Absorption of crash energy in a vehicle seat

Abstract

The invention relates to a vehicle seat (1A-1F) for a vehicle (2), comprising: a seat part (10), a backrest (11), and a support mechanism (13A-13F) for supporting the seat part (10) and / or the the backrest (11), wherein the support mechanism (13A-13F) is designed such that in the event of a crash of the vehicle (2), the vehicle seat (1A-1F) carries out a movement of the seat part (10) and / or the backrest (11), said movement comprising a rotation, from a relaxation position (RP) to a safety position (SP), which is upright in comparison to the relaxation position, and a deformation element (15A, 15B) is provided which is designed to deform during the movement from the relaxation position (RP) to the safety position (SP) in order to absorb energy introduced into the vehicle seat (1A-1F) as a result of the crash.

Description

[0001] Absorption of crash energy in a vehicle seat

[0002] Description

[0003] The proposed solution concerns a vehicle seat and a vehicle.

[0004] Vehicle seats are typically adjustable, e.g., to provide a comfortable seating position for different seat users and to accommodate different space requirements. For example, a vehicle seat can be mounted in a vehicle in a longitudinally adjustable manner using a longitudinal adjustment device to enable various seating positions along the vehicle's longitudinal axis. A vehicle seat can be adjustable using a height adjustment device to adjust the seat height. In a vehicle seat, the inclination of a backrest relative to a seat part can be adjustable, to name just a few examples.

[0005] In a vehicle crash, large forces can act on a vehicle seat and the passenger sitting on it. DE 10 2021 202 560 A1 describes a lever with a deformation section that can dissipate loads in a rear-end collision and enables the passenger to be decelerated more gently. To provide passengers, and in autonomous vehicles also drivers, with a particularly comfortable seating position while driving, vehicle seats can be designed so that they can be converted into a relaxation position in which a seat section and backrest are tilted far back. In such a position, which can particularly represent a reclining position, the passenger can lie down and, for example, sleep comfortably.

[0006] However, in this position, the restraint of the occupant's pelvis would exert 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. Therefore, such seating positions are currently limited to stationary vehicles, for example, and are not adjustable while the vehicle is moving.

[0007] The task is to provide an improved vehicle seat.

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

[0009] According to this, a vehicle seat for a vehicle is specified, comprising: a seat part, a backrest, and a support mechanism for supporting the seat part and / or the backrest, wherein the support mechanism is configured to guide a movement of the seat part and / or the backrest from a relaxed position into a comparatively more upright safety position in the event of a crash (of the vehicle with the vehicle seat). The movement comprises a rotation. A deformation element is provided and configured to be deformed during the movement from the relaxed position into the safety position, such that energy introduced into the vehicle seat as a result of the crash is absorbed by the deformation.

[0010] For example, in the event of a head-on collision, the deformation section can be used to 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. Specifically, the vehicle seat is moved into a more upright position so that the forces acting via a seat belt can be distributed over a larger area and the risk of possible "submarining", i.e. slipping under a seat belt, is significantly reduced. This can reduce the strain on the spine. This enables a safe and comfortable vehicle seat. It is also possible to reduce the forces acting on the support mechanism, which supports lightweight construction. The result is an improved vehicle seat.The described support mechanism can in particular be provided on a left side and on a right side of the vehicle seat.

[0011] It can be provided that in the relaxed position a torso angle and / or an angle of a longitudinal axis of the backrest is / are more than 25° (in particular more than 30°, more than 40° or even more than 50°) to the vertical (and to the vehicle's vertical axis of the vehicle coordinate system) when the vehicle seat is aligned according to an installed state in a horizontally positioned vehicle. In an upright sitting position, the torso angle and / or the angle of the longitudinal axis of the backrest can be less than 25°. The torso angle is measured, for example, using the standardized H-point measuring machine SAE J826 H-POINT MANIKIN in accordance with E / ECE / 324 and / or E / ECE / TRANS / 505 (e.g. Regulation No. 14, REV. 1 / ADD. 13 / REF, 1 , ANNEX 4).

[0012] The support mechanism can comprise at least one coupling element movable relative to the seat part. It can be provided that the seat part and / or the backrest is / are supported on a base via the at least one coupling element. This allows for comfortable adjustment of the vehicle seat. For example, this allows for adjustment of the seat height and / or seat inclination.

[0013] For example, the deformation element is arranged on at least one coupling element, in particular operatively connected thereto. This allows forces introduced into the coupling element to be dissipated.

[0014] In one embodiment, the at least one coupling element comprises the deformation element. This allows for a particularly simple construction because the coupling element thus fulfills a dual function. Alternatively, however, it can also be provided, for example, that the coupling element is supported on the deformation element.

[0015] The support mechanism can comprise a front coupling element and a rear coupling element. The coupling elements can each be movable, in particular pivotable, relative to the base and / or relative to the seat part. The seat part and the backrest can be supported on the base via the coupling elements, wherein the rear coupling element is arranged closer to the backrest than the front coupling element. The deformation element can be arranged on the rear coupling element. This enables safe adjustment into the safety position. Furthermore, the deformation element can be fastened or formed on the seat part or on the base and / or block a guide in which a bearing section is provided, on which, for example, the rear coupling element is pivotally mounted. This enables a particularly small installation space requirement.

[0016] For example, the front coupling element is designed in the form of a pivotably mounted front rocker arm and / or the rear coupling element is designed in the form of a pivotably mounted rear rocker arm. This provides a robust arrangement that can be easily adjusted. It can be provided that the deformation element is not arranged on the front rocker arm (but, for example, on the rear one).

[0017] The rear swing arm can be pivotally mounted to the seat part with a first bearing section and / or pivotally mounted to the base with a second bearing section. This enables a simple and safe design. The bearing sections each have, for example, a bearing opening and / or a bolt. The deformation element can be attached to the rear swing arm or formed such that its deformation allows the seat part and the backrest to move from the relaxed position to the safety position. For example, an applied force can cause the deformation element to deform if it exceeds a predetermined threshold. In this way, the deformation element can be used to dissipate crash energy in a vehicle crash by elastically and / or plastically deforming the material of the deformation element.The rear swing arm can have a guide that is blocked in an initial position of the bearing sections by the deformation section, which can be deformed upon the application of a force to release a movement guided by the guide to increase the distance between the first bearing section and the second bearing section. For example, one of the bearing sections is guided along the guide.

[0018] The deformation element can be arranged between the seat part and the backrest and / or can be deformed by rotating the backrest relative to the seat part. This allows for a simple design. The movement guided by the support mechanism can therefore include rotating the backrest relative to the seat part. Alternatively or additionally, the movement guided by the support mechanism can include, for example, rotating the backrest together with the seat part.

[0019] The vehicle seat can further comprise a lock by means of which the deformation element can be locked, e.g., a deformation of the deformation element can be locked. This can prevent unintentional activation, e.g., due to incorrect operation.

[0020] The lock can be opened, for example, by a triggering device with an electric actuator, by a triggering device that can be triggered by an applied acceleration, or by a triggering device with a pyrotechnic actuator. Furthermore, it can be provided that the lock opens when moved into the relaxed position and is always open in the relaxed position. If, for example, a collision detection system detects an impending or already occurring impact, the lock can be opened (e.g. by the control system communicatively linked to the collision detection system). This enables the lock to be opened quickly. Opening by acceleration enables a particularly simple design without the need for an electrical connection. Opening in the relaxed position also allows for a particularly simple design. A pyrotechnic actuator allows the lock to be opened particularly quickly.

[0021] The movement guided by the support mechanism can include not only rotation but also translation. This allows particularly large forces to be dissipated.

[0022] According to one aspect, a vehicle seat for a vehicle is specified, in particular according to any embodiments or those described above. The vehicle seat comprises a seat part, a backrest, and a support mechanism for supporting the seat part and / or the backrest. The support mechanism is configured to guide a movement of the seat part and / or the backrest, which movement includes a translation, in the event of a crash of the vehicle with the vehicle seat. A deformation element is provided which is configured to be deformed during the movement of the seat part and / or the backrest in order to absorb energy introduced into the vehicle seat as a result of the crash. With regard to the advantages, reference is made to the above information.

[0023] The support mechanism can comprise a floor rail and a seat rail that can be displaced relative thereto, wherein the deformation element is configured to be deformed by a displacement of the seat rail relative to the floor rail. This allows for a particularly simple construction, since, for example, an existing longitudinal adjustment device can be adapted accordingly.

[0024] The seat part can have a seat pan and side parts, with the deformation element being configured to be deformed by a displacement of the seat pan relative to the side parts. This allows energy to be dissipated and submarining to be prevented.

[0025] A subframe may be provided over which the seat part and / or the backrest are supported, e.g., on a longitudinal adjustment device of the support mechanism or on a base supporting the rest of the vehicle seat. The deformation element may be configured to be deformed by a movement of the subframe. This allows separation between adjustment during normal use and movement in the event of a crash.

[0026] For example, a height adjustment device of the support mechanism can be supported on the longitudinal adjustment device of the support mechanism via the subframe. Furthermore, the longitudinal adjustment device of the support mechanism can be mounted on a vehicle floor via the subframe.

[0027] The movement of the seat part and / or the backrest can (also) be effected by a motor unit, e.g., for comfort adjustment. It can be provided that the motor unit is decoupled upon deformation of the deformation element in such a way that the movement of the seat part and / or the backrest is possible without movement of the motor unit.

[0028] The vehicle seat may have a seat belt mounted on the backrest. The seat belt is attached, for example, to an upper end of the backrest. In a frontal crash, the belt forces acting on it trigger an adjustment of the support mechanism to the safety position, including the deformation of the deformation element. This enables a particularly reliable transfer of the vehicle seat to the safety position.

[0029] According to one aspect, a vehicle is provided comprising the vehicle seat mounted therein according to any embodiment described herein. Regarding the advantages, reference is made to the above disclosures.

[0030] The concept underlying the invention will be explained in more detail below with reference to the exemplary embodiments illustrated in the figures. They show:

[0031] Fig. 1A a vehicle seat with a support mechanism for adjusting the

[0032] Vehicle seat in a relaxed position and a relatively more upright position, the vehicle seat being shown in the relaxed position; Fig. 1 B shows the vehicle seat according to Fig. 1 A in a safety position;

[0033] Fig. 2 shows a vehicle seat with a support mechanism with several

[0034] Deformation elements that are deformable to release rotation;

[0035] Fig. 3 shows a vehicle seat with a support mechanism with several

[0036] Deformation elements that can be deformed to allow translation;

[0037] Figs. 4A and 4B show a vehicle seat with a deformation element on a bearing of a swing arm in a relaxed position and in a safety position;

[0038] Figs. 5A and 5B show another vehicle seat with a deformation element on a mounting of a seat part on a swing arm in a relaxed position and in a safety position;

[0039] Figs. 6A and 6B show another vehicle seat with a deformation element on a swing arm in a relaxed position and in a safety position;

[0040] Fig. 7A and 7B the rocker with the deformation element, in particular of the vehicle seat according to Fig. 6A and 6B;

[0041] Fig. 8 shows the deformation section, in particular of the vehicle seat according to Fig.

[0042] 4A and 4B and the vehicle seat according to Fig. 5A and 5B; and

[0043] Fig. 9 shows the rocker arm, in particular of the vehicle seat according to Fig. 4A and 4B and of the vehicle seat according to Fig. 5A and 5B.

[0044] Fig. 1A shows a vehicle seat 1A with a seat part 10 and a backrest 11. The backrest 11 is arranged at a rear region of the seat part 10, in the present case pivotably mounted on the seat part 10 about a pivot axis S1 by means of an arrangement of fittings 138.

[0045] The vehicle seat 1A further comprises a support mechanism 13A. In the present example, the support mechanism 13A comprises two floor rails 136, of which the left floor rail 136 can be seen in the side view according to Fig. 1A, as seen from the perspective of a seat occupant 3 sitting on the vehicle seat 1A. The corresponding right floor rail 136 is designed analogously (e.g., identically or as a mirror image) to the left floor rail 136. This also applies to the other components of the support mechanism 13A described below.

[0046] The floor rails 136 can be mounted on a vehicle floor 20 of a vehicle 2 and, in the mounted state as shown in Fig. 1A, are fastened to the vehicle floor 20 of the vehicle 2 comprising the vehicle seat 1A. A respective seat rail 135 of the support mechanism 13A is longitudinally displaceably engaged with each of the floor rails 136. The seat rails

[0047] 135 form a longitudinal adjustment device LV with the floor rails 136. The support mechanism 13A connects the seat part 10 to the vehicle floor 20. Thus, the vehicle seat 1A can be adjusted to different positions along the longitudinal extent of the floor rails

[0048] 136 can be adjusted, in the present example along the horizontal X. The horizontal X corresponds to the vehicle's longitudinal axis. It should be noted that the vehicle seat 1A could also be designed without a longitudinal adjustment device LV. For example, the support mechanism 13A could comprise a bracket fixed to the vehicle floor 20 instead of the seat and floor rails 135, 136. The floor rails 136 form a base 12 for the rest of the vehicle seat 1A. In particular, the seat part 10 and the backrest

[0049] 11 is supported on the base 12. If the vehicle seat 1A is not equipped with the longitudinal adjustment device LV, a bracket or the vehicle floor 20, for example, can serve as the base 12.

[0050] The support mechanism 13A supports the seat part 10 and the backrest 11 in the rear region of the seat part 10 adjacent to the backrest 11 and in a front region further away from the backrest 11. The support mechanism 13A has (on each side) a front rocker arm 130A in the front region and a rear rocker arm 131A in the rear region, via which the seat part 10 and, in this case, also the backrest 11, are supported on the base 12. The rear rocker arm 131A is thus arranged closer to the backrest 11 than the front rocker arm 130A.

[0051] The support mechanism 13A forms a height adjustment device HV for adjusting the seat height of the seat part 10 relative to the base 12. By adjusting the front and / or rear swing arm 130A, 131A relative to the base 12, the seat height relative to the base

[0052] 12 (along the vertical Z, here the vehicle height axis) adjustable.

[0053] Fig. 1A shows the vehicle seat 1A in a relaxed position RP (or position), in which the seat occupant 3 can, for example, rest or sleep in the vehicle seat 1A. An upright position AP (or position) is also illustrated in Fig. 1A with dashed lines. In the upright position AP, the seat occupant 3 can, for example, drive the vehicle 2 with the vehicle seat 1A as the driver. In the relaxed position RP, both the seat part 10 and the backrest 11 are inclined further rearward than in the upright position AP (from the perspective of the seat occupant 3 sitting on the vehicle seat 1 and looking straight ahead), in this case to such an extent that a torso angle α and an angle of a longitudinal axis L of the backrest 11, when the base 12 is aligned according to an installed state in the vehicle 2 placed on a horizontal surface, are more than 25° to the vertical Z (and more than 25° to the vehicle height axis).The torso angle a corresponds, for example, to the angle of a straight torso line LT of the torso 30 from the hip joint to the shoulders of a seat occupant 3 sitting in the vehicle seat 1A to the vertical Z (or the vehicle height axis). The longitudinal axis L of the backrest 11 extends, for example, from the pivot axis of the backrest 11 on the seat part 10 to the upper end edge of the backrest 11.

[0054] Furthermore, Fig. 1A shows a seat pan angle ß, which, for example, describes the angle between a seat pan line LS (or the thighs 31 resting on the seat part 10) and the horizontal X (with an orientation of the base 12 according to an installed state in the vehicle 2 placed on a horizontal surface). The seat pan line LS corresponds, for example, to a straight line from the hip joint to the knees of the seat occupant 3.

[0055] The torso angle and / or seat pan angle are measured, for example, in accordance with E / ECE / 324 and / or E / ECE / TRANS / 505 (e.g., Regulation No. 14, REV. 1 / ADD. 13 / REF. 1, ANNEX 4). The torso angle and / or seat pan angle can be measured, for example, using the standardized H-point measuring machine SAE J826 H-POINT MANIKIN in accordance with E / ECE / 324 and / or E / ECE / TRANS / 505 (e.g., in accordance with Regulation No. 14, REV. 1 / ADD. 13 / REF. 1, ANNEX 4).

[0056] The exemplary vehicle seat 1A further comprises a legrest 104, on which the seat occupant 3 can rest their legs, particularly in the relaxed position RP. In a footwell 21 beneath a dashboard 22 (which can also be referred to as an I-panel) of the vehicle 2, an angled section 200 of the vehicle floor 20 is provided, on which the seat occupant 3 can place their feet.

[0057] The seat part 10 and the backrest 11 can be moved by means of the support mechanism 13A from the upright sitting position AP into the further rearwardly inclined relaxed position RP and vice versa. A motor unit 134 (e.g. with an electric motor and a gear) is designed to adjust the seat part 10 and the backrest 11 between the upright position AP and the relaxed position RP. The motor unit 134 is, for example, (fixedly or pivotably) mounted on the seat rail 135 and drives, for example, a spindle which is, for example, pivotably mounted on the seat part 10. Alternatively or additionally, it can be provided, for example, that the motor unit 134 (or a further motor unit) acts on the rear rocker 131A. A further motor unit (e.g. with an electric motor and a gear) can be provided and designed to adjust an inclination of the seat part 10 and the backrest 11 relative to the base. For this purpose, the further motor unit acts, for example,on a first arm 132 of the front swing arm 130A in order to pivot it relative to a second arm 133 of the front swing arm 130A. Furthermore, a motor unit is provided for displacing the seat rail 135 relative to the floor rail 136. In the vehicle seat 1A, the seat part 10 and the backrest 11 are thus motor-adjustable between the upright position AP and the relaxed position RP.

[0058] A control system 16 is provided which controls the motor unit(s) 134.

[0059] In the present example, a belt exit point 190 of a safety belt 19 for the seat occupant 3 is arranged at an upper end of the backrest 11 (facing away from the seat part 10). A retractor mechanism 191 is mounted at the upper end of the backrest 11. Alternatively, the retractor mechanism 191 can also be mounted at a different location, and the safety belt 19 is redirected, for example, at a deflection bracket at the upper end of the backrest 11. Pulling on the safety belt 19 therefore exerts a force on the upper end of the backrest 11. Furthermore, a belt buckle 192 is attached to the seat part 10 (alternatively, for example, to the seat rail 135).

[0060] The safety belt 19 and other elements of the vehicle seat 1A are illustrated in Fig. 1A and are not shown again in Fig. 1B for the sake of simplicity. In the event of a frontal crash, the weight of the seat occupant 3 pulls on the backrest 11 via the safety belt 19 and exerts a force Fa on the backrest 11. Furthermore, a force Fb acts on the seat part 10 in the area of ​​the belt buckle 192. The forces Fa and Fb are directed forward and upward, respectively.

[0061] Since in the relaxed position RP the torso 30 of the seat occupant 3 is inclined relatively far backwards, e.g. at an angle of more than 35 degrees to the vertical Z or even at an angle of more than 45 degrees to the vertical Z (with an orientation of the base 12 according to an installed state in the vehicle 2 placed on a horizontal surface), very high forces would be introduced into the spine of the seat occupant 3 in the event of a frontal impact.

[0062] The support mechanism 13A is designed to guide a movement of the seat part 10 and the backrest 11 from the relaxed position RP into a more upright safety position SP relative to the base 12 in the event of a crash of the vehicle 2 with the vehicle seat 1A.

[0063] Fig. 1B shows the vehicle seat 1A in the safety position SP. The torso angle α2 (and also the angle of the longitudinal axis L of the backrest 11 to the vertical axis Z and the vehicle's vertical axis) is smaller than in the relaxed position RP. The seat pan angle β2 (to the horizontal X and the vehicle's longitudinal axis) is also smaller than in the relaxed position RP.

[0064] The seat part 10 and the backrest 11 are rotated forward and upward relative to the seat rail 135, as well as displaced forward by translation, as illustrated by open arrows in Fig. 1 B. Thus, the acting forces can be introduced more gently into the torso 30 of the seat occupant 3 via the safety belt.

[0065] The support mechanism 13A is thus designed to guide, in the event of a crash of the vehicle 2, a movement comprising a rotation of the seat part 10 and the backrest 11 from the relaxed position RP into the comparatively more upright safety position SP.

[0066] Deformation elements are provided which are designed to be deformed during the movement from the relaxed position RP to the safety position SP in order to absorb energy introduced into the vehicle seat 1A as a result of the crash, as explained in more detail below.

[0067] The rear swing arm 131A is pivotally mounted about a pivot axis relative to the base 12, here via the seat rail 135 of the support mechanism 13A and on the floor rail 136. Furthermore, the rear swing arm 131A is pivotally connected to the seat part 10 about a pivot axis. The front swing arm 130A is pivotally mounted on a pivot axis relative to the seat rail 135. Furthermore, the front swing arm 130A is pivotally connected to the seat part 10 about a pivot axis. The front swing arm 130A further comprises the first arm 132 and the second arm 133. The first arm 132 is pivotally mounted on the seat rail 135, and the second arm 133 is pivotally connected to the seat part 10. The first and second arms 132, 133 are pivotally connected to one another via a further pivot axis. Furthermore, the vehicle seat 1A is shifted further forward in the safety position SP than in the relaxation position RP, cf. the longitudinal positions X1 and X2 (X1 > X2) in Fig. 1A and 1B.In this case, the seat rails 135 are shifted forward relative to the floor rails 136. As will be explained in more detail below, energy is dissipated by deformation of a deformation element.

[0068] To enable the seat part 10 and the backrest 11 to be moved from the relaxed position RP to the safety position SP, the control system 16 is configured to detect an impending or already occurred vehicle crash and, in response, to open a lock, as described further below, and / or decouple a transmission of the motor unit 134. For this purpose, the control system 16 can be communicatively connected to sensors or comprise sensors whose sensor values ​​indicate an impending or already occurred accident (in particular a frontal impact) (e.g., one or more acceleration sensors).

[0069] The vehicle seats 1 B-1 F described below also comprise a safety belt 19 and may also comprise a control system 16 and / or a longitudinal adjustment device LV and / or a height adjustment device HV, e.g. as described above.

[0070] Fig. 2 shows another vehicle seat 1B in the relaxed position. Here, the backrest 11 is again pivotally connected to the seat part 10 by means of the fittings 138 about the (first) pivot axis S1.

[0071] Furthermore, a subframe 137 is provided, which supports the seat part 10 and the backrest 11. The subframe 137 is pivotally mounted on a base 12 via a (second) pivot axis S2. The base 12 can be mounted on the vehicle floor 20 (alternatively, part of a longitudinal adjustment device).

[0072] Fig. 2 further illustrates several deformation elements 15A, 15B, the structure of which will be described in more detail below. A deformation element 15A connects the base 12 to the subframe 137 at a location spaced from the (second) pivot axis S2. As a result of a force acting as a result of a frontal crash, this deformation element 15A is plastically deformed, so that crash energy is dissipated and, at the same time, the seat part 10 and the backrest 11 pivot about the (second) pivot axis S2 and are thereby positioned more upright. The support mechanism 13B of the vehicle seat 1B also comprises a height adjustment device HV with a pivotable front rocker arm 130B and a pivotable rear rocker arm 131A, but could also be designed without a height adjustment device HV.

[0073] Another deformation element 15B holds the backrest 11 at an angle to the seat part 10 set by the fittings 138. In the present example, the deformation element 15B connects one of two relatively adjustable and interlockable fitting parts, one of the fittings 138, to the seat part 10. This fitting part is rotatably mounted on the seat part 10, but is held there in a rotationally fixed manner by the deformation element 15B. If a force acting on the backrest 11 exceeds a predetermined threshold, the deformation element 15B is deformed, thus enabling rotation of the fitting part relative to the seat part 10. The backrest 11 can thus be pivoted into the safety position without unlocking the fittings 138. In the process, energy is also absorbed.

[0074] It should be noted that the vehicle seat 1B could also have only one of the two deformation elements 15A, 15B with the corresponding mechanism.

[0075] As already mentioned, the movement from the relaxed position RP to the safety position SP is locked during normal use. The locking mechanism is released in the event of a crash (particularly in the event of a frontal crash), e.g., by means of the control unit 16 and / or by the high forces acting in the event of a crash. For example, the locking of the deformation element(s) 15A, 15B is released by activating a fast actuator, by pyrotechnics, or by assuming the relaxed position RP (or another crash-relevant position).

[0076] Fig. 3 shows another vehicle seat 1C with a support mechanism 13C with a longitudinal adjustment device LV (and here, by way of example, also a height adjustment device HV).

[0077] The support mechanism 13C is designed to guide a translational movement of the seat part 10 and the backrest 11 in the event of a crash of the vehicle 2 with the vehicle seat 1C, wherein at least one, here several deformation elements 15B are provided, which are designed to be deformed during the movement of the seat part 10 and the backrest 11 in order to absorb energy introduced into the vehicle seat 1C as a result of the crash. The longitudinal adjustment device LV of the support mechanism 13C comprises a floor rail 136 and a seat rail 135 that can be displaced relative thereto, wherein a deformation element 15B is arranged and designed to be deformed by a displacement of the seat rail 135 relative to the floor rail 136. For this purpose, the deformation element 15B is mounted, for example, on a spindle holding bracket of the longitudinal adjustment device LV.The longitudinal adjustment device LV comprises, for example, a spindle, which is mounted via the spindle bracket, e.g., on the floor rail 136. A spindle nut engages the spindle and is mounted, e.g., on the seat rail 135. The spindle or the spindle nut is, in particular, motor-driven to effect a longitudinal adjustment. The deformation element 15B connects, e.g., the spindle bracket to the floor rail 136. Furthermore, it can be provided that the (or a) deformation element 15B is provided in the spindle, e.g., connects two parts of the spindle to one another. Furthermore, the (or a) deformation element can be arranged parallel to a gear of the spindle nut.

[0078] By deforming the deformation element 15B on the longitudinal adjustment device LV, crash energy can be dissipated by a translation, namely longitudinal displacement of the seat rail 135 relative to the floor rail 136.

[0079] Furthermore, the seat part 10 has a seat pan 100 and side parts 101 and a further deformation element 15B is designed to be deformed by a displacement of the seat pan 101 relative to the side parts 101. The seat pan 100 is thus displaceably mounted on the side parts 101, e.g. on corresponding bearing sections of the support mechanism 13C. By a deformation of this deformation element 15B on the seat part

[0080] 10, crash energy can be dissipated by translating the seat pan 100 relative to the side parts 101.

[0081] Furthermore, an auxiliary frame 137 is provided, over which the seat part 10 and the backrest

[0082] 11, wherein the deformation element 15B is configured to be deformed by a movement of the subframe 137. In this case, the subframe 137 is slidably mounted on the seat rail 135 and fixed relative thereto by the (intact) deformation element 15B. By deforming this deformation element 15B on the subframe, crash energy can be dissipated by a translation of the subframe 137 relative to the seat rail 135.

[0083] The height adjustment device HV of the support mechanism 13C is supported in this case via the auxiliary frame 137 on the longitudinal adjustment device LV of the support mechanism 13C. It should be noted that the vehicle seat 1C could also have only one of the three illustrated deformation elements 15B with the corresponding mechanism.

[0084] Furthermore, it should be noted that the movement guided by the support mechanism 13C can be linear or alternatively, for example, along a curved path.

[0085] Figs. 4A and 4B show a vehicle seat 1D with a support mechanism 13D comprising a front coupling element and a rear coupling element, via which the seat part 10 and the backrest 11 are supported on the base 12. The rear coupling element is arranged closer to the backrest 11 than the front coupling element. A deformation element 15A is provided on the rear coupling element. Deformation of the deformation element 15A enables movement of the seat part 10 and the backrest 11 from the relaxed position RP shown in Fig. 4A to the safety position SP shown in Fig. 4B.

[0086] In this case, the front coupling element is designed in the form of a pivotally mounted front rocker 130B, and the rear coupling element is designed in the form of a pivotally mounted rear rocker 131A. In the relaxed position RP, both rockers 130B, 131A are tilted backward.

[0087] Furthermore, decoupling of the comfort adjustment drives of the respective adjustment levels (HV / NV) and activation of a deformation element connected in parallel can be provided. In Fig. 4A, a switching element is provided, for example, with a box that decouples the comfort adjustment drive in the event of a crash. This eliminates the need to design the drive for a crash scenario and can therefore be made lighter. The safety feature in the event of a crash is then achieved with the described mechanism. The switching element can be activated as a result of an applied acceleration, a position, and / or electrically.

[0088] Fig. 9 shows the rear swing arm 131A. The rear swing arm 131A has two bearing sections L1, L2 formed on a base body. In the present case, each of the two bearing sections L1, L2 is designed in the form of a bearing opening (e.g., for a respective bolt). The rear swing arm 131A is pivotally mounted on the seat part 10 with the first bearing section L1 and pivotally mounted on the base 12 with the second bearing section L2. The rear swing arm 131A itself does not have a deformation section, but is mounted on the deformation element 15A. The rear swing arm 131A is rigid and formed in one piece. The front swing arm 130B can be identical to the rear swing arm 131A and have the same or, as here, a different (namely, greater, see, for example, Fig. 4A) length.

[0089] The base 12 shown in Fig. 4A and 4B has a holder 123. A base body 150B of the deformation element 15B, illustrated in Fig. 8, is fastened to the holder 123. For this purpose, the base body 150B has, for example, two fastening points B1, B2, here in the form of holes, by means of which the base body 150B is fastened to the holder 123. The base body 150B defines a guide F. In the example shown, the guide F is elongated, specifically straight, but could also be designed differently, e.g. curved. A deformation section 153 is fastened to the guide F. The deformation section 153 extends along the guide F. The deformation section 153 blocks the guide F. The guide F is arranged here, for example, between the fastening points B1, B2. A bearing section L3 is arranged in the guide F.

[0090] The second bearing section L2 of the rear swing arm 131A is coupled (e.g., via a bolt) to the bearing section L3 in the guide F. The rear swing arm 131A is thus mounted on the bearing section L3 in the guide F. The guide F is arranged such that the bearing section L3 is displaced backward and upward at an angle (e.g., 15° to 75° to the vertical Z) upon deformation of the deformation section 153. In the relaxed position, the backrest 11 extends at an angle upward and backward, and the guide F is also aligned at an angle upward and backward.

[0091] The deformation section 153 here, for example, has weakened areas and is weaker than the base body 150B. The weakened areas can be in the form of openings or indentations. In this way, the deformation section 153 allows particularly precise and uniform deformation. The deformation section 153 can have a smaller material thickness and / or a material with a lower strength than the base body 150B. When a force acts on the bearing section L3 in the guide F along the guide F that exceeds a predetermined minimum force, the deformation section 153 fails and is deformed, plastically in the example described here. As a result, the deformation section 153 releases the guide F and allows a displacement of the bearing element received in the bearing section L3 (e.g. a bolt) along the guide F. In the initial state, the guide F is covered by the deformation section 153.The deformation section 153 is elongated. Optionally, the deformation section 153 has a material thickness, strength, and / or stability that increases (e.g., linearly, stepwise, or exponentially) along its length. This allows people of different weights to be safely restrained. Such a progression can be provided alternatively or additionally before reaching an end position in the guide F to prevent a hard impact.

[0092] Alternatively or additionally, the deformation section could also be formed by opposite edges of the guide F. By exceeding the minimum force, the bearing element accommodated in the bearing section L3 can bend the edges and thus enable the displacement in the guide F.

[0093] As can be seen from Fig. 4B, the rear swing arm 131A is thereby pulled out at the base 12 until the bearing element (e.g. the bolt) accommodated in the bearing section L3 reaches the end of the guide F.

[0094] In a frontal crash, the force exerted on the bearing section L3 due to the acting forces Fa, Fb exceeds the predetermined minimum force. By orienting the guide F obliquely backward, the backrest 11 is positioned more upright compared to the relaxed position RP, and the seat part 10 is displaced rearward relative to the base 12. In the process, the front rocker arm 130B pivots rearward.

[0095] As illustrated in Fig. 8, a lock 14 is further provided, by means of which the deformation section 153 can be locked. The lock 14 has a bolt 140, which is inserted into the guide F and thus blocks any displacement of the bearing element in the bearing section L3.

[0096] A triggering device 17 is configured to unlock the lock 14. For this purpose, the triggering device 17 comprises an electrical (or pyrotechnic) actuator, the actuation of which disengages the latch (alternatively, e.g., a claw) from the deformation section 153. The triggering device 17 is triggered by the control system 16. The control system 16 can detect an impending or already occurring crash and, in response, open the lock 14. The control system 16 optionally detects a position of the vehicle seat 1D 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 1D is arranged in the relaxed position RP and closes it in other positions. The control system 16 can be configured to open the lock 14 depending on an inclination of the seat part 10 and / or the backrest 11 (e.g.,relative to the base) and / or the size of the torso angle. It should be noted that the lock 14 can also be opened by a triggering device 17, which can be triggered by an acting acceleration. For example, the bolt 140 could simply be pulled out of engagement with the guide F as a result of the acceleration in the event of a frontal crash. The triggering device 17 can be controlled via a seat-integrated crash assessment (e.g., the control system 16), an acceleration sensor, a vehicle-side crash assessment, or by detecting an impending or already occurred vehicle crash.

[0097] 5A and 5B illustrate another vehicle seat 1E, which is constructed similarly to the vehicle seat 1D according to Figs. 4A and 4B. In contrast, the deformation element 15A with the guide F and the deformation section 153 is attached to the seat part 10, not to the base 12. The rear rocker 131A is pivotally mounted at one end on the bracket 123 and at the other end in the bearing section L3 in the guide F on the seat part 10. The mode of operation in the event of a crash is as described above.

[0098] 6A and 6B show a vehicle seat 1F which is constructed similarly to the vehicle seats according to Figs. 4A-5B, but in contrast, the rear rocker 131B itself is designed as a deformation element 15A and comprises a deformation section 153, as illustrated in Figs. 7A and 7B. The rear rocker 131B is pivotally mounted on the seat part 10 with one of two bearing sections L1, L2 and pivotally mounted on the base 12 with the other of the two bearing sections L1, L2.

[0099] As shown in Fig. 7A, the deformation section 153 is provided on the rear swing arm 131B, wherein the rear swing arm 131B has the guide F, which is blocked by the deformation section 153 in an initial position of the bearing sections L1, L2. The deformation section 153 is deformable as a result of a force application in order to release a movement guided by the guide F to increase a distance D1, D2 of the first bearing section L1 to the second bearing section L2, see Figs. 7A and 7B.

[0100] For this purpose, the rear rocker arm 131B has a base body 150A, on which one of the bearing sections L1, L2, here for example the second bearing section L2, is formed. The base body 150A is sleeve-shaped. The base body 150A forms the guide F. A slider 151 is arranged within the base body 150A. The slider 151 has the other bearing section L1, here for example the first bearing section. In the initial state according to Fig. 7A, the slider 151 is inserted into the base body 150A.

[0101] As can be seen from the combined view of Figs. 7A and 7B, the slider 151 has two arms M1, M2 (running parallel to each other), between which the deformation section 153 is arranged in the initial state according to Fig. 7A. Furthermore, a stop 152B fastened to the base body 150A is arranged between the arms M1, M2.

[0102] The deformation section 153 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, in this case an increase, a distance D1, D2 (cf. Figs. 7A and 7B) between the first bearing section L1 and the second bearing section L2. In the initial position, the bearing sections L1, L2 are arranged at a first, smaller distance D1 from one another. As the second bearing section L2 is guided along the guide F in a deforming manner, the deformation section 153, the distance becomes greater until the second bearing section L2 reaches an end position in which the bearing sections L1, L2 have a greater, second distance D2 from one another.

[0103] After the force is applied, the slider 151 is pulled out of the base body 150A until a stop 152A of the slider 151 (which in the present example connects the ends of the arms M 1 , M2) strikes against the stop 152B of the base body 150A (or has already been stopped beforehand by the deformation section 153).

[0104] The rear swing arm 131 B also includes a lock 14 as already described above.

[0105] Fig. 6A shows the vehicle seat 1F with the support mechanism 13F in the relaxed position RP, wherein the bearing sections L1, L2 are arranged at the first distance D1 from one another. As a result of the force applied in the event of a crash, the deformation section 153 is deformed and the bearing sections L1, L2 increase their distance to the second distance D2. This brings the vehicle seat 1F into the safety position SP, as illustrated in Fig. 6B. The rear rocker arm 131B is then longer than in the starting position. As a result, the backrest 11 is erected and the front rocker arm 130B is pivoted further rearward, so that the seat part 10 is displaced further rearward.

[0106] In the event of a crash (either imminent or already occurring), the control system 16 can also additionally control one (or more) of the motor units of the vehicle seat 1F and move the vehicle seat 1F into a more advantageous position, in particular by means of a fast transmission and / or a brushless drive (e.g., a BLDC motor). Such an adjustment can be achieved by means of the support mechanism 13F or by means of a kinematic system independent of it.

[0107] Alternatively or in addition to a change in the length of the rear swing arm 131 B, a change in the angle of the swing arm can also be provided.

[0108] For all vehicle seats 1A-1F described herein, it can be provided that the control system 16 carries out a query of the occupancy status of another vehicle seat behind the vehicle seat 1A-1F before releasing and / or triggering the adjustment from the relaxed position RP to the safety position SP and uses this query to prevent the setting of the relaxed position RP or to emit a warning signal, since the backward movement of the seat part 10 and the backrest 11 is otherwise not possible or only possible to a limited extent.

[0109] The vehicle seat according to Figs. 1A and 1B comprises one or more of the above-described deformation elements 15A, 15B, along with the corresponding mechanism. The movement guided by the support mechanism 13A thus comprises a rotation and / or a translation. The movement of the seat part 10 and / or the backrest 11 can also be effected by the motor unit(s) 134, which is / are decoupled, for example, upon deformation of the deformation element 15A, 15B.

[0110] In the examples described, an additional deformation path can also be provided for deformation in the opposite direction (to the deformation movement described above). This allows for further improvement in rear-end crash behavior (particularly with regard to "whiplash" in the upright seating position and "ramping," where the occupant slides over the backrest in the relaxed position).

[0111] List of reference symbols

[0112] 1A-1F Vehicle seat

[0113] 10 Seat part

[0114] 100 seat pan

[0115] 101 side panel

[0116] 104 Legrest

[0117] 11 Backrest

[0118] 12 Base

[0119] 123 Bracket

[0120] 13A-13F Carrying mechanism

[0121] 130A, 130B front swing arm

[0122] 131A, 131B rear swing arm

[0123] 132 first arm

[0124] 133 second arm

[0125] 134 Motor unit

[0126] 135 seat rail

[0127] 136 floor rail

[0128] 137 subframe

[0129] 138 fittings

[0130] 14 Castle

[0131] 140 bars

[0132] 15A, 15B Deformation element

[0133] 150A, 150B base body

[0134] 151 sliders

[0135] 152A, 152B stop

[0136] 153 Deformation section

[0137] 16 Control system

[0138] 17 Release device

[0139] 19 Seat belt

[0140] 190 Belt exit point

[0141] 191 Winding mechanism

[0142] 192 belt buckle

[0143] 2 vehicles

[0144] 20 Vehicle floor

[0145] 200 angled section

[0146] 21 Footwell 22 Dashboard

[0147] 3 seat users

[0148] 30 Torso

[0149] 31 Thigh a, a2 Torso angle ß, ß2 Seat pan angle

[0150] AP upright position

[0151] B1, B2 attachment point

[0152] D1 , D2 first, second distance

[0153] F Leadership

[0154] Fa, Fb Kraft

[0155] HV height adjustment device

[0156] L Longitudinal axis

[0157] LS seat pan line

[0158] LT torso line

[0159] LV longitudinal adjustment device

[0160] L1-L3 bearing section

[0161] M1, M2 Arm

[0162] RP Relaxation Position

[0163] SP security position

[0164] S1, S2 swivel axis

[0165] X Horizontal

[0166] X1, X2 position

[0167] Z Vertical

Claims

Claims 1. Vehicle seat (1A-1F) for a vehicle (2), comprising: a seat part (10), a backrest (11) and a support mechanism (13A-13F) for supporting the seat part (10) and / or the backrest (11), characterized in that the support mechanism (13A-13F) is designed to guide a movement comprising a rotation of the seat part (10) and / or the backrest (11) from a relaxed position (RP) into a comparatively more upright safety position (SP) in the event of a crash of the vehicle (2) with the vehicle seat (1A-1F), wherein a deformation element (15A, 15B) is provided which is designed to be deformed during the movement from the relaxed position (RP) into the safety position (SP) in order to absorb energy introduced into the vehicle seat (1A-1F) as a result of the crash.

2. Vehicle seat (1A-1F) according to claim 1, characterized in that in the relaxed position (RP) a torso angle (a) and / or an angle of a longitudinal axis (L) of the backrest (11) is / are more than 25° to the vertical (Z) when the vehicle seat (1A-1F) is aligned according to an installed state in the horizontally placed vehicle (2).

3. Vehicle seat (1A-1F) according to claim 1 or 2, characterized in that the support mechanism (13D-13F) comprises at least one coupling element which is movable relative to the seat part (10), via which the seat part (10) and the backrest (11) are supported on a base (12).

4. Vehicle seat (1 D-1 F) according to claim 3, characterized in that the deformation element (15A) is arranged on at least one coupling element.

5. Vehicle seat (1 D-1 F) according to claim 4, characterized in that the at least one coupling element comprises the deformation element (15A).

6. Vehicle seat (1 D-1 F) according to one of claims 3 to 5, characterized in that the support mechanism (13D-13F) comprises a front coupling element and a rear coupling element which are movable relative to the base (12) and relative to the seat part (10), via which the seat part (10) and the backrest (11) are supported on the base (12), wherein the rear coupling element is arranged closer to the backrest (11) than the front coupling element and wherein the deformation element (15A) is provided on the rear coupling element.

7. Vehicle seat (1 D-1 F) according to claim 6, characterized in that the front coupling element is designed in the form of a pivotably mounted front rocker (130B) and the rear coupling element is designed in the form of a pivotably mounted rear rocker (131 A, 131 B).

8. Vehicle seat (1 D-1 F) according to claim 7, characterized in that the rear rocker (131A, 131B) is pivotally mounted on the seat part (10) with a first bearing section (L1) and is pivotally mounted on the base (12) with a second bearing section (L2), wherein the deformation element (136) is fastened or formed on the rear rocker (131B) and the rear rocker (131B) has a guide (F) which is blocked in an initial position of the bearing sections (L1, L2) by the deformation element (15A), which is deformable as a result of a force application in order to release a movement guided by the guide (F) to increase a distance (D1, D2) of the first bearing section (L1) to the second bearing section (L2).

9. Vehicle seat (1A-1F) according to one of the preceding claims, characterized in that the deformation element (15B) is arranged between the seat part (10) and the backrest (11) and is deformable by a rotation of the backrest (11) relative to the seat part (10).

10. Vehicle seat (1 D-1 F) according to one of the preceding claims, characterized by a lock (14) by means of which the deformation element (15A, 15B) can be locked.

11. Vehicle seat (1 D-1 F) according to claim 10, characterized in that the lock (14) can be opened by a triggering device (17) with an electric actuator, by a triggering device that can be triggered by means of an acting acceleration or a triggering device with a pyrotechnic actuator or that the lock (14) opens in the relaxed position (RP).

12. Vehicle seat (1A, 1C-1F) according to one of the preceding claims, characterized in that the movement guided by the support mechanism (13A, 13C-13F) further comprises a translation.

13. A vehicle seat (1A, 1C-1F) for a vehicle (2), in particular according to one of the preceding claims, comprising: a seat part (10), a backrest (11) and a support mechanism (13A, 13C-13F) for supporting the seat part (10) and / or the backrest (11), characterized in that the support mechanism (13A, 13C-13F) is designed to guide a movement of the seat part (10) and / or the backrest (11) comprising a translation in the event of a crash of the vehicle (2) with the vehicle seat (1A, 1C-1F), wherein a deformation element (15A, 15B) is provided which is designed to be deformed during the movement of the seat part (10) and / or the backrest (11) in order to absorb energy introduced into the vehicle seat (1A, 1C-1F) as a result of the crash.

14. Vehicle seat (1A, 1C) according to one of the preceding claims, characterized in that the support mechanism (13A, 13C) comprises a floor rail (136) and a seat rail (135) displaceable relative thereto, wherein the Deformation element (15B) is adapted to be deformed by a displacement of the seat rail (135) relative to the floor rail (136).

15. Vehicle seat (1A, 1-1F) according to one of the preceding claims, characterized in that the seat part (10) has a seat pan (100) and side parts (101), wherein the deformation element (15B) is designed to be deformed by a displacement of the seat pan (101) relative to the side parts (101).

16. Vehicle seat (1B, 1C) according to one of the preceding claims, characterized in that an auxiliary frame (137) is provided, via which the seat part (10) and the backrest (11) are supported, wherein the deformation element (15A, 15B) is designed to be deformed by a movement of the auxiliary frame (137).

17. Vehicle seat (1C) according to claim 16, characterized in that a height adjustment device (HV) of the support mechanism (13C) is supported via the auxiliary frame (137) on a longitudinal adjustment device (LV) of the support mechanism (13C).

18. Vehicle seat (1A-1F) according to one of the preceding claims, characterized in that the movement of the seat part (10) and / or the backrest (11) can also be effected by a motor unit (134) which is decoupled upon deformation of the deformation element (15A, 15B).

19. Vehicle seat (1A-1F) according to one of the preceding claims, characterized by a safety belt (19) mounted on the backrest (11).

20. Vehicle (2) comprising the vehicle seat (1A-1F) according to one of the preceding claims.

Images