Vehicle seat with a deformation section

Abstract

The invention relates to a vehicle seat (1), comprising: a seat part (10), a backrest (11), a base (12), and a support mechanism (13) comprising a first arm (130A- 130G) and a second arm (131), via which at least the seat part (10) is supported on the base (12), wherein a first bearing section (L1) of the first arm (130A-130G) is pivotally mounted on the second arm (131) and a second bearing section (L2) of the first arm is pivotally mounted on the seat part (10) or on the base (12). The first arm (130A-130G) has a guide (F) which is blocked by a deformation section (132A- 132F) in a starting position of the bearing sections (L1, L2), said deformation section being deformable as a result of the application of a force in order to release a movement, which is guided by the guide (F), for adjusting the distance (D1, D2) between the first bearing section (L1) and the second bearing section (L2).

Description

[0001] Vehicle seat with a deformation section

[0002] Description

[0003] The proposed solution concerns a vehicle seat.

[0004] Vehicle seats are typically adjustable, e.g. to enable different seat users to enjoy a comfortable seating position and to be adapted to different space conditions. For example, a vehicle seat can be mounted in a vehicle so that it can be adjusted lengthwise using a longitudinal adjustment device in order to enable different seating positions along the vehicle's longitudinal axis, a vehicle seat can be adjustable using a height adjustment device in order to adjust the seat height, and in a vehicle seat the inclination of a backrest relative to a seat part can be adjustable, to name just a few examples. In order to enable passengers, and in the case of autonomous vehicles also drivers, to enjoy a particularly comfortable seating position while driving, vehicle seats can be designed so that they can be converted into a relaxed position in which a seat part and a backrest are tilted far backwards.

[0005] However, in this position, the restraint of the occupant's pelvis would impose significant forces on the spine in the event of a frontal collision. Depending on the specific design of the vehicle seat, this could result in an increased risk of injury to the occupant.

[0006] DE 10 2022 004 499 A1 describes a solution to this problem, which allows the seat occupant to be cushioned and thus reduces strain on the spine. However, this solution is complex to manufacture and requires a relatively large amount of space.

[0007] The task is to provide a vehicle seat with improved energy management.

[0008] This object is achieved by an article having the features of claim 1.

[0009] According to this, a vehicle seat is specified, comprising a seat part, a backrest, a base and a support mechanism. The support mechanism comprises a first arm and a second arm, by means of which the seat part (and the backrest) is (are) supported on the base. The first arm is pivotally mounted on the second arm by a first bearing section and pivotally mounted on the seat part or on the base by a second bearing section. Provision is made for the first arm to have a guide which, in an initial position of the bearing sections, is blocked by a deformation section. The deformation section is deformable as a result of the application of a force (in particular on the bearing sections, e.g. in the direction of one another) in order to release a movement guided by the guide for changing a distance between the first bearing section and the second bearing section.

[0010] In this way, the deformation section is arranged directly on (e.g. in) the first arm in a particularly simple manner and with minimal space requirements. The deformation section can dissipate crash energy by elastically and / or plastically deforming the material of the deformation section. At the same time, this moves the vehicle seat into a different position in which the remaining forces can be better absorbed. This makes it possible to move the vehicle seat into a more upright position, which not only further reduces the risk of so-called "submarining", in which the seat occupant would slip under the seat belt, but also allows the forces acting to be distributed over a larger area via the seat belt, which can further reduce the risk of injury. This enables a vehicle seat with improved energy management.At least the seat part is supported on the base via the series-connected arms. The described support mechanism can, in particular, be provided on a left side and a right side of the vehicle seat. The deformation section blocks the guide as long as the force acting on the bearing sections is less than a minimum value. If the force acting on the bearing sections (e.g., toward each other) exceeds the minimum value, the deformation section begins to deform.

[0011] The seat part and the backrest can be moved into at least two different positions by means of the support mechanism, for example. For example, the seat part and the backrest can be moved into a relaxed position by means of the support mechanism. It can be provided that the seat part and the backrest can be moved into the relaxed position by means of the support mechanism when the bearing sections are arranged in the starting position. Starting from the relaxed position, the seat part and the backrest can be moved into a more upright safety position relative to the base compared to the relaxed position by changing a distance between the first bearing section and the second bearing section. This makes it possible to achieve a more upright sitting posture for the seat occupant in the event of a frontal impact, which can significantly reduce the risk of injury.

[0012] The first arm can further comprise a receptacle that can be released upon deformation (e.g., a web or one or more lugs) to allow movement of the vehicle seat from a more upright position compared to the relaxed position to a more rearwardly inclined, more safety position compared to the upright position. This can significantly improve whiplash behavior in the event of a rear-end collision.

[0013] For example, the first arm is supported at the base via the second arm. This allows the deformable first arm to be positioned above the second arm in at least some positions of the arms, enabling effective absorption of crash energy.

[0014] In its initial position, the first bearing section can be spaced further apart from the second bearing section than after the movement guided by the guide. The bearing sections are thus compressed. This allows, for example, the front end of the seat section to be lowered, thereby moving the seat section and backrest into a more upright position.

[0015] For example, the movement guided by the guide is linear, or alternatively, it can be curved. The linear guide facilitates the movement over the entire path of the guide, allowing a high level of crash energy to be absorbed. The first arm can have a base body. One of the two bearing sections can be fixed to the base body or formed integrally with the base body. The base body can form the guide. This enables a particularly simple and modular design, which allows for a wide range of applications and easy adaptation to different requirements.

[0016] In a further development, the other of the two bearing sections is arranged in the guide, which further contributes to a simple structure with reliable function.

[0017] The guide can be designed in the form of a slot. The other of the two bearing sections can be designed in the form of a bolt or include a bolt. This allows for easy connection to the other components.

[0018] For example, the deformation section is designed as a deformation element attached to the base body. This allows the base body to be designed identically for different load requirements, with the deformation section being selected to suit the respective load requirement, e.g., with a greater or lesser material thickness and / or with larger or smaller weakenings.

[0019] Alternatively, the deformation section can be formed by one or more, e.g., two opposing edges of the guide. This requires very few components and simplifies manufacturing.

[0020] The vehicle seat may also include an airbag mounted on the seat portion. This can specifically restrain the occupant's pelvis, thereby reducing the risk of submarining.

[0021] The vehicle seat can include a control system or be operatively connected to an external control system. The control system is configured, for example, to cause the airbag to inflate and optionally also to release a deformation of the deformation section. The control system can be an airbag control unit or the control system can be communicatively connected to an airbag control unit, for example. For example, a collision is detected by the control system. Alternatively, it can also be provided that the control system detects a deformation of the deformation section and / or detects a movement of the seat part or the backrest and, in response, causes the airbag to inflate. In this way, the upright position can be particularly well coordinated with the retention of the pelvis.

[0022] Alternatively, the triggering occurs mechanically and / or via electrical contacts.

[0023] Furthermore, the vehicle seat can include a lock. The lock can be used to lock the guide, particularly independently of the deformation section. This can prevent unintentional activation, for example, due to incorrect operation.

[0024] The lock can be opened, for example, by a release mechanism. The release mechanism can include an electric actuator. This allows the deformation to be released electrically by opening the lock. If, for example, a collision detection system detects an impending or already occurring impact, the lock can be opened. This enables the lock to be opened quickly.

[0025] Alternatively or additionally, the lock can be opened by a release mechanism that can be triggered by an applied acceleration. This allows for a particularly simple design without the need for an electrical connection.

[0026] Alternatively or additionally, the lock can be opened by a trigger device with a pyrotechnic actuator. This allows for particularly quick opening of the lock.

[0027] The lock can be configured to be opened based on a position of the vehicle seat. For example, the lock is opened when the vehicle seat is moved to the relaxed position and closed when the vehicle seat is moved to another position, e.g., an upright position. The opening and closing of the lock can be linked mechanically or with one of the aforementioned actuators to a position of a part of the vehicle seat, e.g., the first or second arm, the seat part, or the backrest.

[0028] The deformation section can be designed to effect uniform, linearly increasing, exponentially increasing, or stepwise increasing braking of the movement guided by the guide to change the distance between the first bearing section and the second bearing section. In this way, particularly safe braking behavior can be achieved. Optionally, during manufacture of the support mechanism, one of various deformation sections can be arranged on the first arm. According to one aspect, a vehicle seat is specified, in particular according to any embodiment described herein. The vehicle seat comprises a seat part, a backrest, a base, and a support mechanism. The seat part and the backrest are supported on the base via the support mechanism in a rear region adjacent to the backrest and in a front region further away from the backrest.In this case, the support mechanism can comprise an arm in the front region that supports the seat part and the backrest on the base (e.g., the first arm described above), which is designed to be deformable such that the seat part and the backrest can be moved from a relaxed position into a more upright safety position relative to the base by deforming the first arm. Regarding the advantages, reference is made to the above information.

[0029] The concept underlying the invention will be explained in more detail below with reference to the exemplary embodiments illustrated in the figures. They show:

[0030] Fig. 1 shows a vehicle seat with a support mechanism for adjusting the

[0031] Vehicle seat in a relaxed position and a relatively more upright position, the vehicle seat being shown in the upright position;

[0032] Fig. 2 shows the vehicle seat according to Fig. 1 in the relaxed position;

[0033] Fig. 3 the vehicle seat according to Fig. 1 in a safety position according to

[0034] Deformation of a deformation section;

[0035] Fig. 4A, 4B show the vehicle seat according to Fig. 1 in the upright position and in a further safety position after deformation of the deformation section;

[0036] Fig. 40, 4D are enlarged views of the deformation section according to Fig. 4A and 4B, respectively;

[0037] Fig. 4E shows an embodiment of a deformation section;

[0038] Fig. 5 shows the vehicle seat according to Fig. 1 in the relaxed position, with an additional

[0039] Airbag is shown in an undeployed state;

[0040] Fig. 6 shows the vehicle seat according to Fig. 5 in the safety position, with the airbag shown in a deployed state; Fig. 7 shows the vehicle seat according to Fig. 1 in the relaxed position, with a lock of a first arm of the support mechanism shown in a partially cutaway view in a locked position;

[0041] Fig. 8 shows the vehicle seat according to Fig. 7, with the lock in an unlocked

[0042] position is shown;

[0043] Fig. 9 is an enlarged view of the lock from Fig. 8;

[0044] Fig. 10A-10D various possible designs of the first arm of the

[0045] Support mechanism of the vehicle seat according to Fig. 1;

[0046] Fig. 11A, 11B a deformation section with a bolt; and

[0047] Fig. 12 several possible deformation sections.

[0048] Fig. 1 shows a vehicle seat 1 with a seat part 10 and a backrest 11. The backrest 11 is pivotally mounted on the seat part 10 about a pivot axis S1 by means of a fitting arrangement.

[0049] The vehicle seat 1 further comprises a base 12 and a support mechanism 13. In the present example, the base 12 comprises a longitudinal adjustment device with two floor rails 122, of which the left floor rail 122 can be seen in the side view according to Fig. 1, as seen from the perspective of a seat occupant 2 sitting on the vehicle seat 1. The corresponding right floor rail 122 is designed analogously (e.g., identically or as a mirror image) to the left floor rail 122. This also applies to the other components of the base 12 and the support mechanism 13 described below.

[0050] The floor rails 122 can be mounted on a vehicle floor and, when mounted, are fastened to the vehicle floor. A respective seat rail 121 engages with each of the floor rails 122 and can be moved longitudinally. A bracket 120 is fastened to each of the seat rails 121. The support mechanism 13 connects the vehicle seat 1 to the floor rails 122. The vehicle seat 1 can thus be adjusted to various positions along the longitudinal extent of the floor rails 122. It should already be noted at this point that the vehicle seat 1 could also be designed without a longitudinal adjustment device. For example, the brackets 120 could be fastened directly to the vehicle floor, or the vehicle floor itself could serve as a base and have bearing points for mounting the support mechanism 13.The support mechanism 13 supports the seat part 10 and the backrest 11 on the base 12 in a rear region B1 adjacent to the backrest 11 and in a front region B2 further away from the backrest 11. The support mechanism 13 has (on each side) in the front region B2 a first arm 130A and a second arm 131, via which the seat part 10 and, in this case, also the backrest 11, are supported on the base 12. Furthermore, the support mechanism 13 has (on each side) a rear arm 134 in the rear region B1.

[0051] The rear arm 134 is pivotally mounted on the bracket 120 about a pivot axis S2. Furthermore, the rear arm 134 is pivotally mounted on the seat part 10.

[0052] The first arm 130A has a first bearing section L1 and a second bearing section L2. The first arm 130A is pivotally mounted on the second arm 131 via the first bearing section L1 about a pivot axis S4. The first arm 130A is pivotally mounted on the seat part 10 via the second bearing section L2 about a pivot axis S3. The second arm 131 is pivotally mounted on the base 12, specifically on the bracket 120, about a pivot axis S5.

[0053] In this case, the first arm 130A is supported on the base 12 via the second arm 131. However, the first and second arms 130A, 131 could also be mounted in reverse; in this case, the first arm 130A would be pivotally mounted on the base 12 with the second bearing section, and the second arm 131 would be mounted on the seat part 10.

[0054] The seat part 10 and the backrest 11, which is pivotally mounted on the seat part 10, are carried on the base 10 by means of the support mechanism 13. Furthermore, the pivotable arms 130A, 131, 134 allow adjustment of the seat part 10 and the backrest 11. Fig. 1 shows the vehicle seat 1 in an upright position (or setting) AP. In the upright position AP, the seat occupant 2 can, for example, drive the vehicle with the vehicle seat 1 as the driver. In contrast, Fig. 2 shows the vehicle seat 1 in a relaxed position RP (or setting), in which the seat occupant 2 can, for example, rest or sleep in the vehicle seat. In the relaxed position RP, both the seat part 10 and the backrest 11 are tilted further backwards (from the perspective of the seat occupant 2 sitting on the vehicle seat 1 and looking straight ahead) compared to the upright position AP.

[0055] Since in the relaxation position RP the back of the seat occupant 2 is inclined relatively far backwards, e.g. at an angle of more than 35 degrees to the vertical or even at an angle of more than 45 degrees to the vertical, very high forces would be introduced into the spine of the seat occupant 2 in the event of a frontal impact, see Fig. 2.

[0056] Therefore, the first arm 130A shown separately in Fig. 10A has a guide F which is blocked in an initial position of the bearing sections L1, L2 by a deformation section 132A. The deformation section 132A is deformable as a result of a force acting on the bearing sections L1, L2 in order to release a movement guided by the guide F for changing a distance D1, D2 (cf. Fig. 2 and Fig. 3) of the first bearing section L1 to the second bearing section L2.

[0057] While the seat part 10 and the backrest 11 can be moved together into the relaxed position RP by means of the support mechanism 13 when the bearing sections L1, L2 are arranged in the starting position (at the greater first distance D1 from one another), the seat part 10 and the backrest 11 can be moved from the relaxed position RP by changing the distance D1, D2 between the first bearing section L1 and the second bearing section L2 into a more upright safety position SP relative to the base 12 compared to the relaxed position RP. As can be seen, for example, from Fig. 3, after the movement of the bearing points L1, L2 towards one another guided by the guide F, the bearing points L1, L2 are arranged at the smaller second distance D2 from one another. A bolt 135 of the first bearing section L1 is moved towards the second bearing section L2. The bolt 135 is displaced in the guide F, as can be seen, for example, by comparing Fig.2 and 3. This causes the seat part 10 and the backrest 11 to pivot forward together. The front end of the seat part 10 is lowered, thus moving it closer to the base 10.

[0058] In the example shown, the seat part 10 and the backrest 11 pivot together with the seat part 10 about the pivot axis of the rear arm 134. However, it would also be conceivable, for example, for the seat part 10 and the backrest 11 to pivot together with the base 12 about the pivot axis S2 of the rear arm 134. As an alternative to a connection via the rear arm 134, a direct pivotable mounting of the seat part 10 on the base 12 would also be possible. In the present case, the vehicle seat 1 shown is adjustable in terms of seat height independently of the described transfer from the relaxed position RP to the safety position SP, wherein the rear arm 134 is pivoted relative to the base 12. The arms 130A, 131, 134 can therefore be adjustment rockers.The support mechanism 13 thus comprises, in the front region B2, the first arm 130A which supports the seat part 10 and the backrest 11 on the base 12 and which is designed to be deformable in such a way that the seat part 10 and the backrest 11 can be moved from the relaxed position RP into the more upright safety position SP relative to the base 12 by deformation of the first arm 130A.

[0059] By moving the seat part 10 and the backrest 11 into the safety position SP, the kinetic energy of the seat occupant 2 in the vehicle, which has abruptly decelerated due to a frontal impact, can be better absorbed by the seat belt of the vehicle seat 1, namely across a large area of ​​the entire upper body, and a significantly smaller portion is transferred along the spine into the pelvis. This can significantly reduce the risk of serious injuries.

[0060] 4A and 4B show the vehicle seat 1 (here with other attachments mounted thereto) and a first arm 130E, which allows deformation in two directions. The mode of operation for deformation from the relaxed position RP into the safety position SP is as described above. As can be seen from Fig. 4A and 4B, the deformable first arm 130E can, however, in addition to the transfer thereby released from the relaxed position RP (cf. Fig. 2) into the safety position SP (cf. Fig. 3), also offer protection in the upright position AP (cf. Fig. 1) in the event of a rear-end collision. By deforming and guiding the movement of the bearing sections L1, L2 away from one another (instead of towards one another), the seat part 10 and the backrest 11 can be tilted further rearward from the upright position AP into a further safety position HP.This deformation allows energy to be dissipated, allowing seat occupant 2 to accelerate more smoothly. This also reduces the risk of injury in the event of a rear-end collision.

[0061] Fig. 4B shows the initial state. The guide F is formed on a base body 133 and is blocked by a deformation section 132C. This deformation section 132C is arranged between the bearing sections L1, L2. Furthermore, a receptacle 138 is provided, with the first bearing section L1 being arranged between the guide F and the receptacle 138. The receptacle 138 can also be viewed as an extension of the guide F. In the present case, it is a straight extension, but other orientations are also conceivable. The receptacle 138 is blocked by a web 136. The web 136 is arranged between the receptacle 138 and the first bearing section L1. The web 136 is also a deformation section. This is because the web is deformable, in particular destructible, if the first bearing section L1 (in particular the corresponding bolt 135) exerts a force thereon which exceeds a predetermined threshold value.In this case, e.g. in the event of a rear-end collision, the web 136 breaks and releases a relative movement, so that the first arm 130E is displaced relative to the bolt 135 until the bolt 135 rests in the receptacle 138, as shown in Fig. 4D.

[0062] Fig. 4E illustrates that the additional deformation section does not necessarily have to be a web. For example, one or two opposing lugs 137 are also conceivable, which are arranged between the receptacle 138 and the bolt in the initial position (here the upright position AP).

[0063] In the embodiment according to Fig. 5, the vehicle seat 1 additionally comprises an airbag 15. The airbag 15 is designed in the form of an inflatable bag that is mounted in a folded state. The airbag 15 is mounted on the seat part 10, specifically in the example shown on a seat pan 100 of the seat part 10. The seat pan 100 is mounted on a frame of the seat part 10 (fixed or alternatively adjustable). The seat pan 100 is arranged such that the pelvis and thighs of the seat occupant 2 sitting on the vehicle seat 1 are supported on the seat pan 100.

[0064] The airbag 15 is connected to a gas generator 150, e.g., via an air line, and can be inflated by means of the gas generator 150. The gas generator 150 can be ignited by an ignition signal from a control system 16. The control system 16 detects, for example, an impending or incipient frontal crash. For this purpose, it can be provided that the control system 16 receives a corresponding signal from an external device (e.g., a control unit of the vehicle). Alternatively, it can be provided that the control system 16 itself measures, for example, frontal acceleration and outputs the ignition signal when a predetermined threshold value is exceeded. The control system 16 can be configured to cause the inflation of the airbag 15 and / or to release a deformation of the deformation section 132A when it detects an impending or incipient frontal crash or receives a corresponding signal.

[0065] When the gas generator 150 is ignited, it releases a gas, e.g., by burning a fuel and thus generating gas or by opening a valve. The released gas then inflates the airbag 15, which can also be referred to as a gas bag.

[0066] Fig. 6 illustrates the inflated airbag 15 after the ignition of the gas generator 150. The inflated airbag 15 restrains the pelvis of the seat occupant 2. This further prevents the risk of submarining. Fig. 7 shows the vehicle seat 1 in the relaxed position RP according to Fig. 2, wherein the first arm 130A is illustrated in a cut-away view. The first arm 130A here comprises a lock 14. As long as the force acting on the first arm 130A is less than a minimum value, the first arm 130A is not deformed. If the minimum value is exceeded, the deformation section 132A is deformed, so that the first bearing section L1 can be moved in the guide F. The lock 14 can be used to lock the guide F independently of the deformation section 132A.When the lock 14 is closed, the deformation section 132A will not deform even if the acting force (in the direction of the deformation section 132A) exceeds the minimum value. The minimum value serves as the trigger threshold and can be set above a typical misuse load.

[0067] In Fig. 7, the lock 14 is shown in a closed state. Fig. 9 shows the vehicle seat 1, with the lock 14 shown in an open state, as shown enlarged in Fig. 10.

[0068] In the cutaway views, and particularly in Fig. 9, it can be seen that the lock 14 comprises a claw 140 (alternatively, at least one bolt) which is pivotally mounted on the first arm 130A. In the locked state, the claw 140 engages the deformation section 132A and thus prevents its deformation.

[0069] A triggering device 17A is configured to unlock the lock 14. For this purpose, the triggering device 17A comprises an electric actuator 170, the actuation of which disengages the claw 140 from the deformation section 132A. The triggering device 17A is triggered by a control system 16, which is illustrated by way of example in Fig. 8. The control system 16 can be the same as explained above or a different control system. The control system 16 detects a position of the vehicle seat 1 and opens or closes the lock 14 depending thereon. In the present case, the control system 16 opens the lock 14 when the vehicle seat is arranged in the relaxed position RP and closes it in other positions. The control system 16 can then be configured to open or close the lock 14 depending on an inclination of the seat part 10 and / or the backrest 11 (e.g., relative to the base).

[0070] Fig. 10A shows the first arm 130A of the vehicle seat 1 separately. The first arm 130A comprises a base body 133, to which a bolt of the second bearing section L2 is fixedly or rotatably mounted. The base body 133 is elongated. The base body 133 further forms a slot, which serves as the previously described guide F. The guide F is elongated. In the present case, the guide F is rectilinear. Consequently, the movement guided by the guide F is also rectilinear.

[0071] The first bearing section L is arranged within the guide, wherein Fig. 10A shows an opening into which the bolt 135 described above can engage.

[0072] The guide F is concealed by the deformation section 132A. The deformation section 132A is elongated. The deformation section 132A is attached to the base body 133. In the present case, the deformation section 132A has weakened areas, which can be in the form of perforations or indentations. The deformation section 132A thus allows particularly precise and uniform deformation. If a force acts on the first bearing section L1 in the direction of the second bearing section L2 (or vice versa from the second to the first bearing section L2, L1) that is above the minimum value, the deformation section 132A fails and allows the bolt 135 of the first bearing section L1 to be displaced along the guide F. The deformation section 132A is designed in the form of a deformation element attached to the base body 133.The deformation section 132A has a smaller material thickness and / or a material with a lower strength than the base body 133.

[0073] It should be noted that, instead of the triggering device 17A with the electric actuator 170, the lock 14 can also be opened by a triggering device that can be triggered by an applied acceleration. For example, the claw 140 could simply be pulled out of engagement with the deformation section 132A as a result of the acceleration in the event of a frontal crash. Furthermore, it is possible to open the lock 14 electrically or mechanically by moving to a predetermined seat position (e.g., the relaxed position RP).

[0074] Optionally, the deformation section 132A has increasing material thickness, strength, and / or stability along its length. This allows for the safe support of people of varying weights and crash severities. Such a progression can be provided alternatively or additionally before the end stop to prevent a hard impact.

[0075] Fig. 10B shows a differently designed first arm 130C for the vehicle seat 1. In this

[0076] In this case, the deformation section 132B is formed by opposite edges of the guide F. By exceeding the minimum force, the bolt 135 of the first bearing section L1 bends the edges and thus enables the displacement in the guide F.

[0077] The first arm 130C according to Fig. 10B also comprises a lock 14 and a triggering device 17B. Here, however, the triggering device 17B comprises a pyrotechnic actuator 171 for opening the lock 14.

[0078] Fig. 10C shows a further first arm 130B for the vehicle seat 1, which is designed analogously to the first arm 130A according to Fig. 10A, but without lock 14.

[0079] Fig. 10D shows a further first arm 130D for the vehicle seat 1, which is designed analogously to the first arm 130C according to Fig. 10B, but again without lock 14.

[0080] Fig. 11A shows a first arm 130G, which the vehicle seat 1 may have. As already described, a guide F is formed on a base body 133 and blocked by a deformation section 132C. Furthermore, it is provided that the bolt 135 of the first bearing section L1 is mounted on a carriage guided in the base body 133. A retaining bolt 139 locks the first bearing section L1 (namely, the carriage here) in the starting position shown.

[0081] As can be seen particularly in the partially cutaway view of Fig. 11B, the retaining bolt 139 is arranged in an opening in the base body 133 and extends to the front of the carriage. The retaining bolt 139 thus blocks deformation of the deformation section 132C. By withdrawing the retaining bolt 139, such deformation is released. For example, the retaining bolt 139 is withdrawn in the relaxed position, e.g., by means of a Bowden cable, a lever, or the like, and inserted in other positions of the vehicle seat 1. Adjustment of the retaining bolt 139 from the shown blocking position to a release position by means of a motor or pyrotechnic actuator is also conceivable.

[0082] Fig. 12 illustrates several different deformation sections 132C-132F, which may be provided in the first arms 130A-130G described herein, respectively.

[0083] A deformation section 132C effects a uniform deceleration of the relative movement between the bearing sections L1, L2 over its length. This deformation section 132C has, for example, a constant thickness along its length. A further deformation section 132D effects a linearly increasing deceleration of the relative movement between the bearing sections L1, L2 over its length. This deformation section 132D has, for example, a linearly increasing thickness along its length. This prevents an acceleration peak at the end stop.

[0084] A further deformation section 132E causes an exponentially increasing deceleration of the relative movement between the bearing sections L1, L2 along its length. This deformation section 132E, for example, has an exponentially increasing thickness along its length. This allows an acceleration peak at the end stop to be particularly effectively prevented.

[0085] A further deformation section 132F causes a gradually increasing braking of the relative movement between the bearing sections L1, L2 along its length. This deformation section 132F, for example, has a thickness that increases in several stages along its length.

[0086] Instead of varying a thickness, the size and / or density of weakenings in the material can also be varied in order to achieve the braking process described.

[0087] The deformation sections 132A, 132C-132F and / or deformation sections 132A, 132C-132F with different braking characteristics can be inserted into the base body 133 depending on the requirements. Thus, the appropriate deformation sections 132A, 132C-132F can be used modularly in similarly designed enveloping systems for vehicle seats of different configurations or installation positions.

[0088] Reference symbols

[0089] I Vehicle seat

[0090] 10 Seat part

[0091] 100 seat pan

[0092] II Backrest

[0093] 12 Base

[0094] 120 bracket

[0095] 121 seat rail

[0096] 122 floor rail

[0097] 13 Carrying mechanism

[0098] 130A-130G first arm

[0099] 131 second arm

[0100] 132A-132F Deformation section

[0101] 133 basic bodies

[0102] 134 rear arm

[0103] 135 bolts

[0104] 136 jetty

[0105] 137 Nose

[0106] 138 recording

[0107] 139 retaining bolts

[0108] 14 Castle

[0109] 140 claw

[0110] 15 airbags

[0111] 150 gas generator

[0112] 16 Control system

[0113] 17A, 17B triggering device

[0114] 170 electric actuator

[0115] 171 pyrotechnic actuator

[0116] 2 seat users

[0117] AP upright position

[0118] B1 rear area

[0119] B2 front area

[0120] D1 , D2 first, second distance

[0121] F Leadership

[0122] HP further security position

[0123] L1, L2 first, second bearing section RP Relax position

[0124] SP security position

[0125] S1-S5 swivel axis

[0126] W Way

Claims

Claims 1. Vehicle seat (1), comprising: a seat part (10), a backrest (11), a base (12) and a support mechanism (13) with a first arm (130A-130G) and a second arm (131), via which at least the seat part (10) is supported on the base (12), wherein the first arm (130A-130G) is pivotally mounted on the second arm (131) with a first bearing section (L1) and pivotally mounted on the seat part (10) or on the base (12) with a second bearing section (L2), characterized in that the first arm (130A-130G) has a guide (F) which is blocked in an initial position of the bearing sections (L1, L2) by a deformation section (132A-132F) which is deformable as a result of a force application in order to enable a movement guided by the guide (F) to change a distance (D1, D2) of the first storage section (L1) to the second storage section (L2).

2. Vehicle seat (1) according to claim 1, characterized in that the seat part (10) and the backrest (11) can be moved into a relaxed position (RP) by means of the support mechanism (13) when the bearing sections (L1, L2) are arranged in the starting position, wherein the seat part (10) and the backrest (11) can be moved from the relaxed position (RP) by changing the distance (D1, D2) of the first bearing section (L1) to the second bearing section (L2) into a more upright safety position (SP) relative to the base (12) compared to the relaxed position (RP).

3. Vehicle seat (1) according to claim 2, characterized in that the first arm (130E) has a receptacle (138) which can be released as a result of a deformation in order to enable a movement of the vehicle seat (1) from an upright position (AP) compared to the relaxed position (RP) into a further safety position (HP) which is inclined further backwards in comparison thereto.

4. Vehicle seat (1) according to one of the preceding claims, characterized in that the first arm (130A-130G) is supported on the base (12) via the second arm (131).

5. Vehicle seat (1) according to one of the preceding claims, characterized in that the first bearing section (L1) in the starting position has a greater distance (D1) to the second bearing section (L2) than after the movement guided by the guide (F).

6. Vehicle seat (1) according to one of the preceding claims, characterized in that the movement guided by the guide (F) is rectilinear.

7. Vehicle seat (1) according to one of the preceding claims, characterized in that the first arm (130A-130G) has a base body (133) on which one of the two bearing sections (L1, L2) is mounted and which forms the guide (F).

8. Vehicle seat (1) according to claim 7, characterized in that the other of the two bearing sections (L1, L2) is arranged in the guide (F).

9. Vehicle seat (1) according to claim 8, characterized in that the guide (F) is designed in the form of a slot and the other of the two bearing sections (L1, L2) has a bolt.

10. Vehicle seat (1) according to one of claims 7 to 9, characterized in that the deformation section (132A) is designed in the form of a deformation element fastened to the base body (133).

11. Vehicle seat (1) according to one of claims 7 to 9, characterized in that the deformation section (132B) is formed by one or more edges of the guide (F).

12. Vehicle seat (1) according to one of the preceding claims, characterized by an airbag (15) mounted on the seat part (10).

13. Vehicle seat (1) according to claim 12, characterized by a control system (16) which is arranged to cause inflation of the airbag (15) and to release deformation of the deformation section (132A-132F).

14. Vehicle seat (1) according to one of the preceding claims, characterized by a lock (14) by means of which the guide (F) can be locked independently of the deformation section (132A, 132B).

15. Vehicle seat (1) according to claim 14, characterized in that the lock (14) can be opened by a triggering device (17A) with an electric actuator (170).

16. Vehicle seat (1) according to claim 14 or 15, characterized in that the lock (14) can be opened by a triggering device which can be triggered by an acting acceleration.

17. Vehicle seat (1) according to one of claims 14 to 16, characterized in that the lock (14) can be opened by a triggering device (17B) with a pyrotechnic actuator (171).

18. Vehicle seat (1) according to one of claims 14 to 17, characterized in that the lock (14) is designed to be opened based on a position of the vehicle seat (1).

19. Vehicle seat (1) according to one of the preceding claims, characterized in that the deformation section (132A-132F) has a uniform, a linearly stronger increasing, exponentially increasing or gradually increasing braking of the movement guided by the guide (F) to change the distance (D1, D2) of the first bearing section (L1) to the second bearing section (L2).

20. Vehicle seat (1), in particular according to one of the preceding claims, comprising: a seat part (10), a backrest (11), a base (12) and a support mechanism (13), by means of which the seat part (10) and the backrest (11) are supported on the base (12) in a rear region (B1) adjacent to the backrest (11) and in a front region (B2) further away from the backrest (11), characterized in that the support mechanism (13) in the front region (B2) comprises a first arm (130A-130G) which supports the seat part (10) and the backrest (11) on the base (12), which is designed to be deformable such that the seat part (10) and the backrest (11) can be moved from a relaxed position (RP) into a more upright safety position (SP) relative to the base (12) by deformation of the first arm (130A-130G).

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