Vehicle seat, in particular for an autonomously driving motor vehicle

Abstract

The present invention relates to a vehicle seat (100; 300) comprising an kinematic adjustment mechanism (140; 340), the kinematic adjustment mechanism (140; 340) having a first transmission element and a second transmission element which can be adjusted relative to one another by means of an actuator (170; 370), wherein the actuator (170; 370) is connected to a carriage (200; 400), wherein a locking device (220; 420) locks the carriage (200; 400) to another component of the vehicle seat (100; 300), wherein the locking device (220; 420) has a pyrotechnic actuator (280; 380; 480), wherein the locking device (220; 420) can be unlocked by activating the pyrotechnic actuator (280; 380; 480), and the carriage (200; 400) is movable relative to the other component of the vehicle seat (100; 300) when the locking device (220; 420) is unlocked.

Description

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

[0002] The invention relates to a spindle drive for a vehicle seat with the features of the preamble of patent claim 1.

[0003] State of the art

[0004] In an autonomously driving motor vehicle, a driver does not have to perform any steering and / or braking or acceleration activities, or does not have to do so continuously, while the motor vehicle is in operation; rather, the motor vehicle can be operated independently of the driver's actions. The driver can therefore assume a more comfortable position during autonomous driving than in conventional vehicles. DE 10 2018 203 731 A1 discloses a vehicle seat for an autonomously driving motor vehicle that can assume a tilted position in which a seat part and a backrest are at an angle that allows the vehicle occupant to assume a partially reclining position during autonomous ferry operation. When the vehicle seat is in the upright position, the driver can take over control of the vehicle when autonomous ferry operation is deactivated.

[0005] DE 102022 119 627 A1 discloses a vehicle seat for an autonomously driving motor vehicle. The vehicle seat comprises a seat substructure and a backrest hinged to the seat substructure. The seat substructure comprises a base, a seat frame, and adjustment kinematics acting between the base and the seat frame. The adjustment kinematics are designed as a five-bar linkage kinematics. In a tilted position, the seat frame and the backrest are each tilted backward relative to an upright position about an axis parallel to a transverse direction, thus enabling a partially reclining position of the vehicle driver during autonomous driving. The upright position of the vehicle seat corresponds to a seat setting in which the vehicle driver can safely assume control of the vehicle when autonomous driving is deactivated.

[0006] From WO 2021 / 189089 A1, an actuator is known with a housing, with a pyrotechnic charge and with a piston which merges into a bolt which, in the initial state, protrudes from the housing and is at least partially drawn into the housing when the pyrotechnic charge is ignited.

[0007] Task

[0008] The object of the invention is to provide a vehicle seat for an autonomously driving motor vehicle that can assume a tilted position in which a seat part and a backrest are at an angle that enables a vehicle occupant, in particular the driver, to assume a partially reclining position during autonomous driving. In the event of an impending or occurring vehicle collision, the vehicle seat should be adjusted more quickly toward an upright position than is possible with vehicle seats known from the prior art. This should enable the vehicle occupant to assume control of the vehicle more quickly, or at least, in the event of a vehicle collision that can no longer be avoided or is occurring, to be brought into a more upright position in which the risk of injury is minimized.

[0009] The difference between a seat inclination adjustability known from the prior art and the provision of a tilt position is that with a seat inclination adjustment, a change in the angle of inclination of the seat takes place, whereas an angle of inclination of the backrest is not changed, while when assuming a tilt position, both the angle of inclination of the seat and the angle of inclination of the backrest are changed.

[0010] Solution

[0011] The object is achieved according to the invention by a vehicle seat having the features of patent claim 1.

[0012] The aforementioned object is achieved by the locking device having a pyrotechnic actuator, which can be unlocked by activating the pyrotechnic actuator to allow the slide to be moved relative to the other component of the vehicle seat. The adjustment kinematics are adjusted accordingly by moving the slide.

[0013] The locking element can be a bolt. The bolt can have a round cross-section. The locking element can be a component of the pyrotechnic actuator. The locking element can be connected to a component of the pyrotechnic actuator. The locking element can be connected to a piston of the pyrotechnic actuator.

[0014] The pyrotechnic actuator can comprise a pyrotechnic charge and a piston that merges into the blocking element. The blocking element protrudes from the housing in an initial state and is at least partially retracted into the housing upon ignition of the pyrotechnic charge. The pyrotechnic actuator can be an actuator as described in WO 2021 / 189089 A1.

[0015] The adjustment kinematics can have a first front swing arm, a second front swing arm, and a rear swing arm. The first front swing arm can be pivotally connected to the base about a first axis of rotation. A first end region of the first front swing arm can be pivotally connected to the base about the first axis of rotation. The second front swing arm can be pivotally connected to the first front swing arm about a second axis of rotation. A first end region of the second front swing arm can be pivotally connected to a second end region of the first front swing arm about the second axis of rotation. The second front swing arm can be pivotally connected to the seat frame about a third axis of rotation. The rear swing arm can be pivotally connected to the seat frame about a fourth axis of rotation.A first end portion of the rear swing arm can be pivotably connected to the seat frame about the fourth axis of rotation. The rear swing arm can be pivotably connected to the base about a fifth axis of rotation. A second end portion of the rear swing arm can be pivotably connected to the base about the fifth axis of rotation. An angle between the first front swing arm and the second front swing arm can be adjustable by means of at least one actuator. The actuator is preferably a component of the adjustment kinematics.

[0016] The at least one actuator, in particular a pivoting part of the at least one actuator, can be pivotally connected to the base at a first pivot point about a sixth axis of rotation. The actuator, in particular a mounting eye of the at least one spindle drive, can be pivotally connected to the second front rocker at a second pivot point about a seventh axis of rotation. A distance between the first pivot point and the second pivot point of the spindle drive can be adjustable by actuating the spindle drive.

[0017] The vehicle seat according to the invention can be a vehicle seat for an autonomously driving motor vehicle. The vehicle seat according to the invention can be used in both an autonomously driving motor vehicle and a conventional vehicle.

[0018] The first, second, third, fourth, fifth, sixth, and seventh axes of rotation preferably run parallel to one another. The first axis of rotation can be arranged below the second axis of rotation. The first axis of rotation can be arranged below the third axis of rotation. The first axis of rotation can be arranged in front of the fourth axis of rotation. The first axis of rotation can be arranged in front of the fifth axis of rotation. The second axis of rotation can be arranged below the third axis of rotation. The second axis of rotation can be arranged in front of the fourth axis of rotation. The second axis of rotation can be arranged in front of the fifth axis of rotation. The third axis of rotation can be arranged in front of the fifth axis of rotation. The fifth axis of rotation can be arranged below the fourth axis of rotation. The sixth axis of rotation can be arranged in front of the first axis of rotation. The first axis of rotation can be arranged below the sixth axis of rotation.The third axis of rotation can be arranged in front of the seventh axis of rotation. The seventh axis of rotation can be arranged below the third axis of rotation. The seventh axis of rotation can be arranged between the second axis of rotation and the third axis of rotation. The seventh axis of rotation can be arranged centrally between the second axis of rotation and the third axis of rotation. The seventh axis of rotation can intersect a connecting line between the second axis of rotation and the third axis of rotation.

[0019] At least one, several or all of the previously described arrangements of the rotation axes relative to one another can be present in the tilted position and / or in an upright position of the vehicle seat.

[0020] In summary, and in other words, the invention provides a vehicle seat with a crash-active relaxation function. The invention is based on a seat substructure concept with a carriage guided in the direction of travel, which, according to the invention, is pyrotechnically released in the event of a crash and dissipates energy forward. The seat is moved from a relaxed position (reclined position) to a design-like position (upright position). The mechanism, in particular the mechanism of a locking device, allows the use of only one standard pyroactuator. The leverage ratios, in particular the latches of a locking device, ensure that the pyroactuator is not overloaded. The use of the smallest possible pyroactuator is cost-effective, space-saving, and optimized for assembly. Figures and embodiments of the invention

[0021] The invention is explained in more detail below with reference to advantageous embodiments illustrated in the figures. However, the invention is not limited to these embodiments. They show:

[0022] Fig. 1 : a highly schematic side view of a vehicle seat according to the invention,

[0023] Fig. 2: a perspective view obliquely from the front of a seat base of a vehicle seat according to the invention of a first embodiment in a non-upholstered state, wherein the vehicle seat is in an upper height adjustment position and an upright position,

[0024] Fig. 3: a perspective view from the rear of the seat base from Fig. 2,

[0025] Fig. 4: a side view of the seat base from Fig. 2,

[0026] Fig. 5 - 14: Details of the first embodiment,

[0027] Fig. 15: a perspective view obliquely from the front of a seat base of a vehicle seat according to the invention according to a second embodiment in a non-upholstered state, wherein the vehicle seat is in an upper height adjustment position and an upright position,

[0028] Fig. 16: a perspective view from the rear of the seat base from Fig. 15, and

[0029] Fig. 17 - 23: Details of the second exemplary embodiment. Fig. 1 shows, in a highly schematic and simplified manner, the basic structure of vehicle seats 100; 300 according to the invention, as described in more detail below using two exemplary embodiments. The vehicle seats 100; 300 are described below using three spatial directions running perpendicular to one another. A longitudinal direction x, in a vehicle seat 100; 300 installed in the vehicle, runs largely horizontally and preferably parallel to a vehicle longitudinal direction that corresponds to the normal direction of travel of the vehicle. A transverse direction y, which runs perpendicular to the longitudinal direction x, is likewise oriented horizontally in the vehicle and runs parallel to a vehicle transverse direction. A vertical direction z runs perpendicular to the longitudinal direction x and perpendicular to the transverse direction y.In a vehicle seat 100; 300 installed in the vehicle, the vertical direction z runs parallel to the vehicle's vertical axis.

[0030] The position and direction specifications used, such as left, right, front, rear, top, bottom, and transverse, refer to a viewing direction of an occupant sitting on a seat surface of a seat base 102; 302 (seat part) of the vehicle seat 100; 300 in a usual sitting position, wherein the vehicle seat 100; 300 is installed in the vehicle in a position of use suitable for passenger transport and with an upright backrest 104; 304, and is oriented in the direction of travel as usual. However, the vehicle seat 100; 300 can also be installed in a different orientation, for example transversely to the direction of travel. Unless otherwise described, the vehicle seats 100; 300 according to the invention are constructed mirror-symmetrically with respect to a plane running perpendicular to the transverse direction y.

[0031] The vehicle seats 100; 300 can each be designed as a so-called integral belt seat, in which a belt system is largely completely integrated into the vehicle seat 100; 300. An upper belt exit point can be integrated into an upper region of the backrest 104. However, the invention is not limited to integral belt seats. The backrest 104; 304 is connected to the seat base 102; 302 on both sides by means of a fitting 106; 306, each of which can be adjusted in inclination.

[0032] A first embodiment of a vehicle seat 100 according to the invention is shown in Figs. 2 to 14 and described below.

[0033] The seat base 102 has a base 110, a seat frame 120 and an adjustment kinematics 140 acting between the base 110 and the seat frame 120.

[0034] In this case, the base 110 comprises a rail on each side for longitudinal adjustment of the vehicle seat 100. Each of the two rails has a seat rail 112 and a floor rail 114 that can be connected to a vehicle floor and on which the seat rail 112 is slidably guided. An adapter 116 is attached to each of the two seat rails 112. The adapter 116 serves in particular to connect elements of the adjustment kinematics 140 to the base 110. The adapter 116 is thus a component of the base 110.

[0035] The seat frame 120 comprises (viewed in the transverse direction y) a seat frame side part 122 on each side. The seat frame 120 also has a front cross tube 124 and a rear cross tube 126. The two seat frame side parts 122 are arranged at a distance from one another. The front cross tube 124 extends between the two seat frame side parts 122 and is firmly connected on each side to one of the two seat frame side parts 122. The rear cross tube 126 extends between the two seat frame side parts 122 and is rotatably mounted on each side to one of the two seat frame side parts 122. In the present case, the seat frame side parts 122 are each composed of several sheet metal parts, which form a closed profile in sections. Alternatively, however, the two seat frame side parts can also each be one-piece, in particular profiled, seat frame side parts.

[0036] The adjustment kinematics 140 has a five-bar kinematic system on each of the two sides of the seat (right seat side, left seat side) (viewed in the transverse direction y). Since the two five-bar kinematic systems are mirror-symmetrical to each other with respect to a plane perpendicular to the transverse direction y, i.e., each of the five parallel axes of rotation I, II, III, IV, and V runs through a rotary joint of the five-bar kinematic system on both sides, only one of the two five-bar kinematic systems is described below. Unless otherwise stated, all components of the adjustment kinematics 140 are present on both the right and left sides of the seat.

[0037] The adjustment kinematics 140 has a first front swing arm 142, a second front swing arm 144, and a rear swing arm 146 on each side. The first front swing arm 142 is pivotally connected to the base 110, in this case the adapter 116 of the base 110, about a first axis of rotation I. The second front swing arm 144 is pivotally connected to the first front swing arm 142 about a second axis of rotation II. The second front swing arm 144 is pivotally connected to the seat frame 120 about a third axis of rotation III. The rear swing arm 146 is pivotally connected to the seat frame 120 about a fourth axis of rotation IV. The rear swing arm 146 is pivotally connected to the base 110, in this case the adapter 116 of the base 110, about a fifth axis of rotation V. The rotation axes I, II, III, IV, V run parallel to each other and parallel to the transverse direction y. Each of the rotation axes I, II, III, IV, V runs at a distance from all of the other rotation axes I, II, III, IV, V.

[0038] To provide a height adjustment function, the adjustment kinematics 140 has a first actuator 160. The first actuator 160 can be used to adjust a distance between the base 110 and the seat frame 120.

[0039] The two rear rockers 146 are connected, in particular welded, to the rear cross tube 126 in a rotationally fixed manner. The rear cross tube 126 and thus the two rear rockers 146 are pivotally mounted on the seat frame side parts 122 of the seat frame 120 about the fourth rotation axis IV. Alternatively, the rear cross tube 126 can be connected, in particular welded, to the seat frame side parts 122 of the seat frame 120 in a rotationally fixed manner, and the two rear rockers 146 can be pivotally mounted on the rear cross tube 126. The first actuator 160 has an electric motor 162, a gear 164, a spindle nut, and a threaded spindle 166. The spindle nut is a rotatable and drivable component of the gear 164 and is arranged in a gear housing of the gear 164. The first actuator 160 connects the rear swing arm 146 and the base 110.For this purpose, the electric motor 162 and the gear 164 are pivoted eccentrically to the fifth rotational axis V on the rear swing arm 146. The threaded spindle 166 is pivotally connected to the adapter 116 of the base 110. The gear 164 is pivotally connected to the rear swing arm 146 by means of a mounting bracket 168.

[0040] By actuating the electric motor 162, the spindle nut rotates so that the threaded spindle 166 is moved relative to the gear housing and the rear swing arm 146 pivots, whereby the seat frame side part 122 experiences a change in height with a simultaneous defined pivoting of the first front swing arm 142 and the second front swing arm 144.

[0041] To provide the tilt position of the vehicle seat 100, each of the two adjustment kinematics 140 has a second actuator 170. The following description applies to both actuators 170 or both adjustment kinematics 140.

[0042] By means of the second actuator 170, the angle between the second front swing arm 144 and the seat frame 120 is adjustable, wherein the angle between the rear swing arm and the base 110 preferably remains constant as long as the first actuator 160 remains deactivated. By means of the second actuator 170, the seat frame 120 can be raised in its front region and pivoted about the fourth axis of rotation IV. The backrest 104, which is hinged to the seat frame 120 by means of the fittings 106, is also pivoted rearward, in this case about the fourth axis of rotation IV, along with the seat frame 120, so that the tilt position of the seat frame 120 and the backrest 104, and thus of the vehicle seat 100, is provided.In the tilted position, the seat frame 120 and the backrest 104 are each tilted backward relative to an upright position about an axis parallel to the transverse direction y (in the exemplary embodiment, the fourth rotational axis IV), thus enabling a largely reclining position of the vehicle driver during autonomous driving. The upright position of the vehicle seat 100 corresponds to a seat setting in which the vehicle driver can safely assume control of the vehicle.

[0043] The first actuator 160 can optionally be omitted. In this respect, the second actuator 170 can also be the only actuator.

[0044] The second actuator 170 comprises an electric motor 172, a gear 174, a spindle nut, a threaded spindle 176, and a linkage part 178 designed as a mounting bracket. The second actuator 170 connects the second front rocker arm 144 in an angle-adjustable manner to a slide 200 detachably connected to the base 110.

[0045] A first pivot point A1 of the second actuator 170 is pivotally connected to the base 110 about a sixth rotational axis VI. For this purpose, a gear housing of the gear 176 and preferably also the electric motor 172 are attached to the pivot part 178. The pivot part 178 is pivotally connected to the carriage 200 about the sixth rotational axis VI.

[0046] The articulation part 178 here comprises a U-shaped sheet metal that at least partially encloses the gear housing of the gear 174. The articulation part 178 has a central part and two legs 180 aligned at an angle therefrom. The central part of the articulation part 178 has a spindle opening for the threaded spindle 176 to pass through. Both legs 180 of the articulation part 178 each have, in an end region facing away from the central part, a receiving opening for receiving a bolt 182. The bolt 182 is also inserted or screwed into two bearing eyes 202 of the carriage 200. The bolt 182 forms the sixth axis of rotation VI. The gear 174 is thus pivotally connected to the carriage 200 about the sixth axis of rotation VI. A second articulation point A2 of the second actuator 170 is pivotally connected to the second front rocker 144 about a seventh rotation axis VII.For this purpose, an end of the threaded spindle 176 facing away from the first pivot point A1 has a fastening eye that is pivotally connected to the second front rocker arm 144 by means of a bolt 184. The bolt 184 thus forms the second pivot point A2 and the seventh axis of rotation VII.

[0047] A distance between the first articulation point A1 and the second articulation point A2 of the second actuator 170 can be adjusted by actuating the electric motor 172, in that the threaded spindle 176 and thus the second articulation point A2 can be displaced relative to the gear housing of the gear 174 and the first articulation point A1 by rotating the spindle nut.

[0048] The sixth axis of rotation VI runs at a distance from the first axis of rotation I and parallel to the first axis of rotation I. The sixth axis of rotation VI is preferably arranged above the first axis of rotation I. The sixth axis of rotation VI is preferably arranged in front of the first axis of rotation I.

[0049] The seventh axis of rotation VII runs at a distance from the third axis of rotation III and parallel to the third axis of rotation III. The seventh axis of rotation VII is preferably arranged below the third axis of rotation III. The seventh axis of rotation VII is preferably arranged behind the first axis of rotation I.

[0050] During normal operation of the vehicle seat 100, the slide 200 is firmly connected to the adapters 116 of the base 110. However, the slide 200 is movable to a limited extent relative to the base 116 in a manner described in more detail below after the triggering of a pyrotechnic actuator 270 (in particular under a crash load). Due to the relative movement between the slide 200 and the base 110, the setting of the adjustment kinematics 140 can be changed via the second actuator 170 without having to actuate the electric motor 172 of the second actuator 170. During normal operation of the vehicle seat 100, the slide 200 is secured against displacement relative to the base 110 by means of a blocking device 220.In the event of an impending or occurring vehicle collision (crash), the blocking device 220 opens pyrotechnically in a manner described in more detail below, so that the slide 200 can be displaced relative to the base 110, particularly in the longitudinal direction x, due to forces acting on the vehicle seat 100. The displacement of the slide 200 does not have to be parallel to the longitudinal direction x, but does have a displacement component in the longitudinal direction x.

[0051] Due to the displacement of the carriage 200 relative to the base 110, the first pivot point A1 of the second actuator 170 and the sixth rotational axis VI also shift accordingly. The second pivot point A2 between the second front rocker 144 and the second actuator 170 is displaced by the second actuator 170 due to the displacement of the first pivot point A1. The adapter 116 of the base 110 and thus the first rotational axis I of the first front rocker 142 are not displaced, so that the second pivot point A2 is pulled downward via the threaded spindle 176 of the second actuator.As a result, an angle between the first front rocker 142 and the second front rocker 144 is changed, in this case reduced, so that the seat frame 120 and the backrest 104, in this case about the fourth axis of rotation IV, are pivoted very quickly from the tilted position towards the upright position without the (second) actuator 170 having to be activated.

[0052] The carriage 200 extends between the two adapters 116. A first end portion of the carriage 200 is detachably connected to one of the two adapters 116, for example, the left adapter 116. A second end portion of the carriage 200 is detachably connected to the other of the two adapters 116, for example, the right adapter 116.

[0053] The slide 200 has an elongated hole 204 on each side, in particular in both end regions. The elongated holes 204, as well as one of the two bearing eyes 202, are formed in a flange 206 of the slide 200, which is angled in particular in the vertical direction z. The elongated holes 204 run largely parallel to the longitudinal direction x. In each of the end regions, a bolt 208, which is firmly connected to the adapter 116 of the base 110, is arranged within the elongated hole 204. The bolt 208 is aligned with the first axis of rotation I. In particular, the bolt 208 forms the first axis of rotation I. During normal operation of the vehicle seat 100, the slide 200 is arranged relative to the base 110 such that the bolt 208 rests against a front edge region of the elongated hole 204.

[0054] A sliding element 210 is arranged between the two flanges 206 of the carriage 200 and the respective associated adapter 116, which reduces the friction between the carriage 200 and the adapters in the event of a relative displacement.

[0055] The locking device 220 for locking the carriage 200 to the base 110 has a first pawl 230 and a second pawl 250.

[0056] The first pawl 230 is pivotally connected to the carriage 200 about a first pivot axis S1. The first pawl 230 has a first locking arm 232 and a first support arm 234. The first locking arm 232 and the first support arm 234 extend in different, in particular opposite, directions from the first pivot axis S1. At an end of the first locking arm 232 facing away from the first pivot axis S1, a first catch contour 236 is formed, which, during normal operation of the vehicle seat 100, positively engages a locking opening 118 of an associated adapter 116 and thereby locks the carriage 200 to the base 110. A support contour 238 is formed at an end of the first support arm 234 facing away from the first pivot axis S1.

[0057] The second pawl 250 is pivotally connected to the carriage 200 about a second pivot axis S2. The second pawl 250 has a second locking arm 252 and a second support arm 254. The second locking arm 252 and the second support arm 254 extend in different, in particular opposite, directions from the second pivot axis S2. At an end of the second locking arm 252 facing away from the second pivot axis S2, a second catch contour 256 is formed, which, during normal operation of the vehicle seat 100, positively engages a locking opening 118 of an associated adapter 116 and thereby locks the carriage 200 to the base 110. A second support contour 238 is formed at an end of the second support arm 254 facing away from the second pivot axis S2.

[0058] The blocking device 220 is locked by a pyrotechnic actuator 270. The pyrotechnic actuator 270 has a housing 272, which is firmly connected to the carriage 200, in this case by means of a retaining bracket 274. The housing 272 of the actuator 270 is arranged on an upper side of the carriage 200.

[0059] The pyrotechnic actuator 270 has a locking element 276, in this case a bolt. The locking element 276 is inserted through a through-opening in the slide 200 and protrudes from the slide 200 on an underside of the slide 200 facing away from the housing 272. The locking element 276 prevents the two pawls 230, 250 from pivoting through positive contact with the first latch 230 as long as the pyrotechnic actuator 270 is not triggered. By triggering the pyrotechnic actuator 270, the locking element 276 can be retracted toward the housing 272 far enough that the two pawls 230, 250 can pivot freely about the respectively assigned pivot axes S1, S2.

[0060] The first latch 230 is arranged predominantly on the upper side of the carriage 200, with an end region of the first support arm 234 extending through a through-opening 212 in the carriage 200 on its underside. During normal operation of the vehicle seat 100, the first support arm 234, in particular its end region, rests in a form-fitting manner against the locking element 276 of the pyrotechnic actuator 270 such that the first latch 230 is secured against pivoting about the first pivot axis S1, and thus the first catch contour 236 cannot pivot out of the locking opening 118 of the associated adapter 116. The second latch 250 is arranged on the upper side of the carriage 200.During normal operation of the vehicle seat 100, the second support arm 254 of the second latch 250 rests positively on the first support arm 234 of the first latch 230 such that the second latch 250 is secured against pivoting about the second pivot axis S2 and thus the second catch contour 256 cannot pivot out of the locking opening 118 of the associated adapter 116.

[0061] A first lever arm H11 between the first catch contour 236 and the first pivot axis S1 is smaller than a second lever arm H12 between the first support contour 238 and the first pivot axis S1. This results in a reduction of the force acting on the first catch contour 236, so that a correspondingly lower force acts on the locking element 276 of the pyrotechnic actuator 270.

[0062] A second lever arm H21 between the second catch contour 256 and the second pivot axis S2 is smaller than a second lever arm H22 between the second support contour 258 and the second pivot axis S2. This results in a reduction of the force acting on the second catch contour 256, so that a correspondingly lower force acts on the locking element 276 of the pyrotechnic actuator 270.

[0063] In the event of an impending or occurring vehicle collision (crash), the pyrotechnic actuator 270 is triggered if the vehicle seat 100 is in the reclined position or between the reclined and upright positions. Upon triggering of the pyrotechnic actuator 270, the locking element 276 is pulled toward the housing 272, enabling a pivoting movement of the latches 230, 250. This allows the catch contours 236, 256 of the latches 230, 250 to pivot out of the locking openings 118. The slide 200 thus unlocked undergoes a displacement relative to the base 110, for example due to the inertial and / or crash forces acting on the vehicle seat 100, in particular with deformation of deformation elements 280. As a result, the vehicle seat 100 is moved into the upright position without energizing the electric motor 172.If the vehicle seat 100 is already in the upright position in the event of an impending or occurring vehicle collision (crash), the upright position can be detected via a known sensor arrangement, and the pyrotechnic actuator 270 is preferably not triggered. Due to the previously described lever arm ratios of the lever arms H11, H12, H21, H22, reduced forces act on the locking element 276 of the pyrotechnic actuator 270, so that a pyrotechnic actuator 270 with reduced costs and weight can be used.

[0064] In order to control or limit the speed of the relative displacement between the carriage 200 and the base 110, and thus the speed of the transfer of the vehicle seat 100 toward the upright position, in the event of an impending or occurring vehicle collision, a deformation element 280 is arranged on both sides of the seat. The two deformation elements 280 are constructed and arranged mirror-symmetrically with respect to a plane running perpendicular to the transverse direction y, so that the following description applies to both deformation elements 280. Each of the two deformation elements 280 connects an associated adapter 116 to the carriage 200.

[0065] The deformation element 280 has a first fastening flange 282, a second fastening flange 284, and a deformation region 286 connecting the two fastening flanges 282, 284. In this case, the deformation region 286 is meander-shaped. The deformation region 286 comprises a U-shaped loop, in particular made of a steel sheet. The deformation region 286 has two legs 288.1, 288.2, which run in particular parallel to one another, and a connecting region 288.3 connecting the two legs 288.1, 288.2. The first fastening flange 282 is formed at an end of the first leg 288.1 facing away from the connecting region 288.3. The second mounting flange 284 is formed at an end of the second leg 288.2 facing away from the connecting region 288.3. The first mounting flange 282 is attached to the associated adapter 116, in particular, screwed to the associated adapter 116.The second mounting flange 284 is attached to the carriage 200, in particular screwed to the carriage 200.

[0066] After the pyrotechnic actuator 270 is triggered, the slide 200 is no longer locked to the base 110 by means of the blocking device 220. A connection between the slide 200 and the base 110 is only provided via the two deformation elements 280, which plastically deform under the loads occurring in the event of a crash and thereby enable a displacement of the slide 200 relative to the base 110, whereby a transfer of the vehicle seat 100 toward the upright position takes place in a dampened manner with a dissipation of energy.

[0067] A third actuator 190 is used for longitudinal adjustment, i.e. for moving the seat rail 112 relative to the floor rail 114. The further actuator 190 has, in a manner known per se, an electric motor, a gear, a spindle nut and a spindle arranged in a cavity between the seat rail 112 and the floor rail 114.

[0068] A second exemplary embodiment of a vehicle seat 300 according to the invention is illustrated in FIGS. 15 to 23 and described below. Identical and equivalent components bear reference numerals 200 higher than the corresponding components of the first exemplary embodiment. The vehicle seat 300 corresponds in structure and function to the previously described vehicle seat 100, unless otherwise described below. If individual components of the vehicle seat 300 are listed in the list of reference numerals but not described below, the corresponding description of the vehicle seat 100 of the first exemplary embodiment applies.

[0069] A base 310 of the vehicle seat 300 additionally comprises a cross member 315 oriented in the transverse direction y and two support elements 317. The cross member 315 is connected on both sides by means of a support element 317 to a seat rail 312 of the base 310.

[0070] The vehicle seat 300 has a second actuator 370 on each side. Due to the symmetrical arrangement of the second actuator 370 and the adjustment kinematics 340, only one side of the vehicle seat 300 is described below.

[0071] The second actuator 370 connects a second front rocker 344 in an angle-adjustable manner to a carriage 400 detachably connected to the base 310.

[0072] A first pivot point A1 of the second actuator 370 is pivotally connected to a carriage 400 about a sixth rotation axis VI. A second pivot point A2 of the second actuator 370 is pivotally connected to the second front rocker 344 about a seventh rotation axis VII.

[0073] During normal operation of the vehicle seat 300, the slide 400 is firmly connected to the base 310, in this case to one of the two support elements 317. However, the slide 400 is movable to a limited extent relative to the base 310 in a manner described in more detail below after the triggering of a pyrotechnic actuator 470 (in particular under a crash load). The relative movement between the slide 400 and the base 310 allows the setting of the adjustment kinematics 340 to be changed via the second actuator 370.

[0074] During normal operation of the vehicle seat 300, the slide 400 is secured against displacement relative to the base 310 by means of a blocking device 420. In the event of an impending or occurring vehicle collision (crash), the blocking device 420 opens pyrotechnically in a manner described in more detail below, so that the slide 400 can be displaced relative to the base 310, in particular in the longitudinal direction x, due to forces acting on the vehicle seat 300. The displacement of the slide 400 does not have to be parallel to the longitudinal direction x, but does have a displacement component in the longitudinal direction x. The slide 400 has two bearing eyes 402, each of which is designed as a flange 406, which is angled in particular in the vertical direction z. In addition, the slide 400 has an elongated hole 404. The elongated hole 404 runs largely parallel to the longitudinal direction x.A bolt 408, which is firmly connected to the support element 317 of the base 310, is arranged within the elongated hole 404. The bolt 408 runs largely parallel to the vertical direction z. During normal operation of the vehicle seat 300, the slide 400 is arranged relative to the base 310 such that the bolt 408 rests against a front edge region of the elongated hole 404.

[0075] The locking device 420 for locking the carriage 400 to the base 310 has a first pawl 430 and a second pawl 450.

[0076] The first pawl 430 is pivotally connected to the cross member 315 of the base 310 about a first pivot axis S1. The first pawl 430 has a first locking arm 432 and a first support arm 434. The first locking arm 432 and the first support arm 434 extend in different, in particular opposite, directions from the first pivot axis S1. At an end of the first locking arm 432 facing away from the first pivot axis S1, a first catch contour 436 is formed, which, during normal operation of the vehicle seat 300, positively engages a locking opening 414 of one of the two slides 400 and thereby locks the slide 400 to the base 310. A first support contour 438 is formed at an end of the first support arm 434 facing away from the first pivot axis S1.

[0077] The second pawl 450 is pivotally connected to the cross member 315 of the base 310 about a second pivot axis S2. The second pawl 450 has a second locking arm 452 and a second support arm 454. The second locking arm 452 and the second support arm 454 extend in different, in particular opposite, directions from the second pivot axis S2. At an end of the second locking arm 452 facing away from the second pivot axis S2, a second catch contour 456 is formed, which, during normal operation of the vehicle seat 300, positively engages a locking opening 416 of the other of the two slides 400 and thereby locks the slide 400 to the base 310. A second support contour 458 is formed at an end of the second support arm 454 facing away from the second pivot axis S2.A rubber plug 459 serves to dampen vibrations in the area of ​​the second support contour 458 and can be sheared off by a pivoting movement of the first pawl 430, so that the rubber plug 459 has no influence on the functionality of the blocking device 420.

[0078] The locking device 420 is locked by a pyrotechnic actuator 470. The pyrotechnic actuator 470 has a housing 472 that is firmly connected to the cross member 315 of the base 310. The housing 472 of the actuator 470 is arranged on an underside of the cross member 315. A seat control unit 499 is also arranged on the underside of the cross member 315 and firmly connected to the cross member 315.

[0079] The pyrotechnic actuator 470 has a locking element 476, in this case a bolt. The locking element 476 is inserted through a through-hole in the cross member 315 and protrudes from the cross member 315 on an upper side facing away from the housing 472. The locking element 476 prevents the two pawls 430, 450 from pivoting through positive contact with the first pawl 430 as long as the pyrotechnic actuator 470 is not triggered.

[0080] By triggering the pyrotechnic actuator 470, the locking element 476 can be retracted in the direction of the housing 472 so far that the two pawls 430, 450 can be freely pivoted about the respectively associated pivot axis S1, S2.

[0081] The two pawls 430, 450 are arranged on the upper side of the cross member 315. During normal operation of the vehicle seat 300, the first support arm 434, in particular its end region, rests positively against the locking element 476 of the pyrotechnic actuator 470 in such a way that the first pawl 430 is secured against pivoting about the first pivot axis S1, and thus the first catch contour 436 cannot pivot out of the locking opening 414 of the associated slide 400. During normal operation of the vehicle seat 300, the second support arm 454 of the second latch 450 rests positively on the first support arm 434 of the first latch 430 such that the second latch 450 is secured against pivoting about the second pivot axis S2 and thus the second catch contour 456 cannot pivot out of the locking opening 416 of the associated slide 400.

[0082] A first lever arm H11 between the first catch contour 436 and the first pivot axis S1 is smaller than a second lever arm H12 between the first support contour 438 and the first pivot axis S1. A second lever arm H21 between the second catch contour 456 and the second pivot axis S2 is smaller than a second lever arm H22 between the second support contour 458 and the second pivot axis S2.

[0083] In the event of an impending or occurring vehicle collision (crash), the pyrotechnic actuator 470 is triggered if the vehicle seat 300 is in the reclined position or between the reclined and upright positions. Upon triggering the pyrotechnic actuator 470, the locking element 476 is pulled toward the housing 472 and enables a pivoting movement of the latches 430, 450. This allows the catch contours 436, 456 of the latches 430, 450 to pivot out of the locking openings 414, 416 of the slides 400. The slides 400 thus unlocked undergo a displacement relative to the base 310, for example due to the inertial and / or crash forces acting on the vehicle seat 300, in particular with deformation of deformation elements 480. As a result, the vehicle seat 300 is transferred into the upright position.

[0084] In order to control or limit the speed of the relative displacement between the two carriages 400 on the one hand and the base 310 on the other hand, and thus the speed of the transfer of the vehicle seat 300 towards the upright position in the event of an impending or occurring vehicle collision, a deformation element 480 is arranged on both sides of the seat. The two deformation elements 480 are constructed and arranged mirror-symmetrically with respect to a plane running perpendicular to the transverse direction y, so that the following description applies to both deformation elements 480. One of the two deformation elements

[0085] 480 connects an associated carriage 400 to one of the two support elements 317 of the base 310.

[0086] The deformation element 480 is U-shaped and, in particular, made of sheet steel. The deformation element 480 has a first leg 490, a second leg 492, and a connecting region 494 connecting the two legs 490, 492. The two legs 490, 492 preferably run parallel to each other. The first leg 490 has two lugs 490.1 in an end region facing away from the connecting region 494. Furthermore, the first leg 490 has an opening 490.2, which reduces the rigidity of the first leg 490.

[0087] The two lugs 490.1 of the first leg 490 are hooked into corresponding hooks 413 of the slide 400. The second leg 492 is screwed to the associated support element 317 by means of a screw 496, which simultaneously forms the first pivot axis S1 for the first pawl 430.

[0088] After the pyrotechnic actuator 470 is triggered, the slide 400 is no longer locked to the base 410 by means of the blocking device 420. A connection between the slide 400 and the base 410 is only provided via the two deformation elements 480, which plastically deform under the loads occurring in the event of a crash and thereby enable a displacement of the slide 400 relative to the base 310, whereby a transfer of the vehicle seat 300 toward the upright position takes place in a dampened manner with a dissipation of energy.

[0089] The features disclosed in the above description, the claims and the figures can be important both individually and in combination for the realization of the invention in its various embodiments, as long as they remain within the scope of protection of the claims. List of reference numerals ; 300 vehicle seat ; 302 seat substructure ; 304 backrest ; 306 fitting ; 310 base ; 312 seat rail ; 314 floor rail ; 316 adapter locking opening ; 320 seat frame ; 322 seat frame side part front cross tube ; 326 rear cross tube ; 340 adjustment kinematics ; 342 first front swing arm ; 344 second front swing arm ; 346 rear swing arm ; 360 first actuator electric motor gear threaded spindle fastening bracket ; 370 second actuator ; 372 electric motor ; 374 gear ; 376 threaded spindle; 378 linkage part; 380 leg; 382 bolt; 384 actuator bolt; 400 slide; 402 bearing eye; 404 slot; 406 flange; 408 sliding element through-opening bolt;420 blocking device; 430 (first) latch; 432 (first) locking arm; 434 (first) support arm; 436 (first) catch contour; 438 (first) support contour; 450 (second) latch; 452 (second) locking arm; 454 (second) support arm; 456 (second) catch contour; 458 (second) support contour; 470 pyrotechnic actuator; 472 housing retaining bracket; 476 locking element, bolt; 480 deformation element (first) fastening flange (second) fastening flange deformation area .1 (first leg) .2 (second leg) .3 (connecting area) cross member support element hook 414 locking opening;

[0090] 416 locking opening

[0091] 459 rubber stoppers

[0092] 490 first leg

[0093] 490.1 Nose

[0094] 490.2 Opening

[0095] 492 second leg

[0096] 492.1 Through hole

[0097] 494 Connection area

[0098] 496 screw

[0099] 499 Seat control unit

[0100] I first axis of rotation

[0101] II second axis of rotation

[0102] III third axis of rotation

[0103] IV fourth axis of rotation

[0104] V fifth axis of rotation

[0105] VI sixth axis of rotation

[0106] VII seventh axis of rotation

[0107] A1 first pivot point

[0108] A2 second pivot point

[0109] H11 first lever arm (of the first pawl 230; 430)

[0110] H12 second lever arm (of the first pawl 230; 430)

[0111] H21 first lever arm (of the second pawl 250; 450)

[0112] H22 second lever arm (of the second pawl 250; 450)

[0113] 51 first swivel axis

[0114] 52 second swivel axis x longitudinal direction y transverse direction z vertical direction

Claims

Patent claims 1 . Vehicle seat (100; 300), in particular for an autonomously driving motor vehicle, comprising an adjustment kinematics (140; 340), the adjustment kinematics (140; 340) comprising a first gear member and a second gear member, which are adjustable, in particular pivotable, relative to one another by means of an actuator (170; 370), wherein the actuator (170; 370) or one of the two gear members is connected to a carriage (200; 400), wherein a blocking device (220; 420) locks the carriage (200; 400) to a further component of the vehicle seat (100; 300), in particular a base (110; 310) of the vehicle seat (100; 300), characterized in that the blocking device (220; 420) has a pyrotechnic actuator (280; 380; 480), wherein the blocking device (220; 420) can be unlocked by activating the pyrotechnic actuator (280; 380; 480), and the carriage (200; 400) in the unlocked state of the blocking device (220;420) is movable relative to the further component of the vehicle seat (100; 300); 2. Vehicle seat (100; 300) according to claim 1, characterized in that the blocking device (220; 420) has at least one pawl (230, 250; 430, 450), wherein the pawl (230, 250; 430, 450) is locked by means of a locking element (276; 476) in a pawl position locking the further component, wherein a locking effect of the locking element (276; 476) can be canceled by means of the pyrotechnic actuator (270; 470).

3. Vehicle seat (100; 300) according to claim 1 or 2, characterized in that the locking element (276; 476) is a bolt.

4. Vehicle seat (100; 300) according to one of the preceding claims, characterized in that the locking element (276; 476) is a component of the pyrotechnic actuator (270; 470), in particular is connected to a piston of the pyrotechnic actuator (270; 470).

5. Vehicle seat (100; 300) according to one of claims 2 to 4, characterized in that the at least one pawl (230, 250; 430, 450) is pivotally mounted about a pivot axis (S1, S2).

6. Vehicle seat (100; 300) according to one of claims 2 to 5, characterized in that the at least one pawl (230, 250; 430, 450) has a locking arm (232, 252; 432, 452) and a support arm (234, 254; 434, 454).

7. Vehicle seat (100; 300) according to claim 5 and 6, characterized in that a first lever arm (H11, H21) between a catch contour (236, 256; 436, 456) of the pawl (230, 250; 430, 450) and the pivot axis (S1, S2) is smaller than a second lever arm (H12, H22) between the pivot axis (S1, S2) and a support contour (238, 258; 438, 458) of the support arm (234, 254; 434, 454).

8. Vehicle seat (100) according to one of claims 2 to 7, characterized in that the at least one pawl (230, 250) is mounted on the carriage (200) so as to be pivotable about a pivot axis (S1, S2) and a catch contour (236, 256) of the at least one pawl (230, 250) locks in a form-fitting manner with a further component of the vehicle seat (100), in particular a base (110) of the vehicle seat (100).

9. Vehicle seat (100) according to claim 8, characterized in that the pyrotechnic actuator (270) is attached to the carriage (200).

10. Vehicle seat (300) according to one of claims 2 to 7, characterized in that the at least one pawl (430, 450) is mounted on the further component of the vehicle seat (300), in particular a base (310) of the vehicle seat (300), so as to be pivotable about a pivot axis (S1, S2), and a catch contour (436, 456) of the at least one pawl (430, 450) is positively locked to the slide (400).

11. Vehicle seat (300) according to claim 10, characterized in that the pyrotechnic actuator (470) is attached to the further component of the vehicle seat (300), in particular a base (310) of the vehicle seat (300).

12. Vehicle seat (100; 300) according to one of the preceding claims, characterized in that the vehicle seat (100; 300) can be transferred from an upright position into a tilted position, in which a seat frame (120; 320) and a backrest (104; 304) each have an angle of inclination relative to a longitudinal direction (x) which enables a predominantly lying position of a vehicle occupant, in particular a vehicle driver, in particular in an autonomous ferry operation.

13. Vehicle seat (100; 300) according to claim 12, characterized in that the vehicle seat (100; 300) can be transferred from the tilted position into the upright position by the occurrence of the overload acting on the vehicle seat (100; 300), in particular crash load, by the relative displacement between the carriage (200; 400) and the base (110; 310).

14. Vehicle seat (100; 300) according to one of the preceding claims, characterized in that the vehicle seat (100; 300) has a seat substructure (102; 302) and a backrest (104; 304) hinged to the seat substructure (102; 302), wherein the seat substructure (102; 302) has a base (110; 310), a seat frame (120; 320) and an adjustment kinematics (140; 340) effective between the base (110; 310) and the seat frame (120; 320).

15. Vehicle seat (100; 300) according to one of the preceding claims, characterized in that the first gear member is a first rocker (142; 342), in particular a first front rocker (142; 342), of the adjustment kinematics (140; 340), and the second gear member is a second rocker (144; 344), in particular a second front rocker (144; 344), of the adjustment kinematics (140; 340), wherein the second rocker (144; 344) is pivotable relative to the first rocker (142; 342) by means of the actuator (170; 370).

16. Vehicle seat (100; 300) according to claim 15, characterized in that the first rocker (142; 342) is articulated to the base (110; 310), in particular to an adapter (116; 316) of the base (110; 310), so as to be pivotable about a first axis of rotation (I), the second rocker (144; 344) is articulated to the first rocker (142; 342) so as to be pivotable about a second axis of rotation (II), and the second rocker (144; 344) is articulated to the seat frame (120) so as to be pivotable about a third axis of rotation (III).

17. Vehicle seat (100; 300) according to claim 16, characterized in that a further, in particular rear, rocker (146; 346) is pivotable about a fourth axis of rotation (IV) pivotable on the seat frame (120; 320) and about a fifth axis of rotation (V) is pivotally connected to the base (110; 310), in particular to an adapter (116; 316) of the base (110; 310).

18. Vehicle seat (100; 300) according to one of the preceding claims, characterized in that the blocking device (220; 420) has at least one deformation element (280; 480) which, after activation of the pyrotechnic actuator (270; 470), plastically deforms due to forces occurring in the event of a crash.

Images