DE102011013563B4 - Vehicle seat, in particular vehicle seat - Google Patents

Abstract

Vehicle seat (1), in particular a motor vehicle seat, with at least one first structural part (15; 55) and at least one second structural part (16; 54), which by means of at least one fitting (10) relative to the first structural part (15; 55) about a first axis ( A) is pivotable and can be locked to the first structural part (15; 55), and a compensation spring (27) which is arranged approximately parallel to the first axis (A) and (15; 55) which, when the fitting (10) is unlocked, between the first Structural part and the second structural part (16; 54) is effective, the compensation spring (27) being effective by means of a gear stage (25) between the first structural part (15; 55) and the second structural part (16; 54), characterized in that the Gear stage (25) has a first tooth segment (21) which is firmly connected on one side of the vehicle seat (1) to the first structural part (15; 55) there, and the gear stage (25) has a second tooth segment (22), w which meshes with the first tooth segment (21) and which on the second structural part (16; 54) is mounted pivotably about a second axis (B) on the same side of the vehicle seat (1).

Description

The invention relates to a vehicle seat, in particular a motor vehicle seat, with the features of the preamble of claim 1.

Vehicle seats with a free-standing backrest, which is connected to the seat part with discreetly lockable fittings, have a compensation spring to at least partially compensate for the weight of the backrest inclined slightly backwards and the moment of the occupant supported on the backrest when the fittings are unlocked. In addition to spiral springs, torsion springs (torsion bar springs) are also used. In a vehicle seat of the type mentioned above, it is known to use two such torsion springs as compensation springs in order to apply the necessary backrest torque. The two compensation springs are then arranged in the area of the fittings between the two sides of the vehicle seat and each cross-connected to a first structural part on the one hand and to a second structural part on the other, in particular suspended, whereby they are effective between the backrest and seat part. Such torsion springs can also be used for height-adjustable vehicle seats to support the height adjustment.

From the DE 199 24 816 C1 a vehicle seat is known, with a frame part and a link, which can be pivoted relative to the frame part about a first axis by means of a fitting and can be locked to the frame part, and a compensation spring which is arranged parallel to the first axis and which when the fitting is unlocked between the frame part and the handlebar is effective, the compensation spring being effective by means of a gear stage between the frame part and the handlebar.

The DE 10 2008 024 664 A1 discloses a vehicle seat, with a first seat part and with a second seat part pivotable about an axis of rotation relative to the first seat part, and with a spring acting between the first seat part and the second seat part via two spring ends, the spring ends of the spring each between a stop position and adjustment positions are guided and each spring end rests against an end stop in the stop position and is guided by a driver in the adjustment positions. When the seat parts are pivoted out of the starting position, depending on the pivot direction, one and the other of the spring ends are disengaged from the stop position by the respective driver.

The DE 16 55 477 C3 discloses a hinge fitting for vehicle seats, in which a fixed hinge part is fixed on each side of the seat part and each fixed hinge part is connected via a hinge axis to a pivotable hinge part permanently assigned to the corresponding side of the backrest. An adjusting and locking device is provided between the two joint parts, which has toothed parts that interact with one another. The joint axis, which is designed as a tube, is firmly connected to the two joint parts assigned to the backrest frame, of which one pivotable joint part carries an internally toothed tooth segment. Between this pivotable joint part and the associated fixed joint part, a cam rotatably mounted on the tube, provided with a handle and spring-loaded in the engagement direction of the two toothing parts is rotatably mounted, which cooperates with counter-cams on the associated fixed joint part receiving the pipe by means of an elongated hole, and in on the opposite side of the seat part a tube extending through a bearing bore provided in the other fixed joint part assigned to this side, a torsion spring loading the backrest frame forward in the pivoting direction is arranged.

The DE 199 44 297 A1 discloses a seat lifter having front connectors and rear connectors connecting a vehicle floor-side member of the vehicle to a lower arm; a toothed pawl pivotable on the lower seat arm; a connector for connecting the pawl to the rear connectors; a reduction idler gear meshing with the toothed pawl and supported on a shaft supported on the lower arm; an operating member supported on the lower arm and provided with a gear for transmitting torque to the reduction idler gear and a braking mechanism; and a spring member wound around the shaft with one end engaged with the shaft and the other end engaged with the lower arm; wherein the spring member biases the pawl in the direction of lifting the lower arm from the bottom member by the shaft.

The invention is based on the object of improving a vehicle seat of the type mentioned at the beginning. According to the invention, this object is achieved by a vehicle seat having the features of claim 1. Advantageous configurations are the subject of the subclaims.

The gear stage according to the invention, which is preferably in series with the compensation spring with regard to the operative connection between the seat part and the backrest, allows the characteristics of the backrest torque to be influenced by using only a single torsion spring as a compensation spring the same backrest torque is generated with a smaller torsion angle or a smaller pivot angle, or a higher backrest torque is generated with the same torsion angle. Halving the number of existing compensation springs reduces the space required and costs. For the occupant, there is a comfortable characteristic curve without significant changes in the backrest torque. With the same torsion spring, adjustments are possible by varying the gear ratio. By means of the gear stage it is also possible to change the arrangement of the compensation spring (in the radial direction) so that it can be arranged either inside or outside the backrest. The distance to the occupant of the vehicle seat (meat to metal) can be increased.

Alternatively, the gear stage can also be used in connection with a compensation spring for a height-adjustable seat part in order to influence the characteristics of the height adjustment in a corresponding manner.

The gear stage consists of two tooth segments that mesh with one another. The toothed segments can also be designed as full (spur) gears or as ring gears. The first tooth segment is firmly connected to the first structural part, while the second tooth segment is pivotably mounted on the associated second structural part. The compensation spring is connected on the one hand to the second tooth segment and on the other hand to the opposite second structural part. After unlocking the fittings, the pretensioned compensation spring acts on the second toothed segment, which pivots and thereby drives the first toothed segment, which causes or at least supports the forward pivoting of the backrest.

In a modification, the compensation spring is not effective in all angular ranges of the backrest, for example only in the positions of use. For this purpose, the compensation spring can be automatically deactivated by coming into contact with a stop (on the second structural part) when the backrest is pivoted forward, for example when the backrest is in the vertical position, and detaches from the second toothed segment when the backrest is pivoted further forward. This makes it easier for the occupant to operate and prevents noise from being generated due to a relaxed compensation spring.

In a further modification, the gear stage includes an additional function for two-door vehicles with easy entry by swiveling the backrest forward and pushing the entire vehicle seat forward. The second toothed segment, which pivots when the backrest is pivoted forward, triggers the rail unlocking - for example by means of a Bowden cable - preferably after an idle travel, i.e. only from a certain swivel angle.

• 1 eine perspektivische Ansicht der Lehne ohne Polsterung gemäß dem ersten Ausführungsbeispiel,
• 2 eine vergrößerte Ansicht von 1,
• 3 eine Explosionsdarstellung von 1,
• 4 eine schematische Darstellung eines Fahrzeugsitzes,
• 5 eine 1 entsprechende schematische Darstellung der ersten Variante des ersten Ausführungsbeispiels, Blickrichtung von Sitzmitte nach außen auf linke Fahrzeugsitzseite,
• 6 eine schematische Darstellung der zweiten Variante des ersten Ausführungsbeispiels, Blickrichtung von außen auf rechte Fahrzeugsitzseite,
• 7 eine schematische Darstellung der dritten Variante des ersten Ausführungsbeispiels, Blickrichtung von Sitzmitte nach außen auf linke Fahrzeugsitzseite,
• 8 eine schematische Darstellung der ersten Abwandlung des ersten Ausführungsbeispiels,
• 9 eine schematische Darstellung der zweiten Abwandlung des ersten Ausführungsbeispiels,
• 10 eine Teildarstellung des zweiten Ausführungsbeispiels, und
• 11 eine teilweise zerlegte Darstellung von 10.

The invention is explained in more detail below with the aid of two exemplary embodiments with several variants and modifications shown in the drawing. Show it

• 1 a perspective view of the backrest without upholstery according to the first embodiment,
• 2 an enlarged view of 1 ,
• 3 an exploded view of 1 ,
• 4th a schematic representation of a vehicle seat,
• 5 a 1 Corresponding schematic representation of the first variant of the first exemplary embodiment, viewing direction from the center of the seat outwards to the left side of the vehicle seat,
• 6th a schematic representation of the second variant of the first embodiment, viewing direction from the outside on the right side of the vehicle seat,
• 7th a schematic representation of the third variant of the first embodiment, viewing direction from the center of the seat to the outside on the left side of the vehicle seat,
• 8th a schematic representation of the first modification of the first embodiment,
• 9 a schematic representation of the second modification of the first embodiment,
• 10 a partial illustration of the second embodiment, and
• 11 a partially decomposed representation of 10 .

A vehicle seat 1 (please refer 1 to 4th ) for a motor vehicle has a seat part 3 and one relative to the seat part 3 adjustable backrest 4th on. For adjusting the angle of the backrest 4th is done manually, for example by means of a hand lever 5 , a transmission rod 7th rotated, which horizontally in the transition area between the seat part 3 and back 4th is arranged. On both vehicle seat sides of the vehicle seat 1 grips the transmission rod 7th in a fitting 10 one. The transmission rod 7th is aligned with an imaginary first axis A. which defines the direction information used in a cylindrical coordinate system.

The fitting 10 is presently designed as a locking fitting, as it is for example in the DE 10 2006 015 560 B3 is described, the relevant disclosure content is expressly included. The fitting 10 has a first Fitting part 11 and a second fitting part 12 on which are relative to each other about the first axis A. can be rotated and locked together. The first fitting part 11 is on a first structural part 15th attached while the second fitting part 12 on a second structural part 16 of the seat part 3 is attached. From the structural parts 15th and 16 one is an integral part of the seat part 3 and one is an integral part of the backrest 4th .

There is a first toothed segment on one of the two vehicle seat sides 21st with the first structural part there 15th firmly connected. The first tooth segment 21st is provided with a toothing, which around the first axis A. is curved. The first tooth segment 21st can for example be arcuate and extend (in the circumferential direction with respect to the first axis A. ) extend over an angle of about 90 °. On the associated second structural part 16 is a second tooth segment 22nd around one to the first axis A. parallel offset second axis B. rotatably mounted. The second tooth segment 22nd is provided with a toothing, which around the second axis B. is curved. The radius of curvature of the second tooth segment 22nd (for example 39 mm) is preferably greater than the radius of curvature of the first tooth segment 21st (e.g. 26 mm). The second tooth segment 22nd can be formed approximately in the shape of a sector of a circle and (in the circumferential direction with respect to the second axis B. ) extend over an angle of almost 90 °. The first tooth segment 21st and the second tooth segment 22nd mesh with each other, so form a gear stage 25th whose transmission ratio (for example 2: 3) depends on the ratio of the radii of curvature of the gear segments 21st and 22nd depends. The tooth segments 21st and 22nd are preferably made of plastic (e.g. PA 50 GF) or as a zinc casting (for example ZnAI4Cu3), in particular as injection molded parts or die cast parts. For fastening the first tooth segment 21st can have this pin, which in receptacles of the first structural part 15th or the first fitting part 11 be plugged. Alternatively, the first tooth segment 21st riveted.

A compensation spring 27 is provided for when the fittings are unlocked 10 the weight of the back 4th to compensate at least partially. The compensation spring 27 is in the present case designed as a torsion spring (torsion bar spring), in particular made of a spring steel (for example EN 10270-1-SM). The diameter is, for example, 7.7 mm. The compensation spring 27 is - at least approximately - parallel to the first axis A. arranged running between the two vehicle seat sides (in this case along the second axis B. ) and preloaded (by a torsion). The compensation spring is on one of the two sides of the vehicle seat 27 with the second structural part 16 firmly connected, in particular suspended from this, while on the other side of the vehicle seat 1 with the second tooth segment 22nd connected, in particular suspended, which is connected to the first tooth segment 21st the gear stage 25th forms. This is how the compensation spring acts 27 between the first tooth segment 21st (and thus the first structural part 15th ) on one side of the vehicle seat 1 and the second structural part 16 on the other side of the vehicle seat 1 , so between the backrest 4th and the seat part 3 , namely with the gear stage 25th (and the resulting gear ratio) in series. The suspension is chosen so that axial displacement is prevented.

The gear ratio based on the gear stage 25th influences the characteristics of the backrest torque. The compensation spring 27 with gear stage 25th can be compared to the same compensation spring 27 without gear stage 25th the same backrest torque with a smaller torsion angle of the compensation spring 27 or a larger backrest torque with the same torsion angle of the compensation spring 27 produce.

Several variants are possible with regard to the arrangement of the axes, structural parts and tooth segments.

In a first variant (see 5 ) of the first embodiment are the two tooth segments 21st and 22nd externally toothed. The first structural part 15th is an integral part of the structure of the backrest 4th , so backrest fixed, for example a backrest side member. The second structural part 16 is an integral part of the structure of the seat part 3 , so part of the seat, for example an adapter that is attached to the seat frame. The compensation spring 27 so lies outside the backrest 4th that is, is outside of the back of the seat 4th occupied space. This variant is preferred if there is no installation space in the backrest 4th for the compensation spring 27 is available.

In a second variant (see 6th ) of the first embodiment are the two tooth segments 21st and 22nd externally toothed. The first structural part 15th is seat part fixed, while the second structural part 16 is fixed. The compensation spring 27 lies within the backrest 4th that is, is within the of the backrest 4th occupied space. This variant is preferred if greater freedom from the shins is to be achieved. If necessary, the lower cross member of the backrest can also be used for this 4th in the direction of the first axis A. be stamped. By cranking the transmission rod 7th can be the distance to the back of the occupant of the vehicle seat 1 (meat to metal).

In a third variant (see 7th ) of the first embodiment is the first tooth segment 21st externally toothed and the second tooth segment 22nd internally toothed (ie concave), ie designed as a ring gear (sector). The first structural part 15th is backrest fixed, while the second structural part 16 seat part is fixed. The compensation spring 27 lies within the backrest 4th .

All variants of the first exemplary embodiment have in common that after the fittings have been unlocked 10 the preloaded compensation spring 27 the second tooth segment 22nd acted upon which pivots and thereby the first tooth segment 21st what drives the forward pivoting of the backrest 4th causes or at least supports. Through the pivoting movement of the second tooth segment 22nd takes the bias of the compensation spring 27 something off.

Modifications to the variants of the first exemplary embodiment are also possible. For example, in a first modification (see 8th ) the compensation spring 27 with one end only in a certain angular range (the backrest 4th relative to the seat part 3 ) with the second tooth segment 22nd be connected. The second tooth segment 22nd can have a free space 22f have, which is the associated end of the compensation spring 27 picks up so that the compensation spring rests on the leading side. The second structural part 16 has a stop 16g on which of the free space 22f (in the circumferential direction with respect to the second axis B. ) is spaced apart. Now swings the backrest 4th forward, so the second tooth segment swivels 22nd towards the stop 16g to. When the compensation spring 27 with its end in contact with the stop 16g comes, it separates from the second tooth segment 22nd . The second tooth segment 22nd and the back 4th can now continue to pivot without force, whereby the end of the compensation spring resting against the stop 27 and the space 22f move relative to each other. A complete loss of the compensation spring preload 27 and the associated rattling noises are avoided. In addition, the characteristic curve of the compensation spring 27 can be optimized for the angular range of the positions of use.

In a second modification (see 9 ) of the first embodiment for longitudinally adjustable vehicle seats 1 with easy entry, ie with easier entry into the rear row of seats by swiveling the backrest forwards 4th and advancing the entire vehicle seat 1 . According to this modification is on the second tooth segment 22nd a bowden cable 29 hooked, which becomes an unlocking device for the seat rails of the vehicle seat 1 is led. Will now be the backrest 4th pivoted forward, pulls the second tooth segment 22nd on the Bowden cable 29 so that the seat rails are unlocked. In order to prevent unintentional unlocking of the seat rails during the inclination adjustment, there is preferably an idle path between the second tooth segment 22nd and bowden cable 29 intended. Furthermore - as in the first modification - a stop can be provided which only after a certain pivot angle of the second tooth segment 22nd takes effect so that the pull on the Bowden cable is limited.

According to the second embodiment (see 10 and 11 ) is the seat part 3 (and thus also the vehicle seat 1 ) adjustable in height. To this end, the seat part 3 a substructure 51 , for example two pairs of seat rails, four swing arms 54 and a seat frame 55 on. There are two swing arms on each side of the vehicle seat 54 (one at the front and one at the back) at the bottom of the substructure 51 and on top of the seat frame 55 hinged. The two articulation points of the two rear wings 54 on the seat frame 55 define the first axis A. . At the rear of the seat frame 55 is the back 4th attached according to the first embodiment.

On one side of the vehicle seat is between the seat frame 55 , which represents a (seat frame fixed) first structural part, and a rear swing arm 54 , which represents a (swing-proof) second structural part, a fitting 10 provided which the height-adjustable seat part 3 locks. In 10 is the fitting 10 indicated as a step switch, which on the seat frame 55 is attached and has a pinion as output, which with a toothed arch on the rocker 54 combs. On the other side of the vehicle seat there is one concentric to the first axis A. arranged first tooth segment 21st with the seat frame 55 firmly connected. On the associated swing arm 54 is a second tooth segment 22nd around one to the first axis A. parallel offset second axis B. rotatably mounted. The two tooth segments 21st and 22nd correspond to those of the first exemplary embodiment (in particular with regard to the material), form a gear stage 25th and can appear in various versions and modifications according to the first exemplary embodiment.

A compensation spring 27 is designed as a torsion spring (torsion bar spring) as in the first embodiment, made of the same material, for example with a diameter of 8.5 mm. The compensation spring 27 is - at least approximately - along the second axis B. arranged to run between the two vehicle seat sides and prestressed (by torsion). The compensation spring 27 is on the gear stage 25th having the vehicle seat side with the second tooth segment 22nd connected, in particular hooked. On the other side of the vehicle seat (the one with the fitting 10 ) is the compensation spring 27 with the swing arm there 54 firmly connected, in particular hung on this.

For the fitting 10 Different training options are possible. At the in 10 indicated first training variant as a step switch mechanism is the fitting 10 unlocked and locked step by step by a pumping movement of a hand lever (not shown), so that the pinion rotates step by step. In a second training variant for passive height adjustment, the fitting 10 unlocked by a hand lever (not shown). Each time the fitting is unlocked 10 becomes the compensation spring 27 with gear stage 25th between the seat frame 55 and the wings 54 effective. In the first training variant of the fitting 10 (in 10 indicated stepping mechanism) supports the compensation spring 27 the height adjustment of the seat part 3 by compensating for the weight of the seat frame 55 including backrest 4th . In the second training variant of the fitting 10 should be the compensation spring 27 be designed so strong that the seat part 3 without occupants when the hardware is unlocked 10 automatically occupies the greatest (highest possible) seat height. The occupant then places by loading the seat part 3 the desired seat height with its weight. With this second training variant, it makes sense to have a fitting on both sides of the vehicle seat 10 is provided, which is shared by a transmission rod 7th unlocked.

List of reference symbols

1

Vehicle seat

3

Seat part

4th

rest

5

Hand lever

7th

Transmission rod

10

fitting

11

first fitting part

12

second fitting part

15th

first structural part

16

second structural part

16g

attack

21st

first tooth segment

22nd

second tooth segment

22f

free space

25th

Gear stage

27

Compensation spring

29

Bowden cable

51

Substructure

54

Swing arm

55

Seat frame

A.

first axis

B.

second axis

Claims (8)

Vehicle seat (1), in particular a motor vehicle seat, with at least one first structural part (15; 55) and at least one second structural part (16; 54), which by means of at least one fitting (10) relative to the first structural part (15; 55) about a first axis ( A) is pivotable and can be locked to the first structural part (15; 55), and a compensation spring (27) which is arranged approximately parallel to the first axis (A) and (15; 55) which, when the fitting (10) is unlocked, between the first Structural part and the second structural part (16; 54) is effective, the compensation spring (27) being effective by means of a gear stage (25) between the first structural part (15; 55) and the second structural part (16; 54), characterized in that the gear stage (25) has a first tooth segment (21) which is firmly connected on one side of the vehicle seat (1) to the first structural part (15; 55) there, and the gear stage (25) has a second tooth segment (22), which meshes with the first tooth segment (21) and which on the second structural part (16; 54) is mounted pivotably about a second axis (B) on the same side of the vehicle seat (1). Vehicle seat (1) according to Claim 1 , characterized in that the exactly one compensation spring (27) is designed as a torsion spring, which is arranged approximately parallel to the first axis (A) and which by means of the gear stage (25) between the first structural part (15; 55) on one side of the Vehicle seat (1) and the second structural part (16; 54) on the other side of the vehicle seat (1) is effective. Vehicle seat (1) according to Claim 1 or 2 , characterized in that the second axis (B) is provided offset parallel to the first axis (A). Vehicle seat (1) according to one of the Claims 1 to 3 , characterized in that the compensation spring (27) is connected at one end to the second tooth segment (22) at least in a certain angular range. Vehicle seat (1) according to Claim 4 , characterized in that a stop (16g) is provided on the second structural part (16), the end of the compensation spring (27) coming into contact with the stop (16g) when the backrest (4) is pivoted forwards and disengaging from the second toothed segment (22 ) solves. Vehicle seat (1) according to one of the Claims 1 to 5 , characterized in that the first tooth segment (21) is curved around the first axis (A) and the second tooth segment (22) is curved around the second axis (B), the radii of curvature being different. Vehicle seat (1) according to one of the Claims 1 to 6th , characterized in that the first structural part (15; 55) is fixed to the backrest or seat frame and the second structural part (16; 54) is fixed to the seat part or to the swing arm, and that the first tooth segment (21) is externally toothed and the second tooth segment (22) is externally toothed or internally toothed . Vehicle seat (1) according to one of the Claims 1 to 6th , characterized in that the first structural part (15) is fixed to the seat part and the second structural part (16) is fixed to the backrest, and that the two tooth segments (21, 22) are externally toothed.

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