Vehicle seat, especially for an autonomously driving motor vehicle

Abstract

A vehicle seat (100), in particular for an autonomously driving motor vehicle, comprising a setting kinematics system (140), the setting kinematics system (140) comprising a first gear mechanism member and a second gear mechanism member, which are adjustable relative to one another by means of an actuating drive (170), wherein the actuating drive (170) or one of the two gear mechanism members is connected to a slide (202), wherein a blocking device (210; 220) locks the slide (202) relative to a further component of the vehicle seat (100), and, in the event of an overload acting on the vehicle seat (100), the blocking device (210; 220) enables a relative displacement between the slide (202) and the further component of the vehicle seat (100).

Description

[0001] VEHICLE SEAT, ESPECIALLY FOR AN AUTONOMOUSLY DRIVING VEHICLE

[0002] The invention relates to a vehicle seat, in particular for an autonomously driving motor vehicle, comprising an adjustment kinematics, the adjustment kinematics comprising a first gear member and a second gear member, which are adjustable, in particular pivotable, relative to one another by means of an actuator.

[0003] State of the art

[0004] DE 102018 122 198 A1 discloses an actuator for a motor vehicle, in particular for a motor vehicle seat, comprising an electric motor having an output shaft; a gearbox having a spindle nut and a gearbox housing and connected to the output shaft; a spindle engaging with the spindle nut; and a holder at least partially enclosing the gearbox housing.

[0005] From WO 2020 / 207835 A1, a vehicle seat with height adjustment kinematics is known, the height adjustment kinematics comprising a four-bar arrangement and an adjustment arm on each of two seat sides arranged offset from one another in a transverse direction, each of the two four-bar arrangements each comprising a base, a side part, a front rocker arm and a rear rocker arm as transmission elements of the four-bar arrangement, wherein a first pivot joint pivotally connects the base to the rear rocker arm, a second pivot joint pivotally connects the rear rocker arm to the side part, a third pivot joint pivotally connects the side part to the front rocker arm, and a fourth pivot joint pivotally connects the front rocker arm to the base, wherein each of the two four-bar arrangements is adjustable by means of one of the two adjustment arms, wherein a drive device comprising precisely one geared motor drives the two adjustment arms.

[0006] WO 2020 / 114946 A1 discloses a longitudinal adjuster for a vehicle seat with at least one pair of rails, which comprises a seat rail connectable to the vehicle seat and a floor rail connectable to a vehicle floor, on which the seat rail is displaceably guided along a longitudinal direction. The longitudinal adjuster has a drive device for adjusting the seat rail along the longitudinal direction relative to the floor rail, wherein the drive device comprises a spindle fixed to the floor rail or the seat rail, a rotatable spindle nut mounted on the spindle via a threaded engagement, and an electric motor operatively connected to the spindle nut for driving the spindle nut. An output shaft of the electric motor on the output side is oriented parallel to the spindle.

[0007] In an autonomously driving motor vehicle, a driver does not have to perform any steering and / or braking or acceleration activities, or does not have to do so continuously, while the motor vehicle is in operation; rather, the motor vehicle can be operated independently of the driver's actions. The driver can therefore assume a more comfortable position during autonomous driving than in conventional vehicles. DE 102018203 731 A1 discloses a vehicle seat, particularly for an autonomously driving motor vehicle, which can assume a reclined position in which a seat surface and backrest are at an angle that allows the vehicle occupant to assume a predominantly reclining position during autonomous ferry operation. When the vehicle seat is in the upright position, the driver can assume control of the vehicle when autonomous ferry operation is deactivated.

[0008] The subsequently published German patent application 10 2022 119627.5 discloses a vehicle seat, in particular for an autonomously driving motor vehicle, the vehicle seat comprising a seat substructure and a backrest hinged to the seat substructure, the seat substructure comprising a base, a seat frame and an adjustment kinematics acting between the base and the seat frame, wherein the adjustment kinematics is designed as a five-joint kinematics.

[0009] Task

[0010] The invention is based on the object of providing a vehicle seat, in particular for an autonomously driving motor vehicle, that can assume a tilted position in which a seat surface and a backrest are at an angle that allows a vehicle occupant, in particular the driver, to assume a predominantly reclining position, particularly in autonomous ferry operations. The vehicle seat should offer the possibility of quickly moving from the tilted position to another tilted position in the event of a crash in order to reduce any harmful influences on the occupant.

[0011] Solution

[0012] This object is achieved according to the invention by a vehicle seat, in particular for an autonomously driving motor vehicle, comprising adjustment kinematics, the adjustment kinematics comprising a first gear member and a second gear member, which are adjustable, in particular pivotable, relative to one another by means of an actuator, wherein the actuator or one of the two gear members is connected to a carriage, wherein a blocking device locks the carriage relative to another component of the vehicle seat, in particular relative to a base of the vehicle seat, and the blocking device releases a relative displacement between the carriage and the other component of the vehicle seat upon the occurrence of an overload acting on the vehicle seat, in particular a crash load. The locking can be a positive and / or non-positive and / or materially bonded connection.The relative displacement can be released, for example, by exceeding a frictional force and / or by eliminating a positive connection due to deformation. Because the actuator or one of the two gear members is connected to a carriage, a blocking device locks the carriage relative to another component of the vehicle seat, in particular relative to a base of the vehicle seat, and the blocking device releases a relative displacement between the carriage and the other component of the vehicle seat upon the occurrence of an overload acting on the vehicle seat, in particular a crash load, the adjustment kinematics can be adjusted in the event of an overload without the actuator having to be actuated.

[0013] The vehicle seat may include a seat base and a backrest hinged to the seat base. The seat base may include a base, a seat frame, and adjustment kinematics acting between the base and the seat frame.

[0014] The first transmission member can be designed as a first rocker, in particular as a first front rocker. The second transmission member can be designed as a second rocker, in particular as a second front rocker, which can be pivoted relative to the first rocker by means of the actuator.

[0015] The actuator or one of the two rockers can be connected to a carriage that can be locked by the blocking device, wherein the blocking device releases a relative displacement between the carriage and the base when an overload, in particular a crash load, acts on the vehicle seat.

[0016] The first rocker arm can be pivotably connected to the base about a first axis of rotation. A first end region of the first rocker arm can be pivotably connected to the base about the first axis of rotation.

[0017] The second rocker arm can be pivotably connected to the first rocker arm about a second pivot axis. A first end portion of the second rocker arm can be pivotably connected to a second end portion of the first rocker arm about the second pivot axis. The second rocker arm can be pivotably connected to the seat frame about a third pivot axis. A second end portion of the second rocker arm can be pivotably connected to the seat frame about the third pivot axis.

[0018] A further swing arm, in particular a rear swing arm, can be pivotably connected to the seat frame about a fourth axis of rotation. A first end region of the further swing arm can be pivotably connected to the seat frame about the fourth axis of rotation. The further swing arm can be pivotably connected to the base about a fifth axis of rotation. A second end region of the further swing arm can be pivotably connected to the base about the fifth axis of rotation.

[0019] The first axis of rotation can be arranged below the second axis of rotation. The first axis of rotation can be arranged below the third axis of rotation. The first axis of rotation can be arranged in front of the fourth axis of rotation. The first axis of rotation can be arranged in front of the fifth axis of rotation.

[0020] The second axis of rotation can be arranged below the third axis of rotation. The second axis of rotation can be arranged in front of the fourth axis of rotation. The second axis of rotation can be arranged in front of the fifth axis of rotation.

[0021] The third axis of rotation can be arranged in front of the fourth axis of rotation. The third axis of rotation can be arranged in front of the fifth axis of rotation. The fifth axis of rotation can be arranged below the fourth axis of rotation.

[0022] In particular, to provide a height adjustment function, an angle between the first rocker arm, in particular the first front rocker arm, and the base as well as an angle between the further rocker arm, in particular the rear rocker arm, and the base can be changed by means of a first actuator, wherein an angle between the second rocker arm and the seat frame remains constant.

[0023] The first actuator can have an electric motor and a gearbox. The first actuator can have an electric motor, a gearbox, a spindle nut, and a spindle. The first actuator can connect the rear swing arm and the base to one another in an angularly adjustable manner. The first actuator can connect the further swing arm and the base to one another in an angularly adjustable manner and directly, i.e., without the interposition of further gearbox elements. A spindle of the first actuator can be pivotally connected to the further swing arm between the fourth rotational axis and the fifth rotational axis, wherein the gearbox of the first actuator can be attached to the base.

[0024] The vehicle seat can be designed such that the vehicle seat can assume a tilted position in which a seat surface and a backrest each have an angle of inclination relative to a longitudinal direction, which enables a predominantly reclining position of a vehicle occupant, in particular a vehicle driver, particularly in autonomous ferry operation. Upon the occurrence of an overload acting on the vehicle seat, in particular a crash load, the vehicle seat can be converted from the tilted position to the upright position by the relative displacement between the slide and the base.

[0025] In particular, to provide the tilt position of the seat frame and the backrest, an angle between the second (front) rocker arm and the seat frame can be varied by means of a second actuator. The second actuator can comprise an electric motor and a gear. The second actuator can comprise an electric motor, a gear, a spindle nut, and a spindle. A spindle of the second actuator can be pivotably mounted eccentrically to the third axis of rotation on a connecting tube connecting the two front rockers, wherein the gear of the first actuator can be attached to the carriage.

[0026] In particular, to provide a seat tilt adjuster, a seat cushion support can be pivotably connected to the seat frame, in particular about a sixth axis of rotation. An angle between the seat cushion support and the seat frame can be adjustable by means of a third actuator.

[0027] The sixth axis of rotation can be arranged behind the first axis of rotation. The sixth axis of rotation can be arranged behind the second axis of rotation. The sixth axis of rotation can be arranged behind the third axis of rotation. The sixth axis of rotation can be arranged in front of the fourth axis of rotation. The sixth axis of rotation can be arranged in front of the fifth axis of rotation.

[0028] The base may include an adapter. The adapter may be formed or attached to a seat rail of a base configured as a longitudinal adjuster. The longitudinal adjuster may include at least one seat rail and a floor rail connectable to a vehicle floor, on which the seat rail is displaceably guided. The longitudinal adjuster may include a fourth actuator for displacing the seat rail relative to the floor rail.

[0029] In particular, the adjustment kinematics can enable a tilted position of the vehicle seat, which offers increased comfort in autonomous ferry operation. The relative displacement between the carriage and the other component of the vehicle seat allows the vehicle seat to be moved from the tilted position to an upright position.

[0030] The vehicle seat may also have a seat tilt adjustability. The difference between a seat tilt adjustability and providing a tilt position is that with a seat tilt adjustment, the angle of the seat surface is changed, whereas the angle of the backrest remains unchanged. When assuming a tilt position, both the angle of the seat surface and the angle of the backrest are changed.

[0031] In summary, and in other words, the invention provides a vehicle seat in which a part of the vehicle seat to which a drive for the kinematics of an adjustment mechanism is attached is designed so that it can be displaced and / or deformed passively in the event of a crash, for example, due to a force introduced by the occupant. This ensures that the kinematics of the adjustment mechanism return to almost its normal travel path without having to adjust the drive. This "crash mechanism" can be triggered, for example, by force control or by active switching, for example, by pyrotechnics or electric or magnetic actuators. A vehicle seat according to the invention has the advantage of an adjustment range in normal operation that is almost identical to that of adjustment kinematics known from the prior art. This results in space savings.Compared to the state of the art, faster movements are possible, especially a faster transition of the vehicle seat from the reclined position to the upright position. The locking device does not affect the normal operation of the vehicle seat. Only in the event of an overload does the locking device, which is no longer (fully) effective, cause the adjustment kinematics to move.

[0032] The blocking device can be designed as a force-reducing device. The force-reducing device can have a component, in particular a bolt, that interacts with at least one force-reducing element. A blocking device designed as a force-reducing device limits the forces acting on the adjustment kinematics in the event of an overload and preferably dissipates energy. By having the force-reducing device have a component, in particular a bolt, that interacts with at least one force-reducing element, a force-reducing device is provided whose characteristic curve can be specifically designed by selecting the at least one force-reducing element.

[0033] The component can be a bolt. The component can have a round cross-section. The component can have an oval cross-section. The component can have a polygonal cross-section. The component can be made of metal. The component can be made of steel. The component can be made of hardened steel.

[0034] The at least one force-reducing element can be made of metal. The at least one force-reducing element can be made of steel. The at least one force-reducing element can be made of sheet steel.

[0035] The component can be arranged in an opening of the at least one force-reducing element. The component can be arranged at least partially in an opening of the at least one force-reducing element. The component can extend through an opening of the at least one force-reducing element.

[0036] The component can be arranged in a slotted hole of the at least one force-reducing element. The component can be arranged at least partially in a slotted hole of the at least one force-reducing element. The component can extend through a slotted hole of the at least one force-reducing element. The slotted hole can be dimensioned in one region, particularly the end region, such that it receives the component in a form-fitting manner, whereby the component can only leave this region with deformation of the material surrounding the slotted hole.

[0037] The component can be displaceable within an opening of the at least one force reduction element under plastic deformation of the force reduction element, in particular under plastic deformation of cams of the force reduction element.

[0038] The component can be displaceable within an opening of the at least one force-reducing element, with partial breakage of the force-reducing element. The component can be displaceable within an opening of the at least one force-reducing element, with breakage of at least one web of the force-reducing element.

[0039] The component can be displaceable within a conical opening of the at least one force-reducing element under plastic deformation of the force-reducing element, in particular under plastic deformation of at least one edge region of the force-reducing element.

[0040] The force reduction device can have at least two force reduction elements. The force reduction device can have at least two identical force reduction elements. The force reduction device can have at least two different force reduction elements. This allows the characteristics of the force reduction device to be specifically designed. Preferably, at least two force reduction elements are arranged parallel to one another such that the component can pass through both force reduction elements simultaneously. The force reduction device can have two force reduction elements, of which a first force reduction element has an elongated hole with a constant height at least in sections, and a second force reduction element has an elongated hole with a varying height at least in sections.

[0041] The force reduction device can be of modular construction. The force reduction device can comprise at least one force reduction element taken from a modular system comprising at least two different types of force reduction elements. The force reduction device can comprise at least two force reduction elements taken from a modular system comprising at least three different types of force reduction elements.

[0042] The actuator or one of the two transmission elements can be connected to a carriage, which is connected to the base by means of a force-reducing device according to the invention. The force-reducing device enables a relative displacement between the carriage and the base upon the occurrence of an overload acting on the vehicle seat, in particular a crash load. In particular, the adjustment kinematics can enable a tilted position of the vehicle seat, which offers increased comfort in autonomous ferry operation. The relative displacement between the carriage and the other component of the vehicle seat allows the vehicle seat to be moved from the tilted position to an upright position.

[0043] A force-reducing element of the force-reducing device can be integrated into the slide. A force-reducing element of the force-reducing device can be integrated into the slide, wherein the force-reducing device has at least one further force-reducing element that interacts with the component, in particular parallel to the force-reducing element integrated into the slide.

[0044] In other words, the force reduction device achieves load reduction through deformation and / or displacement of material. This is achieved, for example, by a conical slot through which a bolt presses under load. Various elements with different functions can be combined for this purpose. For example, another element is brought into the load flow in parallel, which also dissipates energy through cams or tear-off tabs. Other possibilities are conceivable, such as corrugated sheets, springs, etc. By combining these elements accordingly, a specific load reduction characteristic can be created. It is also conceivable to combine different elements in a single element (e.g., a conical slot with additional cams).

[0045] One advantage of a vehicle seat according to the invention with such a force-reducing device is a specifically designed load reduction according to a predeterminable characteristic curve. Compared to the prior art, a force-reducing device is provided that is less susceptible to tolerances, as it can be divided among several components (force-reducing elements). Different characteristic curves (for example, for different vehicles) can be easily achieved through a modular design of the force-reducing device (exchange and / or combination of force-reducing elements). Detailed design is possible through simplified equivalent load cases.

[0046] Figures and embodiments of the invention

[0047] The invention is explained in more detail below with reference to an advantageous embodiment shown in the figures and a modification of this embodiment. However, the invention is not limited to this embodiment. They show:

[0048] Fig. 1 : a highly schematic side view of a vehicle seat according to the invention,

[0049] Fig. 2: a partial perspective view of a front part of a vehicle seat according to the invention, Fig. 3: a partial perspective view of a front part of a vehicle seat according to the invention according to a modification of the embodiment of Fig. 2, wherein three different force reduction elements of a force reduction device according to the invention are shown in an exploded view, which can be used individually or partially combined with one another, and

[0050] Fig. 4: examples of different force reduction characteristics that result from the use of one or more of the force reduction elements shown in Fig. 3.

[0051] Fig. 1 and 2 show a vehicle seat 100 according to the invention according to a first embodiment, wherein the vehicle seat 100 is shown in Fig. 1 in a highly schematic manner.

[0052] The vehicle seat 100 is described below using three spatial directions running perpendicular to one another. A longitudinal direction x, when a vehicle seat 100 is installed in the vehicle, runs largely horizontally and preferably parallel to a vehicle longitudinal direction that corresponds to the vehicle's usual direction of travel. A transverse direction y, running perpendicular to the longitudinal direction x, is also oriented horizontally in the vehicle and runs parallel to a vehicle transverse direction. A vertical direction z runs perpendicular to the longitudinal direction x and perpendicular to the transverse direction y. When a vehicle seat 100 is installed in the vehicle, the vertical direction z runs parallel to the vehicle's vertical axis.

[0053] The position and direction specifications used, such as front, rear, top, bottom, and transverse, refer to a viewing direction of an occupant sitting on a seat surface of a seat base 102 of the vehicle seat 100 in a usual sitting position, wherein the vehicle seat 100 is installed in the vehicle in a position of use suitable for passenger transport and with an upright backrest 104, and is oriented in the direction of travel as usual. However, the vehicle seat 100 can also be installed in a different orientation, for example, transversely to the direction of travel. Unless otherwise described, the vehicle seat 100 is constructed mirror-symmetrically to a plane running perpendicular to the transverse direction y.

[0054] The vehicle seat 100 comprises the seat base 102 and the backrest 104, which is hinged to the seat base 102 by means of two fittings 106 for adjustable inclination. The vehicle seat 100 can be designed as a so-called integral belt seat, in which a belt system is largely completely integrated into the vehicle seat 100. An upper belt exit point can be integrated into an upper region of the backrest 104. However, the invention is not limited to integral belt seats.

[0055] The seat substructure 102 comprises a base 110, a seat frame 120, and an adjustment kinematics 140 acting between the base 110 and the seat frame 120. A height adjustment function is provided by the adjustment kinematics 140. In the present embodiment, the adjustment kinematics 140 also serves to provide a tilt position of the seat frame 120 and a seat surface connected to the seat frame 120.

[0056] The base 110 is a longitudinal adjuster that has a seat rail 112 on each side and a floor rail 114 that can be connected to a vehicle floor and on which the seat rail 112 is slidably guided. An adapter 116 is attached to each of the two seat rails 112 on each side. The adapter 116 serves in particular to connect elements of the adjustment kinematics 140 to the base 110. The adapter 116 is thus a component of the base 110.

[0057] The seat frame 120 has a seat frame side part on each side (viewed in the transverse direction y), which is not shown in the figures. Furthermore, the seat frame 120 has a front cross tube and a rear cross tube, neither of which are shown in the figures. The two seat frame side parts are arranged at a distance from one another.

[0058] In the present exemplary embodiment, the adjustment kinematics 140 has a five-joint kinematic system on each of the seat sides (viewed in the transverse direction y). The two five-joint kinematic systems can be mirror-symmetrical to each other. All pivot joints are present twice, namely (viewed in the transverse direction y) once on a right-hand side of the vehicle seat 100 and once on a left-hand side of the vehicle seat 100. Unless otherwise described below, all components of the adjustment kinematics 140 are present on both the right-hand and left-hand sides of the seat.

[0059] The adjustment kinematics 140 has a first rocker arm 142 (hereinafter referred to as a first front rocker arm 142 in the exemplary embodiment) and a second rocker arm 144 (hereinafter referred to as a second front rocker arm 144 in the exemplary embodiment) on each side. In addition, the adjustment kinematics 140 can have a further, in particular rear, rocker arm. Such a five-bar kinematics is known in principle, for example, from DE 10 2016 015 170 A1.

[0060] The first front swing arm 142 is pivotally connected to the base 110, in this case the adapter 116 of the base 110, about a first axis of rotation I. The second front swing arm 144 is pivotally connected to the first front swing arm 142 about a second axis of rotation II. The second front swing arm 144 is pivotally connected to the seat frame 120 about a third axis of rotation III. A rear swing arm can be pivotally connected to the seat frame 120 about a fourth axis of rotation. The rear swing arm can be pivotally connected to the base 110, in this case the adapter 116 of the base 110, about a fifth axis of rotation. The axes of rotation I, II, III run parallel to one another and parallel to the transverse direction y. Each of the axes of rotation I, II, III runs at a distance from all of the other axes of rotation I, II, III.

[0061] To provide the height adjustment function, the adjustment kinematics 140 can have a first actuator (not shown in the figures). The first actuator can be used to adjust the distance between the base 110 and the seat frame 120, and thus between the base 110 and the seat surface.For this purpose, by means of an actuation of the first actuator, the adjustment kinematics 140 can be adjusted in such a way that an angle between the first front swing arm 142 and the base 110, an angle a between the first front swing arm 142 and the second front swing arm 144, an angle between the seat frame 120 and the rear swing arm and an angle between the rear swing arm and the base 110 can be changed, wherein an angle between the second front swing arm 144 and the seat frame 120 remains constant as long as a further actuator 170 for providing the tilt position of the seat frame 120, hereinafter referred to as the second actuator 170, remains unactuated.

[0062] The two rear rockers can be connected, in particular welded, to a rear cross tube in a rotationally fixed manner. The rear cross tube and thus the two rear rockers can be mounted on the seat frame side parts of the seat frame 120 so as to be pivotable about the fourth axis of rotation.

[0063] The first actuator can comprise an electric motor, a gearbox, a spindle nut, and a spindle. The spindle nut can be a rotatable and drivable component of the gearbox and can preferably be arranged in a gearbox housing of the gearbox. The first actuator can connect the rear swing arm and the base 110 in an angularly adjustable manner and preferably directly to one another, i.e., not via further gearbox elements of the adjustment kinematics 140. For this purpose, the spindle can be articulated eccentrically to the fifth axis of rotation on the rear swing arm. The motor and the gearbox can be fixedly connected to the adapter 116 of the base 110. By actuating the motor, the spindle nut can rotate, so that the spindle is moved relative to the gearbox and the rear swing arm pivots.

[0064] To provide the tilt position of the seat frame 120 and the backrest 104, the adjustment kinematics 140 has the second actuator 170. The angle between the second front rocker arm 144 and the seat frame 120 can be adjusted by means of the second actuator 170, wherein the angle between the rear rocker arm and the base 110 preferably remains constant as long as the first actuator remains unactuated. The seat frame 120 can be raised in its front region and pivoted about the fourth axis of rotation by means of the second actuator 170. The backrest 104, which is hinged to the seat frame 120 by means of the fittings 106, is also pivoted rearward along with the seat frame 120, in this case about the fourth axis of rotation, so that the tilt position of the seat frame 120 and the backrest 104, and thus of the vehicle seat 100, is provided.

[0065] In the tilted position, the seat frame 120 and the backrest 104 are each tilted backward relative to an upright position about an axis parallel to the transverse direction y (in the exemplary embodiment, the fourth axis of rotation), thus enabling a largely reclining position of the vehicle driver during autonomous ferry operation. The upright position of the vehicle seat 100 corresponds to a seat setting in which the vehicle driver can safely assume control of the vehicle when autonomous ferry operation is deactivated.

[0066] The first actuator can optionally be omitted. In this respect, the second actuator 170 can also be the only actuator.

[0067] The second actuator 170 comprises an electric motor 172, a gear 174, a spindle nut, and a spindle 176. The second actuator 170 connects one of the two second front rockers 144 to a carriage 202 in an angularly adjustable manner. Preferably, the two second front rockers 144 are connected to each other by means of a connecting tube. The connecting tube runs parallel to, but spaced from, the second rotational axis II and the third rotational axis III.

[0068] The spindle 176 of the second actuator 170, in particular an end region of the spindle 176, is connected to the second front rocker 144, preferably pivotable about a pivot axis A. The pivot axis A can be arranged between the second rotation axis II and the third rotation axis III. The gear 174 is connected to the carriage 202.

[0069] During normal operation of the vehicle seat 100, the slide 202 is firmly connected to the base 110. However, under high loads (particularly a crash load), the slide 202 has limited mobility relative to the base 110. This relative movement between the slide 202 and the base 110 allows the setting of the adjustment kinematics 140 to be changed via the second actuator 170 without having to actuate the electric motor 172 of the second actuator 170. The slide 202 is mounted with limited mobility relative to the base 110. For this purpose, the slide 202 in this case has an elongated hole 204 and a fork 206. The elongated hole 204 runs largely parallel to the longitudinal direction x. The fork 206 is a slot that opens towards the rear and also runs largely parallel to the longitudinal direction x. A bolt 117 that is firmly connected to the base 110 is arranged within the elongated hole 204. The bolt 117 is aligned with the first rotation axis I.A screw 118 fixedly connected to the base 110 is arranged inside the fork 206.

[0070] The carriage 202 is arranged relative to the base 110 such that the bolt 117 rests against a front edge region of the elongated hole 204 and the screw 118 is arranged in the fork 206.

[0071] During normal operation of the vehicle seat 100, the slide 202 is secured against displacement relative to the base 110 by a blocking device 210. For this purpose, for example, a predetermined breaking component 212 can be arranged in the elongated hole 204. The predetermined breaking component 210 closes the elongated hole 204, so that the elongated hole 204 cannot be displaced relative to the bolt 117.

[0072] If an overload occurs on the vehicle seat 100, in particular a crash load with a force component acting in the longitudinal direction x, the blocking device 210 opens, allowing the slide 202 to be displaced relative to the base 110. For example, such high forces act on the predetermined breaking component 210 that the predetermined breaking component 210 breaks, thereby allowing the slide 202 to be displaced relative to the base 110. Alternatively or in addition to the predetermined breaking component 210, the elongated hole 204 can have a constriction 214 through which the bolt 117 can only be passed after plastic deformation.

[0073] During the relative displacement between the slide 202 and the adapter 116 of the base 110, a distance between the articulation axis A and the connection point of the gear 174 to the slide 202 remains constant. The adapter 116 of the base 110 and thus the first axis of rotation I of the first front rocker arm 142 are not displaced, so that the articulation axis A is pulled downward via the spindle 176. As a result, the angle a between the first front rocker arm 142 and the second front rocker arm 144 is changed, in this case reduced, so that the seat frame 120 and the backrest 104 are pivoted, in this case about the fourth axis of rotation, from the tilted position toward the upright position without the (second) actuator 170 having to be activated.

[0074] To provide a seat tilt adjuster, the vehicle seat 100 may have a third actuator (not shown in the figures). A seat cushion support (not shown in the figures) supports a cushion that provides a seating surface for an occupant of the vehicle seat 100. Using the seat tilt adjuster, an angle between the seat surface and the longitudinal direction x can be adjusted without changing the angle of the backrest 104 relative to the vertical direction z.

[0075] The third actuator can comprise an electric motor, a gear, a spindle nut, and a spindle. The third actuator can connect the seat frame 120 and a support tube (not shown in the figures) in an angularly adjustable manner, preferably directly, i.e., not via additional gear members. The support tube can be pivotably connected to the seat frame 120 by means of an eccentric plate 194, pivotable about the third rotation axis III.

[0076] The seat cushion support can, for example, be a seat shell, in particular made of a deep-drawn metal sheet or a plastic. The seat cushion support can be pivotably connected to the seat frame 120 about a sixth axis of rotation. Furthermore, the seat cushion support can pivotably rest on the support tube. The support tube can be arranged in front of the sixth axis of rotation (viewed in the longitudinal direction x).

[0077] If the seat cushion support is pivotably connected to the seat frame 120 about the sixth axis of rotation and the support tube is pivotable eccentrically to the seat frame 120, in this case about the third axis of rotation III, by means of the third actuator, an angle between the seat cushion support and thus the seat and the seat frame 120 can be adjusted by means of the third actuator.

[0078] A fourth actuator can be used for longitudinal adjustment, i.e. for moving the seat rail 112 relative to the floor rail 114.

[0079] The vehicle seat 100 is largely mirror-symmetrical to a plane running perpendicular to the transverse direction y and has in particular on both sides a second actuator 170, preferably also a first actuator and a fourth actuator.

[0080] Fig. 3 shows a modification of the vehicle seat 100 according to the invention. The modification of the vehicle seat 100 according to the invention corresponds in terms of structure and function to the previously described vehicle seat 100, unless described differently below.

[0081] In this case, a base 110 is a longitudinal adjuster that has a seat rail 112 on each side and a floor rail 114 that can be connected to a vehicle floor and on which the seat rail 112 is slidably guided. An adapter 116 is attached to each of the two seat rails 112 on each side. The adapter 116 serves in particular to connect elements of an adjustment kinematics 140 to the base 110. The adapter 116 is thus a component of the base 110.

[0082] The seat frame 120 has a seat frame side part on each side (viewed in the transverse direction y). Furthermore, the seat frame 120 has a front cross tube and a rear cross tube, neither of which are shown in the figures. The two seat frame side parts are arranged at a distance from each other.

[0083] In the present case (viewed in the transverse direction y), the adjustment kinematics 140 has a five-bar kinematics on each side, only partially shown in Fig. 3, with a first front rocker arm 142, a second front rocker arm, and a rear rocker arm. Such a five-bar kinematics is known, for example, from DE 10 2016 015 170 A1. The two five-bar kinematics can be mirror-symmetrical to one another. All rotary joints occur twice (once each per five-bar kinematics), namely (viewed in the transverse direction y) once on a right-hand seat side and once on a left-hand seat side of the vehicle seat 100. Unless otherwise described below, all components of the adjustment kinematics 140 are present on both the right-hand seat side and the left-hand seat side.

[0084] The first front swing arm 142 is pivotally connected to the base 110, in this case the adapter 116 of the base 110, about a first axis of rotation I. The second front swing arm is pivotally connected to the first front swing arm 142 about a second axis of rotation. The second front swing arm is pivotally connected to the seat frame 120 about a third axis of rotation. The rear swing arm is pivotally connected to the seat frame 120 about a fourth axis of rotation. The rear swing arm is pivotally connected to the base 110, in this case the adapter 116 of the base 110, about a fifth axis of rotation. The axes of rotation run parallel to one another and parallel to the transverse direction y. Each of the axes of rotation runs at a distance from all of the other axes of rotation.

[0085] To provide the height adjustment function, the adjustment kinematics 140 can have a first actuator (not shown in the figures). A distance between the base 110 and the seat frame 120 can be adjusted by means of the first actuator. For this purpose, the adjustment kinematics 140 can be adjusted by actuating the first actuator such that an angle between the first front swing arm 142 and the base 110, an angle between the first front swing arm 142 and the second front swing arm, an angle between the seat frame 120 and the rear swing arm, and an angle between the rear swing arm and the base 110 can be changed, wherein an angle between the second front swing arm and the seat frame 120 remains constant as long as a further actuator 170 for providing the tilt position of the seat frame 120, hereinafter referred to as the second actuator 170, remains unactuated.The two rear rockers can be connected, in particular welded, to a rear cross tube in a rotationally fixed manner. The rear cross tube and thus the two rear rockers can be mounted on the seat frame side parts of the seat frame 120 so as to be pivotable about the fourth axis of rotation.

[0086] The first actuator can comprise an electric motor, a gearbox, a spindle nut, and a spindle. The spindle nut can be a rotatable and drivable component of the gearbox and can preferably be arranged in a gearbox housing of the gearbox. The first actuator can connect the rear swing arm and the base 110 in an angularly adjustable manner and preferably directly to one another, i.e., not via further gearbox elements of the adjustment kinematics 140. For this purpose, the spindle can be articulated eccentrically to the fifth axis of rotation on the rear swing arm. The motor and the gearbox can be fixedly connected to the adapter 116 of the base 110. By actuating the motor, the spindle nut can rotate, so that the spindle is moved relative to the gearbox and the rear swing arm pivots.

[0087] To provide the tilt position of the seat frame 120 and the backrest 104, the adjustment kinematics 140 has the second actuator 170. By means of the second actuator 170, the seat frame 120 can be raised in its front region and pivoted about the fourth axis of rotation. By means of the second actuator 170, the angle between the second front swing arm and the seat frame 120 can be adjusted, although the angle between the rear swing arm and the base 110 preferably remains constant as long as the first actuator remains unactuated. Along with the seat frame 120, the backrest 104, which is hinged to the seat frame 120 by means of the fittings 106, is also pivoted rearward, in this case about the fourth axis of rotation, so that the tilt position of the seat frame 120 and the backrest 104, and thus of the vehicle seat 100, is provided.

[0088] The second actuator 170 comprises an electric motor 172, a gear 174, a spindle nut, and a spindle. The second actuator 170 connects one of the two second front rockers to a carriage 202 in an angularly adjustable manner. Preferably, the two second front rockers are connected to each other by means of a connecting tube. The connecting tube runs parallel to, but spaced from, the second axis of rotation and the third axis of rotation.

[0089] The spindle of the second actuator 170, in particular an end region of the spindle, is connected to the second front rocker, preferably pivotable about a pivot axis. The pivot axis can be arranged between the second rotation axis and the third rotation axis. The gear 174 is connected to the carriage 202.

[0090] During normal operation of the vehicle seat 100, the slide 202 is rigidly connected to the base 110. However, under high loads (particularly a crash load), the slide 202 has limited mobility relative to the base 110. This relative movement between the slide 202 and the base 110 allows the setting of the adjustment kinematics 140 to be changed via the second actuator 170 without having to actuate the electric motor 172 of the second actuator 170.

[0091] In this case, the carriage 202 has an elongated hole 204 and a fork 206. The elongated hole 204 runs largely parallel to the longitudinal direction x. The fork 206 is a slot that opens to the rear and also runs largely parallel to the longitudinal direction x. A bolt 117, which is firmly connected to the base 110, is arranged within the elongated hole 204 in an end region of the elongated hole 204. In this case, the bolt 117 is aligned with the first axis of rotation I. The bolt 117 can also be the bearing bolt of the first front rocker arm 142.

[0092] Preferably, an end region of the elongated hole 204 facing away from the fork 206 has a circular arc-shaped contour with a diameter corresponding to the diameter of the bolt 117, so that the slide 202 is held on the bolt 117 by the circular arc-shaped contour during normal operation of the vehicle seat 100. The remaining region of the elongated hole 204 preferably has a constant height (perpendicular to the longitudinal direction x) that is smaller than the diameter of the bolt 117, so that the elongated hole 204 can only slide along the bolt 117 with plastic deformation of the material around the elongated hole 204. A screw 118, which is firmly connected to the base 110, is arranged within the fork 206 and additionally secures the slide 202 to the base 110 during normal operation of the vehicle seat 100.

[0093] The elongated hole 204 and the bolt 117 arranged therein are components of a blocking device embodied as a force-reducing device 220. The force-reducing device 220 serves to achieve targeted force reduction through deformation and / or displacement of material and / or to achieve targeted movements, in particular of the adjustment kinematics 140 of the vehicle seat 100, in the event of an overload. The force reduction can protect components of the vehicle seat 100 from excessive loading. In this case, the term force reduction also encompasses energy reduction, because the force reduction occurs under a relative movement between the bolt 117 and the elongated hole 204.

[0094] In addition to the elongated hole 204 and the bolt 117 arranged therein, the force reduction device 220 preferably comprises at least one further force reduction element 222; 224; 226, which is arranged next to the elongated hole 204 in such a way that the bolt 117 also extends through the at least one force reduction element 222; 224; 226.

[0095] When an overload occurs, in particular a crash load with a force component acting in the longitudinal direction x, on the vehicle seat 100, the carriage 202 moves along the base 110, wherein the elongated hole 204 and the at least one force reduction element 222; 224; 226 are deformed and / or destroyed by the bolt 117 in that the bolt 117 undergoes a relative displacement within the elongated hole 204.

[0096] In Fig. 3, a first force-reducing element 222, a second force-reducing element 224, and a third force-reducing element 226 are shown side by side in the manner of an exploded view. A force-reducing device 220 according to the invention has at least one or more of these force-reducing elements 222; 224; 226. Individual force-reducing elements 222; 224; 226 can also be combined with one another to provide force-reducing devices 220 with defined force-reducing characteristics. The bolt 117 preferably extends through the elongated hole 204, which in this case also acts as a force-reducing element, and the force-reducing elements 222; 224; 226 used in each case.

[0097] The first force-reducing element 222 has a slot-shaped opening 222a and a plurality of cams 222b. The cams 222b extend into the opening 222a in such a way that the bolt 117 can only be displaced within the opening 222a and along the slot 204 by deforming the cams 222b.

[0098] The second force-reducing element 224 has a slot-shaped opening 224a and a plurality of webs 224b. The webs 224b divide the opening 224a into several sub-areas, so that the bolt 117 can only be displaced within the opening 224a and along the slot 204 by destroying the webs 224b.

[0099] The third force reduction element 226 has a slot-shaped opening 226a, wherein the opening 226a is conical, so that the bolt 117 can be displaced within the opening 226a and along the slot 204 only with increasing friction and increasing deformation.

[0100] Fig. 4 shows a diagram with different force reduction characteristics 301; 302; 303; 304; 305, wherein the force reduction characteristics 302; 303; 304; 305 can each be achieved by using individual or different combinations of the force reduction elements 222; 224; 226 shown in Fig. 2. The force reduction characteristics 301; 302; 303; 304; 305 show a force F (in N) acting in the longitudinal direction x, for example on the bolt 117, as a function of a displacement s (in mm) of the bolt 117 in the longitudinal direction x in the elongated hole 204. The numerical values ​​mentioned in the diagram in Fig. 3 are only examples and can vary considerably depending on the design / use of the invention.

[0101] The force reduction characteristic curve 301 represents, in an idealized and exemplary manner, a force curve as it results through the elongated hole 204 without the use of an additional force reduction element 222; 224; 226. The force reduction characteristic curve 302 shows a pulsating force curve that is modified compared to the force reduction characteristic curve 301 and results from the use of a force reduction element 224 with webs 224b.

[0102] The force reduction characteristic curve 303 shows a force curve that is modified compared to the force reduction characteristic curve 301 with point-based force influence, which results from the use of a force reduction element 222 with cam 222b.

[0103] The force reduction characteristic curve 304 shows a linear force curve which is modified compared to the force reduction characteristic curve 301 and which results from the use of a force reduction element 226 with a conical, slot-shaped opening 226a.

[0104] The force reduction characteristic curve 305 shows a force curve which is different from the characteristic curve 301 and which results from a combination of a force reduction element 224 with webs 224b and a force reduction element 226 with a conical, slot-shaped opening 226a.

[0105] In the present case, the elongated hole 204 is provided in the carriage 202, and at least one force-reducing element 222; 224; 226 is formed separately from the carriage 202. The carriage 202 also acts as a force-reducing element in the region of the elongated hole 204.

[0106] In a further modification of the exemplary embodiment, the elongated hole is not formed in the slide, but rather an integral part of another force-reducing element. In a further modification of the exemplary embodiment, the elongated hole is not formed in a slide, but rather in another component of the vehicle seat. The slide can also be integrated into another component of the vehicle seat, or other components of a vehicle seat can be designed as a slide. A force-reducing device according to the invention is thus suitable for various applications in vehicle seats, insofar as forces on components must be limited or reduced in the event of an overload, or if the movement sequences of components of the vehicle seat are to be specifically influenced.During normal operation of the vehicle seat 100, the carriage 202 is secured against displacement relative to the base 110 by means of the blocking device embodied as a force reduction device 220. In the event of an overload, the carriage 202 can be displaced relative to the base 110. The displacement between the carriage 202 and the base 110 reduces forces acting on components of the vehicle seat 100 and / or on an occupant. Furthermore, the angle between the first front rocker arm 142 and the second front rocker arm is changed, in this case reduced, so that the seat is pivoted from the reclined position toward the upright position without the need to activate the second actuator 170.

[0107] The features disclosed in the above description, the claims and the figures may be important both individually and in combination for the realization of the invention in its various embodiments, as long as they remain within the scope of the claims.

[0108] List of reference symbols

[0109] Vehicle seat Seat substructure Backrest Fitting Base Seat rail Floor rail Adapter Bolt Screw Seat frame Adjustment kinematics First (front) swing arm Second (front) swing arm (second) Actuator Electric motor

[0110] Gear spindle eccentric plate slide slot fork

[0111] Blocking device, predetermined breaking component, bottleneck

[0112] Force reduction device (first) force reduction element a opening b cam (second) force reduction element 224a opening

[0113] 224b Bridge

[0114] 226 (third) force reduction element

[0115] 226a Opening

[0116] 301 Power reduction curve

[0117] 302 Power reduction curve

[0118] 303 Power reduction curve

[0119] 304 Power reduction curve

[0120] 305 Force reduction characteristic a angle

[0121] I first axis of rotation

[0122] II second axis of rotation

[0123] III third axis of rotation

[0124] A articulation axis

[0125] F Force s Displacement x Longitudinal direction y Transverse direction z Vertical direction

Claims

Patent claims 1. A vehicle seat (100), in particular for an autonomously driving motor vehicle, comprising adjustment kinematics (140), the adjustment kinematics (140) comprising a first gear member and a second gear member, which are adjustable, in particular pivotable, relative to one another by means of an actuator (170), characterized in that the actuator (170) or one of the two gear members is connected to a carriage (202), wherein a blocking device (210; 220) locks the carriage (202) relative to another component of the vehicle seat (100), in particular relative to a base (110) of the vehicle seat (100), and the blocking device (210; 220) releases a relative displacement between the carriage (202) and the other component of the vehicle seat (100) upon the occurrence of an overload, in particular a crash load, acting on the vehicle seat (100).

2. Vehicle seat (100) according to claim 1, characterized in that the vehicle seat (100) has a seat substructure (102) and a backrest (104) hinged to the seat substructure (102), wherein the seat substructure (102) has a base (110), a seat frame (120) and an adjustment kinematics (140) effective between the base (110) and the seat frame (120).

3. Vehicle seat (100) according to claim 1 or 2, characterized in that the first transmission member is designed as a first rocker (142), in particular as a first front rocker (142).

4. Vehicle seat (100) according to claim 3, characterized in that the second transmission member is designed as a second rocker (144), in particular as a second front rocker (142), which can be pivoted relative to the first rocker (142) by means of the actuator (170).

5. Vehicle seat (100) according to claim 4, characterized in that the actuator (170) or one of the two rockers (142, 144) is connected to a carriage (202) which can be locked by the blocking device (210; 220), wherein the blocking device (210; 220) releases a relative displacement between the carriage (202) and the base (110) when an overload, in particular a crash load, acts on the vehicle seat (100).

6. Vehicle seat (100) according to one of claims 2 to 5, characterized in that the vehicle seat (100) can be transferred from an upright position into a tilted position, in which the seat frame (120) and the backrest (104) each have an angle of inclination relative to a longitudinal direction (x), which enables a predominantly lying position of a vehicle occupant, in particular a vehicle driver, in particular in an autonomous ferry operation.

7. Vehicle seat (100) according to claim 6, characterized in that the vehicle seat (100) can be transferred from the tilted position into the upright position by the occurrence of the overload acting on the vehicle seat (100), in particular crash load, by the relative displacement between the carriage (202) and the base (110).

8. Vehicle seat (100) according to one of claims 4 to 7, characterized in that the first rocker (142) is articulated to the base (110), in particular to an adapter (116) of the base (110), so as to be pivotable about a first axis of rotation (I), the second rocker (144) is articulated to the first rocker (142) so as to be pivotable about a second axis of rotation (II), and the second rocker (144) is articulated to the seat frame (120) so as to be pivotable about a third axis of rotation (III).

9. Vehicle seat (100) according to claim 8, characterized in that a further, in particular rear, rocker is pivotally connected to the seat frame (120) about a fourth axis of rotation and pivotally connected to the base (110), in particular an adapter (116) of the base (110), about a fifth axis of rotation.

10. Vehicle seat (100) according to one of claims 1 to 9, characterized in that the blocking device is designed as a force reduction device (220) comprising a component, in particular a bolt (117), which cooperates with at least one force reduction element (222, 224, 226).

11. Vehicle seat (100) according to claim 10, characterized in that the component is arranged at least in sections in an opening (222a, 224a, 226a) of the at least one force-reducing element (222, 224, 226) and is displaceable within the opening (222a, 224a, 226a) with plastic deformation of the force-reducing element (222, 224, 226).

12. Vehicle seat (100) according to claim 11, characterized in that the component is displaceable within the opening (222a) of the force reduction element (222) under plastic deformation of cams (222b) of the force reduction element (222).

13. Vehicle seat (100) according to claim 11 or 12, characterized in that the component is displaceable within the opening (224a) of the force-reducing element (224) under a partial breakage of the force-reducing element (224), in particular under a breakage of at least one web (224b) of the force-reducing element (224).

14. Vehicle seat (100) according to one of claims 11 to 13, characterized in that the component is displaceable in a conical opening (226a) of the force-reducing element (226) with plastic deformation of the force-reducing element (226), in particular with plastic deformation of at least one edge region of the force-reducing element (226).

15. Vehicle seat (100) according to one of claims 10 to 14, characterized in that the force reduction device (220) has at least two force reduction elements (222, 224, 226) with which the component cooperates.

Images