Head and neck support, and vehicle seat

Abstract

The invention relates to a head and neck support for a vehicle seat (2), comprising a head support (8) with a head support surface (14) and an adjustable neck support (10) with a neck support surface (16) and comprising an adjustment mechanism (18) for adjusting the neck support (10), said adjustment mechanism (18) being configured in such a way that, in the event of a crash, an automatic safety adjustment of the neck support (10) into a crash-active position (C) takes place, thus reducing the risk of injury in the event of a crash.

Description

[0001] Description

[0002] Head and neck support as well as vehicle seat

[0003] The invention relates to a head and neck support for a vehicle seat and to such a vehicle seat.

[0004] Vehicle seats with head and neck restraints are described, for example, in DE 10 2019 123 680 A1 or DE 10 2013 000 163 A1. These documents describe various adjustment mechanisms that allow a neck rest, mounted below a headrest, to be adjusted in addition to the headrest itself. This provides increased comfort for the user.

[0005] Based on this, the invention aims to provide an improved head and neck support as well as a vehicle seat with such a head and neck support.

[0006] The problem is solved according to the invention by a head and neck support for a vehicle seat and by a vehicle seat with a backrest, including a head and neck support attached to the backrest when mounted. This includes a headrest with a head support surface and an adjustable neck support with a neck support surface. The neck support is adjustable by means of an adjustment mechanism. The adjustment mechanism is designed such that, in the event of a crash, the neck support automatically adjusts to a crash-active position.

[0007] This measure ensures that in the event of a crash, the neck support, and in particular its neck support surface, is reliably and automatically adjusted forward towards the user into the crash-active position. In this crash-active position, extended longitudinally forward, the neck area is specifically supported in the event of a crash. The neck support is generally adjustable from a starting position to the crash-active position in a longitudinal direction, i.e., towards the occupant in the vehicle seat.

[0008] This is based on the consideration and understanding that targeted support of the neck area reduces the risk of injuries, especially spinal injuries. This applies specifically to rear-end collisions, but also to front-end collisions.

[0009] A neck support, and more specifically a neck support surface, is a support element that braces the neck of an occupant. At least in a crash, the neck support comes into contact with the occupant's neck. The neck area is generally defined by the cervical vertebrae ("pars cervicalis") of the human spine. The seven cervical vertebrae (generally referred to in medicine as C1 to C7) form the upper part of the human spine.

[0010] The neck support is specifically designed to support this neck area, i.e., the area of ​​the cervical vertebrae C1 - C7.

[0011] In contrast, a headrest, and in particular a headrest surface, is generally understood to be a support element located above the neck support / neck support surface, designed to support the human skull. This means that, at least in the event of a crash, the headrest comes into contact with the skull and provides support.

[0012] The crash-active position is a predetermined, defined position of the neck support surface into which it is moved forward, i.e., towards the user, in the event of a crash. In special cases, if the neck support surface is already in this crash-active position, no adjustment movement occurs. A crash is generally understood to be a driving situation in which an impermissible acceleration occurs, deviating from normal vehicle operation and thus exceeding a permissible limit.

[0013] Longitudinal adjustment travel generally refers to a resulting adjustment path or path component in the longitudinal direction. The adjustment movement itself can be a superimposed adjustment movement in multiple directions and / or with rotational components. The longitudinal direction, relative to the vehicle seat, is defined—when viewed from above—by an orientation from the backrest towards a seat section, i.e., towards a user seated in the vehicle. The longitudinal direction corresponds to a direction of travel or the vehicle's longitudinal direction if the vehicle seat is mounted facing forward.

[0014] Preferably, the neck support surface projects forward, i.e., longitudinally, relative to the head support surface. This achieves particularly effective support of the neck area, as the neck area supported by the neck support is oriented further forward than the skull supported by the head support. Specifically, the neck support surface and the head support surface are designed and adapted to human anatomy in such a way that – at least in the event of a crash – the neck support (neck support surface) supports (rests against) the neck area defined above, while simultaneously the head support (head support surface) supports (rests against) the skull.

[0015] The neck support surface is therefore positioned further forward relative to a plane defined by the head support surface, preferably regardless of the position (initial position or crash-active position) in which the head and neck support is located. This means that even in the initial position, the neck support surface already protrudes longitudinally relative to the head support surface. For example, the neck support surface is formed by a forward-projecting bulge and / or by a separate support element for the neck area.

[0016] In a preferred embodiment, the adjustment mechanism is associated with a control device for controlling the adjustment of the headrest using the adjustment mechanism, wherein the control device is designed such that automatic safety adjustment occurs in the event of a crash signal. The adjustment mechanism is thus actively controlled when a crash signal is present. This results in many degrees of design freedom in the design of the adjustment mechanism.

[0017] The crash signal is typically output by a higher-level control unit in a manner known per se. This crash signal is also used, for example, to control seatbelt pretensioners and / or airbags in the vehicle. By utilizing an existing crash signal, existing sensors for crash detection are advantageously employed.

[0018] As an alternative to active control of the adjustment mechanism, it can be passively designed and activated purely mechanically based on the forces occurring in a crash. For example, a locking mechanism is provided which is released in the event of an acceleration force exceeding a predetermined value, thereby releasing a pre-tensioned mechanism (e.g., mechanically by spring or pneumatically / hydraulically) for adjusting the headrest.

[0019] The following configurations can be implemented with both active control via the control unit and passive control, provided that active control is not mandatory.

[0020] In a preferred embodiment, the adjustment range of the neck support surface is independent of any adjustment range of the headrest surface. Independent adjustment means that the neck support surface, and in particular the entire neck support, can be adjusted independently of any adjustment of the headrest and its surface. This allows for a particularly simple adjustment mechanism. The neck support surface can be moved precisely and accurately into the crash-active position.

[0021] Alternatively, and this is provided for in an alternative design, the adjustment movement of the neck support is also possible and linked to an adjustment of the headrest. For this purpose, a suitably designed lever mechanism is provided, for example, which automatically ensures a corresponding adjustment movement of the neck support.

[0022] According to a preferred embodiment of such an adjustment movement coupled to the headrest, the neck support is arranged on the headrest and can be pivoted together with it about an upper pivot axis. The neck support is typically located below the headrest. Pivoting about the upper pivot axis achieves a simultaneous adjustment of the head and neck support. Advantageously, this design incorporates a simple pivoting mechanism with only one lever arm, pivotable about the single upper pivot axis, to which both the headrest and the neck support are attached.

[0023] In a preferred embodiment, the resulting longitudinal adjustment path of the neck support surface is greater than any potential resulting longitudinal adjustment path of the headrest surface. Particularly when the adjustment movement is coupled with the headrest adjustment, especially during the pivoting motion described above about the upper pivot axis, this reliably ensures precise support of the neck area. Therefore, in such a headrest-coupled movement, a mechanical coupling is generally designed to ensure that the longitudinal adjustment of the neck support surface is greater than that of the headrest surface in the event of a crash. Generally, it is therefore provided that the neck support surface adjusts independently of the headrest and / or in such a way that the longitudinal adjustment path is at least greater than any potential longitudinal adjustment path of the headrest.This applies to both active control and passive, crash-force-driven adjustment.

[0024] In a preferred embodiment, the adjustment mechanism for moving the neck support surface into the crash-active position comprises an adjustment mechanism and is preferably designed as a purely electromechanical adjustment mechanism. Therefore, mechanical actuators are integrated that perform, for example, translational and / or rotational movements. In particular, a drive component, such as an electric drive motor, is also integrated, which initiates the adjustment movement.

[0025] Alternatively or in addition to an adjustment mechanism, the adjustment mechanism incorporates a pneumatic unit and is specifically designed as a pneumatic adjustment mechanism in which the adjustment movement in the event of a crash is initiated exclusively by the pneumatic unit. The pneumatic unit is, for example, designed as a gas generator, which provides the energy for the adjustment movement in the event of a crash.

[0026] According to one embodiment, an adjustment mechanism is driven; this means that such a gas generator is arranged as an alternative to, or in addition to, another drive component, in particular an electric motor drive. In such a case, the gas generator serves, for example, for adjustment in the event of a crash, and the other drive component for normal adjustment movement.

[0027] In its practical configuration, this pneumatic unit is designed as a pyrotechnic unit, specifically featuring a detonator and an explosive charge that is ignited when the crash signal is applied, similar to the systems used in airbags or seatbelt pretensioners. This well-known and established technology ensures reliable and, in particular, rapid adjustment in the event of a crash.

[0028] In a suitable embodiment, at least part of the adjustment mechanism and preferably the entire adjustment mechanism is integrated within the neck support, in particular within a neck cushion, wherein the adjustment mechanism is designed to change the shape of the neck support in such a way that when the neck support surface is adjusted, it bulges forward in the longitudinal direction.

[0029] The adjustment mechanism is designed, for example, as a mechanical adjustment mechanism with an adjustment mechanism in which, for example, a mechanically adjustable adjustment pad pushes the neck support surface from the inside forward in a longitudinal direction, thus deforming the neck cushion or neck support surface overall.

[0030] However, this variant is preferably combined with the design of the pneumatic unit so that in the event of a crash and when the pneumatic unit, in particular the pyrotechnic unit, is triggered, the neck pillow is virtually inflated and thus also enlarged.

[0031] In a preferred embodiment, in addition to the safety adjustment to the crash-active position in the event of a crash, a normal comfort adjustment is also possible, which can be initiated by the user. The headrest can be adjusted to various comfort positions, preferably steplessly. One of these comfort positions is, for example, the crash-active position. The headrest surface can be moved from a starting position, in which it is positioned rearward longitudinally, to a position that is fully extended longitudinally. The intermediate positions, as well as the fully extended position, are individually adjustable comfort positions. At the same time, one of these positions, specifically the fully extended position, is the crash-active position.In a practical design, a drive component for the safety adjustment to the crash-active position is independent and thus separate from a drive component for the comfort adjustment. This separate design ensures reliable and, in particular, rapid adjustment of the neck support surface to the crash-active position in the event of a crash. The two drive components are preferably designed differently and suitable for their respective applications, i.e., for the comfort adjustment on the one hand and the safety adjustment in the event of a crash on the other. Specifically, an electric drive, especially in combination with a suitable adjustment mechanism, is used for the comfort adjustment. For the safety adjustment, a completely independent adjustment mechanism, especially using the pneumatic unit described above, is preferably employed.A completely independent adjustment mechanism means that all adjustment components for the comfort setting, especially an adjustment mechanism with an associated drive component, are not used for the safety setting.

[0032] According to a preferred further development, a device for recording the position of the neck support is provided. This allows the current position of the neck support to be determined during operation.

[0033] In a preferred embodiment, the adjustment mechanism is controlled, particularly via the control unit, depending on the currently detected position. This allows for a targeted and needs-based transition to the crash-active position. Specifically, this measure avoids unnecessary activation, for example, in the case of the pyrotechnic unit, if, based on the current position (i.e., the position before the crash), it is determined that adjustment is not required.

[0034] For example, the current position is recorded at regular intervals and / or after an adjustment and stored as the current position in a memory. Based on this stored position, a decision is made in the event of a crash as to whether an adjustment should be made and the adjustment mechanism activated. According to one embodiment, the control unit is also designed such that a blocking signal is automatically present at at least one or more predefined current positions, thus preventing activation. This is the case, for example, if the headrest is already in the crash-active position.

[0035] The device for detecting the position of the neck support includes, in particular, one or more sensors, e.g., optical sensors, pressure sensors, electrical sensors, radar sensors, or thermal sensors. This means that the position is detected, for example, via imaging, tactile (pressure), capacitive, radar, or thermal detection.

[0036] Preferably, existing sensors, for example for indoor monitoring, are used.

[0037] Alternatively or in addition to such sensor-based detection, detection via electrical position signals of the adjustment mechanism is also implemented, for example.

[0038] Exemplary embodiments of the invention are explained in more detail below with reference to the figures. These show, in schematic representations:

[0039] FIG 1 shows a partial view of a vehicle seat with a headrest and a neck support according to a first embodiment, in which the shape of the neck support and in particular of a neck support surface is deformed when transitioning into a crash-active position,

[0040] FIG 2 shows a partial view of a vehicle seat similar to FIG 1, wherein the headrest is movable in the longitudinal direction, as well as

[0041] FIG. 3 shows a partial view of a vehicle seat similar to the preceding figures, in which the neck support is pivotable together with the headrest. In each figure, a vehicle seat 2 is shown only in partial view. A partial view of the backrest 4 with a backrest cushion 6, a headrest 8 attached to the backrest 4, and a neck support 10 are visible. In this embodiment, the neck support 10 is connected to the headrest 8, thus forming a single unit with it. The neck support 10 is attached to the lower end of the headrest 8.

[0042] The exemplary embodiments show an integrated version of the headrest 8 and neck support 10, in which they are integrated into an upper backrest area of ​​the backrest 4. Alternatively, the headrest 8 and neck support 10 can also be designed as a conventional, attached version, in which the combined unit of headrest 8 and neck support 10 is connected to the backrest 4 via one or more connecting elements. Height adjustment of the combined headrest 8 and neck support 10 is typically achieved by moving and adjusting the connecting element relative to the backrest 4.

[0043] The headrest 8 is preferably adjustable in the usual way, without this being shown in more detail here, namely in its tilt and height.

[0044] In addition to the adjustable headrest 8, the neck support 10 is also adjustable. Specifically, the neck support 10 is adjustable in a longitudinal direction L. This is the longitudinal direction of the vehicle, allowing the neck support 10 to be adjusted both towards and away from a user 12 seated on the vehicle seat 2, as indicated by the double arrow in the figures.

[0045] The headrest 8 generally has a head support surface 14 oriented forward in the longitudinal direction L and thus towards the user 12, and correspondingly, the neck support 10 has a neck support surface 16 oriented towards the user 12. These are, in particular, partial surfaces of a cushion of the headrest 8 and the neck support 10, respectively. The figures show the positions of the neck support 10 and the neck support surface 16 in a retracted, rear starting position A and in a position extended forward in the longitudinal direction L, which represents a crash-active position C.

[0046] For adjusting the headrest 10, an adjustment mechanism 18 is provided, which can be configured differently. The adjustment movement is generally controlled by a control unit 20, shown only schematically in FIG. 1, which is designed, for example, as a seat control unit and is preferably integrated into the vehicle seat 2. This control unit 20 communicates, in particular, with a higher-level control unit, not shown in detail here. In the event of a crash, it receives a crash signal from this higher-level control unit, whereupon the control unit 20 immediately initiates an automatic adjustment of the headrest 10 to the crash-active position C.

[0047] In the embodiment shown in FIG. 1, the adjustment mechanism 18 includes a pneumatic unit designed as a pyrotechnic unit 22. The pyrotechnic unit 22 typically comprises an explosive charge and a detonator. In the event of a crash, the explosive charge is detonated. The gas released in this process inflates the entire neck support 10, or selectively in certain areas, causing the neck support surface 16 to bulge forward in the longitudinal direction L, thus transferring it into the crash-active position C.

[0048] FIG. 1 shows, by way of example, a camera that is part of a device 20 for detecting the position of the headrest 10. This device 20 detects the current position of the headrest 10 and preferably transmits it to the control unit 20, where it is stored, for example. In the event of a crash, the adjustment mechanism 18 is then controlled depending on the current position of the headrest 10, whereby the current position is either read from the memory or actively detected / measured by the device. This also means that control and activation are omitted if the headrest 10 is already in a suitable position, and in particular in the crash-active position.

[0049] In the embodiment according to FIG. 2, the adjustment mechanism 18 is designed as an electromechanical adjustment mechanism 18 and comprises an adjustment mechanism 24 and a drive component 26, in particular designed as an electric motor. For an adjustment movement, the adjustment mechanism 24 extends in the longitudinal direction L and thus preferably adjusts the entire headrest 10 in the longitudinal direction L into the crash-active position C.

[0050] In a purely passive configuration, where the adjustment is not controlled by the control unit 20 but is solely driven by crash forces, a passive, pre-tensioned drive component 26 is arranged instead of an electric drive component. This drive component is associated with a locking element (not shown in detail here). This locking element is designed to automatically release the pre-tensioned drive component when a threshold acceleration is exceeded. For example, a movable mass element is integrated for this purpose, which is displaced by the acceleration and is designed to release a lock. The passive drive component is pre-tensioned, for example, mechanically by means of a spring, or pneumatically or hydraulically.

[0051] In the embodiments according to FIG. 1 and FIG. 2, the adjustment of the neck support 10 is separate and independent of any adjustment movement of the head support 8. At least the previously described adjustment in the longitudinal direction L can be carried out independently of any adjustment movement of the head support 8, so that the desired adjustment in the longitudinal direction of the neck support 10 can also be carried out without any adjustment movement of the head support 8.

[0052] In contrast, an embodiment shown in FIG. 3 provides an adjustment movement coupled to the headrest 8. Specifically, in the illustrated embodiment, this coupled adjustment movement is realized by a pivoting movement. The corresponding adjustment mechanism 24 is therefore designed as a pivoting mechanism in which the headrest 8, together with the neck support 10, can be pivoted about an upper axis of rotation 28. The headrest 8 and the neck support 10 are preferably mounted together on a pivot arm that can pivot about this upper axis of rotation. The upper axis of rotation 28 is, in particular, located at the upper end of the headrest 8. The adjustment movement is preferably initiated by a drive component 26, which is, however, not shown in FIG. 3.

[0053] The pivoting movement also moves the neck support surface 16 forward in the longitudinal direction L. However, in this case, the longitudinal movement component L is also superimposed with a vertical upward movement component. Overall, this pivoting movement, achieved by pivoting about the upper pivot axis 28, results in a targeted adjustment movement of the neck support surface 16. The longitudinal movement component L of the neck support surface 16 is greater than the corresponding longitudinal movement component L of the head support surface 14.

[0054] Preferably, the adjustment of the neck support 10 is also possible independently of a crash by the user 12 as part of a comfort adjustment. For this purpose, for example, manual adjustment by the user 12 is possible. Such a manual comfort adjustment is, for example, combined with the safety adjustment described above for FIG. 1 with the pneumatic unit, in particular with the pyrotechnic unit 22.

[0055] However, a motor-driven, in particular electromechanical, comfort adjustment is preferred, which can be controlled by the user 12.

[0056] According to a first embodiment, the same adjustment mechanism 18 is used for this comfort adjustment as is used for the crash test. This is, in particular, an adjustment mechanism, especially an electrically adjustable adjustment mechanism, as explained, for example, in connection with FIG. 2. Alternatively, a separate adjustment mechanism 18 or at least a separate drive component is provided for the crash test. Specifically, for the crash test, a pneumatic and, in particular, pyrotechnic solution can be provided, for example, analogous to or similar to FIG. 1, in which the drive component is formed by a pneumatic unit, in particular by the pyrotechnic unit 22. This pneumatic unit is, for example, combined with an electrically adjustable adjustment mechanism 24, as shown, for example, in FIG. 2.

[0057] When using two separate drive components, two differently designed electric motor drives are used as an alternative, which are suitable for the different requirements for safety adjustment on the one hand and comfort adjustment on the other.

[0058] The claimed invention is not limited to the embodiments described above. Rather, other variants of the invention can also be derived by a person skilled in the art within the scope of the disclosed claims without departing from the subject matter of the claimed invention. In particular, all individual features described in connection with the various embodiments can also be combined in other ways within the scope of the disclosed claims without departing from the subject matter of the claimed invention.

[0059] Reference symbol list

[0060] 2 vehicle seats

[0061] 4 Backrest

[0062] 6 back cushions

[0063] 8 Headrest

[0064] 10 Neck support

[0065] 12 users

[0066] 14 Headrest area

[0067] 16 neck support area

[0068] 18 Adjustment mechanism

[0069] 20 Control unit

[0070] 21 Device for detecting the position of the neck support

[0071] 22 pyrotechnic units

[0072] 24 Adjustment mechanism

[0073] 26 Drive component

[0074] 28 Swivel axis

[0075] A Starting position

[0076] C crash-active position

[0077] L Longitudinal direction

Claims

1. Claims 1. Head and neck support for a vehicle seat (2) comprising a head support (8) with a head support surface (14), and an adjustable neck support (10) with a neck support surface (16) and an adjustment mechanism (18) for adjusting the neck support (10), wherein the adjustment mechanism (18) is arranged such that in the event of a crash, an automatic safety adjustment of the neck support (10) into a crash-active position (C) takes place.

2. Head and neck support according to the preceding claim, characterized in that the neck support (10) is adjustable in a longitudinal direction (L) from a starting position (A) to the crash-active position (C) and that the head support surface (14) protrudes forward in a longitudinal direction (L) relative to the head support surface (14).

3. Head and neck support according to claim 1 or 2, characterized in that the adjustment mechanism (18) is associated with a control device (20) for controlling the adjustment of the neck support (10) by means of the adjustment mechanism (18), wherein the control device (20) is designed such that in the event of a crash signal the automatic safety adjustment takes place.

4. Head and neck support according to one of the preceding claims, characterized in that the adjustment of the neck support surface (16) into the crash-active position (C) is independent of an adjustment of the head support surface (14).

5. Head and neck support according to one of claims 1 to 3, characterized in that the adjustment of the neck support surface (16) into the crash-active position (C) is coupled with an adjustment of the head support surface (14).

6. Head and neck support according to the preceding claim, characterized in that the neck support (10) is arranged on the head support (8) and can be pivoted together with it about an upper pivot axis (28).

7. Head and neck support according to one of the preceding claims, characterized in that an adjustment path of the neck support surface (16) in a longitudinal direction (L) is greater than any adjustment path of the head support surface (14) in a longitudinal direction (L).

8. Head and neck support according to one of the preceding claims, characterized in that the adjustment mechanism (18) has an adjustment mechanism (24) for adjusting the neck support (10).

9. Head and neck support according to one of the preceding claims, characterized in that the adjustment mechanism (18) has a pneumatic unit.

10. Head and neck support according to the preceding claim, characterized in that the pneumatic unit is designed as a pyrotechnic unit (22).

11. Head and neck support according to one of the preceding claims, characterized in that at least a part of the adjustment mechanism (18) is integrated within the neck support (10) and the adjustment mechanism (18) is designed to change the shape of the neck support (10) so that the neck support surface (16) bulges out to adjust it.

12. Head and neck support according to one of the preceding claims, characterized in that in normal operation a user-initiated comfort adjustment of the neck support (10) is enabled.

13. Head and neck support according to the preceding claim, characterized in that a drive component (22) for the safety The adjustment is independent and separate from a drive component (26) for the comfort adjustment.

14. Head and neck support according to one of the preceding claims, characterized in that it is assigned a device (20) for detecting the position of the neck support (10).

15. Head and neck support according to the preceding claim, characterized in that the adjustment mechanism (18) is controlled depending on the current position of the neck support (10).

16. Vehicle seat (2) with a backrest (4) and with a head and neck support according to one of the preceding claims.

Images