DE102014218022B4 - Crash locking device, in particular for a load-through backrest part of a rear seat system - Google Patents

Abstract

Crash locking device of a second backrest part (RL-1D) serving as a through-loading device of a backrest part (RL-1), which is connected to a first backrest part (RL-1R) within a seat system, in particular a rear seat system, the second backrest part (RL -1D) in the normal position of the backrest part (RL-1) via at least one pivoting element (10) independently of the backrest part (RL-1) can be reversibly folded in the direction of travel (x) onto the seat part of the seating system into a through-loading position, which is on an in The structural part (Q-1D) formed in the lower region of the structure of the second backrest part (RL-1D) is rotatably arranged, characterized in that the at least one pivoting element (10) is assigned a crash element (30) which is fixedly arranged on the structural part (Q1-D). is, which, viewed transversely to the direction of travel (x) in the y direction (y), is arranged next to the pivoting element (10), the pivoting element (10) and the crash element (30) forming the crash locking device (10, 30), and that either one of the elements (10, 30) is assigned a catching element (F) extending transversely to the direction of travel (y) and the other element is assigned a receiving element (A), and that the catching element (F) is in the event of a crash load a sideways movement of the second backrest part (RL-1D) taking place transversely (y) to the direction of travel (x) engages in the receiving element (A), whereby in the event of a crash load, the second backrest part (RL-1D') is moved forward in the direction of travel (x). a first crash position is effectively prevented beyond a predeterminable maximum amount (Δx).

Description

The invention relates to a crash locking device of a second backrest part serving as a through-loading device within a backrest part, which is connected to a first backrest part within a seat system, in particular a rear seat system.

The printed matter DE 10 2005 013 020 A1 and DE 10 2005 041 008 A1 disclose a backrest for a vehicle seat, which has a first backrest part with a lower extension projecting in the transverse direction and a second backrest part arranged next to the first backrest part and articulated to its lower extension in the manner of a pass-through, which can be locked to the side of a locking device on the first backrest part and can be folded forward around a pivot axis after unlocking. A crash locking device is provided between a lower area of the loading area and the lower extension of the first backrest part, which is not activated when the second backrest part is folded forward slowly and is activated when the second backrest part is folded forward quickly or twisted forward quickly in the event of a frontal crash. The publications suggest differently designed crash locking devices.

The publication DE 10 2009 013 464 B3 also describes a crash-protected through-loading device for installation in a partition between the trunk and the interior of a vehicle, with a vehicle-mounted holding frame which at least partially delimits a through-loading opening in the partition, and with a through-loading cover which, at least partially closing the through-loading opening, is arranged in the holding frame is. The through-loading device comprises a locking arrangement with a locking element and an associated locking recess, wherein the locking element can be adjusted between a closed position and an open position by actuating the locking arrangement. The locking element engages in the locking recess in the closed position and fixes the loading lid in the holding frame, with the locking element disengaging from the locking recess in the open position and allowing the loading opening to be opened.

It is envisaged that the locking element has a barb element which, in the event of a displacement between the loading lid and the holding frame, in particular due to a crash, can engage in a form-fitting manner at an undercut in the locking recess and thereby excludes an adjustment of the locking element from the closed position to the open position.

The invention is based on the object of creating a backrest part with a through-loading device which is of simple construction and ensures a high level of safety in the event of a crash load acting on the backrest part.

The starting point of the invention is a crash locking device, such as that in the publication DE 10 2005 013 020 A1 is revealed. The publication describes a second backrest part of a backrest part serving as a through-loading device, which is connected to a first backrest part within a seat system, in particular a rear seat system, the second backrest part being reversible in the direction of travel in the normal position of the backrest part via at least one pivoting element independently of the backrest part the seat part of the seat system can be folded into a through-loading position, which is rotatably arranged on a structural part formed in the lower region of the structure of the second backrest part.

According to the invention, in deviation from the prior art, it is now provided that the at least one pivoting element is assigned a crash element which is fixedly arranged on the structural part and which, viewed transversely to the direction of travel x in the y-direction, is arranged next to the pivoting element, the pivoting element and the crash element Form a crash locking device, since either one of the elements has a catch element extending transversely to the direction of travel and a receiving element is assigned to the other element in such a way that the catch element in a possible crash load case in a sideways movement of the second backrest part taking place transversely to the direction of travel x into the receiving element engages, which advantageously effectively prevents the forward displacement of the second backrest part in the direction of travel x into a first crash position beyond a predeterminable maximum amount Δx in the event of a crash load.

In a preferred embodiment of the invention it is provided that the at least one crash element in the normal position of the second backrest part is arranged vertically in the z direction, parallel to the at least one pivoting element, whereby the crash element after the sideways movement of the second backrest part and the engagement of the catching element in it Receiving element advantageously also serves as a locking element, which prevents further sideways movement of the second backrest part when folding the second backrest part onto the seat part.

In a further preferred embodiment of the invention it is provided that the at least one crash element is in the normal position of the second Backrest part seen vertically in the z direction, is arranged parallel to the at least one pivoting element, whereby the crash element after the sideways movement of the second backrest part for the pivoting element also advantageously serves as a guide element when folding the second backrest part onto the seat part.

It is preferably proposed that the catching element is a lateral catching tab extending in the y direction or a lateral catching hook extending in the y direction.

Furthermore, it is preferably proposed that the receiving element is a receiving groove for the catch tab or a receiving eye for the catch hook.

In a preferred embodiment it is provided that the receiving groove is a circular arc-shaped cutout in the respective element, the length of which corresponds to a predeterminable angle of a circular arc depending on the arrangement of the catch tab on the respective element, the predeterminable angle being selected so that in the possible In the event of a crash load, the forward displacement of the second backrest part in the direction of travel x into a first crash position beyond the predeterminable maximum amount Δx is effectively prevented.

In another preferred embodiment, it is provided that the receiving eyelet is arranged at a predeterminable angle of a circular arc on the respective element, the predeterminable angle being selected such that, depending on the arrangement of the catch hook on the respective element, the forward displacement of the second backrest part in the direction of travel x into a first crash position is effectively prevented beyond a predeterminable maximum amount Δx.

The crash locking device is further characterized in that the structural part of the structure of the second backrest part, on which both the crash element and the pivoting element are arranged, is a horizontal cross member lying transversely to the direction of travel x in the y direction, which has a free end , while the other end is connected to a support beam of the structure of the first backrest part which is arranged vertically in the normal position of the first backrest part.

In addition, a structure of the first backrest part is provided in which the connection between the first backrest part and the second backrest part, which can be canceled in order to fold the second backrest part, is a lock arranged in the upper region of the first backrest part - on one side of the second backrest part - which forms the structure of the second backrest part detachably connects to the support beam of the first backrest part. The lock is opened by the user operating the lock, who can then fold the second backrest part onto the seat part of the seating system. When the second backrest part is folded up, the snapping lock automatically locks the second backrest part in the first backrest part.

According to the invention, three embodiment variants are also provided.

In a first embodiment variant not shown in the figures, the crash element is attached to the structural part of the structure of the second backrest part, while the pivoting element is pivotally attached directly or indirectly via a stop means to the structural part of the structure of the first backrest part.

In a further second embodiment variant shown in the figures, it is provided that the crash element is attached to the structural part of the structure of the second backrest part, the pivoting element being pivotally attached to the structural part of the structure of the first backrest part via the crash element as a stop means.

In a third embodiment variant, also not shown, the usual stop means are completely eliminated, in which case a pivoting element and a crash element are arranged, the crash element being fastened as before to the structural part of the structure of the second backrest part, while the pivoting element is attached directly (without stop means). Structural part of the structure of the second backrest part is pivotally attached to the pivot axis.

• 1 eine perspektivische Darstellung eines Innenraumes eines Kraftfahrzeuges im Bereich einer Hintersitzanlage mit einem Blick schräg von hinten auf die Hintersitzanlage;
• 2 eine Seitenansicht auf ein Kraftfahrzeug, insbesondere eine Seitenansicht auf die Hintersitzanlage und den davor liegenden Innenraum des Kraftfahrzeuges;
• 3A eine perspektivische Darstellung eines mittleren Lehnenteiles (Durchlade) eines Rückenlehnenteiles der Hintersitzanlage in einer Vorderansicht in seiner Normalposition nach dem Stand der Technik;
• 3B eine perspektivische Darstellung des mittleren Lehnenteiles (Durchlade) des Rückenlehnenteiles der Hintersitzanlage in einer Vorderansicht in einer zweiten Crashposition gemäß dem Stand der Technik;
• 4A eine perspektivische Darstellung des mittleren Lehnenteiles (Durchlade) des Rückenlehnenteiles der Hintersitzanlage in einer Vorderansicht in einer ersten Crashposition gemäß der Erfindung;
• 4B eine perspektivische Darstellung des mittleren Lehnenteiles (Durchlade) des Rückenlehnenteiles der Hintersitzanlage in einer Vorderansicht in der ersten Crashposition gemäß der Erfindung;
• 5A eine vergrößerte perspektivische Darstellung eines linken Schwenkelementes und eines linken Crashelementes des mittleren Lehnenteiles (Durchlade) in einer die erste Crashposition zeigenden Vorderansicht;
• 5B eine vergrößerte perspektivische Darstellung der Crash-Verriegelungsvorrichtung mit dem linken Schwenkelement und dem Crashelement sowie einem rechten Schwenkelement und einem rechten Crashelement des mittleren Lehnenteiles (Durchlade) in einer die erste Crashposition zeigenden Vorderansicht; und
• 5C eine vergrößerte perspektivische Darstellung des rechten Schwenkelementes und des rechten Crashelementes des mittleren Lehnenteiles (Durchlade) in einer die erste Crashposition zeigenden Vorderansicht.

The invention is explained below with reference to the associated drawings. Show it:

• 1 a perspective view of an interior of a motor vehicle in the area of a rear seat system with a view diagonally from behind onto the rear seat system;
• 2 a side view of a motor vehicle, in particular a side view of the rear seat system and the interior of the motor vehicle in front of it;
• 3A a perspective view of a middle backrest part (load-through) of a backrest part of the rear seat system in a front view in its normal position according to the prior art;
• 3B a perspective view of the middle backrest part (through-loading) of the back Backrest part of the rear seat system in a front view in a second crash position according to the prior art;
• 4A a perspective view of the middle backrest part (load-through) of the backrest part of the rear seat system in a front view in a first crash position according to the invention;
• 4B a perspective view of the middle backrest part (load-through) of the backrest part of the rear seat system in a front view in the first crash position according to the invention;
• 5A an enlarged perspective view of a left pivot element and a left crash element of the middle backrest part (load-through) in a front view showing the first crash position;
• 5B an enlarged perspective view of the crash locking device with the left pivoting element and the crash element as well as a right pivoting element and a right crash element of the middle backrest part (load-through) in a front view showing the first crash position; and
• 5C an enlarged perspective view of the right swivel element and the right crash element of the middle backrest part (load-through) in a front view showing the first crash position.

The invention is explained below. For the purposes of this description, “x” is intended to denote the direction of travel of a vehicle. “+x” (“plus x”) denotes the usual forward direction of travel of a vehicle, while “-x” (“minus x”) denotes the opposite direction of travel to the rear.

The x-axis mentally represents a reference axis in three-dimensional space, which runs as a central axis in the longitudinal direction through the vehicle. In the following description, the x-axis as a reference axis is analogously transferred to components in the vehicle, such as a vehicle seat or its backrest parts and their backrest parts as well as a cross member of the structure of the rear seat system, etc. Based on this, the directions “y” and “z” are also defined for the components as follows.

“y” denotes the direction in the horizontal transverse to the x direction. “+y” denotes the horizontal transverse direction starting from a zero point of the reference axis to the left, “-y” denotes the horizontal transverse direction starting from the reference axis to the right.

“z” denotes the direction in the vertical transverse to the x-direction. “+z” denotes the vertical transverse direction starting from a zero point of the reference axis upwards, “-z” denotes the vertical transverse direction starting from the reference axis downwards.

The directions “left” (-y direction) and “right” (+y direction) “top” (+z direction) and “bottom” (-z direction) used in the following description assume one viewing direction , in which the viewer stands in front of the motor vehicle and looks at the motor vehicle in the -x direction. The defined viewing direction is indicated in the figures with an arrow.

1 shows a view from above of the rear area of a motor vehicle. In the rear area of the motor vehicle there is a rear backrest RL 'shown as a structure; RL'' of a rear seat system shown.

In a first crash position, which illustrates a crash behavior of the components according to the invention, the reference numbers of the components are denoted by (') - prime -.

In a second crash position, which illustrates crash behavior according to the prior art, the reference numbers of the components are:
('') - double prime - marked.

In their usual crash-independent position(s) - normal position - the reference numbers of the components are chosen without any further identification, such as prime or two-prime.

Starting from the viewing direction defined in the figures by an arrow with the reference symbol B for the description, the rear seat system comprises a first backrest part RL-1 ', which includes a first, right backrest part RL-1R' and a second, middle backrest part RL-1D' .

The rear seat system also includes a second backrest part RL-2 ', which is not divided into backrest parts. The second backrest part RL-2' is arranged in the rear seat system according to the viewing direction B to the left of the right backrest part RL-1'.

Each backrest part RL-1R ', RL-1D' of the first backrest part RL-1' is a headrest K-1 R'; assigned to K-1 D'. A headrest K-2` is also assigned to the second backrest part RL-2`.

Both backrest parts RL-1' and RL-2' can be detached from the body via locking units on the side facing the body rie locked, whereby after unlocking it is possible to reversibly fold either only one of the two backrest parts RL-1' and RL-2' or both backrest parts RL-1' and RL-2' onto the associated seat part.

The invention relates in particular to the first backrest part RL-1` with the backrest parts RL-1R' and RL-1D'.

In particular, the invention relates to the middle backrest part and the associated headrest, which in 1 not in the normal position, but only in the first crash position RL-1D';K-1D' and the second crash position RL-1D";K-1D" is shown.

Furthermore, in 1 also the right backrest part and the associated headrest only in the first crash position RL-1R';K-1R' and the second crash position RL-1R";K-1R" are shown.

The middle backrest part RL-1D is designed as a through-loading system within the rear seat system, which means that when the middle backrest part RL-1D is folded onto the seat part, long objects can pass through the trunk K of a motor vehicle through the folded middle backrest part RL-1D the gap formed between the right backrest part RL-1R of the first backrest part RL-1 and the second backrest part RL-2, which is in the normal position.

In the exemplary embodiment, the first right backrest part and the second middle backrest part RL-1D represent a 60% backrest part of the rear seat system and the second backrest part RL-2 represents a 40% backrest part. The first right backrest part and the middle backrest part RL-1D are thus divided in the exemplary embodiment in a ratio of 40:20.

The middle backrest part RL-1D forms the backrest surface for a person sitting on the middle seat in the rear seat system 1 in a crash load case according to the prior art is symbolized by a 50% dummy P" in the second crash position.

The manner in which the middle backrest part RL-1D is integrated in its normal position, i.e. the specific integration of the middle backrest part RL-1D, also known as through-loading, into the structure of the rear seat system, leads, as crash tests have shown, to any crash load a crash deformation behavior, whereby the manner of integration and the crash deformation behavior are explained in detail below.

A lock S' arranged in the upper area of the two backrest parts RL-1R', RL-1D' of the first backrest part RL-1', which connects the two backrest parts RL-1R', RL-1D' on one side in the upper area, serves in the normal position of the lock, not shown in the figures, at the same time to unlock the middle backrest part RL-1D 'by operating the lock, so that the middle backrest part RL-1D' can be folded as a through-loader relative to the first backrest part RL-1R', while all other parts of the rear seat system remain in the normal position.

In 1 the components, in particular the backrest parts RL-1 and RL-2, are not shown in the well-known normal position, but rather in the first crash position " and the crash position ".

In the second position, the components are in the crash position that was in the foreground in a crash test carried out with the 50% dummy 1 load components shown has been determined.

The load components represent the possible luggage in the trunk K located behind the rear seat system. It is clear that a force vector of the crash force N acting in the event of a crash acts on the vertical central axis of the middle backrest part RL-1 D, which is in the starting position, not shown. The vertical central axis of the middle backrest part RL-1D lies exactly in the middle of the rear seat system when viewed in the +/-y direction with the explained 40:20:40 division of the rear seat system.

It becomes clear that the headrest K-1D", which is shifted forward in the +x direction with the middle backrest part RL-1 D" in the crash load case according to the prior art, moves into the interior of the motor vehicle into the second crash position, whereby the Displacement of the middle backrest part RL-1 D" and the associated headrest K-1D" into the second crash position exceeds a maximum permitted amount Δx of forward displacement that can be specified for the headrest K-1 D", in particular an amount Δx of 150 mm.

Also shown is the right backrest part RL-1R" connected to the middle backrest part RI-1D" via the lock S" in the case of a crash load according to the prior art, with the headrest K-1R" moved forward in the +x direction, where The right backrest part RL-1R'' moves together with the middle backrest part RL-1D'' into the interior of the motor vehicle into the second crash position.

This second crash position of the middle backrest part RL-1D'' in the crash load case after State of the art with the headrest K-1D'' shifted forward in the +x direction is also shown in the side view 2 shown with the same reference numbers for the components on the middle backrest part RL1-D'' and the K-1 D''.

In 2 but are also like in 1 the first crash position of the right backrest part RL-1R' achieved by the invention and the first crash position of the middle backrest part RL-1D' are each shown with the headrests K-1R', K-1D' and the lock S' in the first crash position. Furthermore, in 2 The second crash position of the middle backrest part RL-1D'' with the associated headrest K-1D'' is also shown.

The amount Δx is determined according to 1 and 2 in each case determined between a hip point H of the dummy P', P'' that occurs in the event of a crash load in the respective crash position and a fixed headrest evaluation point KP directed towards the head of the dummy P', P''.

The headrest evaluation point KP is as follows 2 shows, on the front side of the headrest K1-D', K1D''

The difference Δx thus arises once between the hip point H and the headrest evaluation point KP in the first crash position of the headrest K1-D' and another time between the hip point H and the headrest evaluation point KP in the second crash position of the headrest K1-D''.

The amount of Δx, which is, for example, 150 mm, should not be exceeded in any crash scenario to avoid whiplash injuries caused by overextension of the head.

From the 1 and 2 It becomes clear that the amount Δx of 150 mm is not exceeded in the first crash position improved according to the invention.

Out of 1 The following insight, which is essential to the invention, also becomes visually clear through evaluation of the crash test.

The middle backrest part RL-1D'', which is in the second crash position, and with it the headrest K-1 D'', is particularly strong in the upper area compared to the reference axis in the event of a crash load to the right in the +y direction in the direction of the right backrest part RL- 1R'' dodged.

The evasive movement to the right in the +y direction towards the right backrest part RL-1 R'' takes place in that the middle backrest part RL-1D; RL-1D'' in the upper area in normal position and in the second crash position with the right backrest part RL-1 R; RL-1 R'' remains connected to the lock S''. This makes the middle backrest part RL-1D; RL-1D'', so to speak, from the right backrest part RL-1R; RL-1R'' taken to the right in the +y direction. [Okay like that?]

In the lower area of the middle backrest part RL-1D'', in the event of a crash load, there is an evasive movement of the middle backrest part RL1-1D'' to the left, opposite in the -y direction, namely in the direction of the reference axis 1 second backrest part not shown in the second crash position.

In addition, the middle backrest part RL-1D'' and the headrest K-1D'' connected to the middle backrest part RL-1D'' twist around their vertical central axis on their way from the normal position to the second crash position, as in 1 The arrow symbolically shown in the headrest K-1D should show. This means that the left shoulders of the middle backrest part RL-1D'' and the associated headrest K1-D'' are further forward in the second crash position than the right shoulders, which are connected to the right backrest part RL-1R'' and the right headrest K -1R' are facing.

The torsion also occurs because the middle backrest part RL-1D; RL-1D'' in the upper area in normal position and in the second crash position with the right backrest part RL-1R; RL-1R'' remains connected to the lock S''. This makes the middle backrest part RL-1D; RL-1D'', so to speak, from the right backrest part RL-1R; RL-1R'' and the free left side of the middle backrest part RL-1D; RL-1D'' is shifted more forward than the right side of the middle backrest part RL-1D; RL-1D''.

In addition, it was determined during the crash tests that the torsion of the middle backrest part RL-1D'', and thus also the headrest K-1D'', around its vertical central axis on its way from the normal position to the second crash position in the movement phase before the torsion the sideways movement of the upper area of the middle backrest part RL-1D'', so that the headrest K-1D'' also precedes it - in the exemplary embodiment in the +y direction to the right.

This also leads to the realization that at the same time there is a sideways movement of the lower area of the middle backrest part RL-1D'' - in the -y direction to the left in the exemplary embodiment - which also precedes the torsion.

This realization that the sideways movement in the upper and lower areas precedes the torsion, which only follows during the The torsion is continued cannot be visualized in the sequential figures.

This means that in the event of a crash load, it can be assumed that the middle backrest part RL-1D'', and thus also the headrest K-1D'', in a first step a) in the lower area and in the upper area an opposite sideways movement in +/ -y direction transverse to the direction of travel x and in a second step b) a torsion with continuation of the sideways movements - the opposite sideways movements in the +/-y direction - is carried out.

The invention explained in more detail below is based on these findings.

In the 1 and 2 The first crash position already explained is shown.

In this first crash position, the middle backrest part RL-1D' and the associated headrest K-1D' have also shifted forward into the interior of the motor vehicle in the +x direction in the event of a crash load, although the displacement of the middle backrest part RL-1D' is now and the headrest K-1D' does not exceed a maximum permitted amount Δx of the defined forward displacement between the hip point H and the headrest evaluation point KP, which can be specified for the headrest K-1D', in particular the amount Δx of 150 mm.

This reduced forward displacement of the first crash position according to the invention compared to the second crash position according to the prior art is achieved by integrating a crash locking device.

The 3A shows a front view of the middle backrest part RL-1D in normal position according to the prior art.

The middle backrest part RL-1D is pivotally arranged on a cross member Q-1D of the first backrest part RL-1 by means of pivoting elements 10, in particular pivoting levers, via a through-loading pivot axis Y-1D.

The first backrest part RL-1 can be pivoted overall via the fittings arranged on the side via a backrest part pivot axis Y-1. The through-loading pivot axis Y1-D of the middle backrest part RL-1D is therefore seen in the -z direction below the backrest part pivot axis Y-1.

The pivoting elements 10 attached to the front of the middle backrest part RL-1D are pivotally connected to the cross member Q-1D having the free end via stop means 20.

The cross member Q-1D has a free end, that is, the free end of the cross member Q-1D does not end on a vertical support member 15 of the rear seat system. In the area of the right backrest part, however, a cross member Q-1R is formed, which is arranged between two support beams 15 and 16 of the rear seat system, as better shown in the 4A and 4B is recognizable.

The 3B also shows a front view of the middle backrest part RL-1D'' of the first backrest part RL-1'' in the second crash position according to the prior art. It is clear that the middle backrest part RL-1D has moved in the lower area to the left in the -y direction and in the upper area opposite to the right in the +y direction transverse to the direction of travel, while (as explained) the torsion then continues the opposite sideways movements in the +/-y direction have taken place.

The torsion of the middle backrest part RL-1D'' is particularly illustrated by the strong twisting within the pivoting element 10'' arranged at the free end of the cross member Q-1D''.

The cross member Q-1D'' has, like the 3B also shows a strong overall bending in the +x direction in the second crash position, with the free end of the cross member Q-1D '' being arranged further in the -x direction compared to the non-free end in the second crash position.

For the further description below 4A and 4B is compared to the 5A until 5C pointed out.

The 4A shows a front view of the middle backrest part RL-1D in the normal position, with crash elements 30 being assigned to the pivoting elements 10, in particular the pivoting levers.

In the exemplary embodiment shown, the crash elements 30 simultaneously fulfill the function of the previously arranged sling means in one of two embodiment variants.

In the embodiment variant shown, the crash element 30 is attached to the structural part Q1-D of the structure of the second backrest part RL-1D, the pivoting element 10 being pivotable on the pivot axis Y-1D via the crash element 30 as a stop means on the structural part Q1-D of the structure first backrest part is attached.

It is understood that in other embodiment variants, not shown, the hitherto usual stop means 20 can also be formed, with the crash elements 30 then being arranged in addition to the stop means 20 and the pivoting element 10.

In these embodiment variants, not shown, the crash element 30 is also attached to the structural part Q1-D of the structure of the second backrest part RL-1D, while the pivoting element 10 can be pivoted indirectly via the stop means 20 on the pivot axis Y-1D on the structural part Q1-D of the structure of the second backrest part RL-1D.

Finally, in a further embodiment variant, not shown, it is also possible to completely eliminate the hitherto usual stop means 20, in which case only one additional pivoting element 10 is arranged, so that the crash element 30, as before, is attached to the structural part Q1-D of the structure second backrest part RL-1D is attached, while the pivot element 10 is pivotally attached directly to the structural part Q1-D of the structure of the second backrest part RL-1D on the pivot axis Y-1D.

The two-piece combination shown in the figures, in which the crash element 30 simultaneously represents the stop means 20 for the pivoting element 10, is a preferred embodiment because it is cheaper and cheaper than the three-piece embodiment variant with the separate stop means 20 and the pivoting element 10 as well as the crash element 30 less material-intensive version.

The crash elements 30 are firmly connected to the cross member Q-1D of the middle backrest part RL-1D. According to the preferred embodiment, they form receptacles via which the pivoting elements 10 are pivotally connected to the respective crash element 30 via a bolt connection or the like.

The crash elements 30 advantageously serve at the same time as guide elements for the pivoting elements 10, since the crash elements 30 are designed analogously to the pivoting elements 10 in terms of their shape, at least in the area of the cross member Q-1D of the middle backrest part RL-1D.

The leading function of the crash elements 30 occurs in particular in the event of a crash, since the crash elements 30 are arranged on the side of the pivoting elements 10, in which the lateral displacement of the middle backrest part RL-1D takes place in the lower region of the middle backrest part RL-1D. As explained, in the event of a crash, this lateral displacement will take place in the -y direction in the lower area on the left side of the pivoting elements 10.

Therefore, according to the invention, the crash elements 30 are each arranged on the same, in particular in the lower region of the pivoting elements 10 on the left side of the pivoting elements 10.

In addition, according to the invention, the pivoting elements 10 have, on the side facing the respective crash element 30, a catching element F which extends in the y-direction in the exemplary embodiment, in the manner of a catching hook or a catching tab or the like.

In addition, the respective crash element 30 has a receiving element A, in the manner of a receiving groove or a receiving eyelet or the like, the receiving element A in the normal position of the middle backrest part RL-1D viewed transversely to the direction of travel x in the y direction on an axis with the respective Catch element F is arranged.

It is ensured that the respective catch element F in the normal position of the backrest part RL-1, or its backrest parts, does not yet engage in the respective receiving element A, so that the middle backrest part RL-1D is easily reversible in its normal function outside of a crash can fold onto the seat part as soon as the lock, not shown in the normal position, between the backrest parts RL1-R, RL1-D has been unlocked.

The 4B shows a front view of the middle backrest part RL-1D in the first crash position according to the invention. It is clear that the middle backrest part RL-1D has moved in the lower area to the left in the -y direction and in the upper area in the opposite direction to the right in the +y direction, transverse to the direction of travel, while the subsequent torsion with continuation of the opposite direction Sideways movements in the +/-y direction have taken place. According to the invention, the catching elements F are moved into the receiving elements A.

This ensures that after the engagement of the catching elements F in the receiving elements A, the crash forces acting are additionally absorbed by the crash elements 30. This also ensures that the torsion of the middle backrest part RL-1D is reduced. This reduction in the torsion of the pivoting element 10, in particular the pivoting element 10, which is arranged at the free end of the cross member Q-1D ', is compared to 3B in 4B clarified.

This also ensures that the cross member Q-1R' of the right backrest part, like that 4B also shows in the first crash position in the +x direction compared to 3B , only has a slight bending, since the displacement of the middle backrest part RL-1D 'is reduced to an amount of ΔX ≤ 150 mm.

Finally, it is also advantageously achieved that the pivoting elements 10 strike the crash elements 30, particularly in the lower region, in the event of a strong lateral displacement from their normal position into the first crash position, so that further displacement is prevented and thus also the strong torsion of the pivoting elements 10 respectively the middle backrest part RL-1D mounted on the pivoting elements 10 is avoided. The crash elements 30 act like blocking elements with regard to the lateral displacement of the pivoting elements.

With each combination of the catching elements F and the associated receiving elements A explained below, movement in the +x direction forward into the interior of the motor vehicle is only possible to a limited extent in the event of a crash.

In a first combination, the catch element F is a lateral catch tab on the pivoting element 10 that extends in the y direction transversely to the direction of travel x and the associated receiving element A is a receiving groove in the crash element 30.

In a second combination, the receiving element A is a receiving groove on the pivoting element 10 and the associated catch element F is a lateral catch tab in the crash element 30 that extends in the y-direction transversely to the direction of travel.

In a third combination, the catching element F is a lateral catching hook on the pivoting element 10 that extends in the y direction transversely to the direction of travel x and the associated receiving element A is a receiving eyelet in or on the crash element 30.

In a fourth combination, the receiving element A is a receiving eyelet in or on the pivoting element 10 and the catching element F is a lateral catch hook on or in the crash element 30 that extends in the y direction transversely to the direction of travel x.

The description is based on two pivoting elements 10 and two crash elements 30.

It goes without saying that, if necessary, only one pivoting element 10 can be arranged, so that only one crash element 30 is arranged. Furthermore, it goes without saying that when two pivoting elements 10 are arranged, as previously explained in the exemplary embodiment, in principle one crash element 30 is sufficient to achieve the desired effect.

The 5A until 5C show the first crash position again in enlarged views.

The first combination is shown in which the catch element F is a lateral catch tab on the pivoting element 10 and the associated receiving element A is a receiving groove in the crash element 30.

5A shows the pivoting element 10' and the crash element 30 with the lateral catch tab F, which engages in the receiving groove A on the side of the free end of the cross member Q-1D'.

5C shows the pivoting element 10 'and the crash element 30 on the side of the support beam 15, with the catch tab F engaging in the receiving groove A of the crash element 30.

The 5B shows the two 5A and 5C in a synopsis.

Reference symbol list

15

Support beam

16

Support beam

20

slings

30

Crash elements

A

Recording element

F

Catch element

N

Crash force

K

trunk

H

hip point

CP

Headrest evaluation point

RL-1

erstes Rückenlehnenteil

Y-1

Schwenkachse des ersten Rückenlehnenteiles

Q-1R

Querträger des ersten (rechten) Lehnenteiles

RL-1D

zweites (mittleres) Lehnenteil des ersten Rückenlehnenteiles

K1-D

Kopfstütze des zweiten (mittleren) Lehnenteiles

Q-1D

Querträger des zweiten (mittleren) Lehnenteiles

Y-1D

Schwenkachse des zweiten (mittleren) Lehnenteiles

RL-2

zweites Rückenlehnenteil

10

Schwenkelement

()

erste Crashposition

RL'

Fondrückenlehne in erster Crashposition

RL-1'

erstes Rückenlehnenteil

RL-1 R'

erstes (rechtes) Lehnenteil des ersten Rückenlehnenteiles

K-1 R'

Kopfstütze des ersten (rechten) Lehnenteiles

RL-1D'

zweites (mittleres) Lehnenteil des ersten Rückenlehnenteiles

K-1D'

Kopfstütze des zweiten (mittleren) Lehnenteiles

Q-1D'

Querträger des zweiten (mittleren Lehnenteiles

RL-2`

zweites Rückenlehnenteil

K-2`

Kopfstütze des zweiten Rückenlehnenteiles

S'

Schloss

10'

Schwenkelement

('')

zweite Crashposition

RL''

Fondrückenlehne

RL-1''

erstes Rückenlehnenteil

RL-1 R''

erstes (rechtes) Lehnenteil des ersten Rückenlehnenteiles

K-1 R''

Kopfstütze des ersten (rechten) Lehnenteiles

RL-1D''

zweites (mittleres) Lehnenteil des ersten Rückenlehnenteiles

K-1D''

Kopfstütze des zweiten (mittleren) Lehnenteiles

Q-1D''

Querträger des zweiten (mittleren Lehnenteiles

S''

Schloss

P''

Dummy

10''

Schwenkelement

Normal position

RL-1

first backrest part

Y-1

Pivot axis of the first backrest part

Q-1R

Cross member of the first (right) backrest part

RL-1D

second (middle) backrest part of the first backrest part

K1-D

Headrest of the second (middle) backrest part

Q-1D

Cross member of the second (middle) backrest part

Y-1D

Pivoting axis of the second (middle) backrest part

RL-2

second backrest part

10

Swivel element

()

first crash position

RL'

Rear backrest in first crash position

RL-1'

first backrest part

RL-1R'

first (right) backrest part of the first backrest part

K-1 R'

Headrest of the first (right) backrest part

RL-1D'

second (middle) backrest part of the first backrest part

K-1D'

Headrest of the second (middle) backrest part

Q-1D'

Cross member of the second (middle backrest part

RL-2`

second backrest part

K-2`

Headrest of the second backrest part

S'

Lock

10'

Swivel element

('')

second crash position

RL''

Rear backrest

RL-1''

first backrest part

RL-1 R''

first (right) backrest part of the first backrest part

K-1 R''

Headrest of the first (right) backrest part

RL-1D''

second (middle) backrest part of the first backrest part

K-1D''

Headrest of the second (middle) backrest part

Q-1D''

Cross member of the second (middle backrest part

S''

Lock

P''

Dummy

10''

Swivel element

x

Fahrzeuglängsrichtung (Referenzachse)

+x

Richtung nach vorn in der üblichen Fahrtrichtung

-x

Richtung nach hinten entgegen der üblichen Fahrtrichtung eines Fahrzeuges

y

Richtung in der Horizontalen quer zur x-Richtung

+y

horizontal nach rechts

-y

horizontal nach links

z

Richtung in der Vertikalen quer zur x-Richtung

+z

vertikale Richtung nach oben

-z

vertikale Richtung nach unten

α

Winkel

B

Beschreibungsblickrichtung

Direction definition:

x

Vehicle longitudinal direction (reference axis)

+x

Direction forward in the usual direction of travel

-x

Direction backwards against the usual direction of travel of a vehicle

y

Direction in the horizontal transverse to the x direction

+y

horizontally to the right

-y

horizontally to the left

e.g

Direction in the vertical transverse to the x direction

+z

vertical direction upwards

-e.g

vertical direction downwards

α

angle

b

Description viewing direction

Claims (11)

Crash locking device of a second backrest part (RL-1D) serving as a through-loading device of a backrest part (RL-1), which is connected to a first backrest part (RL-1R) within a seat system, in particular a rear seat system, the second backrest part (RL -1D) in the normal position of the backrest part (RL-1) via at least one pivoting element (10) independently of the backrest part (RL-1) can be reversibly folded in the direction of travel (x) onto the seat part of the seating system into a through-loading position, which is on an in Lower region of the structure of the second backrest part (RL-1D) formed structural part (Q-1D) is rotatably arranged, characterized in that the at least one pivoting element (10) is assigned a crash element (30) which is fixedly arranged on the structural part (Q1-D). is, which, viewed transversely to the direction of travel (x) in the y direction (y), is arranged next to the pivoting element (10), the pivoting element (10) and the crash element (30) forming the crash locking device (10, 30), and that either one of the elements (10, 30) is assigned a catching element (F) extending transversely to the direction of travel (y) and the other element is assigned a receiving element (A), and that the catching element (F) is in the event of a crash load a sideways movement of the second backrest part (RL-1D) taking place transversely (y) to the direction of travel (x) engages in the receiving element (A), whereby in the event of a crash load, the second backrest part (RL-1D') is moved forward in the direction of travel (x). a first crash position is effectively prevented beyond a predeterminable maximum amount (Δx). Crash locking device Claim 1 , characterized in that the at least one crash element (30) in the normal position of the second backrest part (RL-1D) viewed vertically in the z direction, parallel to the at least a pivoting element (10) is arranged, whereby the crash element (30) serves as a locking element after the sideways movement of the second backrest part (RL-1D) and the engagement of the catching element (F) in the receiving element (A), which prevents further sideways movement of the second backrest part (RL-1D) when folding the second backrest part (RL-1D') onto the seat part. Crash locking device Claim 1 , characterized in that the at least one crash element (30) is arranged in the normal position of the second backrest part (RL-1D), viewed vertically in the z direction, parallel to the at least one pivoting element (10), whereby the crash element (30) after the sideways movement of the second backrest part (RL-1D) serves as a guide element when folding the second backrest part (RL-1D') onto the seat part. Crash locking device Claim 1 , characterized in that the catching element (F) is a lateral catching tab extending in the y-direction or a lateral catching hook extending in the y-direction. Crash locking device Claim 4 , characterized in that the receiving element (A) is a receiving groove for the catch tab or a receiving eye for the catch hook. Crash locking device Claim 1 and 5 , characterized in that the receiving groove is a circular arc-shaped cutout in the respective element (10, 30), the length of which corresponds to a predeterminable angle (α) of a circular arc depending on the arrangement of the catch tab on the respective element (10, 30), whereby the predeterminable angle (α) is selected so that in the event of a crash load, the forward displacement of the second backrest part (RL-1D ') in the direction of travel (x) into a first crash position beyond a predeterminable maximum amount (Δx) is effectively prevented. Crash locking device Claim 1 and 5 , characterized in that the receiving eyelet is arranged at a predeterminable angle (α) of a circular arc on the respective element (10, 30), the predeterminable angle (α) being selected so that depending on the arrangement of the catch hook on the respective element (10, 30) in the event of a crash load, the forward displacement of the second backrest part (RL-1D') in the direction of travel (x) into a first crash position beyond a predeterminable maximum amount (Δx) is effectively prevented. Crash locking device Claim 1 , characterized in that the structural part (Q1-D) of the structure of the second backrest part (RL-1D) is a horizontal cross member lying transversely to the direction of travel (x) in the y direction (y), which has one free end, while the other End is connected to a vertically arranged support beam (15) of the structure of the first backrest part (RL-1) in the normal position of the first backrest part (RL-1). Crash locking device Claim 1 , characterized in that the connection between the first backrest part (RL-1R) and the second backrest part (RL-1D), which can be canceled in order to fold the second backrest part (RL-1D), is a lock arranged in the upper region of the backrest part (RL-1). , which detachably connects the structure of the second backrest part (RL-1D) to the support beam (15) of the backrest part (RL-1). Crash locking device Claim 1 , characterized in that the crash element (30) is attached to the structural part (Q1-D) of the structure of the second backrest part (RL-1D), while the pivoting element (10) can be pivoted directly or indirectly via a stop means (20) on the structural part (Q1-D) is attached to the structure of the first backrest part (RL-1R). Crash locking device Claim 1 , characterized in that the crash element (30) is attached to the structural part (Q1-D) of the structure of the second backrest part (RL-1D), the pivoting element (10) being pivotable via the crash element (30) as a stop means on the structural part ( Q1-D) is attached to the structure of the first backrest part (RL-1R).

Images