Vehicle seats with a seatbelt system

Abstract

To provide a vehicle seat that enables good belt guidance and deflection of a belt element, and remarkably improves comfort for a person sitting on the vehicle seat.SOLUTION: In a vehicle seat 1, a belt system 2 has a belt element 3, and a winding / unwinding mechanism which is so provided and designed as to wind and unwind the belt element 3. The belt system 2 has a deflection unit 5 with a deflection element 6, and the deflection element 6 is so provided and designed as to deflect the belt element 3 toward a person. The deflection unit 5 has a spacer element located on the vehicle seat 1, and the deflection element 6 is so provided and designed as to deflect the belt element 3 toward the person. The deflection unit 5, which deflects the belt element 3 toward the person, has the spacer element located on the vehicle seat 1, the deflection element 6 is located on a spacer element 7 so as to separate from the vehicle seat 1, and the spacer element 7 is elastically deformable.SELECTED DRAWING: Figure 2A

Description

Technical Field

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[0001] The present invention relates to a vehicle seat having a belt system, the belt system having a belt element and a winding and unwinding mechanism provided and designed to wind up and unwind the belt element, the belt system having a deflection unit having a deflection element, the deflection element being provided and designed to deflect the belt element in the direction of a person.

Background Art

[0002] Such systems are well known from the prior art, but have the fundamental drawback that due to being connected to the vehicle seat or relatively close to the vehicle seat, the deflection or ergonomic belt guidance is not uniformly provided for tall and short drivers. Furthermore, it is known from the prior art that since the belt deflector or belt guide is relatively rigid, it cannot follow small movements of a person sitting on the vehicle seat.

Summary of the Invention

[0003] Therefore, the object of the present invention is to provide a vehicle seat that enables good belt guidance and deflection of the belt element and can significantly improve the comfort of a person sitting on the vehicle seat.

[0004] This fundamental object is solved by a vehicle seat having a belt system having the features of claim 1.

[0005] The central idea of the present invention relates to providing a vehicle seat having a belt system, the belt system having a belt element and a winding and unwinding mechanism provided and designed to wind up and unwind the belt element, the belt system having a deflection unit having a deflection element, the deflection element being designed to deflect the belt element in the direction of a person. According to the present invention, the present application is characterized in that the deflection unit has an elastically deformable spacer element arranged on the vehicle seat, and the deflection element is arranged on the spacer element such that the deflection element is spaced apart from the vehicle seat.

[0006] The fact that the deflection element is spaced apart from the vehicle seat means that the deflection element is at a certain distance from the vehicle seat. Therefore, the deflection element is connected to the vehicle seat, particularly indirectly, by a spacer element.

[0007] Alternatively, the term "belt element" can also be understood as a belt strap. The winding and unwinding mechanism can also be understood as a belt retractor or belt winding element.

[0008] The formulation that a belt element can be deflected toward a person means, in particular, that the belt element can be guided and deflected by a deflection unit, and especially by a deflection element, so that the belt element can be deflected or guided toward a person by a winding and unwinding mechanism. In particular, a person is a person seated in a vehicle seat.

[0009] As already mentioned, the spacer element acts as an intermediate element between the deflection element and the vehicle seat.

[0010] The fact that a spacer element is designed to be elastically deformable means that the elastically deformable element can be elastically deformed, especially when a force, preferably a tensile force, is applied. This means that when no force acts on the spacer element, the spacer element is positioned at its zero position. When a force, especially a tensile force, acts on an elastically deformable spacer element, the spacer element can be elastically deformed by the force, i.e., the force acting on the spacer element; that is, the spacer element is bent, i.e., bent into a deformed state. When the spacer element is in a deformed state and no further force acts on it, the spacer element moves from the deformed state back to its zero position.

[0011] The forces acting on the spacer element refer specifically to forces that can be transmitted to the belt element by or as a result of forces acting on the belt element. For example, when a person sitting in a vehicle seat moves during acceleration or in the event of an accident, forces may act on the belt element. In these cases, since the person is trying to move relative to the vehicle seat, the person's movement is transmitted to the belt element and, correspondingly, to the spacer element.

[0012] Therefore, according to the present invention, it is particularly preferable that the deformable spacer element can be made to sufficiently follow even small movements of a person on the vehicle seat, thereby providing the person with improved comfort in relation to smaller movements on the vehicle seat.

[0013] In the latest technology, such tracking of the spacer element is not provided, so when force is applied to the belt element, the winding and unwinding mechanism is blocked, and consequently, the movement of a person on the vehicle seat is also blocked.

[0014] This drawback is corrected and improved by the present invention, particularly by the elastically deformable spacer element, ensuring more comfortable belt guidance.

[0015] In a particularly preferred embodiment, it is provided that an elastically deformable spacer element is designed such that when the spacer element is deformed up to a predetermined critical angle, the deformation of the spacer element is elastic, and beyond the critical angle, the deformation of the spacer element is plastic.

[0016] When the critical angle is reached, the load on the spacer element changes from a bending load to a tensile load, and the deformation switches from elastic to plastic.

[0017] The fact that a spacer element undergoes or is capable of plastic deformation from a certain critical angle means that the spacer element will undergo plastic deformation, especially when high or critical forces are applied, which means that the force can be absorbed to absorb the load on a person sitting in a vehicle seat. For smaller forces, the spacer element is intended to be able to undergo elastic deformation up to the critical angle. Therefore, plastic deformation or deformation has safety aspects, especially in the case of accidents, collisions, etc.

[0018] It is particularly preferable that the predetermined critical angle is 45°.

[0019] In particular, the vehicle seat according to the present invention can also satisfy the requirements or demands of SAE J2292, especially in conjunction with a predetermined critical angle, and can fully pass the tensile tests specified therein.

[0020] In a particularly preferred embodiment, the spacer element can be described in particular when the elastically deformable spacer element has a layered structure. Therefore, particularly preferably, the spacer element has a layered structure, preferably the layered structure includes at least two layers. Preferably, the layers of the layered structure can be of the same type. In the case of several layers, i.e., three or more layers, the individual layers can be formed identically to each other, and furthermore, the individual layers or additional layers can be formed differently. This makes it possible to design the spacer element according to the requirements at hand.

[0021] In a more preferred embodiment, the spacer element may include locking elements that interconnect different layers of the spacer element, preferably such that the angle does not exceed a predetermined critical angle, and thus be intended and designed to allow plastic deformation of the spacer element.

[0022] Furthermore, according to a preferred embodiment, the elastically deformable spacer element can be designed such that each layer of the layered structure is a leaf spring element. In a particularly preferred embodiment, the layers can be designed differently, as already described, and as a result, the leaf spring elements may also be different from one another.

[0023] In a more preferred embodiment, the spacer element can be elongated. Therefore, preferably, the spacer element has an extension direction in which the elongated extension of the spacer element extends. Furthermore, elongated means that the extension in height and width is smaller than the extension in the extension direction.

[0024] This makes it possible to position the spacer elements well in the vehicle seat and to adapt them to the challenges or needs of vehicle seats with belt systems.

[0025] More preferably, according to one embodiment, the spacer element has a first end and a second end. Particularly preferably, the first end is connected to a vehicle seat. Even more preferably, a deflection element can be positioned at the second end of the spacer element. Preferably, the spacer element is fixedly connected to a vehicle seat.

[0026] In order to further improve the comfort of a person sitting on a vehicle seat, it is particularly preferred that an elastically deformable spacer element is displaced and / or rotatably arranged relative to the vehicle seat. However, it may be possible for a person to adjust the position of the biasing element relative to the vehicle seat so that the biasing element is arranged in a correct position for the driver. As described above, the elastically deformable spacer element can be displaced relative to the vehicle seat. For example, here it is possible to provide a guide by means of one or more tongue elements and groove elements, preferably the groove is arranged on the spacer element and the tongue is arranged on the vehicle seat. Alternatively or cumulatively, the elastically deformable spacer element may be rotatably arranged relative to the vehicle seat. This may mean that by rotating the spacer element, the spacer element can be aligned accordingly.

[0027] Particularly preferably, the displacement or rotation of the spacer element relative to the vehicle seat constitutes a detachable connection, whereby the connection between the spacer element and the vehicle seat can be completely removed, and the spacer element can also be firmly reconnected to the vehicle seat, especially after displacement and / or rotation of the spacer element.

[0028] By the fixed connection of the spacer element to the vehicle seat, the corresponding good arrangement of the biasing element relative to the vehicle seat can be achieved, and the unintentional movement of the spacer element can be prevented in order to ensure a good application of force or force biasing to the biasing element or the spacer element.

[0029] The elastically deformable spacer element can be provided in a particularly advantageous manner when the spacer element consists of one or more metals and / or metal alloys. It may be particularly preferred that the spacer element consists of or is made of corrosion-resistant spring steel, especially stainless spring steel. By forming the spacer element from a metal or metal alloy, a good balance between deformation and stability or rigidity can be provided.

[0030] The material of the corrosion-resistant spring steel is particularly advantageous because this material can provide the properties required for the spacer element. Stainless steel is also readily available and can be purchased at a favorable price.

[0031] According to a particularly preferred embodiment, in order to further enhance the comfort of the user of the vehicle seat or a person on the vehicle seat, the deflection element can be rotatably connected to the elastically deformable spacer element. This means that the deflection element is rotatably connected to the spacer element, whereby a belt element that extends through the deflection element or can be deflected by the deflection element can easily follow the deflection of the belt element due to a lateral stress, i.e., the application of a force perpendicular to the tensile force.

[0032] Furthermore, according to a preferred embodiment, the vehicle seat can be provided with a backrest. More preferably, the elastically deformable spacer element is connected to the backrest. Preferably, this connection between the spacer element and the backrest is such that the spacer element is arranged at the rear, side and / or top of the backrest.

[0033] This means that the spacer element and, accordingly, the deflection element can be arranged accordingly so that the belt element can be arranged as well as possible with respect to a person sitting on the vehicle seat. The spacer element should be arranged so as not to interfere with the person during driving or the use of the vehicle seat. It is particularly preferred that the spacer element is arranged at the rear of the backrest. This is particularly advantageous when the winding and unwinding mechanism is also arranged at the rear of the backrest or on the back surface of the backrest. The attachment to the side of the backrest depends on the available space on the left or right with respect to the vehicle or the vehicle seat. Naturally, the same applies to the top of the backrest, so that a headrest may preferably be provided. When this headrest is provided, it is particularly preferred that the deflection element is arranged at the same height as the headrest.

[0034] In a more preferred embodiment, the winding and unwinding mechanism may be located on the back of the backrest. Even more preferably, the winding and unwinding mechanism may be located on the seat portion and / or the vehicle seat base of the vehicle seat. Thus, the seat portion can be understood as the element of the vehicle seat on which a person can sit. The vehicle seat base can be understood as representing the support portion on which the vehicle seat itself is placed.

[0035] This arrangement of the winding and unwinding mechanism allows the mechanism to move together with the vehicle seat or with the corresponding element when the vehicle seat is moved during longitudinal adjustment, width adjustment, and / or height adjustment. This also applies to the rotation of the vehicle seat. This means that the winding and unwinding mechanism can move together with the vehicle seat or the vehicle seat base, and therefore the mechanism can be arranged accordingly.

[0036] In a more preferred embodiment, a guide element may be positioned between the winding and unwinding mechanism and the deflection element to guide the belt element. This means that the guide element is intended and designed to guide the belt element provided accordingly, i.e., in this case, to guide the belt element toward the deflection element.

[0037] In a more preferred embodiment, the guide element can be positioned between the vehicle seat and the elastically deformable spacer element. This makes it possible to efficiently utilize the space between the vehicle seat and the spacer element, or between the backrest and the spacer element.

[0038] Alternatively, according to a more preferred embodiment, the guide element may be positioned opposite the vehicle seat and on the side of the elastically deformable spacer element. As a result, the corresponding guide element can be designed in a particularly advantageous manner to ensure that the belt element is guided particularly well.

[0039] According to an alternative embodiment, the belt element can be positioned between the vehicle seat and an elastically deformable spacer element, thereby eliminating the guide element. When the guide element is eliminated and the belt element is positioned between the spacer element and the vehicle seat, the guidance of the belt element is already essentially predetermined.

[0040] Further embodiments and further configurations within embodiments are applicable to other embodiments and can be freely combined with each other, as long as they do not correspond to opposing embodiments.

[0041] Further advantageous embodiments are shown in the dependent claims.

[0042] Further objectives, advantages, and usefulness of the present invention can be found in the following description in conjunction with the drawings.

[0043] The present invention will be described in more detail below with reference to the figures. [Brief explanation of the drawing]

[0044] [Figure 1A] This is a conventional vehicle seat. [Figure 1B] This is a vehicle seat according to the present invention. [Figure 1C] Figures 1A and 1B show a comparison of vehicle seats. [Figure 2A] This is a front view of a vehicle seat according to a preferred embodiment. [Figure 2B] Figure 2A is a side view of the vehicle seat. [Figure 2C] Figure 2A is a perspective view from the rear of the vehicle seats. [Figure 3A] This is a front view of a vehicle seat according to one embodiment. [Figure 3B] Figure 3A is a rear view of the vehicle seats. [Figure 4A] This is a front view of a vehicle seat according to one embodiment. [Figure 4B]Figure 4A is a rear view of the vehicle seats. [Figure 5A] This is a front view of a vehicle seat according to one embodiment. [Figure 5B] Figure 5A is a rear view of the vehicle seats. [Figure 6A] This is a spacer element located at the zero position. [Figure 6B] This is a spacer element located in a deformed position. [Figure 6C] This is a spacer element located in a deformed position. [Figure 7] This is a cross-sectional view of the deflection unit. [Figure 8A] This is a side view of the deflection unit. [Figure 8B] This is a cross-section along the BB. [Figure 8C] This is a cross-sectional view along the CC (Cross-Cut). [Figure 8D] This is a cross-sectional view along the DD. [Figure 9A] This is a diagram of the connecting plate. [Figure 9B] This is a connecting plate into which spacer elements are fitted. [Figure 9C] These are different rotational positions of the spacer element. [Figure 9D] These are the different displacement positions of the spacer element.

[0045] In the diagrams, identical components should be understood by their corresponding reference numerals. For clarity, some components may not have reference numerals in some diagrams, but are specified elsewhere. [Modes for carrying out the invention]

[0046] Figure 1A shows a vehicle seat 1 according to the known art, which has a backrest RL showing a deflection unit 5 having deflection elements 6. For clarity, the belt system 2 having belt elements 3 and a winding and unwinding mechanism 4 is omitted at this point.

[0047] As can be seen in Figure 1A, the deflection element 6 is positioned relatively close to the backrest RL, and therefore cannot provide ergonomic or comfortable guidance and deflection for the belt element 3.

[0048] In contrast, a vehicle seat 1 according to a preferred embodiment of the present invention is shown in Figure 1B, where the deflection element 6 of the deflection unit 5 is again positioned on the backrest RL of the vehicle seat 1. The deflection element 6 is connected to the backrest RL by a spacer element 7. The spacer element 7 allows the deflection element 6 to be positioned at a relatively large distance from the backrest RL, as shown in the figure.

[0049] Figure 1C shows a comparison between a conventional vehicle seat 1 and a vehicle seat 1 according to the present invention, clearly illustrating how the placement of each deflection element 6 from the backrest RL or vehicle seat 1 differs.

[0050] By positioning the deflection element 6 further outward, better or more optimized ergonomics of the belt system 2 or guidance of the belt element 3 becomes possible. Particularly preferable, compared to the prior art shown in Figure 1A, the deflection element 6 can be positioned further outward by more than 100 mm in the width direction B and more than 50 mm in the height direction H relative to the vehicle seat 1 in the entire figure. Particularly preferable, the deflection element 6 can be positioned further outward by up to 130 mm in the width direction B and up to 80 mm in the height direction H compared to the prior art.

[0051] Further embodiments, configurations, and features of the present invention are illustrated in more detail in the following figures.

[0052] Figure 2A shows a vehicle seat 1 according to a preferred embodiment from the front, Figure 2B shows a side view, and Figure 2C shows a rear perspective view.

[0053] As can be seen from the figure, a vehicle seat 1 according to a preferred embodiment comprises a backrest RL, a seat portion ST, and a vehicle seat base UT, the vehicle seat base UT being positioned below the seat portion ST, and the seat portion ST being connected to the vehicle seat base UT. The vehicle seat base UT more preferably comprises a spring and / or damping unit 18, which are characterized as examples only in this example, and the spring unit and damping unit themselves are omitted.

[0054] Furthermore, the vehicle seat 1 may be equipped with a headrest K.

[0055] Furthermore, the belt system 2 is shown together with the belt element 3, and the belt system 2 can be a three-point belt known from the prior art. The deflection element 6 of the deflection unit 5 is connected to the vehicle seat 1, in this case the backrest RL, by a spacer element 7 and is spaced apart from the vehicle seat 1. The deflection element 6 is intended and designed to deflect the belt element 3 accordingly and guide the belt element 3 toward a person. The person can be imagined to be sitting in the seat ST or vehicle seat 1, although this is not shown here. Further details regarding the three-point belt may be omitted.

[0056] In Figure 2B, the vehicle seat 1 shown in Figure 2A is shown in a side view, and the winding and unwinding mechanism 4 can also be seen here. In this case, the winding and unwinding mechanism 4 is connected to the vehicle seat base UT and is preferably positioned and connected to the vehicle seat 1 at the back of the vehicle seat 1. In this case, the winding and unwinding mechanism is connected to the vehicle seat base UT, but it is also conceivable that the winding and unwinding mechanism 4 could be connected to the seat portion ST, backrest RL, or other elements of the vehicle seat 1.

[0057] In Figure 2C, the vehicle seats shown in Figures 2A and 2B are again depicted in a rearward perspective view.

[0058] Particularly preferably, the deflection element 6 and the deflection unit 5 are designed to guide the belt element 3, which may be provided by the winding and unwinding mechanism 4 shown in the embodiments shown in Figures 2A, 2B, and 2C, from the winding and unwinding mechanism 4, relatively considerably below the vehicle seat 1 and above the rear of the vehicle seat 1, and from the deflection element 6, from the rear above, to the front above and again downward.

[0059] Various possibilities or embodiments regarding the guidance of belt element 3 are shown in detail in the following figures.

[0060] In Figures 3A and 3B, the belt guide is designed so that no further guides are placed between the winding and unwinding mechanism 4 and the deflection element 6; that is, the belt element 3 is guided only on the back of the backrest RL by the winding and unwinding mechanism 4 and the deflection element 6.

[0061] The belt element 3 is intended to be positioned opposite the vehicle seat 1, away from it, and on the side of the spacer element 7. This means that, viewed from the longitudinal direction L, the spacer element is positioned behind the vehicle seat 1, and the belt element 3 is positioned behind the spacer element 7.

[0062] Figures 4A and 4B show alternative embodiments of Figures 3A and 3B, in which the belt element 3 is not positioned behind the spacer element 7, but rather positioned between the vehicle seat 1 and the spacer element 7. This means that, viewed from the longitudinal direction L, the belt element 3 is positioned behind the vehicle seat 1 and the spacer element 7 is positioned behind the belt element 3.

[0063] Referring to Figures 5A and 5B, further embodiments of the guide for the belt element 3 are shown, in which a guide element 16 is provided between the winding and unwinding mechanism 4 and the deflection element 6 with respect to the belt element 3 or its guide. According to Figure 5B of this application, the guide element 16 is connected to a spacer element 7. In principle, the guide element 16 can also be connected to a vehicle seat 1, for example, the backrest RL. In this case, the guide element 16 is designed to be able to guide the belt element 3 and deflect the belt element 3 slightly as needed.

[0064] In this embodiment shown in Figure 5B, the guide element 16 is positioned on the back of the spacer element 7 when viewed from the longitudinal direction L, and is connected to it.

[0065] In principle, the guide element 16 can also be positioned between the vehicle seat 1 or backrest RL and the spacer element 7, which is particularly advantageous when the belt guide of the belt element 3 is positioned between the vehicle seat 1 and the spacer element 7.

[0066] Further figures illustrate in more detail the operating modes of the spacer element 7 and embodiments or designs relating to the spacer element 7.

[0067] According to the present invention, the spacer element 7 is designed to be elastically deformable, that is, it is designed as an elastically deformable spacer element 7. More preferably, when no force is applied to the spacer element 7 by the movement of the belt element 3, the spacer element 7 is in the zero position, i.e., it is not deformed. However, when a tensile force acting on the belt element 3 acts on the spacer element 7, the spacer element 7 is deformed accordingly and therefore enters a deformed state. In particular, due to the fact that a tensile force acts on the spacer element 7, the spacer element 7 is deformed accordingly forward in the direction of the tensile force, i.e., preferably in the longitudinal direction L.

[0068] In Figure 6A, the spacer element 7 is shown at the zero position. This means that no force is acting on the belt element 3, and therefore no force is acting on the spacer element 7.

[0069] On the other hand, in Figure 6B, the spacer element 7 is shown in a deformed state, in which the force acting on the belt element 3 that is moving forward in the longitudinal direction L can, in turn, transmit force to the spacer element 7 via the deflection element 6, and as a result the spacer element 7 is deformed forward. Figure 6B also shows an embodiment in which the spacer element 7 is deformed forward. Figure 6B also shows an embodiment in which the belt element 3 is positioned at a zero position between the vehicle seat 1 and the spacer element 7, and is moved forward accordingly by the spacer element 7 together with the deflection element 6.

[0070] In Figure 6C, the initial situation is the same as in Figure 6B, but in this case, the belt element 3 is positioned behind the spacer element 7, and as a result, the belt element 3 moves together with the spacer element 7.

[0071] Figure 7 shows a cross-sectional view of a portion of the vehicle seat 1, which allows the spacer element 7, deflection element 6, and other features of the deflection unit 5 to be seen in the cross-sectional view.

[0072] It is particularly preferable that the deflection element 6 has a slot 20 designed and intended to be inserted into the spacer element 7 such that the spacer element 7 partially extends within the deflection element 6. More preferably, the slot 20 is designed to provide installation and clearance space for the movement of the spacer element 7 when the spacer element 7 is deformed. Furthermore, a first screw connection 19 is provided, which is also provided for connection between the deflection element 6 and the spacer element 7. Further details of the first screw connection 19 are provided in the following figures.

[0073] It can also be seen that the spacer element 7 has a layered structure 8 having at least several layers 9. The layers 9 are arranged to overlap each other. Each layer 9 is particularly preferably formed from a leaf spring element. This makes it possible to provide a particularly simple construction of the spacer element 7. In particular, the layered structure 8 having layers 9 is such that the layers 9 can move relative to each other when the spacer element 7 is deformed, that is, the layers 9 can shift or move relative to each other. This is advantageous in order to be able to follow the deformation or movement of the spacer element 7 due to the action of a force.

[0074] Figure 8A again shows the spacer element 7 having the deflection element 6, in which the vehicle seat 1 or the belt system 2 having the belt element 3 is omitted. Figure 8A shows further cross-sections, namely cross-section BB, which is first shown in Figure 8B, cross-section CC, which is shown in Figure 8C, and cross-section DD, which is shown in Figure 8D.

[0075] Figure 8B shows the deflection element 6 in more detail. In particular, the deflection element 6 is provided with a guide slot 21, which is designed to allow the belt element 3 to pass through the deflection element 6 and through the guide slot 21 from rear to front. The first screw connection 19 is also shown again, and the deflection element 6 further has a guide groove 22 designed so that the first screw connection 19 is positioned in the guide groove 22. The first screw connection 19 is positioned in a fixed position relative to the spacer element 7, and as a result, when the belt element 3 moves within the deflection element 6, for example, within the guide slot 21, the deflection element 6 moves due to the movement of the guide groove 22 relative to the first screw connection 19, and as a result, the deflection element 6 can rotate by an angle 23. The angle 23 is schematically shown in Figure 8B. The angle 23 is limited by the design or configuration of the guide groove 22, i.e., the length of the guide groove 22.

[0076] Figures 8C and 8D show in more detail a locking element 17 designed to enable or provide a critical angle 10 of deformation. The locking element 17 is such that layers 9 of the layer structure 8 are connected to each other by the locking element 17. The design of the locking element 17 is described in more detail below. As seen in Figures 8C and 8D, there is a locking connection 24 which may also be designed as a screw connection. A first screw connection 19 can also function as a locking connection 24. The locking connection 24 is such that layers 9 of the layer structure 8 of the spacer element 7 are connected to each other. On one side of the spacer element 7 or the first side 25, the locking connection 24 is precisely fitted into a corresponding hole 27. The hole 27 is preferably designed as a through opening. As shown in Figure 8D, on the other side of the spacer element 7 or the second side 26, the locking connection 24 is located in a slotted hole 28. When the spacer element 7 is deformed, the layer structure shifts relative to each other accordingly, and as a result, the locking connection 24 also undergoes a corresponding movement, which the locking connection 24 can follow well with this movement by designing or providing slot holes 28 on the second side 26. The slot holes 28 are designed so that the locking connection 24 can follow the movement of the spacer element 7 until it reaches each end of the slot holes 28. Reaching the ends of the slot holes 28 particularly preferably corresponds to a critical angle 10.

[0077] The connection or arrangement of the spacer element 7 to the vehicle seat 1 is shown in detail in the following diagram.

[0078] It is particularly preferable that the spacer element 7 can be connected to the vehicle seat 1, for example, the backrest RL, by a connecting plate 29. The provided connecting plate 29 may provide further functionality with respect to the rotational or displaceable properties of the spacer element 7. This is further illustrated in the following figures.

[0079] In particular, the connecting plate 29 has a hole 30, which is designed to be connected to the vehicle seat 1 or backrest RL by a corresponding element extending through the hole 30.

[0080] Furthermore, the connecting plate 29 has a first hole 31 and a second hole 32. Particularly preferably, the first hole 31 is located above the second hole 32 when viewed from the height direction H. The first holes 31 are spaced apart from each other in the width direction B. The same applies to the second hole 32.

[0081] Particularly preferably, the spacer element 7 is connected to the connecting plate 29 by the first hole 31 and the second hole 32.

[0082] Depending on the holes 31 and 32 through which the spacer element 7 is connected to the connecting plate 29, different positions of the spacer element 7 can be realized relative to the connecting plate 29 and, correspondingly, to the vehicle seat 1 or backrest RL.

[0083] Figure 9B of this application shows a connecting plate 29 in which a spacer element 7 is positioned. The spacer element 7 is connected to a first hole 31 and a second hole 32, or can be connected to the connecting plate 29 through these holes 31 and 32. A screw connection 34 is provided in the holes 31 and 32, which allows the spacer element 7 to be connected to the connecting plate 29. The connection to the first hole 31 is such that the spacer element forms a pivot 23 therein. More preferably, a slotted hole 35 is provided in the spacer element 7, which is designed to be movable relative to the screw connection 34. However, preferably, the screw connection 34 is also designed to prevent movement within or of the slotted hole 35, so as to allow the spacer element 7 to be firmly positioned relative to the connecting plate 29. Rotation of the spacer element 7 is possible depending on the configuration of the slotted hole 35.

[0084] In principle, the spacer element 7 can be connected to the connecting plate 29 through any first hole 31 and any second hole 32. Depending on which holes 31 and 32 are formed to fasten the spacer element 7 to the connecting plate 29, the arrangement of the spacer element 7 with respect to the connecting plate 29 will also change accordingly with respect to the vehicle seat 1.

[0085] Furthermore, the spacer element 7 is detachably connected to the connecting plate 29, so that the arrangement of the spacer element 7 can be adjusted according to the user's specifications while the vehicle seat 1 is in use.

[0086] Referring to Figure 9C, the arrangement of the spacer element 7 as described above is shown. Here, it is assumed that the spacer element 7 is released from the first hole 31, rotated relative to the connecting plate 29, and connected to another first hole 31. The connection with the second hole 32 remains unchanged. As can be seen from the figure, as a result, rotation or pivoting of the spacer element 7 occurs around the axis of rotation formed by the second hole 32.

[0087] Figure 9D shows another scenario in which the arrangement of the spacer element 7 is changed so that both its position and connection to the first hole 31 and the second hole 32 are altered.

[0088] All features disclosed in the application documents are claimed to be essential to the invention, provided that they are novel individually or in combination compared to the prior art. All listed features can be combined with each other in any way. [Explanation of Symbols]

[0089] 1. Vehicle seating 2 Belt System 3 Belt elements 4. Winding and unwinding mechanism 5 Deflection Units 6 Deflection element 7 Spacer elements 8 layer structure 9 layers 10 critical angle 11 First end of spacer element 12. Second end of the spacer element 13 Rear 14 Side 15 Top 16 Guide Elements 17. Rock elements 18. Spring and / or damping unit 19 First screw connection 20 slots 21 guide slots 22 Guide grooves 23 angle 24 Lock Connection 25 First side 26. The second side 27 holes 28 slot holes 29 Connecting plate 30 holes 31 The first hole 32 The second hole 33 Rotation axis 34 Screw connection 35 slot holes RL backrest ST seat UT Vehicle Seat Base K Headrest

Claims

1. A vehicle seat (1) having a belt system (2), wherein the belt system (2) comprises a belt element (3) and a winding and unwinding mechanism (4) designed to wind up and unwind the belt element (3), and the belt system (2) comprises a deflection unit (5) having a deflection element (6), wherein the deflection element (6) is designed to deflect the belt element (3) toward a person, The deflection unit (5) has a spacer element (7) positioned on the vehicle seat (1), the deflection element (6) is positioned on the spacer element (7) such that the deflection element (6) is spaced apart from the vehicle seat (1), and the spacer element (7) is elastically deformable. The elastically deformable spacer element (7) is positioned so as to be displaceable and / or rotatable relative to the vehicle seat (1), thereby causing the belt element (3) to be deflected laterally by a force perpendicular to the tensile force of the belt element (3). The elastically deformable spacer element (7) has a layered design having at least two layers (9), Each layer (9) is a leaf spring element, On the first side (25) of the spacer element (7), the locking connection (24) is fitted into the corresponding hole (27). On the second side (26) of the spacer element (7), the locking connection (24) is positioned in the corresponding slot hole (28). A vehicle seat (1) characterized in that when the spacer element (7) is deformed, the layers (9) shift relative to each other accordingly, and as a result, the locking connection (24) also moves along the slot hole (28).

2. The vehicle seat (1) according to claim 1, characterized in that the elastically deformable spacer element (7) is designed such that when the spacer element (7) is deformed up to a predetermined critical angle (10), the deformation of the spacer element (7) is elastic, and thereafter the deformation of the spacer element (7) is plastic.

3. The vehicle seat (1) according to claim 1 or 2, characterized in that the spacer element (7) is elongated and has a first end (11) and a second end (12), the first end (11) is connected to the vehicle seat (1), and the deflection element (6) is positioned at the second end (12).

4. The vehicle seat (1) according to claim 1 or 2, characterized in that the elastically deformable spacer element (7) is made of one or more metals and / or metal alloys, and the spacer element (7) is preferably made of corrosion-resistant spring steel.

5. The vehicle seat (1) according to claim 1 or 2, characterized in that the deflection element (6) is rotatably connected to the elastically deformable spacer element (7).

6. The vehicle seat (1) according to claim 1 or 2, characterized in that the vehicle seat (1) has a backrest (RL), and the elastically deformable spacer element (7) is connected to the backrest (RL), preferably the spacer element (7) is positioned at the rear (13), the side (14), and / or the upper part (15) of the backrest (RL).

7. The vehicle seat (1) according to claim 6, characterized in that the winding and unwinding mechanism (4) is arranged on the back of the backrest (RL), preferably on the seat portion (ST) and / or vehicle seat base (UT) of the vehicle seat (1).

8. The vehicle seat (1) according to claim 1 or 2, characterized in that a guide element (16) is arranged between the winding and unwinding mechanism (4) and the deflection element (6) in order to guide the belt element (3).

9. The vehicle seat (1) according to claim 8, characterized in that the guide element (16) is disposed between the vehicle seat (1) and the elastically deformable spacer element (7).

10. The vehicle seat (1) according to claim 8, characterized in that the guide element (16) is positioned away from and opposite the vehicle seat (1) and on the side of the elastically deformable spacer element (7).

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