which is defined by at least five gear members (5, 6, 7, 8, 9), wherein the multi-joint (4) acts as a four-bar linkage during normal operation of the vehicle seat (101, 201) due to a locking unit (10) acting between at least two gear members (7, 8) of the at least five gear members (5, 6, 7, 8, 9), and a crash lock unit (121) which, in the event of a crash, locks at least one frame (5) fixed to the vehicle structure and a rocker arm (8) as two of the at least five transmission members (5, 6, 7, 8, 9) together in such a way that the multi-joint (4) acts as a three-bar linkage, wherein a further transmission member (7) of the at least five transmission members (5, 6, 7, 8, 9) is arranged between the frame (5) and the rocker arm (8), and wherein the multi-joint (4) can initially act as a five-bar linkage in the event of a crash due to a load-controlled unlocking of the locking unit (10), whereby locking of the crash lock unit (121) can be triggered, wherein the crash lock unit (121) comprises a mass inertia-controlled pawl (125), characterized in that the crash lock unit (121) can be locked independently of a load-controlled unlocking of the locking unit (10) by the inertia-controlled pawl (125) and load-controlled by a control rocker (7) and a support rocker (8).

Description

[0001] The invention relates to a vehicle seat, in particular a motor vehicle seat, with at least one multi-joint for adjusting the seat height, which is defined by at least five transmission members, wherein the multi-joint acts as a four-bar linkage during normal operation of the vehicle seat due to a locking unit acting between at least two of the at least five transmission members, and a crash lock unit which, in the event of a crash, locks at least one frame fixed to the vehicle structure and a rocker arm as two of the at least five transmission members to one another in such a way that the multi-joint acts as a three-bar linkage, wherein a further transmission member of the at least five transmission members is arranged between the frame and the rocker arm, and wherein, in the event of a crash, the multi-joint can initially act as a five-bar linkage due to a load-controlled unlocking of the locking unit, whereby locking of the crash lock unit can be triggered. State of the art

[0002] Height-adjustable vehicle seats are known from the prior art in which a belt buckle moves with the seat, i.e., participates in the movement of the height adjuster. This is to avoid an uncomfortably high force between the belt and the occupant, for example if the belt retractor is locked due to a sudden movement and the seat height is subsequently electrically adjusted upwards. Since the belt buckle of the vehicle seat is generally located on the inside of the vehicle (tunnel side), but the gear motor required for electrical adjustment cannot usually be located on the tunnel side due to space constraints, the force introduced by the belt buckle into the height adjuster is transmitted from the tunnel side to the outside of the vehicle (sill side) via the overall rigidity of a substructure of the vehicle seat, where it is absorbed by a self-locking gear motor.Due to these spatial conditions and the only finite stiffness of the vehicle seat components located in the force flow, a load introduction via the belt into the belt buckle results in a significant displacement of the belt buckle in the load direction, which may result in an undesirably large movement of the occupant relative to the rest of the vehicle interior. To solve this problem, so-called crash lock units are known from the state of the art. These are installed on the tunnel side of the seat, i.e. in the immediate vicinity of the belt buckle, and provide an additional rigid connection within a height adjustment kinematics when the belt buckle is loaded. These crash lock units generally block the rotational movement between a seat rail and a rear rocker of the height adjustment kinematics that is hinged to the seat rail.

[0003] A corresponding crash lock unit is known from WO 2004 / 074037 A1. A kinematically enforced engagement movement of a pawl hinged to a rear rocker arm into the toothing of a toothed segment connected to the seat rail under a crash load causes a load-dependent locking of the rotational movement between the rear rocker arm and the seat rail. Although the crash lock units according to WO 2004 / 074037 A1 significantly reduce the travel distance when the belt buckle is subjected to a high force, in the case of particularly soft seat substructures, the deformation of the vehicle seat required to trigger the crash lock unit can be quite significant, especially since the loads occurring during normal driving can lead to elastic deformations, which, however, should not trigger the crash lock unit.In order to prevent activation under working loads, the activation threshold of the crash locking unit must be set accordingly high, which, however, results in a later engagement in the event of a crash and thus an undesirably large relative movement of the belt buckle.

[0004] DE 100 56 082 B4 discloses a solution in which a deceleration-dependent locking system can also be controlled in a load-dependent manner. A belt attachment point is movably mounted, and any relative movement between the belt attachment point and a seat frame under load is transmitted to a lock fixed to the seat rail via a cable.

[0005] Further seat height adjustment devices are known from EP 1 679 225 A1 and WO 2007 / 042 106 A1. Task

[0006] The invention is based on the object of improving a height-adjustable vehicle seat with a crash lock unit of the type mentioned above. In particular, the invention is based on the object of meeting the conflicting requirements for functional reliability during driving and a low trigger threshold of the crash lock unit in the event of a crash, without requiring a significantly higher expenditure on components or installation space compared to the prior art, in particular compared to a vehicle seat known from WO 2004 / 074037 A1. Solution

[0007] This object is achieved according to the invention by a vehicle seat having the features of claim 1.

[0008] Because the crash lock unit can be locked independently of a load-controlled unlocking of the locking unit by an inertia-controlled latch of the crash lock unit, the crash lock unit can be activated in two different ways: both load-dependent and inertia-controlled. The vehicle seat known from WO 2004 / 074037 A1 can thus be provided with an additional inertia-controlled locking mechanism.

[0009] Preferably, in the event of a crash, the multi-joint can become a rigid three-joint by means of an inertia-controlled latch of the crash lock unit, without the multi-joint first becoming a five-joint.

[0010] This allows the crash lock unit to lock at the beginning of a frontal crash, before the belt forces can trigger a load-controlled locking mechanism.

[0011] Preferably, the multi-bar linkage for load-controlled locking of the crash barrier unit has a control rocker arm and a support rocker arm, which are normally locked together by means of a locking unit, so that the multi-bar linkage designed as a five-bar linkage acts kinematically as a four-bar linkage. The locking unit keeps the control rocker arm and a support rocker arm locked in a frontal crash until a limit force acting on the vehicle seat is exceeded. If the limit force is exceeded, the locking unit opens and the multi-bar linkage temporarily acts as a five-bar linkage. The control rocker arm and the support rocker arm thereby rotate relative to one another until the latch becomes active and the multi-bar linkage locks to form a three-bar linkage. Preferably, the rocker arm that can be locked to the frame fixed to the vehicle structure by the locking unit to form a three-bar linkage is the support rocker arm.

[0012] In the event of a crash, the latch preferably engages a toothed segment, creating the three-bar linkage. The toothed segment can be attached to a frame, for example, to an upper rail of a pair of seat rails serving as a longitudinal adjuster. The latch can be pivotally mounted on the support arm, particularly by means of a latch bearing pin. The latch can be mounted rotatably about a latch pivot axis. The latch can be mounted rotatably about a latch pivot axis on the support arm.

[0013] According to the invention, the latch is additionally inertia-controlled, so that the latch of the crash lock unit can also lock with the toothed segment due to inertia forces, without the control rocker and the support rocker having to rotate relative to each other. The locking unit acting between the control rocker and the support rocker can remain locked during the inertia-controlled locking of the latch.

[0014] The center of mass of the latch is arranged eccentrically to a latch rotation axis. For this purpose, the latch may have an additional mass, particularly compared to latches for crash barrier units known from the prior art. The additional mass may be attached to the latch. The additional mass may be formed integrally with the latch.

[0015] The control rocker preferably has a pin that can control rotation of the pawl relative to the support rocker depending on a relative angle between the control rocker and the support rocker. For this purpose, the pawl preferably has an opening or a recess, in particular a control groove, into which the pin engages. The pin can engage in the opening or recess with a decoupling play in at least one direction of rotation of the pawl. When the locking unit is unlocked and the support rocker is rotated relative to the control rocker in at least one direction of rotation, the pin can cause the pawl to engage with the toothed segment. In an opposite direction of rotation of the pawl, which in particular leads to tooth engagement between a toothed region of the pawl and a toothed segment region of the toothed segment, the pawl is preferably decoupled from the pin.This allows the latch to lock using inertia. The pin can be protruding from the control arm in one piece. The pin can be attached to the control arm, in particular riveted. The control pin can be a bolt. The control pin can carry a bushing, in particular a plastic bushing, which is arranged between the pin and the latch and thus prevents noise generation.

[0016] The latch can be arranged axially between the swing arm and a reinforcement plate. The reinforcement plate can be firmly connected to the supporting swing arm, for example, by means of a spacer or spacer ring. This increases the strength of the crash barrier unit.

[0017] In summary, the vehicle seat according to the invention solves a fundamental problem arising from the fact that during a crash, particularly a frontal crash, a sufficiently high belt load to trigger a crash locking unit known from the prior art (and thus the triggering threshold for load-controlled crash locking units) is only reached when the occupant is already restrained by the belt. However, the actual physical cause of the processes occurring in a specific sequence during the crash is the vehicle deceleration, which is essentially the first physical quantity available in time and can be used to activate the crash locking unit before the belt loads occur.As an alternative to load-controlled crash lock units, acceleration-activated mechanisms are known, for example from DE 100 56 082 B4. These either release a preloaded actuating mechanism when a limiting acceleration is exceeded, or, in the simplest case, overcome a spring force that constantly opens the mechanism as long as the acceleration is effective. A crash lock unit with release of a preloaded actuating mechanism has the advantage that, after activation, the locking element is permanently acted upon in a closing direction, thus overcoming any temporarily occurring head-on-head position of the components to be brought into meshing engagement after minimal relative movement. However, such a crash lock unit has the disadvantage that the actuating mechanism itself must be secured against unintentional activation during the production and assembly phase of the seat.Those crash lock units which only overcome a spring force during the occurrence of decelerations above the triggering threshold in order to reach the locked state and are otherwise always returned to the unlocked state under spring load have clear practical advantages due to the reversibility of the locking process, but require special attention to the geometric conditions when the gears are positioned head-on-head and a precise adjustment of the triggering threshold in order to avoid disturbing side effects during normal operation.

[0018] The vehicle seat according to the invention offers a solution to the overall problem by using a crash locking unit that can be activated both by deceleration in the event of a crash and in response to load, without the need for a complex, movable belt point bearing with a cable or Bowden cable transmission. The solution according to the invention is also reversible and combines the advantages of the respective solutions known from the prior art.

[0019] One advantage of the vehicle seat according to the invention is that, compared to the prior art, for example a vehicle seat known from WO 2004 / 074037 A1, only relatively minor changes to the system are necessary for an inertia-controlled locking mechanism due to the invention. Ultimately, compared to the prior art, only a change to the geometry of the pawl and an additional spring element are necessary. The change in the geometry of the pawl consists in clearing the control groove on one side and adding material at the greatest possible distance from a rotational axis of the pawl, for example in an upper area of ​​the pawl. For load-dependent engagement of the pawl in a toothed segment, a pin is advantageous which only acts on the control groove on one side in the direction of the toothed segment.

[0020] Immobilization of the pawl during normal driving operation is preferably achieved by means of a spring, in particular a compression spring. This can be arranged in a lower region of the pawl near the pivot point of the pawl. The spring preferably loads the pawl such that the control groove rests against the pin. This holds the pawl in a rest position. When the vehicle decelerates, the pawl rotates about its pivot point, in particular a pawl bearing pin. The contact between the pin and the control groove initially breaks, and the pawl engages the toothing of the toothed segment depending on the acceleration, thus locking at a time when the belt forces are still too low to effect load-dependent locking (locking between the pawl and the toothed segment).Should this acceleration-dependent locking not occur for whatever reason, for example, due to a head-to-head alignment of the pawl and toothed segment teeth, locking will still occur when the required belt load is reached. The pawl is thus forced into the next possible locking position depending on the load. The crash locking unit constructed in this way offers the advantage of very early locking of deceleration-activated crash locking units, as well as the robustness of load-dependent systems, without being significantly more complex. Figures and embodiments of the invention

[0021] The invention is explained in more detail below with reference to advantageous embodiments illustrated in the figures. However, the invention is not limited to these embodiments. They show: Fig. 1: a schematic diagram of a vehicle seat known from the prior art with a crash barrier unit, Fig. 2: a schematic representation of a vehicle seat known from the prior art in the area of ​​a crash lock unit, in a non-activated state of the crash lock unit, Fig. 3: a Fig. 2 corresponding representation during locking of the crash lock unit, Fig. 4: a schematic representation of a first embodiment of a vehicle seat according to the invention in the region of a crash lock unit, in a non-activated state of the crash lock unit, Fig. 5: a Fig. 4 corresponding representation, with the crash lock unit fully locked, Fig. 6: a Fig. 4 corresponding representation during locking of the crash lock unit, and Fig. 7: a partial perspective exploded view of a second embodiment of a vehicle seat according to the invention.

[0022] In the Fig. 1 to 3 schematically show a vehicle seat 1 as is known from the prior art and largely corresponds to a vehicle seat known from WO 2004 / 074037 A1.

[0023] The vehicle seat 1 is height adjustable and intended for a motor vehicle. Multi-joints serve as height adjusters on both sides of the vehicle seat, whereby in the exemplary embodiment the vehicle seat 1 is a front seat which can be installed on the left side of the vehicle as viewed in the direction of travel. On the left side (sill side of the motor vehicle) there is a motor-driven four-bar linkage and on the right side (tunnel side) there is a multi-joint linkage 4 which normally functions as a four-bar linkage, i.e. outside of a crash, and which has dimensions corresponding to the motor-driven four-bar linkage. On the right side the vehicle seat 1 has a moving belt buckle. In this case, moving means that when the height of the vehicle seat 1 is adjusted the height of the belt buckle is also adjusted accordingly using the height adjuster, so that in the event of a crash belt forces must be directed via the height adjuster.

[0024] The multi-joint system 4 consists of five transmission elements, namely a frame 5 to be rigidly connected to the vehicle structure, in this case an upper rail of a pair of seat rails serving as a longitudinal adjuster, a front rocker arm 6 hinged to the frame 5, a control rocker arm 7 hinged to the rear of the frame 5, a support rocker arm 8 hinged to the control rocker arm 7, and a coupling 9 hinged to the front rocker arm 6 and the support rocker arm 8, in this case a seat frame side part, to which the seat belt buckle is preferably also attached. Normally, the control rocker arm 7 is rigidly connected to the support rocker arm 8 by a locking unit 10 described below. The multi-joint system 4 is therefore a five-bar linkage, but normally functions as a four-bar linkage due to the locking between the control rocker arm 7 and the support rocker arm 8.The support arm 8 is hinged to the control arm 7 by means of a connecting pin 11. The control arm 7 is hinged to the frame 5 by means of a hinge pin 12. A round cross tube 13, which also forms part of the seat frame, serves as the hinge point between the support arm 8 and the coupling 9. The support arm 8 encloses the hinge pin 12 with a certain amount of play via an elongated hole (not shown in detail).

[0025] The locking unit 10 for the normally rigid connection between the control rocker 7 and the support rocker 8 has, in an area behind the connecting bolt 11 on the support rocker 8, a latch 15 which is hinged by means of a latch bearing bolt 14 and engages with a counterpart 17 which is rigidly connected to the control rocker 7. The latch 15 has a functional surface 15.1 which becomes relevant in a frontal crash. A spring 18 designed as a tension spring is suspended between the latch 15 and an angled portion of the support rocker 8 provided in front of the connecting bolt 11. The spring 18 pretensions the latch 15 which engages with the counterpart 17, whereby the angle between the functional surface 15.1 and a corresponding contact surface 17.1 of the counterpart 17 lies outside the self-locking range.The preload of the spring 18 defines a limit force up to which the locking unit 10 holds in a force-locking manner in the frontal crash, ie the control rocker 7 and the support rocker 8 are rigidly connected to one another.

[0026] A crash lock unit 21 of the five-bar linkage 4, which locks in a frontal crash, has a toothed segment 23 attached to the frame 5 and a pawl 25, which is pivotally mounted on the support rocker 8 about a pawl rotation axis 26 by means of a pawl bearing pin 27. The two-armed, approximately vertically arranged pawl 25 has a toothed area 31.

[0027] The toothed segment 23, which is curved around the pivot pin 12 and arranged at a short distance from the pawl 25, is provided as a counter-element to the pawl 25. The toothed segment 23 also has a region of teeth, namely a toothed segment region 35, which is designed to interact with the toothed region 31 of the pawl 25, i.e., is provided with correspondingly shaped teeth.

[0028] During a pivoting movement of the control rocker arm 7 and the support rocker arm 8 locked to it around the pivot pin 12, as occurs when the height of the vehicle seat 1 is adjusted, the toothed area 31 of the pawl 25 moves along the toothed segment area 35. To ensure interaction in every setting of the five-bar linkage 4, the toothed segment area 35 is longer than the corresponding toothed area 31. To improve guidance, the connecting pin 11 protrudes through a guide 39 of the toothed segment 23, which is curved around the pivot pin 12.

[0029] For coupling between the pawl 25 and the control rocker 7, a pin 41 protrudes parallel to the pivot pin 12 at the upper end of the control rocker 7, which is remote from the pivot pin 12. This pin 41 extends through an elongated hole 43 in the support rocker 8, and the other end of the pin 41 is guided into a control groove 45 of the pawl 25. The elongated hole 43 enables the necessary mobility of the pin 41 for the described functionality of the pawl 45.

[0030] In the event of a frontal crash, the force acting on the belt buckle and the locking of the motor-driven four-bar linkage on the other side of the vehicle seat create a torque via the cross tube 13 that attempts to straighten the multi-bar linkage 4. This torque creates a counter-torque on the pivot pin 12, which attempts to twist the control rocker arm 7 relative to the support rocker arm 8. Initially, the spring 18 still holds the latch 15 in the counterpart 17, with the functional surface 15.1 attempting to escape from the counterpart 17. As soon as the limit force is exceeded, the latch 15 is released, opening the locking unit 10 and breaking the rigid connection between the control rocker arm 7 and the support rocker arm 8. The multi-bar linkage 4 is now a true five-bar linkage that undergoes a slight change in geometry due to the pivoting movement between the support rocker arm 8 and the control rocker arm 7.

[0031] This pivoting movement, via the coupling with the pin 41, causes the pawl 25 to pivot, resulting in a positively controlled tooth engagement of the pawl 25 with the toothed segment 23. As a result, the support rocker 8 is locked to the frame 5 by the crash lock unit 21, bypassing the control rocker 7. This means that the multi-joint 4, which becomes a rigid three-bar linkage, is locked, and the entire system becomes more rigid. The crash loads can thus be directed directly into the vehicle structure, causing only minimal deformation in the seat structure. Due to the minor change in geometry, a belt attachment point or belt buckle attachment point provided in the area of ​​the coupling 9 is only slightly displaced forward.

[0032] The Fig. 4 to 6 show sections of a first embodiment of a vehicle seat 101 according to the invention, which, except for the components and functions described below, corresponds to the one described previously with reference to the Fig. 1 to 3, known from the prior art. Identical or equivalent components therefore bear the same reference numerals.

[0033] A crash lock unit 121 of the five-bar linkage 4, which locks in a frontal crash, has a toothed segment 23 attached to the frame 5 and a pawl 125, which is pivotably mounted on the support rocker 8 about a pawl rotation axis 26 by means of a pawl bearing pin 27. The pawl 125 has a toothed area 31.

[0034] The pawl 125, which differs from the prior art, has a control groove 145 into which the pin 41 engages. The control groove 145 is opened by an opening 47 in a direction away from the toothed region 31. As a result, the pawl 125, in contrast to the previously described prior art, has limited movement relative to the pin 41. A compression spring 51 biases the pawl 125 in a rotational direction such that the toothed region 31 of the pawl 125 rotates away from the toothed segment region 35 of the toothed segment 23 until a boundary wall of the control groove 145 opposite the toothed region 31 bears against the pin 41. This situation corresponds to the normal case.

[0035] During a frontal crash, due to inertia forces of the pawl 125 and under pretension of the compression spring 51, the pawl 125 pivots in the direction of tooth engagement between the toothed area 31 of the pawl 125 and the toothed segment area 35 of the toothed segment 23. In the process, the pin 41 detaches from the boundary wall of the control groove 145. The inertia forces of the pawl 125 are generated by a center of gravity of the pawl 125 arranged eccentrically to the pawl bearing pin 27. To increase the eccentricity between the pawl bearing pin 27 and the center of gravity of the pawl 125, the pawl has an additional mass 149 which is arranged radially outward relative to the pawl bearing pin 27 and facing away from the toothed area 31. In this case, the additional mass 49 is designed as one piece with the latch 125.

[0036] Fig. Figure 4 shows the crash lock unit 121 in a normal case, in which the pawl 125 and the toothed segment 23 are not meshed. There are two possibilities how the pawl 125 can mesh with the toothed segment 23 during a frontal crash. The first possibility corresponds to the one described previously with reference to the Fig. 1 to 3, which is known from the prior art and is described in detail in the preceding paragraphs. The second possibility is locking by means of the mass inertia forces of the latch 125. Thus, two different technical operating principles are available for locking the crash lock unit 121. During a frontal crash, the mass inertia forces can lock the latch 125 in a time sequence before the forces on the belt buckle are sufficiently large to release the latch 15 from the counterpart 17 and thereby ultimately pivot the latch 125 by means of the pin 41.

[0037] Fig. 5 shows a locked state of the crash lock unit 121, in which the pawl 125 has completely locked with the toothed segment 23. Depending on the type and direction of the frontal crash, the movement sequence during the frontal crash can vary: The toothed area of ​​the pawl 125 can first engage the toothed segment area 35 of the toothed segment 23 due to the inertia forces, and then the pin 41 can move forward. However, it is also possible that both operating principles occur approximately simultaneously.

[0038] Fig. Figure 6 shows another possible condition during a frontal crash. The toothed area 31 of the pawl 125 is in a position relative to the toothed segment area 35 of the toothed segment 23 in which the tooth tips of the teeth are aligned, making meshing impossible due to inertia forces alone. In this case, after a slight deformation of the vehicle seat 101 due to the belt forces and a resulting relative movement between the pawl 125 and the toothed segment 23, the pin 41 will bring the pawl 125 into full meshing with the toothed segment 23.

[0039] The Fig. 7 shows a second embodiment of a vehicle seat 201 according to the invention, which, except for the components and functions described below, is similar to the one described previously with reference to the Fig. 4 to 6 of the first exemplary embodiment. For an explanation of the identically functioning components and the same functions, reference is therefore made to the description of the first exemplary embodiment. Identical or identically functioning components also bear the same reference numerals as in the first exemplary embodiment.

[0040] A support arm 8 of the vehicle seat 201 is reinforced by means of a reinforcing plate 53. The reinforcing plate 53 is arranged parallel to the support arm 8. The reinforcing plate 53 is arranged at a distance from the support arm 8. A spacer ring 55 connects the support arm 8 to the reinforcing plate 53. The spacer ring 55 is cylindrical. A central axis of the spacer ring runs parallel to the rotation axis of the pawl 125. The support arm 8 rests against a first end of the spacer ring 55 and is welded thereto. The reinforcing plate 53 rests against the other end of the spacer ring 55 and is welded thereto. The pawl 125 is arranged in the axial direction between the support arm 8 and the reinforcing plate 53. In addition, the toothed segment 23 is arranged in the axial direction between the support arm 8 and the reinforcing plate 53. The term axial refers to the pawl rotation axis 26.

[0041] A pin 41 is a component formed separately from the control rocker 7. The pin 41 is riveted to the control rocker 7. The pin 41 carries a bushing 42, which is preferably made of a plastic. Fig. A compression spring (not shown in Figure 7) biases the pawl 125 in a rotational direction such that a toothed region 31 of the pawl 125 rotates away from a toothed segment region 35 of a toothed segment 23 until a boundary wall of the control groove 145 of the pawl 125, opposite the toothed region 31, bears against the bushing 42 of the pin 41. This situation corresponds to the normal case. With regard to the processes in the event of a frontal crash, the second embodiment corresponds to the first embodiment. In particular, the crash lock unit 121 can be locked by the inertia-controlled pawl 125 independently of a load-controlled unlocking of the locking unit 10.

[0042] The features disclosed in the above description, the claims and the drawings may be important both individually and in combination for the realization of the invention in its various embodiments.

[0043] Although the invention has been described in detail in the drawings and the preceding description, these representations are to be understood as illustrative and exemplary and not restrictive. In particular, the choice of the proportions of the individual elements shown in the drawings should not be interpreted as required or restrictive. Furthermore, the invention is not limited to the exemplary embodiments explained. Further variants of the invention and their implementation will become apparent to those skilled in the art from the preceding disclosure, the figures, and the claims. List of reference symbols 1, 101, 201 vehicle seat 4 multi-joint 5 frame 6 front swing arm 7 Control arm 8 Swing arm, carrier swing arm 9 paddock 10 Locking unit 11 connecting bolts 12 hinge pins 13 Cross tube 14 locking bearing bolts 15 bars 15.1 Functional area 17 counterpart 17.1 Contact surface 18 spring 21, 121 Crash lock unit 23 Tooth segment, counter element 25, 125 jack 26 Pawl rotation axis 27 Pawl bearing bolts 31 Gearing area 33 Focus 35 Tooth segment area 39 backdrop 41 cones 42 socket 43 slot 45, 145 control groove 47 Opening 49 Additional mass 51 compression spring 53 Reinforcing plate 55 spacer ring

Claims

[1] Vehicle seat (101, 201), in particular a motor vehicle seat, with at least one multi-joint (4) for adjusting the seat height, which is defined by at least five transmission members (5, 6, 7, 8, 9), wherein the multi-joint (4) acts as a four-bar linkage during normal operation of the vehicle seat (101, 201) due to a locking unit (10) acting between at least two transmission members (7, 8) of the at least five transmission members (5, 6, 7, 8, 9), and a crash lock unit (121) which, in the event of a crash, locks at least one frame (5) fixed to the vehicle structure and a rocker arm (8) as two of the at least five transmission members (5, 6, 7, 8, 9) together in such a way that the multi-joint (4) acts as a three-bar linkage, wherein a further transmission member (7) of the at least five transmission members (5, 6, 7, 8, 9) is arranged between the frame (5) and the rocker arm (8), and wherein the multi-joint (4) can initially act as a five-bar linkage in the event of a crash due to a load-controlled unlocking of the locking unit (10), whereby locking of the crash lock unit (121) can be triggered, wherein the crash lock unit (121) comprises a mass inertia-controlled pawl (125), characterized by , that the crash lock unit (121) can be locked independently of a load-controlled unlocking of the locking unit (10) by the inertia-controlled pawl (125) and load-controlled by a control rocker (7) and a support rocker (8). [2] Vehicle seat (101, 201) according to claim 1, characterized by that the pawl (125) has a toothed area (31) which can be brought into tooth engagement with a toothed segment (23) fastened to the frame (5) in a load-controlled manner. [3] Vehicle seat (101, 201) according to claim 2, characterized by that the pawl (125) has a toothed region (31) which can be brought into tooth engagement with the toothed segment (23) fastened to the frame (5) in a mass inertia-controlled manner. [4] Vehicle seat (101, 201) according to one of the preceding claims, characterized by that the pawl (125) is mounted rotatably about a pawl rotation axis (26), in particular is mounted rotatably about the pawl rotation axis (26) on the support rocker (8). [5] Vehicle seat (101, 201) according to one of the preceding claims, characterized by that the center of mass of the pawl (125) is arranged eccentrically to a pawl rotation axis (26) of the pawl (125). [6] Vehicle seat (101, 201) according to one of the preceding claims, characterized by that during normal operation of the vehicle seat (101, 201) the locking unit (10) locks the support rocker (8) and the control rocker (7) rotatably mounted relative to the support rocker (8) together. [7] Vehicle seat (101, 201) according to one of the preceding claims, characterized by that the control rocker (7) has a pin (41) which engages in a control groove (145) of the pawl (125), wherein the pawl (125) is rotatably mounted on the support rocker (8) about the pawl rotation axis (26). [8] Vehicle seat (101, 201) according to one of claims 2 to 7, characterized bythat when the locking unit (10) is unlocked, the support rocker (8) is rotatable relative to the control rocker (7), wherein a rotation of the support rocker (8) relative to the control rocker (7) in at least one direction of rotation causes a tooth engagement of the pawl (125) with the toothed segment (23). [9] Vehicle seat (101, 201) according to claim 8, characterized by that the pawl (125) is decoupled from the pin (41) in a pivoting direction which leads to a tooth engagement between the toothed region (31) of the pawl (125) and a toothed segment region (35) of the toothed segment (23). [10] Vehicle seat (101, 201) according to one of the preceding claims, characterized by that the pawl (125) is arranged axially between the support rocker (8) and a reinforcing plate (53), wherein the reinforcing plate (53) is firmly connected to the support rocker (8).

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