DE10143881A1 - Energy absorption element, in particular, for an automobile front seat comprises a middle section which under a given longitudinal load absorbs less deformation energy than either one of the end sections - Google Patents

Abstract

The energy absorption element (1), in particular, for an automobile front seat comprises a middle section (10) which under a given longitudinal load absorbs less deformation energy than either one of the end sections (8, 9). Independent claims are also included for a seat, in particular, an automobile front seat with at least one such energy absorption element; and a vehicle, in particular, an automobile with such a seat.

Description

The invention relates to an energy absorption element for use in a seat, in particular a front seat of a vehicle, preferably of a passenger car, the seat between an essentially center tunnel running in the direction of travel of the vehicle and an in essential in the direction of travel of the vehicle outer beam of the Vehicle is arranged, the seat on the substantially transverse to Direction of travel arranged energy absorption element is fastened, the Energy absorption element an outer first area, the central tunnel is facing, and an outer second area, the outer spar facing, and wherein between the first region and the second area a middle area is provided. Furthermore concerns the The present invention a seat, in particular a front seat Vehicle, preferably a motor vehicle, and a vehicle, preferably a passenger car, with at least one seat aforementioned type.

From practice it is known that in the event of a side crash, that is a side impact or impact, causing serious injury to the driver or the passenger can come. A disadvantage in this context also that it is extremely difficult to avoid the accident after serious accidents Rescue occupants from the vehicle without causing any further Injury comes. The object of the present invention is to remedy this create.

To solve the aforementioned problem is in the energy absorption element provided with the preamble feature of claim 1 that Energy absorption element is designed such that the central area at a predetermined load that is the average load in the case of a side crash, absorbs less deformation energy than that first and second area. This means that the first and the second Deform the area in a side crash rather than the middle area, the should deform only slightly or not at all. The invention is based on the basic idea, in the event of a side crash the occurring Mostly absorb energy by deforming the outer areas and the driver or front passenger as far as possible from the source of danger (the Door) in order to cause personal injury if at all possible to avoid. In the invention, the energy absorption element has a relatively rigid middle area above which the driver or front passenger sits, which is designed such that it is less or in any case not deformed at all. In the event of a crash, the first one deforms Area and with further increase in strength also the second area. Through the The configuration according to the invention is therefore targeted deformation energy "degraded" or there is energy by targeted deformation of only the outer Areas added.

In this context, it is particularly advantageous that the second Area absorbs deformation energy earlier than the first in the event of a crash Area. In other words, this means that a side crash first the first area facing the center tunnel is deformed and first then when this area no longer has any deformation energy can absorb, the second area deforms and thereby more Absorbs deformation energy. The central area is preferably so rigid trained that he is not at all or only slightly in a side crash deformed. This ensures that the vehicle occupant concerned in the In the event of a side crash, it first hits the center of the vehicle. H. in the direction moved to the center tunnel, but the distance between the Vehicle occupants and the door initially remains constant despite deformation of the door. First if the energy consumption because of the limited length of the first area is exhausted, the second area of the energy absorption element begins with the absorption of deformation energy. Especially in connection with Other safety systems, such as the head and side airbags, can be used on this A very high level of occupant safety with a side impact will be realized.

The absorption of deformation energy or the "degradation of energy as a result Deformation "takes place in the energy absorption element according to the invention preferably in that the first and / or the second area in Fold in the longitudinal direction of the energy absorption element, so that after wrinkles are provided in the lateral impact on both areas. Both Both outer areas are deformation zones for defined "reduction" of deformation energy.

Although it is possible in principle, the energy absorption element, i. H. the middle area and the two outer areas, any shape too , it is particularly simple and inexpensive that the Energy absorption element is tubular, the s / D ratio of Material thickness s to the outer diameter D of the central area is greater than that respective s / D ratio of the first area and also of the second area. By choosing the s / D ratio, the inclusion of Control the deformation energy for the respective area accordingly. With regard on the fact that in the event of a lateral impact, the first area and then the second area folds up, is the s / D ratio of the material thickness to the outside diameter of the first area is smaller than the s / D ratio of the second area. The s / D ratio is preferably in the first and in the second range between 0.005 and 0.05, while the s / D ratio in middle area, if it doesn't fold in during a side impact, is preferably between 0.1 and 0.3.

To target the deformation energy that occurs during a lateral impact to be able to take up by deformation indicate that from the middle area opposite end of the first area and / or the second area Target folds, especially in the form of incisions in the respective area on. The defined application of force should then take place at these predetermined folding points. The arrangement of the predetermined folding points is such that after the energy consumption folded part of the first area and / or the second area an n- has an angular shape, the number of predetermined folding points expediently with the number of corner points of the folded after energy consumption Range matches.

The outer ones are for the safe introduction and distribution of force in the event of a crash Areas on the outside each provided with an end plate, which with the each area is firmly connected. This end plate, the others too Takes over tasks, which can be discussed in more detail below, if predetermined folding points are provided in the areas, on some or all Folding points should be fixed, for example welded. Instead of realizing the predetermined folding points, the end plate can also on the middle Have a pressed-in polygonal stiffener in the area facing the side, which is tense in the respective area. The stiffener should be there have rounded corners that are not only for locking the end plate, but also serve for the defined application of force. The rounded corners This pot-like stiffening realizes an ideal transition between the end plate and the respective area and additionally reinforce these Areas. The non-reinforced areas of the first and second areas, which are above the respective edges of the first or second area are used as target folding points.

Basically, it is possible to use the energy absorption element with its three Form areas in one piece. For this purpose, a pipe is then placed over its Length of constant material thickness and constant outside diameter used. The outer areas are compared to the middle area smaller s / D ratios produced by expanding. For expanding the hydroforming process, in which the tubular Energy absorption element is then inserted into an appropriate shape and with a water pressure between 600 and 2000 bar is applied. By this pressurization then deforms the ends of the tube the first and second areas as desired. Through the Widening in the end area then takes the original material thickness with it increasing outer diameter, so that a quasi-sleeve is formed. at This embodiment is then such that the material thickness of the sleeve in the first area is smaller than the material thickness of the sleeve in the second area.

Basically, it is also possible to make the two outer sleeve-shaped Form areas and the middle area as separate parts, then place the sleeves on the middle area and with this to connect accordingly, for example via a welded connection. there identical sleeves can even be used for both areas. But in this case to make sure that the folding or the Deformation of the two areas takes place in succession, is in the sleeve of the second area additionally provided a stiffening element. in this connection can be, for example, an extended part of the middle area act, but which has a considerably smaller material thickness than that middle range. The additional stiffening element in the second area ensures that the second area does not fold up as quickly as the first area and thus ensures that the energy absorption defined in first area.

In addition, it can be advantageous that there is between the first and / or the second area on the one hand and the middle area on the other one hinge-like connection is such that a substantially not parallel to the longitudinal axis of the energy absorption element on the first and / or force acting in the second area is an alignment of that from the central area opposite end of the first and / or the second region in the direction of force causes. This can ensure that at an oblique Impact aligns the energy absorption element in the direction of force, so that the occurring energy optimally by deformation of the outer areas can be included.

Moreover, it goes without saying that it is not only possible depending on the application is a single energy absorption element at the desired location to provide, but that also several energy absorption elements to one Unit can be summarized.

In connection with the seat according to the invention it is provided that this at least one, preferably a plurality of energy absorption elements of the aforementioned type. Also, the length of each Energy absorption elements must be such that the first and the second area protrude laterally at least over the seat of the seating area, the Seat of the seating area in the middle above the central area of the Energy absorption element is provided. It should also be the width of the seat correspond approximately to the length of the central area.

The seat preferably has at least two energy absorption elements, below the seating area in the direction of travel of the vehicle at the front and rear end are arranged below the seating area. Is preferred it in this context if in the area of the back of the seat at least one energy absorption element is also provided, so that protection of the occupant not only in the hip area, but also in the Area of the back.

In this context, it is also particularly preferred that in addition to the two energy absorption elements two essentially in the direction of travel aligned longitudinal struts are provided with the two Energy absorption elements are firmly connected and a frame-like Form mounting adapter for mounting on the vehicle. Such a mounting frame is then attached directly to the seating area so that the mounting frame forms an integral part of the seat. Such a mounting frame has not only advantages in terms of assembly, since the seat with the Assembly frames can be assembled in a simple manner during assembly by robot control can. By simply connecting the mounting frame to the vehicle it is also possible to simplify the mounting frame in the event of an accident Way to solve and thus the possibly injured occupant together salvage with the seat, which has the advantage that the occupant is not out of the Seat must be removed, but in the seated position can be salvaged.

Incidentally, it is understood that the use of a mounting frame below the seating area of the seat both to facilitate the assembly of the Seat but also independent to remove the seat in the event of an accident inventive importance.

Since the seating position due to different dimensions of the human body can not be constant, the energy intake or Crash elements can be adjustable. Therefore, the present invention relates to a seat with an adjustment device for longitudinal adjustment of the seat, after the preamble of claim 20.

Various systems are known for the longitudinal adjustment of seats. Both Most seats are so that the locking elements for longitudinal adjustment disengage from the slide rails during the adjustment. If an accident occurs during longitudinal adjustment, this can happen cause considerable personal injury because the grid during adjustment is not engaged and does not catch even during a crash.

The object of the invention is therefore also a seat with a To provide adjustment for longitudinal adjustment, in which the aforementioned Disadvantages do not occur.

To solve the above problem is with a seat with Preamble features of claim 20 provided that the Locking elements both when locking and when adjusting with the Adjustment and locking areas of the slide rails are engaged and that the adjustment and locking area is a deformation area Slide rail is adjacent, which is influenced by a predetermined Force deformed such that the locking element and the slide rail in their position to each other are fixed. The invention thus a Adjustment device provided, the locking system of which Always engaged in security reasons. In the event of a crash, it becomes conscious Deformation of the slide rail accepted, so that the Entire system can "bite" into each other. Furthermore, in the event of a crash, the Slideway specifically reduces deformation energy, this being preferred not on the sliding plane but preferably on the adjustment range plane takes place, which will be discussed below.

To adequately attach the seat to the one attached to the vehicle Ensure slide rails and pull out the seat in the event of a crash prevent, at least one guide element is provided on the seat, which in a corresponding guide region of the slide rail is arranged is. The guide element is preferably a guide role formed, while the guide area is designed as an elongated channel, which has the shape of a crane hook in cross section, which has the leading role overlaps. This defines the sliding plane. Thus, the slide rail has a sliding area, a separate adjustment area and a defined one Crash absorption zone.

To ensure in a simple manner that the locking system is always in engagement, the locking element has a spindle, while at the adjustment and locking area of the slide rail with the Spindle interacting threads, preferably in the form of Thread cuts are provided. So immediately in a crash Locking of the spindle due to the deforming Deformation area takes place, the deformation area has a continuous cavity on, with the thread cuts opening into the cavity. In this way the deformation area (crash absorption zone) goes directly into the Adjustment and locking range via.

The spindle itself is freely movable while a Locking device for the spindle is provided for permanent locking. In this way it is ensured that the spindle only after unlocking the Locking device is freely movable. Overall, the spindle and the adjustment and locking area as a self-locking system designed so that after unlocking the seat can be adjusted in a simple manner can. To unlock or adjust either one manually operated lever system with collet, which is spring-loaded accordingly, be provided or a motor drive.

Otherwise, the slide rails are on the one hand on the central tunnel and on the other attached to the outer spar. This has several advantages, namely, on the one hand, that the occurring jump dimensions in the sliding or rolling plane compensated and on the other hand, that there, because of the larger Resistance moments, higher forces than with a floor attachment and can be introduced into the vehicle.

Otherwise, both the locking element and that are preferably Guide element on the outside on the outer areas of the respective Energy absorption elements provided. Form the energy absorption elements thus part of the adjustment device for longitudinal adjustment of the seat.

The invention further relates to a seat with an adjusting device Longitudinal adjustment of the seat, according to the preamble of claim 29.

The longitudinal adjustment mechanisms known from practice, to which previously has been received usually have the disadvantage that they do not provide adequate safety in the event of a crash. As a result of the stress in a crash situation, the load bends Slide. This leads to kinking of the slide rail. Now have to be big Forces are introduced into the vehicle, so it would be beneficial to this Apply forces specifically at the attachment points. With that, the Forces defined at the attachment points without bending into the vehicle initiated. At the same time, however, it should be ensured that the seat is still one Can perform longitudinal adjustment.

To solve the above problem is the seat with the Preamble features of claim 29 provided that the Adjustment device a gear with one connected to the seat area Cycloid handlebar, the trajectory of which is a hypocycloid, which when rolling in essentially represents a straight line in a predetermined area.

In connection with the invention it has been found that a cycloid handlebar can be used for the longitudinal adjustment of the seat. As is known, the cycloid, which is also called a roll or path curve, describes the path of a point that rolls on a circle or another path without sliding. This point can be located on the circle with the radius R ₁ or can be fixedly positioned at a distance a from its center. A special case of the cycloid is the epi- or hypocycloid. The degenerate or special case of the hypocycloids can represent a straight line that describes a point when the system rolls. With regard to the details of the movement sequence of this transmission, reference is made to the relevant statements relating to FIGS. 10 to 12. In any case, the use of a transmission of the aforementioned type for longitudinal adjustment has the advantage that no slide rails are required on the vehicle. The respective gearboxes are attached directly to the vehicle, preferably on the outer spar or on the center tunnel on opposite sides. In addition, the gear in question can in principle also be used for height adjustment if the gear is inclined at an angle between 10 ° and 15 ° to the normal.

Structurally, the gearbox has an outer circular path, an inner one Circular area with the cycloid handlebar and an eccentric on it, the eccentric on the one hand in the center of the outer circular path and on the other hand in Center of the inner circular area is stored and where the inner Circular area runs during the adjustment on the outer circular path. This Design according to the invention requires comparatively few components and especially little space to adjust the length and height of the Realize seat.

The transmission according to the invention, which is a so-called Epicyclic gear is reversible. This means that through the Kinematics implemented both "from the inside out" via a transmission Drive motor can be realized, as well as "from the outside" by moving of the seat in order to achieve continuous adjustment.

In principle, the use of a belt loop system is possible to implement the kinematic principle of the transmission according to the invention. The belt loop can consist of two steel bands braced against each other. Alternatively, it is possible to implement the kinematic principle via a tooth geometry with an internal toothing of the outer circular path and an external toothing of the inner circular area. Here, the pitch circle of the internal toothing is equal to the rolling circle R ₀ , while the pitch circle of the external toothing corresponds to the rolling circle R ₁ . The eccentricity forms the center distance of the circles.

In addition, the transmission is a locking device for locking and locking the longitudinal adjustment assigned to the seat after the Unlocking can be infinitely adjusted. The locking device works thereby on the inner circular area having the cycloid handlebar. to Realization of the locking system can either be a turn Gear system or a friction system, for example with a Collet, a collet or a clamping eccentric can be provided. at Using a gear system for locking is using a gear an external toothing, in particular an external point toothing provided with the two opposite spring-loaded levers interact. The levers engage in the unloaded state External toothing while adjusting the lever against the acting Spring force are opened and come out of engagement with the external teeth. In an alternative embodiment, a Hirth or internal toothing provided, on which a double toggle lever acts. The toggle is accordingly spring-loaded. After all, it is also possible to use double instead Toggle lever a constant thickness with preferably a plurality of claws use that interact with the Hirth serration if the The same procedure is followed.

Of particular advantage especially in connection with the beginning The energy absorption element mentioned is in each case an adjusting gear at the end to be provided on the energy absorption elements. The adjustment gears can either between the middle area and the respective first or be arranged in the second area or on the end face at the outer ends of the first and second area.

The invention further relates to a seat, in particular a front seat an adjustment device for height adjustment of the seat after Preamble of claim 35.

Various systems are used in the prior art for height adjustment used. The object of the invention is also an alternative To provide height adjustment, whereby a purely vertical stroke is generated.

For this purpose, it is provided according to the invention that the adjusting device at least one scissor lift guide with a first longer lever and one Second shorter lever has that the shorter lever on the one hand articulated on the longer lever and on the other hand at a fixed pivot point is and that the longer lever on the one hand at one end by means of a Hinge point adjustable in the horizontal direction and on the other hand at a vertical relative to the adjustable hinge point Is directed towards the moving articulation point. Basically, of course it is too possible to adjust the shorter lever in the horizontal direction and the hook the longer lever firmly at one end. In any case, here by using a comparatively simple lever mechanism realize vertical height adjustment of the seat.

It is preferred that both on the central tunnel and on the Side of the seat facing the tunnel, two scissor lift guides each of the aforementioned type are provided. This allows a uniform Achieve height, but also an incline adjustment of the seat if the individual scissor lift guides either all at the same time or if only those at the rear or at the front end of the seat Opposite sides arranged scissor lift guides can be adjusted to a to achieve certain inclination.

It is particularly expedient in connection with those described in the introduction Energy absorption elements, which are integrated in the seat, on each outer Area of an energy absorption element a scissor lift guide to arrange. As a result, the overall system is able to withstand a higher overturning moment record without folding over sideways.

Finally, the present invention relates to a seat, in particular one Front seat of a vehicle, preferably a passenger car, with a seating area having a seat shell, with a seat shell foam-like material, especially PUR foam, for suspension and Damping is introduced, according to the preamble of claim 39.

When designing spring systems for seats, it is important that the maximum suspension travel on the exciting swing path of the vehicle chassis is voted. Ideally, the seat should have the same swing path as that Put the vehicle chassis back, but 180 ° out of phase. Furthermore, when sitting, with vertical vibration excitation, with natural frequencies between 4 and 6 Hertz. This leads to resonance in the Trunk area (spine, stomach and breathing circuit). With horizontal The resonance frequency of the fuselage is between 2 and 3 Hertz. If higher vibration frequencies reach the head, must between 20 and 25 Hertz expected natural oscillations of the eyeballs become. If vibration is initiated via the hand-arm system, it happens to resonance phenomena in the frequency range between 10 and 20 Hertz. Furthermore, a vibration load can be reduced Depth of field. This will help you estimate distances below Vibration influence more difficult.

The main resonance of the human body is around 5 Hertz. The The natural frequency of the human-seat system must therefore be sufficiently far from that Body natural frequency, which is between 1 and 2 Hertz, and the Body frequency of 5 Hertz away. In itself, therefore, a frequency of targeted about 3 Hertz. This requires special seats.

Two different types of are currently used in the automotive industry Sitting used, namely on the one hand a spring seat and on the other hand a Bucket seat: With the innerspring seat, the body is supported so-called shaped wire springs that are clamped in a frame. The Springs adapt to the driver's contour, but it is a firm support relatively difficult with this principle. This puts a great deal of know-how in the Areas of spring design, spring travel and noise prevention ahead. Furthermore, the innerspring seat consists of several individual parts. Consequently the assembly and logistics times are high and the product is in the Manufacturing is expensive because the manufacturing is difficult to automate.

The bucket seat is an alternative to the innerspring seat. This is where the Support the body with a firm seat shell that can be shaped that it supports the body more precisely where forces are introduced should be. This seat shell usually consists of a pressed part. It follows that the assembly and logistics times remain short and that Product is inexpensive to manufacture. The seat-specific properties (Suspension comfort) are in this construction by one PUR soft foam part adopted. It should be noted that the rigidity and Compression pressure hardness of PUR foams within the operating temperature changed. Furthermore, the indentation hardness is dependent on Humidity. This leads to different seat heights in winter and summer as well even on longer journeys. The manufacture and disposal of the PUR Foam is not without problems, so that a minimum of seat foam is aimed for, but at the same time a high level of suspension comfort security-relevant features is desired.

The object of the present invention is therefore also to provide a seat To provide, which offers high seating comfort in every respect and is also inexpensive to produce in a simple manner.

This object is achieved in that at the bottom of the Seat shell in the seat area two separated from each other by a web Openings are provided and that the web in the region of the axis of symmetry Seating area and the openings in the area of the ischial bumps one in the middle are provided on the seated user. Through the two Openings that are essentially the entire width of the seating area extend, arise in the buttocks area with a bucket seat improved suspension properties. The web prevents on the one hand that all of the foam-like material is pushed out of the openings and on the other hand the occupant down during a crash slips. At the same time, this bridge serves as a damper (the foam rubs on the bridge) and thereby reduces the increase function in the Resonance range. This means that the driver's body has a high body Gets seating comfort and on the other hand it is well damped in the resonance range.

To increase seating comfort, there is an opening in the seat shell above each opening another spring element, for example in the form of so-called nosag or similar springs provided. These springs not only prevent one from closing strong pushing of the foam-like material through the openings, but also increase the suspension comfort. To achieve one more softer suspension can at least one additional spring above the Be arranged web. The distance to the web should be such that the spring and the bridge do not meet each other under normal load touch, but in the event of a crash submersed the body is prevented.

Exemplary embodiments of the invention are described below.

It shows:

FIG. 1a to 1c showing various situations at a side crash of a vehicle,

Fig. 2 is a perspective view of an energy absorption member according to the invention,

Fig. 3 is a cross-sectional view of the energy absorbing element of FIG. 2,

Fig. 4 is a perspective view of another embodiment of an energy absorption member according to the invention,

Fig. 5 is a perspective view of an assembly of two power receiving elements for receiving a seat,

Fig. 6 is a perspective view of the assembly of FIG. 5 arranged in two slide rails,

Fig. 7 is a cross-sectional view of the slide of FIG. 6,

Fig. 8 is a perspective view of the assembly of FIG. 6 having disposed thereon seating area of a seat,

Fig. 9 a of Fig. 8 corresponding representation, wherein a portion of the seat portion is filled with foam,

Fig. 10 is a schematic representation of a transmission with a Zykloidenlenker,

FIG. 11a to 11f various Abrollstellungen of the transmission of Fig. 10,

Fig. 12 is a similar to FIG. Representation 10 with different movement sequences of the Zykloidenlenkers,

Fig. 13 is an exploded view of the transmission with Zykloidenlenker,

Fig. 14, the transmission of Fig. 13 in the assembled state,

Fig. 15 is an adjusting device with two power receiving elements and four gears from FIG. 14,

Fig. 16 is a Fig. 15 a view corresponding with an indicated, connected to the gears seating area,

Fig. 17 a of FIG. 16 corresponding representation with a seat shell of the seat portion,

Fig. 18 a of FIG. 17 corresponding view with a partially foamed seat shell of the seat portion, and

Fig. 19 Schematic representation of a height adjustment device of a seat.

FIGS. 1a to 1c each show an energy absorption element 1 for use with a seat 2 of a vehicle 3 only partially shown in FIGS. 1a to 1c. The seat 2 is a front seat of a passenger car. The seat 2 itself has a seating area 4 with a seat surface (not shown) and a backrest area 5 . How 1a to 1c further apparent from the Fig., The seat 2 is disposed between the vehicle 3 a extends substantially in the direction of travel of the vehicle 3 and a center tunnel 6 extending substantially in the direction of travel of the vehicle 3 Outer frame. 7 The seat 2 is fastened to the energy absorption element 1 arranged essentially transversely to the direction of travel. The energy absorption element 1 itself has an outer first region 8 which faces the central tunnel 6 and an outer second region 9 which faces the outer strut 7 . There is a central region 10 between the first region 8 and the second region 9 .

It is now essential that the central area absorbs less - and preferably no - deformation energy in the event of a side crash, that is to say with a predetermined load, by corresponding deformation than the first area 8 and the second area 9 . Specifically, it is also provided that the second region 9 absorbs less, ie later, deformation energy by corresponding deformation than the first region 8 . The different design of the individual areas 8 , 9 , 10 leads to the fact that, in the event of a side crash, starting from the situation shown in FIG. 1a, the first area 8 first folds up and absorbs deformation energy while the distance between the door 11 of the vehicle 3 and the seat 2 remains essentially the same, as shown in Fig. 1b. Only after the first region 8 can no longer collapse does the second region 9 absorb deformation energy and collapse, as is shown in FIG. 1c. In the exemplary embodiment shown, the central region 10 does not deform, ie it is not folded up and therefore does not absorb any deformation energy. As a result, energy is deliberately reduced by the deformation or folding of the two regions 8 , 9 .

As is apparent from Fig. 3, the energy absorption element 1 is tubular in the direction of its longitudinal axis L. With regard to the desired folding, namely first of the first region 8 and only then of the second region 9 , while the middle region 10 is not supposed to fold at all, the s / D ratio of the material thickness s to the outer diameter D of the middle region 10 is greater than the respective s / D ratio of the first area 8 and the second area 9 . The s / D ratio of the first area 8 is smaller than the corresponding ratio of the second area 9 . In both areas 8 , 9 the s / D ratio is between 0.005 and 0.05, preferably around 002, even if the two areas 8 , 9 have a different s / D ratio.

In order to initiate the defined folding, as can be seen, for example, from FIGS. 2 and 3, the first region 8 and the second region 9 have predetermined folding points 12 at the end. The predetermined folding points 12 are six reeving in the present case, which are distributed over the circumference of the respective area 8 , 9 . As previously stated, the predetermined folding points 12 result in a defined folding, the number of predetermined folding points 12 corresponding to the later number of corner points of the area folded after the energy absorption.

Furthermore, an end plate 13 is provided at each end on the regions 8 , 9 . The respective end plate 13 closes the respective area 8 , 9 flush. The end plate 13 lies directly on the reeving and is firmly connected to it.

In one embodiment, not shown, the predetermined folding points 12 on the sleeve-shaped regions 8 , 9 may be missing. In this case, the end plate 13 then has a pressed-in polygonal stiffening which is braced in the first area 8 and the second area 9 . This stiffener is a hexagonal pot with rounded corners. The rounded corners realize an ideal transition between the end plate 13 and the respective area 8 , 9 and additionally reinforce these areas. The areas which are not reinforced and which lie above the edges of the pot serve as predetermined folding points 12 .

In the illustrated exemplary embodiments, the energy absorption element 1 is constructed in several parts. The first area 8 , the second area 9 and the middle area 10 are separate components which are firmly connected to one another. As can be seen in particular from FIG. 3, the first region 8 and the second region 9 each have an identical sleeve 9 , which are each firmly connected to the central region 10 . This can be done by pressing and / or welding. When using identical sleeves for both areas 8 , 9 , in order to ensure the successive folding of the two areas 8 , 9 , a stiffening element 14 must also be provided in the sleeve of the second area 9 . In the present case, the stiffening element 14 is an extended part of the central region 10 with a smaller material thickness than the central region 10 . The stiffening element 14 can also be a separate thin tube or other component.

The seat 2 itself is assigned two energy absorption elements 1 in its lower region. It is the case that the first area 8 and the second area 9 laterally protrude beyond the seat of the seating area 4 . The seat itself has a smaller width than the seating area 4 . In Figs. 1a to 1c is the side survive the outer regions 8, 9 shown exaggerated, to better represent the ratios in a side impact. Otherwise, the seat of the seating area 4 is located centrally above the central area 10 . The length of the central region 10 of the energy absorption element 1 should at least substantially correspond to the width of the seat of the seat region 4 .

The two aforementioned energy absorption elements 1 assigned to the seat 4 are arranged below the seat area 4 at its front and rear ends. It is not shown that at least one energy absorption element 1 can also be provided in the area of the backrest 5 of the seat 4 .

As can be seen in particular from FIGS. 5 and 6, the seat 2 has two longitudinal struts 14 , 15 which are oriented essentially in the direction of travel and which are firmly connected to the two energy absorption elements 1 arranged parallel to one another and in this way form a mounting frame on which the seating area 4 is attached. The mounting frame, which forms a unit of its own, can be easily mounted in the vehicle 3 together with the seat 2 . The mounting frame forms an integral part of the seat 2 .

The seat 2 also has an adjustment device 16 for the longitudinal adjustment of the seat 2 . The adjusting device 16 comprises two turn fixed to the vehicles 3 slide rails 17, 18 and with the slide rails 17, 18 each cooperating locking elements 19 which are provided on the seat. 2 Each of the slide rails 17 , 18 also has a separate adjustment and locking area 20 . At the beginning it was pointed out that the energy absorption elements protrude laterally beyond the seating surface of the seating area 4 . Since the energy absorption elements 1 interact with the slide rails 17 , 18 , a “protrusion” over the seat can be ensured in any case via the slide rails.

It is essential that the locking elements 19 are continuously engaged with the adjustment and locking area 20 both when locking and when adjusting. In this way there is a locking system that is always engaged for safety reasons. Furthermore, it is provided that the adjustment and locking area 20 is assigned a deformation area 21 of the slide rail 17 , 18 which absorbs deformation energy in the event of a crash and deforms faster than other areas of the respective slide rail 17 , 128 . Due to the fact that the adjustment and locking area 20 is directly adjacent to the deformation area, the deformation of the deformation area 21 leads to the locking element 19 and the slide rail 17 , 18 being fixed in their position relative to one another. The deformation of the deformation region 21 adjacent to the adjustment and locking region 20, and thus also of the region 20 , is therefore deliberately used to block the adjustment device 16 in the event of a crash.

In addition to the locking element 19 , a guide element 22 , which cooperates with a guide region 23 of the slide rail 18 , 19 , is provided on the seat 2 , specifically on the regions 8 , 9 of the respective energy absorption elements 1 . The guide element 22 is designed as a guide roller, while the guide region 23 is designed as a guide channel that extends over the length of the slide rail 18 , 19 . In cross section, this guide channel has the shape of a crane hook that overlaps the guide roller. This overlapping of the guide element 22 ensures that the seat 2 cannot open in the event of a crash.

The slide rail 17 , 18 , which is shown in cross section in FIG. 7, in the present case has three functional areas which are arranged in three planes. The upper level is the rolling or sliding level within the guide area 23 , while the lower level is the adjustment or locking level in the adjustment and locking area 20 . The deformation zone with the deformation region 21 is located in the middle. In the event of a crash, deformation energy is to be reduced there first. The deformation zone is also intended to support the locking by a defined deformation, so that the overall system can bite into one another. The deformation region is also intended to dampen the acceleration acting on the driver.

So that, as stated above, there is a system that is always in engagement, the locking element 19 is designed as a spindle, while on the adjustment and locking area 20 , threads that do not shown in the form of thread cuts on the slide rail 17 interact with the spindle , 18 are provided. This creates a spindle-nut system. The function of the mother is integrated in the slide rail 17 , 18 . The adjustment paths can be individually adjusted to a certain length by more or fewer threads. So that the blocking of the adjusting device 16 starts immediately in the event of a crash, the deformation region 21 has a continuous cavity 24 , the thread cuts opening into the cavity 24 . This cavity 24 could be foamed to reduce further energy in the event of a crash. For the rest, a relief notch 24 a is provided centrally in the cavity 24 .

The spindle itself, like the guide element 21 , is fastened to the seat substructure in a freely movable manner. A locking device for the spindle is provided for permanent locking, so that the spindle can only move freely after unlocking the locking device.

It is not shown that the locking in the present case by means of a Inner cone brake is applied (collet system). Here is a not shown Taper mandrel with a cone angle of 17 ° in a hexagon similar to one Splined shaft mounted so that it only has two translational Degrees of freedom, and this in the axial direction. The spindle with inner cone is over the tapered mandrel, so that the spindle is only a rotary Possesses degree of freedom. This last degree of freedom is achieved by means of the spindle Disc springs removed. The disc springs press the tapered mandrel into the spindle and thus into the inner cone, so that the spindle due to Frictional force is locked. To release the lock, a apply the appropriate force to the taper mandrel. This force must be the cone mandrel press against the disc springs, causing the friction between the spindle and cone mandrel is lifted and the spindle can rotate freely.

The force required to adjust the system is introduced via a lever system 24 . If the driver pulls the lever 25 of the lever system 24 upwards, all four spindles are released. The spindle-nut system is designed with a pitch P = 24 mm, a pitch angle of 20.91 ° and a consequent efficiency of 0.64 as a non-self-locking system, so that the longitudinal adjustment can be reversibly initiated by manual movement when shifting. If the driver releases the lever 25 , the lever system 24 is brought into its starting position by two tension springs and the disc springs press the conical mandrel against the spindles and lock them. If the longitudinal adjustment is to be operated by an electric motor, the locking can be achieved by means of a brake motor or an armature motor.

As can be seen in the rest of Figs. 1a to 1c, the slide rails 17, 18 on the one hand, is common on the central tunnel 6 and the other hand on the outer rail 7 and not at the floor of the vehicle 3, which largely secured. As a result, the system is able to compensate for the tolerances that occur in the sliding or rolling plane (floating bearing fixed bearing). In addition, the aforementioned fastening points are chosen because the greater moments of resistance arise there and thus larger forces can be introduced into the vehicle.

As can be seen in particular from FIGS. 4 and 5, the respective locking element 19 and the respective guide element 22 are provided on the outside on the end plate 13 . The energy absorption element 1 thus also forms part of the adjusting device 16 .

In Figs. 17 and 18, a seat 2 is shown with an adjustment device 16, which has in the present case four transmission 26 per seat. Each of the gears has a cycloid link 27 connected to the seat area 4 , the trajectory of which is a hypocycloid, which essentially represents a straight line when rolling over a predetermined range of just under 20 cm. The gear 26 has an outer circular path 28 , an inner circular region 29 with the cycloid link 27 and an eccentric 30 . The outer circular path 28 has a radius R ₀ , while the inner circular region 29 rolling thereon has the radius R ₁ . The point P to which the seat area 4 is attached has a predetermined distance from the center Z _{0 of} the outer circular path.

As can be seen from FIGS. 10 to 12, the circle R _{0 is} fixed in its center Z ₀ and the inner circle area with its radius R ₁ and the center Z _{1 is} the rolling circle. The eccentricity e is the distance from the center Z ₀ to the center Z ₁ . The point P describes approximately a straight line which has a slight deviation at the beginning and at the end, in the special case of a maximum of 3 mm. In Fig. 10 are otherwise given in millimeters to which reference is made to avoid repetition.

In FIGS. 11a to 11f various Abrollstellungen the kinematic principle are shown at different time points. It can be seen that the point P moves over a substantial area approximately along a straight line.

In Fig. 12 it is shown that the kinematic solution can be adjusted "from the inside" with a motor via an eccentric. This is marked with an M. On the other hand, the seat can be continuously and manually adjusted "from the outside", which is represented by the movement arrow N.

Several alternative applications can be used to implement the kinematic principle in a constructive solution. In an alternative, not shown, a belt loop system is provided. The belt loop consists of two steel bands braced against each other. The one steel band can be fastened on the left in the embodiment shown in FIG. 10 to the outer circular path 28 and on the right in the inner circular region 29 . The other steel band is attached to the inner circular area 29 on the left and to the outer circular path 28 on the right. The distance between the two rolling circles is kept constant with the eccentric 30 , so that a defined rolling is guaranteed.

In an alternative embodiment, a toothing mechanism with an internal toothing 31 of the outer circular path 28 and an external toothing 32 of the inner circular region 29 is provided. Here, the pitch circle of the internal toothing 31 corresponds to the rolling circle R ₀ according to FIG. 10, while the pitch circle of the external toothing 32 corresponds to the rolling circle R ₁ . The eccentricity forms the center distance.

The toothing mechanism can be both in integral construction and in Differential design can be designed. When designing gears in Integral construction, which is not shown in detail, are functionally relevant components have been combined in two components. One component includes the function of the internal gearing, the connection to the vehicle and the defined guidance of the externally toothed component. The other component includes the function of the external teeth, the eccentricity and the Connection to the seat. The integration of all functions into two components allows the material selection no great leeway. This construction can only be made from a single piece of solid steel.

In the gear construction in differential construction, which is shown in FIG. 13, the functionally relevant components are divided into several individual parts which can be manufactured more economically. The transmission 26 has, as shown in FIG. 13 from left to right, a left housing part 33, a left eccentric cam 34, a left adapter 35, a ring gear 36 with the external toothing 32, a right-hand adapter 37, a right cam 38, a gear ring 39 with the internal toothing 31 , a right housing part 40 and an inhibiting mechanism 41 . The housing parts 33 , 40 and the adapters 35 , 37 consist of pressed parts which can be produced from 1.0 mm to 2.5 mm thick sheet metal. The internal toothing 31 and the external toothing 32 can in this case be made of a plastic, for. B. an STV100. The external toothing 32 and the two adapters 35 , 37 form the movable middle part of the transmission 26 . The ring gear 36 is made so that the adapters 35 , 37 can be sunk in it and this is held at five defined locations. The two adapters 35 , 37 are locked to one another by means of integrated hollow rivets which are provided on one of the adapters. The two housing parts 33 , 40 and the internally toothed ring gear 39 form the fixed connection to the vehicle chassis and are connected to one another analogously to the adapter. In Fig. 14, the transmission 26 is shown in the assembled state with the omission of the housing part 40 .

It is not shown in detail that a locking device for locking and locking the longitudinal adjustment is assigned to the gear 26 so that the seat 2 can be adjusted continuously after unlocking. The locking device interacts with the inner circular area 29 . In one configuration of the locking device, the system is locked by means of serration and two claw levers. In an alternative variant, the adjustment device locks the system with a Hirth toothing with a spring-loaded double toggle lever, while in a third alternative embodiment the locking also takes place by means of a Hirth toothing, a plurality of claws, preferably three, then being provided at a constant thickness are that are moved over the same thickness and interact with the Hirth toothing. Finally, the entire system can be locked by friction. This can be achieved with an inhibiting mechanism 41 , as shown in FIG. 13, by means of a clamping sleeve or else by means of a collet or a clamping eccentric.

In Fig. 15 it is shown that the gear 26 are connected to energy absorption elements 1 , which were described at the outset and are otherwise made of metal. In the present case, a gear 26 is arranged between the central region 10 and the first region 8 on the one hand and the second region 9 on the other. Corresponding tappings or projections are provided on the sides facing one another for the firm connection of the individual components. Moreover, it goes without saying that the additional stiffening, which is provided in the sleeve of the second region 9 , is no longer designed as an extension of the central region 10 , but as a separate, thin tube.

In Fig. 16 it is shown that the attachment of the seat area 4 with the gears 26 is carried out via corresponding bolts 42 . For this purpose, an opening 43 is provided on the underside of the seat area ( 4 ) for the cycloid link 27 , through which the cycloid link 27 engages with its bore corresponding to point P. The corresponding bolt 42 is inserted through this bore.

FIG. 19 shows part of an adjustment device 44 for height adjustment of the seat 2 . This is a kind of scissor lift guide 45 with a first longer lever 46 and a second shorter lever 47 . The shorter lever 47 is articulated at one end to the longer lever ( 46 ) at an articulation point 48 and on the other hand at a fixed articulation point 49 . The longer lever 46 is hinged on the one hand to an articulation point 50 which can be adjusted in the horizontal direction by means of an adjusting means (not shown) and on the other hand to an articulation point 51 which moves in the vertical direction relative to the adjustable articulation point 50 . The articulation point 51 is located within a horizontally oriented guide 52 . By horizontally adjusting the articulation point 50 , there is an additional change in the altitude between the articulation points 50 and 51 . Instead of the guide 52 , it is also possible to provide a further articulated lever which is fixed on the one hand and articulated on the articulation point 51 on the other hand.

How 5 and 6 is clear from the FIG., Are here both of the center tunnel 6 facing side of the seat 2 as well as in each case provided on the side of the outer beam 7, two guides 45 push lever. This push lever guides 45 can be adjusted via spindles, not shown. The adjustment is such that all scissor lift guides 45 are adjusted simultaneously, so that there is an exclusive height adjustment. However, separate spindles can also be provided for each individual scissor lift guide 45 , in which case an inclined adjustment of the seat 2 is also possible.

As is apparent from Figs. 5 and 6 results in the rest of the individual Scherenhubführungen are arranged at the respective outer portions 8, 9 of the individual energy absorbing members 1 45. For this purpose, a corresponding holder 53 is provided, which is held between the respective central area 10 and the respective outer area 8 , 9 . The guide 52 is located on the holder 53 , within which the articulation point 51 of the longer lever 46 is mounted. The hinge points 49 and 50 are connected to the seating area 4 of the seat 2 .

Incidentally, in Figs. 8, 9, 17 and 18 that the seat portion 4 has a seat 54 into which a foam-like material 55, which is present concerns polyurethane foam, is introduced to the suspension and damping , The material 55 forms a seat cushion, a plurality of openings 56 being provided within the seat cushion and extending through the entire seat cushion. The seat cushion itself is symmetrical with respect to its central longitudinal axis.

It is now also essential that two openings 60 , 61 are provided on the bottom 57 of the seat shell 54 in the buttocks area 58 and are separated from one another by a web 59 . The web 59 is located in the region of the axis of symmetry of the seating area 4 , while the openings 60 , 61 are provided in the area of the ischial cusps of a user sitting centrally on the seating area 4 . As can be seen in particular from FIGS. 8 and 17, the two openings 60 , 61 extend essentially over the entire width of the bottom 57 of the seat shell 54 .

In the exemplary embodiments shown, a further spring element 62 is located on the bottom 57 of the seat shell 54 above each opening 60 , 71 .

These are wave-shaped mechanical spring elements. In principle, it is possible instead of the two provided spring elements 62 to provide still further spring elements 62, in particular, above the web 59th

Claims (41)

1. Energy absorption element ( 1 ) for use in a seat ( 2 ), in particular a front seat of a vehicle ( 3 ), preferably a passenger vehicle, the seat ( 2 ) being located between a central tunnel ( 6 ) that runs essentially in the direction of travel of the vehicle ( 3 ). and extending substantially in the direction of travel of the vehicle (3) outer bar (7) of the vehicle (3) is arranged, wherein the seat is attached to the substantially transverse to the direction of energy absorption element (1) (2), wherein the energy absorption element (1 ) has an outer first region ( 8 ) which faces the central tunnel ( 6 ) and an outer second region ( 9 ) which faces the outer spar ( 7 ), and wherein between the first region ( 8 ) and the second region ( 9 ) a central area ( 10 ) is provided, characterized in that the energy absorption element ( 1 ) is designed such that at a predetermined load in L longitudinal direction (L) of the energy absorption element ( 1 ) the central region ( 10 ) absorbs less deformation energy than the first region ( 8 ) and the second region ( 9 ). 2. Energy absorption element according to claim 1, characterized in that the second region ( 9 ) absorbs deformation energy at a predetermined load in the longitudinal direction (L) before the first region ( 8 ). 3. Energy absorption element according to claim 1 or 2, characterized in that the first and / or the second region ( 8 , 9 ) are designed such that they fold together to absorb deformation energy in the longitudinal direction of the energy absorption element ( 1 ), and that, preferably , the central area ( 10 ) is so rigid that it does not fold under the specified load. 4. Energy absorption element according to one of the preceding claims, characterized in that the energy absorption element ( 1 ) is tubular, that the s / D ratio of the material thickness s to the diameter D of the central region ( 10 ) is greater than the respective s / D Ratio of the first region ( 8 ) and the second region ( 9 ) that, preferably, the s / D ratio of the first region ( 8 ) is smaller than the s / D ratio of the second region ( 9 ) and that, preferably, the s / D ratio in the first region ( 8 ) and in the second region ( 9 ) is between 0.005 and 0.05. 5. Energy absorption element according to one of the preceding claims, characterized in that the end of the first region ( 8 ) and / or second region ( 9 ) facing away from the central region ( 10 ) has predetermined folding points, in particular in the form of incisions. 6. Energy absorption element according to one of the preceding claims, characterized in that after the absorption of deformation energy, the folded part of the first region ( 8 ) and / or the second region ( 9 ) has a polygonal shape, and that, preferably, the number of predetermined folding points ( 12 ) and the number of corner points of the area ( 8 , 9 ) folded after the energy consumption match. 7. Energy absorption element according to one of the preceding claims, characterized in that the first region ( 8 ) and / or the second region ( 9 ) at the end facing away from the central region ( 10 ) have an end plate ( 13 ) and that the end plate ( 13 ) with the first area ( 8 ) or the second area ( 9 ) is firmly connected. 8. Energy absorption element according to one of the preceding claims, characterized in that the end plate ( 13 ) is fixed at predetermined folding points ( 12 ). 9. Energy absorption element according to one of the preceding claims, characterized in that the end plate ( 13 ) on the side facing the central region ( 10 ) has a pressed-in polygonal stiffening, which is preferably in the first region ( 8 ) and / or the second region ( 9 ) is tense. 10. Energy absorption element according to one of the preceding claims, characterized in that the polygonal stiffening rounded corners and that, preferably, the polygonal stiffening is hexagonal. In that the first area (8) and / or the second area (9) 11 energy absorption member according to any one of the preceding claims, characterized in that a with the central portion (10) integrally formed or fixedly connected to the central region (10) sleeve /having. 12. Energy absorption element according to one of the preceding claims, characterized in that in the sleeve of the second region ( 9 ) an additional stiffening element ( 14 ) is provided and that, preferably, the stiffening element ( 14 ) has an extended part of the central region ( 10 ) is less material thickness than the central area ( 10 ). 13. Energy absorption element according to one of the preceding claims, characterized in that the first and / or the second region ( 8 , 9 ) are / is connected to the central region ( 10 ) such that a substantially not parallel to the longitudinal axis of the energy absorption element ( 1 ) force acting on the first and / or the second region ( 8 , 9 ) causes the end of the first and / or the second region ( 8 , 9 ) facing away from the central region ( 10 ) to be oriented in the direction of the force. 14. Seat ( 2 ), in particular front seat of a vehicle ( 3 ), preferably a passenger vehicle, the seat ( 2 ) between a central tunnel ( 6 ) running essentially in the direction of travel of the vehicle ( 3 ) and an essentially in the direction of travel of the vehicle ( 3 ) extending outer rail ( 7 ) of the vehicle ( 3 ), characterized in that at least one energy absorption element ( 1 ) is provided according to one of the preceding claims, which is transverse to the direction of travel of the vehicle ( 3 ) between the center tunnel ( 6 ) and Outer spar ( 7 ) is arranged. 15. Seat according to claim 14, characterized in that the seat ( 2 ) has a seating area ( 4 ), and that, preferably, the first area ( 8 ) and / or the second area ( 9 ) laterally over the seat surface of the seating area ( 4 ) survive. 16. Seat according to claim 14 or 1 S. characterized in that the seating surface of the seating area ( 4 ) is provided centrally above the central area ( 10 ). 17. Seat according to one of claims 14 to 16, characterized in that the seat ( 4 ) are assigned at least two energy absorption elements ( 1 ) which are arranged below the seating area ( 4 ) at the front end and at the rear end of the seating area ( 4 ) and that, preferably, at least one further energy absorption element ( 1 ) is provided in the region of the backrest ( 5 ) of the seat ( 4 ). 18. Seat according to claim 17, characterized in that two longitudinal struts ( 14 , 15 ) aligned substantially in the direction of travel are provided, which are connected to the two energy absorption elements ( 1 ) and form a mounting frame for mounting on the vehicle ( 3 ) on which the seating area ( 4 ) is fastened and that the mounting frame forms an integral part of the seat ( 2 ). 19. Seat ( 2 ), in particular front seat of a vehicle ( 3 ), preferably a passenger vehicle, the seat ( 2 ) between a central tunnel ( 6 ) running essentially in the direction of travel of the vehicle ( 3 ) and an essentially in the direction of travel of the vehicle ( 3 ) extending outer spar ( 7 ) of the vehicle ( 3 ) is arranged, in particular according to one of the preceding claims, characterized in that the seat ( 2 ) has a mounting frame arranged below the seating area ( 4 ) for mounting on the vehicle, that the mounting frame has two has in the direction of travel aligned longitudinal struts ( 14 , 15 ) and two substantially transverse cross struts and that the mounting frame is attached to the seat area ( 4 ) so that the mounting frame forms an integral part of the seat ( 2 ). 20. Seat ( 2 ), in particular front seat of a vehicle ( 3 ), preferably a passenger vehicle, with an adjustment device ( 16 ) for the longitudinal adjustment of the seat ( 2 ), the seat ( 2 ) being located between an essentially in the direction of travel of the vehicle ( 3 ) extending central tunnel (6) and a running substantially in the direction of travel of the vehicle (3) outer bar (7) of the vehicle (3) is arranged, wherein the adjusting device (16) comprises two mounted on the vehicle (3), in each case a displacement and locking region ( 20) slides containing (17 and 18) the slide rails (17, 18) each co-operating locking elements (19) of the seat (2), in particular according to one of the preceding claims, characterized in that the locking elements (19) both in Lock as well as when adjusting with the adjustment and locking area ( 20 ) of the slide rails ( 17 , 18 ) in engagement and that the adjustment and locking area ( 20 ) is adjacent a deformation area ( 21 ) of the slide rail ( 17 , 18 ), which deforms under the action of a predetermined external force such that the locking element ( 19 ) and the slide rail ( 17 , 18 ) in their Position are fixed to each other. 21. Seat according to one of the preceding claims, characterized in that at least one guide element ( 22 ) is provided on the seat ( 2 ), which cooperates with a guide region ( 23 ) of the slide rail ( 14 ) and that, preferably, the guide element ( 22 ) as a guide roller and the guide area ( 23 ) as a guide channel, in particular in the form of a crane hook which engages over the guide roller. 22. Seat according to one of the preceding claims, characterized in that the locking element ( 19 ) has a spindle and that on the adjustment and locking area ( 20 ) cooperating with the spindle threads preferably in the form of thread cuts in the slide rail ( 17 , 18 ) are. 23. Seat according to one of the preceding claims, characterized in that the deformation region ( 21 ) has a continuous cavity ( 24 ) and that, preferably, the thread cuts open into the cavity ( 24 ). 24. Seat according to one of the preceding claims, characterized in that that the spindle itself is freely movable and that a Locking device for the spindle is provided for permanent locking, so that the spindle is only free after unlocking the locking device is mobile. 25. Seat according to one of the preceding claims, characterized in that the spindle and the adjustment and locking area ( 20 ) are designed as a non-self-locking system. 26. Seat according to one of the preceding claims, characterized in that the locking device is assigned a manually operable lever system ( 24 ) for unlocking and / or that the locking device has a motor drive for automatic locking and unlocking and for longitudinal adjustment. 27. Seat according to one of the preceding claims, characterized in that the slide rails ( 17 ) are fastened on the one hand to the central tunnel ( 6 ) and on the other hand to the outer rail ( 7 ). 28. Seat according to one of the preceding claims, characterized in that in each case a locking element ( 19 ) and / or a guide element ( 22 ) are provided on the outside on the end plate ( 13 ). 29. Seat ( 2 ), in particular front seat of a vehicle ( 3 ), preferably a passenger vehicle, with an adjusting device ( 16 ) for the longitudinal adjustment of the seat ( 2 ), the seat ( 2 ) being located between an essentially in the direction of travel of the vehicle ( 3 ) extending central tunnel (6) and a running substantially in the direction of travel of the vehicle (3) outer bar (7) of the vehicle (3) is arranged, and wherein the adjusting device (16) on the one hand to the vehicle (3) on the other hand with the seat portion (4) of the seat ( 2 ), in particular according to one of the preceding claims, characterized in that the adjusting device ( 16 ) has at least one gear ( 26 ) with a cycloid link ( 27 ) connected to the seat region ( 4 ), the trajectory of which is a hypocycloid which essentially represents a straight line when rolling in a predetermined area. 30. Seat according to claim 29, characterized in that the gear ( 26 ) has an outer circular path ( 28 ), an inner circular region ( 29 ) with the cycloid link ( 27 ) and an eccentric ( 30 ), the eccentric ( 30 ) on the one hand in the center ( 20 ) of the outer circular path ( 28 ) and on the other hand in the center ( 21 ) of the inner circular region ( 29 ) and the inner circular region ( 29 ) runs during the adjustment on the outer circular path ( 28 ). 31. Seat according to claim 29 or 30, characterized in that for implementing the kinematics of the transmission, a belt loop system is provided with at least one belt loop acting on the peripheral surface of the inner circular area or a toothing mechanism with an internal toothing ( 31 ) of the outer circular path ( 28 ) and an external toothing ( 32 ) of the inner circular area ( 29 ) is provided. 32. Seat according to one of the preceding claims, characterized in that the gear ( 26 ) is assigned a locking device for locking and locking the longitudinal adjustment in order to be able to adjust the seat ( 2 ) continuously after unlocking and that, preferably, the locking device with the inner circular area ( 29 ) having the cycloid handlebar ( 27 ) cooperates. 33. Seat according to one of the preceding claims, characterized in that the locking device is designed as a gear system or that the locking device as a friction locking system, in particular with a collet, a collet or a clamping eccentric. 34. Seat according to one of the preceding claims, characterized in that that the toothing system for locking an external toothing, in particular an external spline, and at least one, preferably has two opposite, spring-loaded levers, which with the External teeth interact, or that the locking device has a Hirth serration and at least one toggle lever system with the Hirth toothing cooperates, or that the locking device has a Hirth toothing and at least one claw, which with a The same thickness is used to interact with the Hirth gearing. 35. Seat ( 2 ), in particular front seat of a vehicle ( 3 ), preferably a passenger vehicle, with an adjusting device ( 44 ) for height adjustment of the seat, the seat ( 2 ) being located between a central tunnel (substantially in the direction of travel of the vehicle ( 3 )) 6 ) and a substantially in the direction of travel of the vehicle ( 3 ) outer spar ( 7 ) of the vehicle ( 3 ) is arranged, in particular according to one of the preceding claims, characterized in that the adjusting device ( 44 ) at least one scissor lift guide ( 45 ) with a First longer lever ( 46 ) and a second shorter lever ( 47 ) that the shorter lever ( 47 ) is articulated on the one hand on the longer lever ( 46 ) and on the other hand to a fixed hinge point ( 49 ) and that the longer lever ( 46 ) at the end on the one hand at an articulation point ( 50 ) adjustable in the horizontal direction by means of an adjusting means and on the other hand at ei nem articulated relative to the adjustable hinge point ( 50 ) n vertically movable hinge point ( 51 ). 36. Seat according to claim 35, characterized in that at least one preferably two scissor lift guides ( 45 ) are provided on the one hand on the center tunnel ( 6 ) and on the other hand on the side member ( 7 ) facing the seat ( 2 ). 37. Seat according to claim 35 or 36, characterized in that the adjustment means, in particular in the form of driven spindles, of the scissor lift guides ( 45 ) opposite one another on different sides are adjusted simultaneously in order to achieve either an exclusive height adjustment or an inclined adjustment of the seat ( 2 ). 38. Seat according to one of the preceding claims, characterized in that a scissor lift guide ( 45 ) is arranged on each outer region ( 8 , 9 ) of an energy absorption element ( 1 ). 39. seat (2), in particular the front seat of a vehicle (3), preferably a passenger vehicle, having a a seat shell (54) seating area (4), wherein in the seat shell a foam-like material (55), especially PU foam (54) , for suspension and damping, the seat ( 2 ) between an essentially in the direction of travel of the vehicle ( 3 ) center tunnel ( 6 ) and an essentially in the direction of travel of the vehicle ( 3 ) outer spar ( 7 ) of the vehicle ( 3 ) is arranged, in particular according to one of the preceding claims, characterized in that two openings ( 60 , 61 ) separated from one another by a web ( 59 ) are provided on the bottom ( 57 ) of the seat shell ( 54 ) in the seat region ( 58 ) and in that the Web ( 59 ) in the area of the axis of symmetry of the seating area ( 4 ) and the openings ( 60 , 61 ) in the area of the ischial cusps of a user sitting centrally on the seating area ( 4 ) hen are. 40. Seat according to claim 39, characterized in that at least one further spring element ( 62 ) is arranged in the seat shell ( 54 ) above each opening ( 60 , 61 ) and that, preferably, in the seat shell ( 54 ) above the web ( 59 ) at least one further spring element ( 62 ) is also arranged. 41. Vehicle ( 3 ), in particular a passenger vehicle, with at least one seat ( 2 ) according to one of the preceding claims.