Headrest with adjustment mechanism

Abstract

A headrest (2) for a vehicle seat (3) comprises an adjustment device (1), the adjustment device having at least two adjustment parts (10A-10D, 11A, 11B) and a driving element (13A-13D) movable along an axis (D), the driving element (13A-13D) is coupled to the adjustment parts (10A-10D, 11A, 11B) through an engaging driving contour (15A-15J), the driving contour is defined for each of the adjustment parts (10A-10D, 11A, 11B) and represents at least one adjustment path (B1-B5), at least one adjustment path (B1-B5) of the adjustment parts (10A-10D, 11A, 11B) has a twist with respect to the axis (D), and the axial movement of the driving element (13A-13D) along the axis (D) is adjusted It is extended from the control path (B1-B5) of at least one other control part among the control parts (10A-10D, 11A, 11B) to cause relative rotation between the parts (10A-10D, 11A, 11B).

Description

Technology Field

[0001] The present invention relates to a headrest having an adjustment device, a set of components for assembling the headrest and a method, and a method for controlling the headrest. Background Technology

[0002] The headrest of a vehicle seat can be adjusted by a depth-direction adjustment device along the axis of the direction of movement so that the distance of the impact element to the back of the vehicle occupant's head can be varied. At least two components can move relative to each other by means of this adjustment device.

[0003] One problem with many types of headrest adjusters is that each adjuster mechanism has play. This play can reduce the accuracy of adjustment and generally decrease comfort. For example, adjusters with play in vehicles may tend to produce an annoying rattling noise while driving. Furthermore, the adjusters can sometimes take up a lot of space, which is too large for some use cases.

[0004] One approach is to use a spindle actuator with a spindle oriented in the direction of displacement, that is, the direction of the vehicle's movement. However, the spindle oriented in the direction of movement must be housed within a very secure housing to avoid potential danger to the seat occupant's head in the event of a collision.

[0005] EP 1 661 753 A2 describes a headrest of a vehicle seat comprising a head support portion for supporting a passenger's head and a drive unit for moving the head support portion. A pair of crossbar links are provided therein, and each crossbar link is composed of an outer and an inner crossbar that are rotatably interconnected through a pivot pin. The problem to be solved

[0006] The objective of the present invention is to provide an improved headrest. means of solving the problem

[0007] This objective is achieved by a headrest having the features of claim 1.

[0008] Accordingly, a headrest for a vehicle seat comprises an adjustment device, and the adjustment device comprises at least (or exactly) two adjustment parts and one, in particular exactly one, driving element movable along an axis. The driving element is coupled to each adjustment part through an interlocking driving contour (the driving contours interlock with each other). The driving contour represents an adjustment path for each adjustment part, and at least one adjustment path of the adjustment parts has a twist with respect to the axis and differs from the adjustment path of at least one other adjustment part of the adjustment part so that the movement of the driving element along the axis (in particular axial movement) causes relative movement (in particular rotation) between the adjustment parts, in particular rotational movement (about the axis).

[0009] Thus, force can be applied to two or more (e.g., three) adjustment parts with a single easily adjustable drive element to adjust the adjustment parts relative to each other, for example, one adjustment part relative to another adjustment part(s) (e.g., two adjustment parts), or each adjustment part relative to each other adjustment part. In this case, opposing (relative to the torsional direction) adjustment paths are not required, and in particular, such paths are not provided. Possible tolerances can be maintained without play in a simple manner by external preload. This headrest can provide the ability to adjust in the x-direction of the vehicle coordinate system by means of an adjustment device and can be maintained without play in a particularly simple manner. Since the adjustment device can be designed to be flat, the headrest can be set in a particularly flat configuration. In the case of an adjustable headrest, adjustment is generally performed under no load or with a slight load applied. For example, in the proposed configuration, the force acting axially on the drive element when torque is applied can be reduced for the same overall gear ratio compared to a configuration with symmetrical counter-rotational torsion. By doing so, the load on the drive mechanism and motor housing can be reduced, thereby reducing the weight.

[0010] For example, a control path is a path along which a point on a corresponding control part moves relative to the driving element when the driving element is displaced relative to the control part along an axis. The movement of the driving element along the axis optionally causes one of the control parts to move to another control part, thereby causing the other control parts to move together, that is, not relative to each other. Alternatively, each control part may move relative to the other control part. The control device specifically serves to control at least two components relative to each other.

[0011] The headrest adjustment device may include at least three adjustment parts. This allows force to be applied symmetrically.

[0012] Optionally, the drive element has internal threads for engagement with a spindle extending along an axis, where the axis is the axis of rotation. The drive element acts as a spindle nut. Therefore, the direction of the internal threads defines the position of the axis of rotation. This provides reliable and efficient control.

[0013] The control paths of all control parts of the control device have a twist having the same rotational direction as the control path of one of the control parts, or alternatively, they run parallel to the axis of rotation. In other words, none of the drive contours exhibit a twist in the opposite direction to the other drive contours. In addition to the measures already described above, this enables simplified production.

[0014] In an exemplary design, the adjustment paths of the two outer adjustment parts of the adjustment section have a twist, and / or the adjustment path of the inner adjustment part positioned between the outer adjustment parts runs parallel to the axis of rotation (so it has no twist). Alternatively, the adjustment paths of the two outer adjustment parts of the adjustment section run parallel to the axis of rotation, and the adjustment path of the inner adjustment part positioned between the outer adjustment parts has a twist.

[0015] According to an additional improvement example, the twists of the adjustment paths of the two outer adjustment parts each have the same pitch. For example, each of these adjustment paths represents a spiral around a rotation axis. One full rotation around the rotation axis may have the same length along the rotation axis for both spirals. Alternatively, different pitches are provided (e.g., for the two outer adjustment parts). This allows the two adjustment parts to be adjusted at different speeds relative to the third adjustment part.

[0016] Specifically, the adjustment path for the inner adjustment part may be connected parallel to the rotation axis.

[0017] Optionally, at least two adjustment parts each form at least one scissor lever. The scissor levers intersect each other at an intersection. At the intersection, the two adjustment parts having scissor levers can rotate relative to each other about a rotation axis. Thus, force can be applied to two or more adjustment parts with a single driving element, a simple design, and particularly small play to adjust the adjustment parts relative to each other. Opposing adjustment paths are not required and are not provided. Since the driving element can move along the rotation axis passing through the intersection, a particularly compact design is possible. The scissor levers form a scissor motion mechanism. Here, the scissor motion mechanism can be driven and locked at an optimal point (e.g., gripping a spindle). Thus, optimal rigidity can be obtained.

[0018] For example, the headrest includes a base-type component having a mounting area, wherein the mounting area of ​​the scissor lever is mounted or can be mounted in the mounting area of ​​the base. This enables a modular configuration. A module with an adjustment mechanism can be mounted on the base, or alternatively, a non-adjustable front pad can be mounted on the base. Thus, the same design of the base can be used for many different applications.

[0019] Accordingly, optionally, a pre-assembled x-adjustment module including an adjustment section can be mounted to the base via the mounting area. Using the x-adjustment module allows for adjustment along the x-axis. The x-axis can be aligned horizontally and towards the back of the seat user's head during use.

[0020] According to one embodiment, the mounting area of ​​the scissor lever is positioned at the longitudinal end of the scissor lever. This enables a simple design that occupies only a small space.

[0021] Optionally, a latching element having, for example, an inlet chamfer is provided in at least one of the mounting areas of the base. The inlet chamfer may be designed to elastically deflect the corresponding scissor lever to the side. The scissor lever can then be snapped into a receiving portion defined by the latching element. Thus, the assembly of the headrest can be further simplified.

[0022] For example, the base is mounted or mountable to the headrest rod, particularly a pair of headrest rods, so as to be displaceable with respect to the headrest rod, particularly along the z-axis, and the z-axis may be different from the x-axis, particularly perpendicular or substantially perpendicular thereto. By this, a bidirectional adjustable headrest may be provided as part of a set of configurations that allows the base to be assembled to the front pad as an alternative to provide a headrest adjustable, particularly along the z-axis rather than the x-axis.

[0023] For example, the adjustment portion together forms a tubular receiving portion for a driving element. For example, the driving element can move along a rotational axis within the receiving portion. Thus, together with the driving element, the adjustment portion can form a tubular actuator.

[0024] At least one additional component may be coupled to the adjustment part and, in particular, may be movable. In particular, two components coupled to the adjustment part may be provided, wherein the two components may move relative to each other by the movement of the adjustment parts relative to each other. One of the components may be a base. The component is connected to each of the adjustment parts, for example, through a joint, for example, through a rotary joint or a sliding rotary joint. In this way, by the movement of a driving element along a rotational axis, rotation of the adjustment parts relative to each other may be caused in the first stage, and the rotation is converted into a movement that includes or consists of translational movement in the second stage. One of the components is a support element that optionally includes or supports a cushion of the headrest, such as an impact element.

[0025] When two components are moved relative to each other, the distance between the two components can be changed. In one configuration, one of the two components can be extended, and, for example, the other of the two components can be moved between a retracted position and an extended position, particularly by means of an adjustment part. For example, the extendable component is the impact element of the headrest.

[0026] The control device optionally includes a drive unit equipped with a motor. By activating the motor, one of the two components can move relative to the other of the two components. This enables automatic adjustment and improved comfort for the user.

[0027] The retracted position and the extended position define the kinematic range. According to one embodiment, a control unit (e.g., of a headrest, particularly of an adjustment device or a driving unit) is provided and is configured to control the operation of a motor such that the stop (fixed) adjustment of one of the two components relative to the other of the two components is limited to the retracted position and the adjustable range, where the adjustable range is smaller than the kinematic range. Meanwhile, a portion of the kinematic range between the retracted position and the adjustable range may not be permitted by the control unit. For example, the control unit does not stop the operation of the motor in the unpermitted range. For example, when a user attempts to adjust the headrest in the unpermitted range, the control unit continues the displacement of one of the two components until the component is in the retracted position or within the adjustable range. This avoids the mechanical end stop (defining the end of the kinematic range) that comes into contact with each other during use. Thus, rattling noise can be effectively avoided. In other words, the control unit is configured to prevent the (stop) setting of the headrest in an unacceptable range, which is between the retracted position and the adjustable range. The control unit may be configured to terminate the adjustment process only when one of the two components is placed in the retracted position or the adjustable range relative to the other of the two components.

[0028] According to one embodiment, a headrest is provided. The headrest comprises two components, one of which can move relative to the other of the two components between a retracted position and an extended position. The headrest further comprises a drive unit including a motor, wherein one of the two components moves relative to the other of the two components by the activation of the motor. In this regard, the retracted position and the extended position define a kinematic range, and a control unit is provided, configured to control the operation of the motor such that the (stop, steady, continuous) adjustment (taken and maintained) of one of the two components relative to the other of the two components is limited to the retracted position and the adjustable range, the adjustable range being smaller than the kinematic range. For further details regarding the control unit of this headrest, refer to the description above and below.

[0029] An end stop can define a retracted position or an extended position. For example, one end stop defines a retracted position and another end stop defines an extended position.

[0030] Additionally, the end stop(s) can be defined by the stop portions of the scissor levers. Contact between the stop portion of one scissor lever and the stop portion of another scissor lever prevents continuous movement of the scissor levers relative to each other. By providing such stop portions, a retracted position with particularly high rigidity and no play can be obtained.

[0031] According to one embodiment, the stop portion is positioned at the longitudinal end of the scissor lever. By doing so, particularly high rigidity can be obtained in the retracted position.

[0032] Optionally, a return spring is provided to apply a preload to two components in one direction, preferably in the direction in which the load is applied during use, particularly in a direction toward each other. Generally, a return spring may be provided to provide a preload between at least two adjustment parts. The return spring may act on an adjustment part or a component, or act on one adjustment part on one side and on one component on the other side. By means of the return spring, the adjustment device can be easily maintained without play.

[0033] One or more of the drive contours may be in the form of teeth. In this way, for example, inclination can be prevented as a large contact surface becomes possible. The drive contour representing a control path having torsion is designed, for example, as a torsion tooth and / or has at least one torsion groove. The teeth may represent a helical line. For example, at least one of the teeth is designed to extend helically around a rotation axis. Each of the torsion tooth(s) may, in each case, have a thread pitch greater than, for example, the thread pitch of the internal thread of the drive element. Alternatively or additionally, one or more teeth are axially aligned, that is, have an infinite thread pitch. The axially aligned teeth can generally be made particularly easily, for example, with an open-close tool,

[0034] For example, for each adjustment part, a driving contour is formed in each adjustment part, and a driving contour that engages with each is formed in a driving element. For example, the driving contour in at least one or all adjustment parts is designed in the form of an internal tooth, and the associated driving contour(s) in the driving element are designed in the form of an external tooth.

[0035] For example, the drive contours of the drive elements for each adjustment part are positioned next to each other along the rotation axis. This allows for easy provision of different adjustment paths for the adjustment parts.

[0036] Optionally, the drive element is designed as a single part. Alternatively, the drive element is designed as multiple parts, particularly two parts. This allows for material optimization in specific areas of the drive element and also enables simplified manufacturing of the control device. The two parts may be connected to each other in a rotary fixed manner or can be connected. For example, the drive element comprises at least two parts, and one part may be made of a different material or a combination of different materials from the other part. For example, the drive element comprises an input part and an output part. The input part has internal threads. The output part has at least one of the drive contours. For example, both parts are each made of plastic, particularly different plastics. An integral drive element may also be made of plastic.

[0037] The drive part can be firmly connected to the output part by the scraper rib without any particular play. As a result, the parts can be connected to each other particularly stably.

[0038] The input section can be securely connected to or connected to the output section via a snap-in connection (or in another way). For example, the two sections can or are plugged into each other. This enables easy assembly. Alternatively or additionally, a material locking connection, such as a welded connection, is provided. Specifically, the connection is first made by a scraper rib, and this connection can be secured by an additional positive fit and / or material connection.

[0039] In an additional improvement example, the input portion is optimized for sliding. For example, the input portion has a lower coefficient of sliding friction compared to the output portion (particularly in the material of the steel and / or spindle). As a result, the internal threads can engage particularly smoothly with the spindle.

[0040] Alternatively, or additionally, the output portion has higher strength than the input portion (and / or is made of, for example, high-strength plastic). This enables a safe and long-lasting engagement of the corresponding drive contours. Furthermore, a portion of the drive element made of a stronger material may have a drive contour with a smaller maximum outer diameter (perpendicular to the axis of rotation) than the other portion. Thus, the assembled drive element can be inserted into the tubular receiving portion of the adjustment portion from one side.

[0041] Optionally, the output portion (perpendicular to the axis of rotation) has the same maximum outer diameter as the input portion. Due to the two-part design, the still individual parts of the drive element can be inserted into the receiving portions of the adjustment portions on both sides and fastened to each other, specifically thereto. For example, the intermediate drive contour (e.g., an axially aligned tooth) has a smaller outer diameter than the outer drive contour.

[0042] According to one embodiment, a headrest for a vehicle seat is provided, and the headrest may be designed particularly according to the embodiment or form described herein. The headrest comprises two components and a control device, and the control device has a drive unit comprising at least two control parts and a motor. By activating the motor, one of the two components is moved relative to the other of the two components. By means of the control part, one of the two components can move relative to the other of the two components between a retracted position and an extended position that defines a kinematic range, and a control unit is configured to control the operation of the motor such that the stop control of one of the two components relative to the other of the two components (control of the position the component takes and holds) is limited to the retracted position and the adjustable range. The adjustable range is smaller than the kinematic range. The adjustable range is displaced from the retracted position.

[0043] According to one embodiment, a set of components for assembling a headrest is provided. This set of components includes a height adjustment module having a component having a mounting area, and a depth adjustment module having a mounting area that can be mounted in the mounting area of ​​the height adjustment module to assemble a height and depth adjustable headrest according to the embodiment or example described herein in particular. The set of components also includes a front pad, which, alternatively, has a mounting area that can be mounted in the mounting area of ​​the height adjustment module to assemble a height adjustable headrest (which is not depth adjustable). With a modular configuration, the same height adjustment module can be used for an increased number of usage cases.

[0044] According to one embodiment, a method for assembling a headrest is provided. The method comprises the step of providing a height adjustment module having a component having a mounting area, in particular, providing a depth adjustment module having a mounting area that can be mounted in the mounting area of ​​the height adjustment module to assemble a height and depth adjustable headrest according to the embodiment or example described herein. The method further comprises the step of (also alternatively) providing a front pad having a mounting area that can be mounted in the mounting area of ​​the height adjustment module to assemble a height adjustable (height only adjustable) headrest. The method further comprises the step of mounting the depth adjustment module or the front pad to the height adjustment module (by means of the mounting area) to assemble a height and depth adjustable headrest or a height adjustable (height only adjustable) headrest.

[0045] According to one embodiment, a method for controlling the adjustment of a headrest for a vehicle seat is provided, particularly according to the embodiment or example described herein. The headrest comprises two components and a driving unit having at least two adjustment parts and a motor. By activating the motor, one of the two components is moved relative to the other of the two components, and by means of the adjustment part, one of the two components can be moved relative to the other of the two components between a retracted position and an extended position that defines a kinematic range. The method comprises the step of controlling the operation of the motor such that the stop adjustment of one of the two components relative to the other of the two components is limited to a retracted position and an adjustable range, wherein the adjustable range is smaller than the kinematic range.

[0046] According to one embodiment, a vehicle seat is provided that includes a headrest equipped with an adjustment device according to any configuration described herein. For the advantages of this vehicle seat, reference should be made to the advantages mentioned for the headrest.

[0047] The idea forming the basis of the present invention will be explained in more detail below using the embodiments shown in the drawings. Brief explanation of the drawing

[0048] Figure 1 shows a perspective view of a headrest having an adjustment device in a retracted position. Figure 2 shows a partially cut open perspective view of a headrest as shown in Figure 1. Figure 3a shows a side view of a headrest as shown in Figures 1 and 2. Figure 3b shows a cross-sectional view of a headrest along the AA cross-section shown in Figure 3a. FIG. 4 is a perspective view of the headrest shown in FIG. 1 to 3b, in which the adjustment device is shown in an extended state. Figure 5a shows a side view of the headrest as shown in Figure 4. Figure 5b shows a cross-sectional view of the headrest along the BB cross-section shown in Figure 5a. FIGS. 6a to 6c show diagrams of the driving elements of the headrest adjustment device according to FIGS. 1 to 5b. FIG. 7 shows a cross-sectional view of a driving element for a headrest adjustment device according to FIGS. 1 to 5b. FIGS. 8a and 8b show diagrams of a driving element for a headrest adjustment device according to FIGS. 1 to 5b. Figure 9 shows a perspective view of a headrest having an adjustment device in a retracted position. FIG. 10a shows a side view of a headrest according to FIG. 9. FIG. 10b shows a cross-sectional view of a headrest along the FF cross-section shown in FIG. 10a. Figure 11 shows a vehicle seat with a headrest. FIGS. 12a to 12c illustrate different steps of a method for assembling a headrest having a height-adjustment module and a depth-adjustment module. FIG. 13 shows an assembled headrest that is adjustable in height and depth. FIGS. 14a to 14c show details of the attachment of the depth-adjustment module to the height-adjustment module according to FIGS. 12a-12c. FIGS. 15a to 15c show different adjustment positions of the two components of the headrest relative to each other. Figures 16a and 16b show the kinematic end positions of the headrest in Figures 15a-15c. Specific details for implementing the invention

[0049] FIGS. 1 through 5b show different drawings of a headrest (2) for a vehicle seat. The headrest (2) includes an adjustment device (1) that can be displaced from a retracted position to an extended position. FIGS. 1 through 3b show the retracted position, and FIGS. 4 through 5b show the extended position. The headrest (2) may also be adjusted to several intermediate positions between the retracted position and the extended position. The adjustment device (1) includes a tubular actuator, which is described in more detail below.

[0050] The headrest (2) includes a base (20) mounted on a headrest rod (22). The headrest rod (22) is used to attach the headrest (2) to a vehicle seat. The headrest rod (22) has two parallel sections. In this example, the headrest rod (22) is U-shaped. Additionally, the headrest (2) includes an impact element (21) which can be designed, for example, in the form of a plate. The impact element (21) can be seen in the side view of FIG. 3A. The impact element (21) defines a bumper surface provided to support the seat user's head, particularly in the event of a vehicle collision. To absorb the impact of the head on the impact element (21) as well as possible, the impact element (21) can be adjusted along the longitudinal direction (X) in this case relative to the base (20) by an adjustment device (1). This adjustability also allows the headrest (2) to be adjusted to be particularly ergonomically comfortable. Additional elements, such as a separate front pad (e.g., a foam support), can be attached to the impact element (21).

[0051] The control device (1) includes a double scissor mechanism. It is formed by multiple, in this case three, control parts (10A, 10B, 11A). Two outer control parts (10A, 10B) are provided, each forming a scissor lever (100). Additionally, an inner control part (11A) is provided positioned between the two outer control parts (10A, 10B). The inner control part (11A) forms two scissor levers (110). The inner control part (11A) is H-shaped and has a cross member (111) connecting the two scissor levers (110). In the example shown, the inner control part (11A) is designed as a single piece. The first control parts (10A, 10B) are also each designed as a single piece.

[0052] Each scissor lever (100) of the outer adjustment parts (10A, 10B) is positioned adjacent to one of the scissor levers (110) of the inner adjustment part (11A). The adjacent scissor levers (100, 110) intersect each other at an intersection point (K). Each scissor lever (100, 110) extends to two longitudinal ends, and the intersection point (K) is located between the longitudinal ends of each scissor lever (100, 110). The scissor levers (100, 110) can be rotated relative to each other around a rotation axis (D). The rotation axis (D) passes through the intersection point (K) of the two pairs of scissor levers (100, 110).

[0053] Each scissor lever (100, 110) is connected to a base (20) through one of its longitudinal ends. In this case, the scissor lever (110) of the inner adjustment part (11A) is pivotally mounted to the base (20) via a rotational joint (DG). The scissor levers (100) of the outer adjustment parts (10A, 10B) are each mounted to a sliding rotational joint (SG) on the base (20), and in the illustrated example, the rotational joint is formed as a protrusion that is rotatably mounted to a slotted guide in each case. The rotational joint (DG) is formed as a dome (16) that is rotatably mounted to a receiving part. In the illustrated example, the dome (16) is formed on the corresponding scissor lever (100, 110). An optional reinforcing support (17) connects the ends of the scissor levers (100, 110) that can move together.

[0054] In this case, regarding the intended use of the headrest (2), the rotational joint (DG) is positioned at the top and the sliding rotational joint (SG) is positioned at the bottom, but other arrangements can also be considered. Additionally, it would also be possible to mount the inner adjustment part (11A) at the base (20) through the sliding rotational joint and the outer adjustment part (10A, 10B) through the rotational joint.

[0055] At each different longitudinal end, the scissor levers (100, 110) of the outer adjustment parts (10A, 10B) and the inner adjustment part (11A) are connected to the impact element (21), in this case connected to the scissor lever (100) of the outer adjustment part (10A, 10B) (at the top) via a rotational joint (DG) and connected to the scissor lever (110) of the inner adjustment part (11A) (at the bottom) via a sliding rotational joint (SG). By rotating the outer adjustment part (10A, 10B) relative to the inner adjustment part (11A), the adjustment device (1) can be displaced between a retracted position and an extended position.

[0056] To drive the corresponding control movement, the control device (1) includes a drive unit (14). This drive unit (14) includes an electric motor. The drive unit (14) is attached to one of the control parts (10A, 10B, 11A), in this case, the outer control part (10A) (or alternatively, for example, the inner control part (11A)). Thus, when the control parts (10A, 10B, 11A) are controlled relative to each other, the drive unit (14) also moves relative to the base (20) (and relative to the impact element (21).

[0057] The drive unit (14) drives the spindle (12) (via a gearbox) (see Figs. 3b, 4 and 5b in particular). The spindle (12) extends along the rotation axis (D). When the drive unit (14) is activated, the spindle (12) rotates around the rotation axis (D). It is worth noting that the spindle (12) is not positioned parallel to the direction of adjustment but perpendicular to the direction of adjustment. Correspondingly, when mounted on a vehicle where the direction of adjustment is parallel to the (normal, straight) direction of movement, the spindle (12) is positioned perpendicular to it.

[0058] The spindle (12) has an external thread (120). The external thread (120) engages with the internal thread (130) of a drive element in the form of a spindle nut (13A). The spindle nut (13A) has several drive contours (15A-15C) (see FIG. 2 and 4 in particular). The drive contours (15A-15C) are formed on the outer shell surface of the spindle nut (13A) (side by side when viewed along the rotation axis (D)). One drive contour (15A, 15B, 15C) is assigned to each of the adjustment parts (10A, 10B, 11A). Each of the adjustment parts (10A, 10B, 11A) has a drive contour (15D-15F). The driving contours (15D-15F) of each adjustment part (10A, 10B, 11A) engage with the driving contours (15A-15C) of the spindle nut (13A) assigned to each adjustment part (10A, 10B, 11A) (for relative rotation around the rotation axis (D) in positive connection).

[0059] The driving element (13A) is coupled to the control parts (10A, 10B, 11A) through an interlocking driving contour (15A-15F) representing at least one control path (B1-B3) for each control part (10A, 10B, 11A), and at least one control path (B1-B3) of the control parts (10A, 10B, 11A) has a twist with respect to the rotation axis (D) and is different from the control path (B1-B3) of at least one other control part of the control parts (10A, 10B, 11A), so that the movement of the driving element (13A-13C) along the rotation axis (D) causes relative movement between the control parts (10A, 10B, 11A).

[0060] The drive contours (15A-15F) are each designed in the form of teeth (each interlocking). The drive contours (15A-15C) of the spindle nut (13A) are designed in the form of external teeth, and the drive contours (15D-15E) in the adjustment parts (10A, 10B, 11A) are each designed in the form of internal teeth. Due to the interlocking, the drive contours (15A, 15C, 15D, 15F) for the external adjustment parts (10A, 10B) each represent a plurality of adjustment paths (B1-B3). Along the adjustment paths (B1-B3), the adjustment parts (10A, 10B, 11A) and the spindle nut (13A) slide along each other when the spindle nut (13A) is displaced relative to the adjustment parts (10A, 10B, 11A) along the rotation axis (D). Since the driving contours (15A-15F) are each formed by interlocking teeth, these control paths (B1-B3) are each represented by teeth that engage with the grooves. This enables movement that is guided with particularly high strength, has minimal play, a long lifespan, and good planar power transmission. However, generally, a control path represented by a protrusion that engages with a single groove would be sufficient in principle.

[0061] In this example, the drive contours (15A, 15C, 15D, 15F) for the outer adjustment parts (10A, 10B) are each spirally connected around the axis of rotation (D). Consequently, the adjustment paths exhibit a twist about the axis of rotation (D). The twists of the adjustment paths of the two outer adjustment parts (10A, 10B) are in the same direction (the spirals have the same sign). The adjustment paths (B1, B3) each have the same pitch, so that the two outer adjustment parts (10A, 10B) are adjusted synchronously. Alternatively, to achieve faster rotation of one of the outer adjustment parts (10A, 10B), these pitches may be different (in particular, still having the same direction), thereby enabling a shorter design of the corresponding rotating arm (100), for example.

[0062] The drive contours (15B, 15E) for the inner adjustment part (11A), namely the drive contour (15B) in the spindle nut (13A) and the drive contour (15E) in the inner adjustment part (11A), are each aligned parallel to the axis of rotation (D) and have no twist, that is, have an infinitely large pitch, thus forming an axial guide. Thus, the drive contours (15B, 15E) for the inner adjustment part (11A) serve as axial guides.

[0063] The corresponding adjustment path (B2) is parallel to the rotation axis (D). Thus, the spindle nut (13A) can be moved along the rotation axis (D) relative to the inner adjustment part (11A) without rotating relative to the inner adjustment part. In contrast, the displacement of the spindle nut (13A) along the rotation axis (D) relative to the two outer adjustment parts (10A, 10B) causes rotation of the outer adjustment parts (10A, 10B) relative to the spindle nut (13A). This means that when the spindle nut (13A) is displaced along the rotation axis (D) by the rotation of the spindle (12), the outer adjustment parts (10A, 10B) are rotated relative to the inner adjustment part (11A).

[0064] The adjustment portions (10A, 10B, 11A) together form a tubular receiving portion (A), in which a spindle nut (13A) can be displaced along a rotation axis (D). The outer adjustment portions (10A, 10B) are each rotatably mounted to the inner adjustment portion (11A). To this end, each of the outer adjustment portions (10A, 10B) has a cylindrical section (101, 102) that is inserted into a corresponding bushing (112, 113) of the inner adjustment portion (11A). The driving contour (15D, 15F) formed in the outer adjustment portions (10A, 10B) is positioned in this cylindrical section (101, 102). The driving contour (15E) formed in the inner adjustment portion (11A) is positioned in the cross member (111).

[0065] In the example shown in FIG. 1-5b, the drive contours (15A-15C) have outer diameters that decrease in step relative to one another when viewed from one direction. The outer first drive contour (15A) has the largest outer diameter, the middle second drive contour (15B) has a smaller outer diameter, and the outer third drive contour (15C) has an even smaller outer diameter. Thus, the spindle nut (13A) can be inserted from one side into the receiving portion (A) formed by the adjustment portions (10A, 10B, 11A). Additionally, a stop surface for the end stop (138) of the spindle nut (13A) for the extended position can be easily realized. This stop surface is formed by a corresponding contraction portion at the end of the drive contour (15D) of the (motor-side) outer adjustment portion (10A) (e.g., see FIG. 3b). The end stop (138) is formed by the stepped portion of the spindle nut (13A) (see, for example, FIG. 6b and FIG. 6c).

[0066] In the retracted position (e.g., see FIG. 2), the spindle nut (13A) is fully received in the receiving portion (A). In the extended position (e.g., see FIG. 4), the spindle nut (13A) protrudes from the receiving portion (A). An end stop (137A) adjacent to the drive unit (14) defines the retracted position.

[0067] In the example shown, the drive contour (15A-15F) may also be referred to as a tooth section. However, it should be noted that other types of drive contours may also be used. For example, instead of axially aligned teeth for the drive contour (15B, 15E) for the inner adjustment part (11A), other axially extended positive locking contours may also be used, such as polygonal contours like square contours or hexagonal contours or star contours.

[0068] The towing element tows the adjustment device (1) in the retracted position. Here, the towing element is designed in the form of a return spring (18), for example, in the form of a spiral spring. The return spring (18) (see Fig. 5a in particular) is fixed to the base (20) on one side and to the impact element (21) on the other side, particularly being caught. Since neither the drive contour (15A-15F) nor the adjustment path (B1-B3) is connected in the opposite direction to the other of the drive contour (15A-15F) or the adjustment path (B1-B3), this single return spring (18) is sufficient to keep all gear stages and bearing points (DG, SG) in a playless state.

[0069] FIGS. 6a through 6c illustrate additional details of the spindle nut (13A). The spindle nut (13A) is multi-part, and in this example, is made of two parts. The spindle nut comprises an input part (131A) and an output part (132A). The input part (131A) comprises an internal thread (130). The output part (132A) is rigidly connected (particularly torsionally rigid) to the input part (131A). To this end, the input part (131A) includes multiple passages for the latching hook (133) of the output part (132A) (see FIG. 6c in particular). For assembly, the output part (132A) is inserted (particularly press-fitted) into the input part (131A) until the latching hook (133) passes through the passages and is securely engaged with the latching edge (134) of the input part (131A). Thus, the stop (136) in the output section (132A) hits the stop (135) in the input section (131A).

[0070] Due to the fact that the spindle nut (13A) has a multi-part design, individual fitting for different uses is easily possible. Furthermore, the spindle nut can be mounted directly into the receiving portion (A). This means that the outer diameter that is finally grasped when pushed in can be made particularly large.

[0071] In the circumferential direction, the passages alternate with the webs, through which an inner section having internal threads (130) is connected to an outer section of the input part (131A). These webs prevent rotation of the parts (131A, 132A) relative to each other. As an alternative to or additional to the shape fit rotation suppression means, a press fit between the output part and the input part may serve as a rotation suppression means. Alternatively or additionally, interlocking gear teeth are provided on the contact surface of the two parts.

[0072] The input section (131A) and the output section (132A) are inserted into each other over a length that ensures coaxial alignment.

[0073] The input section (131A) and the output section (132A) are made of different materials. In this case, both sections are made of plastic. In particular, the input section (131A) may be made of polyoxymethylene (POM) (slide-optimized). This allows the input section to be easily guided along a rapidly rotating spindle. The output section (132A) has, for example, a high-strength plastic and / or a plastic having higher strength than the material of the input section (131A). In this way, the smaller outer diameter of the drive contour (15C) of the output section (132A) compared to the drive contour (15A) of the input section (131A) can be compensated, for example. In an optional design, the output section (132A) is made of steel, for example as a cold-extruded part.

[0074] In addition, it can be seen that the end face of the spindle nut (13A) forms an end stop (137A).

[0075] FIG. 7 shows a spindle nut (13B) for a control device (1), and the output portion (132B) is designed to have a larger outer diameter than the spindle nut according to FIG. 6a through 6c. In this case, the corresponding drive contour for the outer control portions (10A, 10B) has the same outer diameter. During assembly, the input portion (131A) and the output portion (132B) are inserted into two opposing openings (having correspondingly fitted inner diameters of the control portions) of the receiving portion (A) of the control device (1) and are fixed together inside the receiving portion (A).

[0076] FIGS. 8a and 8b show a spindle nut (13C) for a control device (1) designed in two parts, but as in the example shown in FIGS. 6a through 7, the input part (131B) is fully accommodated in the output part (132C) and does not protrude from the output part in the direction of the rotation axis (D). In the example of FIGS. 8a and 8b, all driving contours (15A-15C) are formed in the output part (132C), particularly on its side.

[0077] The input portion (131B) and the output portion (132C) are pressed axially into each other. Particularly accurate coaxial alignment of the portions is possible through a guide length corresponding to the entire length of the input portion (131B). The input portion (131B) has a polygonal cross-section, in this case, an octagonal cross-section. The output portion (132C) has a matching internal shape. Thus, the portions are not rotated. In this example (and also generally made possible by a multi-part spindle nut), an oversized joint having a scraper rib is also provided. By this, the portions are fixedly held together axially. Snap-in connection of the portions is also provided. Alternatively or additionally, in addition to pressing the portions together, it is also possible to bond and / or weld the portions together.

[0078] The input portion (131B) forms an end stop (137B) (for the retracted position).

[0079] FIGS. 9 to 10b show a headrest (2') similar to the headrest (2) shown in FIGS. 1 to 5b and including an adjustment device (1'). In contrast, the adjustment device (1') according to FIGS. 9 to 10b includes a driving contour (15G-15J) for only one of the outer adjustment parts (10C, 10D).

[0080] Accordingly, the driving element (13D) is coupled to (only) two adjustment parts (10C, 11B) through an interlocking driving contour (15G-15J) representing at least one adjustment path (B4, B5) for each of the two adjustment parts (10C, 11B), wherein the adjustment path (B4) of one of the adjustment parts (10A) (outer adjustment part) has a twist about the axis of rotation (D) and is different from the adjustment path (B5) of the other part of the adjustment part (10B) (inner adjustment part), so that the movement of the driving element (13D) along the axis of rotation (D) causes relative movement between the adjustment parts (10A, 11B).

[0081] Generally, the adjustment paths (B1-B5) of at least two adjustment parts (10A-10D, 11A, 11B) (especially in the form of teeth) may have unidirectional but different pitches. The driving contours (15A-15J) of at least two adjustment parts (10A-10D, 11A, 11B) (especially in the form of teeth) may have different diameters. Thus, the spindle nuts (13A-13D) can be directly used as adjustment stops in both directions.

[0082] The driving contour (15H, 15J) and the corresponding adjustment path (B5) for the inner adjustment part are straight and parallel to the axis of rotation. The outer adjustment part (10C, 10D) is connected through the base (10), impact element (21), and reinforcing support (17).

[0083] In the case of the adjustment device (1'), the spring of the inner adjustment part (11B) is provided in the form of a return spring (18), and this spring is attached to the inner adjustment lever (11B) on one side and to the base (20) on the other side.

[0084] The vehicle seat (3) of the vehicle schematically shown in FIG. 11 has a seat portion (30), a backrest (31), and several adjustment devices.

[0085] The vehicle seat (3) includes an optional height adjustment device (32), which allows the seat portion (30) (here together with the backrest (31)) to be adjusted along a height axis (at least) relative to the vehicle floor while installed in the vehicle.

[0086] The backrest (31) can be adjusted to the seat portion (30) by the optional arrangement of the rotation fitting (33). To adjust the inclination position of the backrest (31) relative to the seat portion (30) or to send the backrest (31) to a pre-rotated, for example, flat position to increase storage space within the vehicle, the backrest (31) can be rotated relative to the seat portion (30) about a pivot axis by the arrangement of the rotation fitting (33).

[0087] The vehicle seat (3) further includes a longitudinal adjustment device (34) for adjusting the vehicle seat (3) in the direction of the longitudinal axis. By the longitudinal adjustment device (34), the seat portion (30), together with the backrest (31), is adjusted along the longitudinal axis relative to the vehicle floor while installed in the vehicle. The longitudinal axis is perpendicular to the height axis. By the longitudinal adjustment device (34), the (remaining) vehicle seat (3) can be connected to the vehicle floor, and in the example shown, it is connected.

[0088] These vehicle seats (3) can be designed as front seats of a vehicle. However, these vehicle seats (3) can also be used as rear seats of the second or third row of seats of a vehicle.

[0089] Additionally, the vehicle seat includes a headrest (2) as shown in FIG. 1-5b, or alternatively, a headrest (2') as shown in FIG. 9-10b. Thus, the impact element (21) can be adjusted longitudinally with respect to the base (20) by the adjustment device (1) (or alternatively by the adjustment device (1').

[0090] FIGS. 12a through 12c illustrate different steps of a method for assembling a headrest (2''). The headrest (2'') corresponds to the headrest (2) as shown in FIGS. 1 through 5b, the difference being that the base (20) of the headrest (2') in FIGS. 12a through 12c is designed to have an end-open slot-shaped mounting area (201) that allows it to slide on the dome (16) of the scissor lever (100) of the outer adjustment part (10A, 10B), and a mounting area (200) that allows it to snap-fit ​​to the dome (16) of the scissor lever (110) of the inner adjustment part (11A). It is worth noting that, as an option, such mounting areas (200, 201) and the headrest (2') of FIGS. 9 through 10b may also be provided for the headrest (2) of FIGS. 1 through 5b.

[0091] FIG. 12a shows a pre-assembled depth-adjustment module (MX) and a pre-assembled height-adjustment module (MY) having (dual) scissor kinematics. FIG. 12a also shows a front pad (4), where the front pad (4) does not provide any depth adjustment.

[0092] The pre-assembled depth adjustment module (MX), the pre-assembled height adjustment module (MY), and the front pad (4) together form a configuration set. Using the configuration set, the depth adjustment module (MX) or the front pad (4) can be mounted on the height adjustment module (MY). Thus, the same design of the height adjustment module (MY) can be used for both cases where depth adjustment is required and cases where depth adjustment is not required.

[0093] The depth-adjustment module (MX) includes inner and outer adjustment parts (10A, 10B, 11A), a driving element (13A), and an impact element (21) (which may have substantially the same shape as the front pad (4)) as described above with reference to FIGS. 1 and 5b. The depth-adjustment module (MX) also includes (optional) a driving unit (14) or alternatively a manual actuator. Additional parts such as cushion and trim parts may also be pre-assembled. At the longitudinal end of the scissor lever (100, 110) facing away from the impact element (21), a dome (16) (as an example of a suitable mounting area) is positioned.

[0094] To mount the depth-adjustment module (MX) to the height-adjustment module (MZ), the dome (16) of the outer adjustment parts (10A, 10B) is first sled into the mounting area (201) of the base (20) designed as a slot. For this purpose, the slot has one closed end and one open end. The closed end faces the other (snap-in) mounting area (200) of the base (20), and the closed end faces away from that end. Thus, the dome (16) is introduced into the slot from below.

[0095] FIG. 12b shows the state in which the dome (16) of the outer adjustment portion (10A, 10B) is sled into the slotted mounting area (201) of the base (20). Next, the depth-adjustment module (MX) is rotated around the dome (16) of the slotted mounting area (201), so that the dome (16) of the inner adjustment portion (11A) comes into contact with the (upper) mounting area (200). The upper mounting area (200) defines a receiving portion. The upper mounting area (200) allows the dome (16) to be snapped in so that it is held in the receiving portion by a positive fit in a rotatable manner.

[0096] FIG. 12c shows the assembled state of the headrest (2''). There, the dome (16) of the inner adjustment part (11A) is snapped into the mounting area (200) defining the receiving portion. The headrest (2'') is depth adjustable along the x-axis shown in FIG. 13. When depth is adjusted, the outer adjustment part (10A, 10B) rotates relative to the inner adjustment part (11A), and the dome (16) of the outer adjustment part (10A) slides along the slotted mounting area (201) of the base (20).

[0097] FIG. 12c also shows a return spring (18) that is mounted on the base (20) at one end and on the impact element (21) at the other end.

[0098] In the case where a headrest that cannot be depth-adjusted must be assembled, a front pad (4) can be mounted to the height adjustment module (MZ) in the same way as described for the depth adjustment module (MX) instead of the depth adjustment module (MX).

[0099] FIG. 13 shows different heights of the base (20) relative to the headrest rod (22) (height along the z-axis perpendicular to the x-axis). For height adjustment, the headrest (2'') is provided with a height adjustment mechanism (19). It is worth noting that such a height adjustment mechanism (19) may be provided in all other embodiments described herein as well.

[0100] The height-adjustment mechanism (19) includes a slide bearing (192), and the base (20) is slidably mounted on a parallel section of the headrest rod (22) by this bearing.

[0101] FIGS. 14a and FIGS. 14b further illustrate the spindle (190) and the drive unit (191) of the height adjustment mechanism (19). The spindle (190) extends parallel to parallel sections of the headrest rod (22) and also parallel to the z-axis. The drive unit (191) is mounted on the base (20), but alternatively, it may also be mounted on the headrest rod (22). In this example, the drive unit (191) rotates a spindle nut rotatably mounted on the base (20) that moves along the spindle (190), and the spindle is fixed to the headrest rod (22). Alternatively, the drive unit (191) rotates the spindle (190), and the spindle nut will be fixed to the headrest rod (22).

[0102] FIGS. 14b and FIGS. 14c show additional details of the upper mounting area (200) of the base (20) and the dome (16) of the inner adjustment part (11A). Here, FIG. 14c is an enlarged view of the box (H) shown in FIG. 14b.

[0103] It can be seen that each mounting area (200) is provided with a latching element (202) that securely locks the dome (16) into the receiving portion of the mounting area (200). The latching element (202) is formed as a protrusion. The scissor lever (110) is elastic and can be elastically bent sideways when the dome (16) is pushed into the receiving portion. To simplify this connection, the latching element (202) has an inlet chamfer (203) at its free end, and slides sideways on the chamfer before the dome (16) is snap-fitted into the receiving portion.

[0104] Additionally, the mounting area (200) includes a fixing element (204). This fixing element (204) is formed in the base (20). The fixing element (204) is elastic. When the dome (16) is pushed into the receiving portion, the corresponding scissor lever (110) of the inner adjustment portion (11A) pushes the fixing element (204) and elastically bends it in the pushing direction. The mounting area (200) is designed so that when the dome (16) is snap-coupled into the receiving portion from the latching element (202) (sideways perpendicular to the pushing direction), the fixing element (204) is snap-coupled again to the side of the scissor lever (110) (opposite to the pushing direction) to secure the dome (16) to the receiving portion. In the attached state, the latching element (202) and the fixing element (204) hold the dome (16) inside the receiving portion from two orthogonal directions.

[0105] As can be seen in FIG. 12b and FIG. 12c, the fixed element (204) may have the shape of a spring plate formed with two parallel slits, for example, having a free end. In FIG. 13, the fixed element (204) is omitted for simplicity.

[0106] FIGS. 15a through 15c show different positions of the impact element (21) as one component relative to the base (20) as another component of the headrest (2''). Here, the headrest (2'') of FIGS. 12a through 14c is shown, but the following description can be applied correspondingly to any of the headrests (2; 2'; 2'') described above.

[0107] The control device (1') enables the control of the impact element (21) for the base (20) along the x-axis within a kinematic range (RK) determined by the retracted position (PR) shown in FIG. 15a and the extended position (PE) shown in FIG. 15c.

[0108] The retracted position (PR) is defined by end stops. These end stops are defined by a stop portion (104) at the end of one of the scissor levers (100) of the outer adjustment parts (10A, 10B) and a stop portion (114) at the end of one of the scissor levers (110) of the inner adjustment part (11A), by contacting each other. Corresponding end stops are (optional) provided on the other pair of scissor levers (100, 110). Additionally, other end stops are (optional) provided on the other end of the scissor lever(s) (100, 110) (see FIG. 16a and 16b).

[0109] Since an end stop is provided at the end of the scissor lever (100, 110), a particularly rigid stop is obtained. However, when driving a vehicle with a headrest (2), the stop portion (104, 114) may rattle. To avoid this rattling, one may consider interposing a damper such as rubber or foam. However, such a damper would increase the thickness of the headrest (2''). Here, another solution is provided that does not require an additional damper component that increases weight and may have a limited lifespan, while at the same time, the solution described here allows for a very slim package at the rearmost adjustable position.

[0110] It is worth noting that the drive unit (14) includes a motor (140) and a control unit (141) (see, for example, FIG. 14a), but the control unit (141) may be located elsewhere. The control unit (141) controls the operation of the motor (140). The control unit (141) is configured to control the motor (140) so that the scissor lever (100, 101) and the impact element (21) are not adjusted in an unacceptable range (RD). The unacceptable range (RD) extends between the retracted position (PR) and the rear adjustment position (PA) (see FIG. 15b). Before entering the unacceptable range (RD), the control unit (14) stops the operation of the motor (140) at the rear adjustment position (PA). Alternatively or additionally, the control unit (141) is configured to continue operating the motor (140) as long as the scissor lever (100, 101) and the impact element (21) are within an unallowed range (RD) (e.g., regardless of an input signal indicating a stop).

[0111] Between the rear adjustment position (PA) and the extension position (PE), the scissor lever (100, 101) and the impact element (21) can be adjusted by the drive unit (14). In this example, the adjustment is stepless. The rear adjustment position (PA) and the extension position (PE) define an allowed adjustable range (RA). That is, the control unit (141) enables stop adjustment within the adjustable range (RA), prevents stop adjustment in the unallowed range (RD), and allows stop adjustment in the retracted position. For example, starting from the retracted position (PR), when a signal is received to displace the scissor lever (100, 101) and the impact element (21) toward the extension position (PE), the control unit (141) may be configured to displace the scissor lever (100, 101) and the impact element (21) until they enter the adjustable range. Alternatively or additionally, starting from the adjustable range (RA) in the direction of the retracted position (PR), when entering the unallowed range (RD), the control unit (141) may be configured to displace the scissor lever (100, 101) and the impact element (21) until they take the retracted position (PR). Alternatively or additionally, when the control unit (141) receives a stop signal, it may be configured to displace the scissor lever (100, 101) and the impact element (21) to the closer of the retracted position (PR) and the rear adjustable position (PA).

[0112] The adjustable range (RA) is smaller than the kinematic range (RK). The kinematic range (RK) is equal to the sum of the adjustable range (RA) and the unacceptable range (RD). Thus, the control unit (141) defines a virtual end stop, where the stop portions (104, 114) define a mechanical end stop (by mechanically contacting each other). By the control unit (141), a gap of, for example, several mm, for example, 3 mm (or at least 3 mm) is maintained between the stop portions (104, 114) defining the end stop, so that any rattling can be effectively avoided. The unacceptable range (RD) can be pre-configured or configurable and can be defined by the number of motor rotations. Optionally, a correction can be performed by the control unit (141), in which case the motor (140) is controlled to retract until it reaches the mechanical end stop and then extend by a (pre-configured) number of rotations to take the rear adjustment position (PA). Explanation of the symbols

[0113] 1; 1' control device 10A-10D External adjustment part 100 Scissors Lever Cylindrical sections 101 and 102 103 axis 104 stop section 11A, 11B inner adjustment part 110 Scissor Lever 111 Cross absence 112 bushing 113 bushing 114 stop section 12 spindles 120 external threads 13A-13D Spindle Nut (Drive Element) 130 internal threads 131A, 131B input section 132A-132CA output section 133 Latching Hook 134 Latching edge 135 Counter Stop 136 stops 137A; 137B, 138 End Stop 14 drive units 140 motors 141 Driving configuration of the control unit (15A-15J) 16 Mounting area (dome) 17 Ganghwa Landlords 18 Reset Spring 19 Height adjustment mechanism 190 spindle 191 Drive Unit 192 slide bearings 2; 2'; 2'' headrest 20 donation 200 mounting area (receiving part) 201 Mounting Area (Slot) 202 Latching Element 203 Inlet chamfer 204 fixed elements 21 Impact Element 22 Headrest Rod 3 car seats 30 seat sections 31 backrest 32 height adjustment device 33 Rotating Fitting 34 Length adjustment device 4 front pads 40 mounting areas B1-B5 Regulation Pathway A reception section D rotation axis DG rotary joint DS Sliding Rotation Joint K intersection MX Depth Adjustment Module MZ height adjustment module PA rear adjustment position PE extension location PR retreat position RA adjustable range RD Unallowed Range RK Kinematic Range X length direction

Claims

Claim 1 A headrest (2; 2'; 2'') for a vehicle seat (3) comprises an adjustment device (1; 1'), wherein the adjustment device has at least two adjustment parts (10A, 10B, 11A; 10C, 10D, 11B), and a driving element (13A-13D) movable along an axis (D), wherein the driving element (13A-13D) is coupled to the adjustment parts (10A, 10B, 11A; 10C, 10D, 11B) through an engaging driving contour (15A-15J), wherein the driving contour (15A-15J) represents at least one adjustment path (B1-B5) for each of the adjustment parts (10A, 10B, 11A; 10C, 10D, 11B), and the adjustment parts (10A, 10B, A headrest for a vehicle seat, wherein the adjustment path (B1-B5) of at least one adjustment part (11A; 10C, 10D, 11B) has torsion with respect to the axis (D), and the adjustment path (B1-B5) of said at least one adjustment part (10A, 10B, 11A; 10C, 10D, 11B) is different from the adjustment path (B1-B5) of at least one other adjustment part (10A, 10B, 11A; 10C, 10D, 11B), so that the axial movement of the driving element (13A-13D) along the axis (D) causes relative rotation between the adjustment parts (10A, 10B, 11A; 10C, 10D, 11B). Claim 2 In claim 1, a headrest for a vehicle seat (2; 2") comprising at least three adjustment parts (10A, 10B, 11A). Claim 3 In claim 1, the driving element (13A-13D) has an internal thread (130) for engaging with a spindle (12) extending along an axis (D), said axis being a rotation axis (D), a headrest (2; 2'; 2") for a vehicle seat. Claim 4 In claim 1, the adjustment path (B1-B5) of all adjustment parts among the at least two adjustment parts (10A, 10B, 11A; 10C, 10D, 11B) has a twist having the same rotational direction as the adjustment path (B1-B5) of one adjustment part among the adjustment parts (10A, 10B, 11A; 10C, 10D, 11B) or is connected parallel to the axis (D), a headrest for a vehicle seat (2; 2'; 2"). Claim 5 In claim 1, the adjustment paths (B1, B3) of the two outer adjustment parts (10A, 10B) among the adjustment parts have twists, and the adjustment path (B2) of the inner adjustment part (11A) positioned between the outer adjustment parts (10A, 10B) is connected parallel to the axis (D), or the adjustment paths of the two outer adjustment parts among the adjustment parts are connected parallel to the axis (D) and the adjustment path of the inner adjustment part positioned between the outer adjustment parts has twists, a headrest (2; 2") for a vehicle seat. Claim 6 In claim 5, the torsion of the adjustment paths (B1, B3) of the two outer adjustment parts (10A, 10B) each has the same pitch, for a vehicle seat headrest (2; 2''). Claim 7 In claim 1, the adjustment path (B2, B5) for the inner adjustment part (11A) among the adjustment parts is connected parallel to the axis (D), and is a headrest (2; 2'; 2'') for a vehicle seat. Claim 8 In claim 1, each adjustment part (10A, 10B, 11A; 10C, 10D, 11B) forms at least one scissor lever (100, 110), and the scissor lever is rotatable relative to each other about a rotation axis (D) at an intersection (K), a headrest (2; 2'; 2'') for a vehicle seat. Claim 9 In claim 8, a headrest for a vehicle seat (2; 2'; 2'') comprising a component (20) forming a base and including a mounting area (200, 201), wherein the mounting area (16) of the scissor lever (100, 110) is mounted or mountable in the mounting area (200, 201) of the base. Claim 10 In claim 9, a pre-assembled x-adjustment module (MX) comprising the adjustment portions (10A, 10B, 11A; 10C, 10D, 11B) is mounted or mountable to the base by the mounting area (200, 201, 16), a headrest (2; 2'; 2'') for a vehicle seat. Claim 11 In claim 9, the mounting area (16) of the scissor lever (100, 110) is a headrest (2; 2'; 2'') for a vehicle seat, positioned at the longitudinal end of the scissor lever (100, 110). Claim 12 In claim 9, a latching element (202) having an inlet chamfer (203) is provided in at least one of the mounting areas (200, 201) of the base, for a vehicle seat headrest (2; 2'; 2''). Claim 13 In claim 9, the above-mentioned headrest for a vehicle seat (2; 2'; 2'') is mounted on or capable of being mounted on the headrest rod so as to be displaceable with respect to the headrest rod (22). Claim 14 In claim 1, the adjustment portions (10A, 10B, 11A; 10C, 10D, 11B) together form a tubular receiving portion (A), and the driving element (13A-13D) is movable along an axis (D) inside the tubular receiving, a headrest (2; 2'; 2'') for a vehicle seat. Claim 15 A headrest for a vehicle seat (2; 2'; 2'') according to claim 1, wherein two components (20, 21) are coupled to the adjustment portions (10A, 10B, 11A; 10C, 10D, 11B), and the two components (20, 21) can move relative to each other by relative movement between the adjustment portions (10A, 10B, 11A; 10C, 10D, 11B). Claim 16 In claim 15, a headrest for a vehicle seat (2; 2'; 2''), wherein one of the two components (20, 21) can move relative to the other of the two components (20, 21) between a retracted position (PR) and an extended position (PE) by means of the adjustment portions (10A, 10B, 11A; 10C, 10D, 11B). Claim 17 In claim 16, the headrest comprises a driving unit (14) including a motor (140), and a headrest for a vehicle seat (2; 2'; 2'') such that one of the two components (20, 21) is moved relative to the other of the two components (20, 21) by activation of the motor (140). Claim 18 In claim 17, the retracted position (PR) and extended position (PE) define a kinematic range (RK), and a control unit (141) controls the operation of the motor (140) such that the stop adjustment of one of the two components (20, 21) is limited to the retracted position (PR) and the adjustable range (RA), wherein the adjustable range is smaller than the kinematic range (RK), a headrest (2; 2'; 2'') for a vehicle seat. Claim 19 In claim 16, a headrest for a vehicle seat (2; 2'; 2'') in which the end stop defines the retracted position (PR) or extended position (PE) . Claim 20 In claim 8, two components (20, 21) are coupled to a control portion (10A, 10B, 11A; 10C, 10D, 11B), and the two components (20, 21) can move relative to each other by relative movement between the control portions (10A, 10B, 11A; 10C, 10D, 11B), and by the control portions (10A, 10B, 11A; 10C, 10D, 11B), one of the two components (20, 21) can move relative to the other of the two components (20, 21) between a retracted position (PR) and an extended position (PE), and an end stop defines the retracted position (PR) or the extended position (PE), and the end stop is a stop of the scissor lever (100, 110). A headrest for a vehicle seat (2; 2'; 2'') defined by parts (104, 114). Claim 21 In claim 20, the stop portion (104, 114) is a headrest (2; 2'; 2'') for a vehicle seat, positioned at the longitudinal end of the scissor lever (100, 110). Claim 22 In claim 15, a headrest for a vehicle seat (2; 2'; 2'') comprising at least one return spring (18) that deflects the two components (20, 21) toward each other. Claim 23 In claim 1, the driving contour (15A-15J) is designed in the form of a tooth, a headrest (2; 2'; 2'') for a vehicle seat. Claim 24 A headrest for a vehicle seat (2; 2'; 2'') according to claim 1, wherein for each of the adjustment parts (10A, 10B, 11A; 10C, 10D, 11B), a driving contour (15D-15F, 15I, 15J) is formed on each adjustment part (10A, 10B, 11A; 10C, 10D, 11B), and a driving contour (15A-15C, 15G, 15H) that engages with the driving contour is formed on a driving element (13A, 13B). Claim 25 In claim 24, the driving contours (15A-15C, 15I, 15J) of the driving elements (13A-13D) for each adjustment part (10A, 10B, 11A; 10C, 10D, 11B) are arranged parallel along the axis (D), for a headrest (2; 2'; 2'') for a vehicle seat. Claim 26 In claim 1, the driving elements (13A, 13B, 13C) are connected to output portions (132A-132C) in a rotationally fixed manner, or have input portions (131A, 131B) connected thereto, a headrest (2; 2'') for a vehicle seat. Claim 27 In claim 26, the input portions (131A, 131B) and output portions (132A-132C) are fixedly connected to each other by scraper ribs, a headrest (2; 2'') for a vehicle seat. Claim 28 In claim 26, the input portions (131A, 131B) are securely connected to the output portions (132A-132C) or connected to the output portions by material connection, a headrest (2; 2'') for a vehicle seat, Claim 29 In claim 26, the input portions (131A, 131B) have a lower slip friction coefficient compared to the output portions (132A-132C), a headrest (2; 2'') for a vehicle seat . Claim 30 In claim 26, the output portions (132A-132C) have a higher strength than the input portions (131A, 131B), a headrest (2; 2'') for a vehicle seat . Claim 31 In claim 26, the output portion (132B) is a headrest (2; 2'') for a vehicle seat having a maximum outer diameter perpendicular to the axis (D) that is identical to the input portion (131A, 131B). . Claim 32 A headrest (2; 2'; 2'') for a vehicle seat (3) comprises: - two components (20, 21); and - a control device (1; 1') having a drive unit (14) comprising at least two adjustment parts (10A, 10B, 11A; 10C, 10D, 11B) and a motor (140); wherein, upon activation of the motor (140), one of the two components (20, 21) is moved relative to the other of the two components (20, 21); and, by means of the adjustment parts (10A, 10B, 11A; 10C, 10D, 11B), one of the two components (20, 21) is moved relative to the other of the two components (20, 21) between a retracted position (PR) and an extended position (PE) that defines a kinematic range (RK). A headrest (2; 2'; 2'') for a vehicle seat (3), wherein a control unit (141) controls the operation of the motor (140) such that the stop adjustment of one of the two components (20, 21) is limited to a retracted position (PR) and an adjustable range (RA), and the adjustable range (RA) is smaller than the kinematic range (RK). Claim 33 A configuration set for assembling a headrest (2; 2'; 2''), comprising a height adjustment module (MZ) having a component (20) having a mounting area (200, 201), and a depth adjustment module (MX) having a mounting area (16) mountable in the mounting area (200, 201) of the height adjustment module (MZ) to assemble a height and depth adjustable headrest (2; 2'; 2''), wherein the configuration set also comprises a front pad (4), the front pad having a mounting area (40) mountable in the mounting area (200, 201) of the height adjustment module (MZ) to assemble a height adjustable headrest. Claim 34 A method for assembling a headrest (2; 2'; 2''), comprising: - providing a height adjustment module (MZ) having a component (20) having a mounting area (200, 201); - providing a depth adjustment module (MX) having a mounting area (16) mountable in the mounting area (200, 201) of the height adjustment module (MZ) to assemble a height and depth adjustable headrest (2; 2'; 2''); - providing a front pad (4) having a mounting area (40) mountable in the mounting area (200, 201) of the height adjustment module (MZ) to assemble a height adjustable headrest; and - mounting the depth adjustment module (MX) or the front pad (4) to the height adjustment module (MZ) to assemble the headrest (2, 2', 2''). Claim 35 A method for controlling a headrest (2; 2'; 2'') for a vehicle seat (3), wherein the headrest (2; 2'; 2'') comprises a control device (1; 1') having two components (20, 21) and a driving unit (14) comprising at least two adjustment parts (10A, 10B, 11A; 10C, 10D, 11B) and a motor (140), wherein one of the two components (20, 21) is moved relative to the other of the two components (20, 21) by the activation of the motor (140), and by means of the adjustment parts (10A, 10B, 11A; 10C, 10D, 11B), one of the two components (20, 21) is positioned between a retracted position (PR) and an extended position (PE) that defines a kinematic range (RK). A method for controlling a headrest, wherein one of two components (20, 21) is movable, and the method comprises the step of controlling the operation of the motor (140) such that the stop adjustment of one of the two components (20, 21) is limited to a retracted position (PR) and an adjustable range (RA), wherein the adjustable range (RA) is smaller than the kinematic range (RK).

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