Rear seat arrangement for a motor vehicle

Abstract

A rear seat arrangement (10) for a motor vehicle is provided, comprising a shell bench (14) for supporting forces on a supporting structure of the motor vehicle and a seat cushion (16) locked to the shell bench (14) to provide a seating surface for an occupant, wherein the seat cushion (16) has at least one stabilizing wire (20, 26, 38) locked to the shell bench (14) at a locking point (18), wherein a retaining tab (28) projecting from the locking point (18) in the X direction is connected to the stabilizing wire (20, 26, 38), wherein the shell bench (14) has at least one hook (34, 36) spaced from the locking point (18) in the X direction for blocking a pivoting movement of the stabilizing wire (20, 26, 38) relative to the shell bench (14) by striking the retaining tab (28) on the hook (34, 36).Due to the retaining tab (28) projecting in the X-direction, even in the event of plastic deformation of the shell bench (14) due to striking the hook (34, 36), an accident-related pivoting of the seat cushion (16) can be avoided, so that an improved crash behavior for the rear seat arrangement (10) of the motor vehicle is possible at low cost with simple and maintenance-friendly assembly.

Description

[0001] The invention relates to a rear seat arrangement for a motor vehicle and to a motor vehicle with such a rear seat arrangement for a motor vehicle, with the aid of which a seat cushion can be secured in a crash-safe manner.

[0002] From DE 10 2012 108 044 A1 a rear seat arrangement for a motor vehicle is known in which different stabilizing wires of a seat cushion in a locked end position lock between them an upwardly projecting retaining clamp of a shell bench and can strike a hook at a distance from the retaining clamp in the Y direction in case the seat cushion should swing upwards in the event of an accident.

[0003] From DE 199 22 488 C1 it is known to block a pivoting movement of a fold-up seat plate part of a rear seat in a motor vehicle by locking a U-bracket of a fixed base part into a locking part with two locking tongues of the seat plate part.

[0004] There is a constant need to improve the crash behavior of vehicle components in the event of an accident.

[0005] The object of the invention is to show measures that enable a rear seat arrangement of a motor vehicle with good crash behavior.

[0006] The object is achieved according to the invention by a rear seat arrangement having the features of claim 1 and a motor vehicle having the features of claim 9. Preferred embodiments of the invention are specified in the subclaims and the following description, which can each individually or in combination represent an aspect of the invention, the scope of protection being determined by the claims.

[0007] One aspect of the invention relates to a rear seat arrangement for a motor vehicle, comprising a shell bench for supporting forces on a supporting structure of the motor vehicle and a seat cushion latched to the shell bench to provide a seating surface for an occupant, wherein the seat cushion has at least one stabilizing wire latched to the shell bench at a latching point, wherein a retaining tab protruding from the latching point in the X direction is connected to the stabilizing wire, wherein the shell bench has at least one hook spaced from the latching point in the X direction for blocking a pivoting movement of the stabilizing wire relative to the shell bench by striking the retaining tab on the hook, wherein an additional tab protruding in the X direction is connected to the stabilizing wire or to a further stabilizing wire different from the stabilizing wire,wherein the additional tab projects past the at least one hook and beyond the at least one hook into a space between the shell bench and a covering material or upholstery of the seat cushion.

[0008] The seat cushion can be locked to the shell via two or more locking points spaced apart in the Y direction and / or securely retained, preventing it from being lost, so that in the event of a crash, pivoting movement of the seat cushion about an axis running in the X direction can be blocked. In a rear-end collision, high impact forces directed in the X direction occur, causing at least one stabilizing wire of the seat cushion to press against the locking point and blocking relative movement of the seat cushion. However, it has been recognized that if the impact forces in a rear-end collision are sufficiently high, the shell can be plastically deformed, at least in some areas.This can lead to the fact that the at least one stabilizing wire can slip out of the locking point due to the plastic deformation of the shell bench, for example because the relative alignment of the stabilizing wire to a locking partner becomes unfavorable for blocking a relative movement due to the plastic deformation of the shell bench.

[0009] If a relative movement of the seat cushion relative to the shell bench can no longer be blocked due to plastic deformation of the shell bench at the locking point, the seat cushion generally undergoes a pivoting movement about a pivot axis running in the Y direction. Since the retaining tab fastened with the stabilizing wire protrudes in the X direction, the free end of the retaining tab furthest from the locking point can undergo a circular movement around the pivot axis. Due to the lever distance to the pivot axis created by the extension of the retaining tab in the X direction, the free end of the retaining tab can experience a movement-translated relative movement, so that even with a slight pivoting movement of the seat cushion relative to the shell bench by a few angular degrees, the free end of the retaining tab, which is in particular essentially U-shaped, can strike the hook formed by the shell bench.This can at least reduce or even eliminate the risk of the stabilizing wire becoming detached from the locking point. In particular, it is possible for the retaining tab to be moved past at least one hook during assembly of the seat cushion to the shell bench, which occurs in particular by a pivoting movement of the seat cushion relative to the shell bench about an axis running in the Y direction, whereby the retaining tab can only strike the hook if a shortening of the shell bench in the X direction has occurred due to plastic deformation of the shell bench in a rear-end collision. As a result, the possibility of the retaining tab striking the hook is only activated by plastic deformation of the shell bench relative to the seat cushion.This allows for easy installation and removal, with additional, potentially irreversible reinforcement of the seat cushion on the bench seat only occurring in the event of a sufficiently severe rear-end collision. This prevents a passenger from being crushed between the backrest of the rear seat and the seat cushion when the seat cushion is folded up in an accident. The retaining tab protruding in the X-direction prevents the seat cushion from pivoting in an accident, even in the event of plastic deformation of the bench seat when it is struck by the hook. This enables simple, maintenance-friendly installation and, at a low cost, improved crash performance for the rear seat arrangement of the vehicle.

[0010] The additional tab can perform a stabilizing function for the retaining tab and prevent and at least limit unwanted relative movements of the retaining tab in the event of plastic deformation of the bench shell. At the same time, the additional tab can extend into a free space between the bench shell and the remaining seat cushion. The additional tab can thus provide additional support at a support point significantly spaced from the locking point in the X-direction, preventing unwanted twisting or tilting of the stabilizing wire. The retaining tab can thus be better held in position and execute a more predictable kinematic movement in the event of deformation of the bench shell in a rear-end collision.

[0011] The shell bench is an area of ​​a rear seat that is almost completely covered in the final assembly state of the motor vehicle and can be used to support the weight of occupants on the supporting structure of the motor vehicle. The shell bench can be made of steel, for example, and preferably formed according to the principles of lightweight construction. The shell bench can be fastened, for example, to a longitudinal member and / or cross member of the supporting structure, for example by screwing, riveting, or welding. In particular, the shell bench has a separate seat frame that forms an assembly support, preferably made of steel, to which, for example, flat parts of the shell bench and / or parts of the seat cushion can be fastened, in particular latched and / or hooked. Particularly preferably, the seat cushion is fastened to the shell bench exclusively by direct fastening to the seat frame of the shell bench.

[0012] The seat cushion can have upholstery in which the at least one stabilizing wire is provided and from which the at least one stabilizing wire can protrude in order to interact with the shell bench, in particular in order to be locked with the shell bench in the designated end position. The upholstery can be covered with a covering material, in particular on an upwardly facing upper side. The covering material can form a seating surface for an occupant on the side facing away from the upholstery. The upholstery can have a cushion foam or consist of the cushion foam. The cushion foam can be made of a foamed material, wherein the stabilizing wire can be integrated into the foamed material of the cushion foam. The stabilizing wire is preferably foamed into the cushion foam during the production of the upholstery during the foaming of the cushion foam.

[0013] The stabilizing wire of the seat cushion can determine or support the shape of the seat cushion. The stabilizing wire can absorb forces acting on the seat cushion, in particular the weight of passengers sitting on the seat cushion, and support them against the shell. Preferably, several stabilizing wires are provided, which can run independently of one another or be connected to one another, for example, by welding. The stabilizing wire can be made of steel, preferably spring steel.

[0014] The locking point can lock the seat cushion to the bench shell in the designated end position of the seat cushion. To this end, at least one stabilizing wire of the seat cushion can interact with a part of the bench shell to form the locking mechanism. The locking mechanism can be strong enough to prevent the seat cushion from shifting relative to the bench shell during normal use. The locking mechanism can be weak enough to allow manual release or override of the locking mechanism when disassembling the seat cushion.

[0015] The hook of the bench shell can engage the free end of the retaining tab, particularly if the bench shell has already undergone plastic deformation, to prevent the seat cushion from pivoting. The hook can extend sufficiently long in the X-direction to ensure that the hook engages the retaining tab during various types of plastic deformation of the bench shell.

[0016] An X-direction is understood to be a coordinate direction along a longitudinal axis of a motor vehicle when the rear seat arrangement is installed in the motor vehicle. The X-direction runs essentially horizontally when the motor vehicle is parked on a flat, horizontal surface. A Y-direction is understood to be a coordinate direction along a transverse axis of a motor vehicle when the rear seat arrangement is installed in the motor vehicle. The Y-direction runs essentially horizontally when the motor vehicle is parked on a flat, horizontal surface. A Z-direction is understood to be a coordinate direction along a vertical axis of a motor vehicle when the rear seat arrangement is installed in the motor vehicle. The Z-direction runs essentially vertically when the motor vehicle is parked on a flat, horizontal surface.The X-direction, the Y-direction and the Z-direction are orthogonal to each other.

[0017] In particular, the retaining tab extends into an opening in the shell bench, with the at least one hook projecting from an opening edge delimiting the opening. The at least one hook or a plurality of hooks can be assigned to the opening, with the respective hook being able to be formed in particular in one piece with the shell bench. The hook is preferably formed from a common sheet metal formed to form the shell bench, with the opening in particular being able to be punched out of the sheet metal while leaving free the material for forming the hook. The hook, which interacts with the retaining tab during plastic deformation of the shell bench, can thus be designed in a cost-effective and simple manner. The hook is preferably three-dimensionally profiled by forming and / or provided with depressions or elevations in order to stiffen the hook and make it more stable.Since the retaining tab is inserted into the opening, it is possible to allow the free end of the retaining tab to run essentially in the Z direction, so that the retaining tab is less likely to be deformed if a plastic shortening of the shell bench in the X direction should occur in the event of a rear-end collision, so that the functionality of the retaining tab can at least be retained by striking the hook in order to block the seat cushion from pivoting, even in the event of very strong deformations of the shell bench.

[0018] Preferably, two hooks are provided which point towards one another and are spaced apart in the X direction, with the retaining tab being guided through the distance between the hooks. Due to the two hooks pointing towards one another, the retaining tab can strike against one hook if a deformation of the shell bench should cause the retaining tab to tilt about a tilt axis running in the Y direction in one circumferential direction, and can strike against the other hook if a deformation of the shell bench should cause the retaining tab to tilt in an opposite circumferential direction. This allows not only a plastic shortening of the shell bench to be taken into account, but also a change in the position and / or orientation of the retaining tab in the event of a plastic deformation of the shell bench. This also prevents the seat cushion from folding up in various impact scenarios.

[0019] Particularly preferably, the retaining tab has an angled profile. The retaining tab can, in particular, protrude rearwardly from the stabilizing wire with a predominant portion counter to the X direction and, with the aid of the angled profile, protrude downwards with the free end substantially counter to the Z direction and preferably penetrate into a volume at least partially delimited by the shell bench and / or the seat frame of the shell bench and / or by the stabilizing wire. The free end of the retaining tab can thus be provided in a volume region in which no padding of the seat cushion is provided, such that the kinematic movement of the free end of the retaining tab is not impaired by the padding material.An end region of the retaining tab enclosing the free end of the retaining tab can enclose an angle α of, for example, 60° ≤ α ≤ 100°, in particular 75° ≤ α ≤ 90° and preferably 80° ≤ α ≤ 85°, with an initial region of the retaining tab connected to the stabilizing wire.

[0020] Preferably, the additional tab holds down the retaining tab in the event of plastic deformation of the bench shell in the X direction. The additional tab can, for example, rest against an upper side of the retaining tab pointing upwards in the Z direction and / or be connected directly or indirectly to the stabilizing wire of the retaining tab, so that if the retaining tab is about to tip over, the additional tab can strike the bench shell and / or the remaining seat cushion, in particular the upholstery of the seat cushion, thereby blocking the movement of the retaining tab. The retaining tab can thus be held down, in particular in an opening in the bench shell, so that interaction with the hook is not impaired.

[0021] Particularly preferably, the additional tab is clamped between the shell bench and the upholstery, in particular cushion foam, in the event of plastic deformation of the shell bench in the X direction. If plastic deformation of the shell bench occurs in a rear-end collision, it can be provided that the seat cushion, in particular the upholstery of the seat cushion, overcomes a provided gap under plastic deformation of the shell bench. In this case, a deliberate dissipation of impact energy through the deformation work required for the plastic deformation of the shell bench can be provided. At the same time, this movement can clamp the additional tab between the shell bench and the upholstery and thus hold it immobile. In this way, despite the impact forces that occur, the retaining tab can be held in position by the additional tab in order to continue to enable the retaining tab to interact with the hook.At the same time, the clamped additional tab can hold the seat cushion to the bench independently of the retaining tab.

[0022] In particular, it is provided that the at least one stabilizing wire, for locking to the bench shell, dips into a recess in the bench shell or engages around a raised portion of the bench shell. The stabilizing wire can be easily moved along a beveled or curved surface of the bench shell at the locking point to establish the locking connection. In this case, the stabilizing wire can snap back, in particular, into an undercut area of ​​the bench shell at the locking point, thus preventing accidental release of the locking connection. Preferably, the locking point is sufficiently accessible, at least with the aid of a tool, that the locking connection can be released again for disassembly of the seat cushion.For example, a tool inserted into a space between the seat cushion and the bench shell can push the stabilizing wire out of the undercut area of ​​the bench shell at the locking point, allowing the seat cushion to be folded up and removed from the rear seat.

[0023] Preferably, the shell bench has a predefined crumple zone in the X direction in front of the locking point and / or in the X direction behind the retaining tab for dissipating accident-related impact energy through plastic deformation of the shell bench in the crumple zone. This allows the relative position of the retaining tab relative to the hook to change only slightly in the event of plastic deformation of the shell bench, thus preventing uncontrolled and unpredictable relative movement of the retaining tab to the hook. This ensures that the intended interaction of the retaining tab with the hook is not impaired even in the event of severe deformation of the shell bench.

[0024] A further aspect relates to a motor vehicle with a rigid support structure for supporting loads and a rear seat arrangement, which can be designed and developed as described above, wherein the shell bench is attached directly or indirectly to the support structure. The retaining tab protruding in the X direction prevents accidental pivoting of the seat cushion, even in the event of plastic deformation of the shell bench due to striking the hook, thus enabling improved crash behavior for the rear seat arrangement of the motor vehicle with simple and maintenance-friendly installation at low cost.

[0025] The invention will now be explained by way of example with reference to the accompanying drawings using preferred embodiments. The features presented below may represent an aspect of the invention, both individually and in combination, with the scope of protection being determined by the claims. They show: Fig. 1: a schematic rear seat arrangement for a motor vehicle, Fig. 2: a schematic perspective top view of a shell bench of the rear seat arrangement from Fig. 1, Fig. 3: a schematic perspective bottom view of a seat cushion of the rear seat arrangement of Fig. 1, Fig. 4: a perspective detailed view of a visible part of the rear seat arrangement from Fig. 1, Fig. 5: a sectioned side view of the rear seat arrangement from Fig. 1 in an undeformed state and Fig. 6: a sectioned side view of the rear seat arrangement from Fig. 5 in a deformed condition after a rear-end collision.

[0026] The Fig. The rear seat assembly 10 shown in Figure 1 can be installed as a rear seat in a motor vehicle. The rear seat assembly 10 has a backrest 12, which can be attached to a shell bench 14 or another component of the motor vehicle. When installing the rear seat assembly 10 in the motor vehicle, the backrest 12 can be installed first, followed by a seat cushion 16, wherein the seat cushion 16 can be inserted from a folded-up position into the designated end position by a pivoting movement. The shell bench 14 can, in particular, have a seat frame and / or holder, with the aid of which the installation and / or attachment of the seat cushion 16 can be facilitated.

[0027] As in Fig. 2, the shell bench 14 can have locking points 18, with which first stabilizing wires 20 of the Fig. 3 shown seat cushion 16. As shown in Fig. 4, a locking bracket 22 fastened with the first stabilizing wire 20 can be inserted into a locking recess of the shell bench 14 and locked into place.

[0028] As in Fig. 4, a retaining tab 28 can be connected to the first stabilizing wire 20 or to a second stabilizing wire 26 of the seat cushion 16 that runs separately from the first stabilizing wire 20. The retaining tab 28 projects rearward from the second stabilizing wire 26 in the opposite direction to the X direction and can have an angled profile so that a free end 30 of the retaining tab 28 can penetrate into an opening 32 in the shell bench 14. The shell bench 14 integrally forms a first hook 34 that projects into the opening 32 in the X direction and / or a second hook 36 that projects into the opening 32 in the opposite direction to the X direction. If the shell bench 14 is deformed in the X direction in the event of a rear-end collision, the free end 30 of the retaining tab 28 can strike one of the hooks 34, 36 and block the folding up of the seat cushion 16 even if the locking mechanism at the locking point 18 no longer holds.

[0029] As in Fig. 4, an additional tab 40 can be connected to the first stabilizing wire 20, to the second stabilizing wire 26 and / or to a third stabilizing wire 38 running separately from the first stabilizing wire 20 and / or the second stabilizing wire 26, which additional tab protrudes further than the retaining tab 28 in the opposite direction to the X-direction. The stabilizing wires 20, 26, 38 can in particular be connected to one another directly or indirectly and thereby be fixed in their relative position to one another. The additional tab 40 can project beyond the locking point 18 and / or the opening 32 as well as the hooks 34, 36 and can be arranged in an intermediate space 42 between the upholstery 19 of the seat cushion 16 and a lower edge of the shell bench 14, as in Fig.5. If, in the event of an accident, the seat cushion 16 and in particular the upholstery 19 plastically deforms the shell bench 14, the additional tab 40 can be clamped in the deformed area between the seat cushion 16 and the shell bench 14, whereby the retaining tab 30 is retained in the opening 32 as far as possible in order to continue to enable interaction with the hooks 34, 36.

Claims

[1] Rear seat arrangement (10) for a motor vehicle, with a shell bench (14) for supporting forces on a supporting structure of the motor vehicle and a seat cushion (16) locked to the shell bench (14) to provide a seat for an occupant, wherein the seat cushion (16) has at least one stabilizing wire (20, 26, 38) locked to the shell bench (14) at a locking point (18), wherein a retaining tab (28) projecting in the X direction to the locking point (18) is connected to the stabilizing wire (20, 26, 38), characterized by , that the shell bench (14) has at least one hook (34, 36) spaced apart from the locking point (18) in the X direction for blocking a pivoting movement of the stabilizing wire (20, 26, 38) relative to the shell bench (14) by striking the retaining tab (28) on the hook (34, 36), wherein an additional tab (40) projecting in the X-direction is connected to the stabilizing wire (20, 26, 38) or to a further stabilizing wire (26, 38, 20) different from the stabilizing wire, wherein the additional tab (40) projects past the at least one hook (34, 36) and beyond the at least one hook (34, 36) into an intermediate space (42) between the shell bench (14) and a covering material or upholstery (19) of the seat cushion (16). [2] Rear seat arrangement (10) according to claim 1, wherein the retaining tab (28) extends into an opening (32) of the shell bench (14), wherein the at least one hook (34, 36) protrudes from an opening edge delimiting the opening (32). [3] Rear seat arrangement (10) according to claim 1 or 2, wherein two hooks (34, 36) are provided which point towards one another and are spaced apart from one another by a distance in the X direction, wherein the retaining tab (28) is guided through the distance between the hooks (34, 36). [4] Rear seat arrangement (10) according to one of claims 1 to 3, wherein the retaining tab (28) has an angled profile. [5] Rear seat arrangement (10) according to one of claims 1 to 4, wherein the additional tab (40) holds down the retaining tab (28) in the X direction during a plastic deformation of the shell bench (14). [6] Rear seat arrangement (10) according to one of claims 1 to 5, wherein the additional tab (40) is clamped between the shell bench (14) and the upholstery (19) in the event of a plastic deformation of the shell bench (14) in the X direction. [7] Rear seat arrangement (10) according to one of claims 1 to 6, wherein the at least one stabilizing wire (20, 26, 38) for locking with the shell bench (14) dips into a recess of the shell bench (14) or encompasses a raised portion of the shell bench (14). [8] Rear seat arrangement (10) according to one of claims 1 to 7, wherein the shell bench (14) has a predefined crumple zone in the X direction in front of the locking point (18) and / or in the X direction behind the retaining tab (28) for dissipating an accident-related impact energy by plastic deformation of the shell bench (14) in the crumple zone. [9] Motor vehicle with a rigid support structure for supporting loads and a rear seat arrangement (10) according to one of claims 1 to 8, wherein the shell bench (14) is attached directly or indirectly to the support structure.

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