DE102017209331B4 - Headrest retractor for a vehicle seat, in particular a motor vehicle seat, and vehicle seat - Google Patents

Abstract

Headrest retractor (300) for a vehicle seat (1), in particular a motor vehicle seat, the vehicle seat (1) having a lower seat part (10) and a backrest (20), the inclination of the backrest (20) being adjustable relative to the lower seat part (10). , and the backrest (20) can be pivoted from a position of use in the direction of the lower seat part (10) into a position of non-use and back into the position of use, wherein when the backrest (20) is pivoted from the position of use to the position of non-use, the headrest retraction (300) forms a headrest (50) from an originally set position within a comfort setting range (S1) into a lowered position and when the backrest (20) is pivoted from the non-use position into the use position, the headrest (50) extends in the direction of the originally set position, in particular in a lowest position within the comfort adjustment range (S1) extends, the headrest egg Suit (300) having- a carrier (310),- a carriage (330) that can be displaced relative to the carrier (310), the carriage (330) having receptacles (332) for receiving headrest rods (60), and the headrest rods ( 60) are guided in the receptacles (332) in a relatively displaceable manner, and- a headrest drive (340) for driving and/or controlling the relative displacement between the carriage (330) and the carrier (310), characterized in that the headrest drive (340) can be positively locked in such a way that a relative displacement between the carriage (330) and the carrier (310) is blocked.

Description

The invention relates to a headrest retraction for a vehicle seat having the features of the preamble of claim 1 and to a vehicle seat.

State of the art

From the DE 10 2015 213 188 A1 a vehicle seat is known, with at least one lower seat part, which defines a seat surface for a seat occupant, and a backrest which, on the one hand, is adjustable in its inclination relative to the lower seat part in a usage position in which the backrest of a seat occupant can be supported as intended by means of the backrest and which, on the other hand, can be pivoted out of the use position in the direction of the seat base into a non-use position in which a person cannot sit on the vehicle seat as intended. A drive device is provided on the vehicle seat, by means of which the backrest can be adjusted by an electric motor relative to the lower part of the seat both in its inclination in the position of use and can be pivoted by an electric motor from the position of use to the position of non-use and from the position of non-use to the position of use.

From the DE 101 13 233 A1 an actuator for a headrest is known which provides a mechanical actuator for a headrest attached to a folding backrest of a vehicle seat which, when the backrest is folded down, fully retracts the headrest from its preset position and, when the backrest is folded back, returns the headrest to the originally set position .

A holder of the actuating device is slidably mounted in a receptacle of a foldable backrest of a vehicle seat. The headrest can be pulled back into a retracted position by means of a pulling device which acts on the holder, the actuating device being arranged in the region of the axis of rotation of the folding backrest. The pulling device has a Bowden cable, the pull wire of which is connected at one end to the holder and at its other end to a roller disk so that it can be wound up or unwound. The foldable backrest has a stop or follower that rotates with the backrest and, as it rotates, allows or drives rotation of the unwinding disk so that the pull wire is wound up or unwound. The pull wire is under tensile stress, which is generated by an energy accumulator connected to the holder.

Preferably, an energy accumulator, in particular a scroll spring, preloads the locking part against the gear wheel. As a result, the force accumulator solves two tasks. On the one hand, it drives the gear wheel. On the other hand, a cable slack in a cable driving the headrest retraction is compensated for.

From the DE 10 2004 058 367 B3 a motor vehicle seat is known, having a seat surface and a backrest which is connected to it via a frame and can be folded down forwards. At an upper end of the backrest, a height-adjustable headrest is slidably mounted via a headrest retraction, with the headrest retracting the headrest when the backrest is folded down. The headrest retraction has two parallel guide rods, with the first guide rod being connected to a drive device arranged in the backrest for adjusting the height of the headrest and the second guide rod being connected to a compensating device, which is also arranged in the backrest, to compensate for the height adjustment of the first guide rod emerging moments.

the DE 20 2004 017 045 U1 discloses a guide device for a height-adjustable headrest, with two support rods that are axially displaceable in longitudinal guides and that are connected or can be connected to a headrest part with their first, upper ends, with a locking device for fixing at least one of the support rods in different headrest height positions and with a retraction mechanism for automatically retracting the support rods into a completely lowered headrest position, the retraction mechanism having a drive wheel which acts directly against only one of the two support rods in a non-positive and/or positive manner. In order to enable dismantling by pulling out the support rods, blocking means are provided in such a way that the drive wheel is blocked against rotation.

the DE 20 2013 009 391 U1 discloses a seat device with a backrest and headrest, in which there is a mechanical device between a backrest covering at the front and a backrest covering at the rear in the interior of the backrest, with the headrest being able to be partially or completely displaced into the interior of the backrest by means of a guide carriage and in the pushed-in headrest position of the headrest by a Guide carriage lock can be locked.

task

The invention is based on the object of providing a headrest retraction of the type mentioned at the outset To improve the way, in particular to provide a headrest retraction that can be used in a vehicle seat whose backrest can assume several positions of use. An adjustment of the backrest inclination between the positions of use of the backrest should be possible without changing the height of the headrest relative to the backrest. In addition, the height of the headrest should not be able to be adjusted unintentionally. Furthermore, a vehicle seat with a corresponding headrest retraction is to be provided.

solution

This object is achieved according to the invention by a headrest retraction for a vehicle seat, in particular a motor vehicle seat, the vehicle seat having a seat base and a backrest, the inclination of the backrest being adjustable relative to the seat base, and the backrest moving from a position of use in the direction of the seat base into a position of non-use and can be pivoted back into the position of use, wherein when the backrest is pivoted from the position of use into the position of non-use, the headrest retraction retracts a headrest from an originally set position within a comfort adjustment range into a lowered position and when the backrest is pivoted from the position of non-use into the position of use the headrest extends in the direction of the originally set position, in particular extends into a lowest position within the comfort adjustment range. The headrest retractor has a carrier, a carriage that can be displaced relative to the carrier, the carriage having receptacles for receiving headrest rods, and the headrest rods are guided in the receptacles in a relatively displaceable manner, and a headrest drive for driving and/or controlling the relative displacement between the carriage and on the wearer. The headrest drive can be locked in a form-fitting manner in such a way that relative displacement between the carriage and the carrier is blocked.

The term driving should be understood to mean both active and passive driving. Passive driving by the headrest drive is to be understood in particular as meaning that the headrest drive itself can be displaced relative to the backrest by other means, for example a Bowden cable, in particular during a pivoting of the backrest from the use position to the non-use position and back relative to the backrest, and thereby causing the relative displacement between the carriage and the carrier. In this context, the concept of controlling the relative displacement is to be understood in particular as a synchronization of the relative displacements between the carrier and the headrest drive and between the headrest drive and the carriage.

Because the headrest drive can be locked in a form-fitting manner in such a way that relative displacement between the carriage and the carrier is blocked, the height of the headrest cannot be unintentionally adjusted.

Advantageous configurations, which can be used individually or in combination with one another, are the subject matter of the dependent claims.

The carrier can be connectable to the backrest, in particular a backrest frame of the backrest. The carrier can be bolted to the backrest, in particular to a backrest frame of the backrest. Due to the separate design of the carrier and backrest frame, the headrest retraction is a testable unit even before it is installed in the backrest. In particular for use of the headrest retraction in plastic backrests, however, the carrier can also be designed in one piece with a plastic backrest structure, so that there is cost-reducing functional integration.

The headrest retraction can have a first rack and a second rack, wherein the headrest drive of the headrest retraction can have a gear which meshes with both the first rack and the second rack. The carrier of the headrest retraction preferably has the first rack and the carriage of the headrest retraction has the second rack.

In an unlocked state, the head restraint drive is preferably displaceable along a slideway, in particular displaceable along a linear section of the slideway. The link track is advantageously formed on the carrier or on a toothed rack part connected to the carrier. The link track can have a locking section. The headrest drive is preferably not displaceable along the locking section.

The head restraint drive can have a finger that engages in the link track. A finger should be understood to mean a component with a geometry suitable for engaging in a connecting link, for example a nose, a bolt, a pin or a pin. A relative displacement between the headrest drive and the carrier is preferably blocked when the finger is located in the locking section of the link track.

The head restraint drive can have a holder and a locking part pivotably mounted in the holder, the finger being fastened or formed on the locking part. The locking section of the link track is preferably curved around an axis of rotation of the locking part. The locking section of the link track preferably merges into a linear section of the link track.

A cable that can be operatively connected to the backrest can be guided around a deflection of the locking part in such a way that a pull on the cable pivots the locking part as long as the finger is within the locking section. As a result, the backrest inclination can be adjusted between several positions of use of the backrest without changing the height of the headrest relative to the backrest. A pull on the cable can move the headrest driver relative to the carrier when the finger is outside of the locking portion.

The object is also achieved by a vehicle seat, in particular a motor vehicle seat, the vehicle seat having a seat base and a backrest, the inclination of the backrest being adjustable relative to the seat base, and the backrest moving from a position of use towards the base of the seat into a position of non-use and back can be pivoted into the position of use, wherein when the backrest is pivoted from the position of use into the position of non-use by means of a headrest retraction according to the invention, a headrest moves from an originally set position within a comfort adjustment range into a lowered position and when the backrest is pivoted from the position of non-use to the position of use Headrest extends in the direction of the originally set position, in particular extends to a lowest position within the comfort adjustment range.

character list

• 1: eine schematische Seitenansicht eines erfindungsgemäßen Fahrzeugsitzes, wobei sich die Rückenlehne in einer hinteren von mehreren möglichen Gebrauchsstellungen befindet, und ein Komfort-Einstellbereich einer Kopfstütze des Fahrzeugsitzes schematisch dargestellt ist,
• 2: den Fahrzeugsitz aus 1, wobei die Rückenlehne nach vorne in eine Nichtgebrauchsstellung geschwenkt ist, und die Kopfstütze durch einen nicht dargestellten erfindungsgemäßen Kopfstützeneinzug vollständig eingezogen ist,
• 3: den Fahrzeugsitz aus 1 nach einem Zurückschwenken der Rückenlehne aus der Nichtgebrauchsstellung in eine vordere Gebrauchsstellung, wobei die Kopfstütze in eine unterste Position innerhalb des Komfort-Einstellbereichs ausgefahren ist,
• 4: ausschnittsweise eine perspektivische Ansicht auf die tragende Sitzstruktur eines erfindungsgemäßen Fahrzeugsitzes,
• 5: eine Explosionsdarstellung einer Antriebseinrichtung und einer Lehnenschwenkvorrichtung des Fahrzeugsitzes aus 4,
• 6: eine perspektivische Ansicht der Antriebseinrichtung und der Lehnenschwenkvorrichtung aus 5,
• 7: einen Schnitt durch die Antriebseinrichtung und die Lehnenschwenkvorrichtung aus 5,
• 8: eine perspektivische Ansicht auf eine Planetengetriebestufe der Antriebseinrichtung und einen Teil der Lehnenschwenkvorrichtung aus 5, wobei eine Schaltvorrichtung in einem ersten Schaltzustand ist, so dass ein Planetenträger der Planetengetriebestufe verriegelt ist und ein Hohlrad der Planetengetriebestufe entriegelt ist,
• 9: eine 8 entsprechende Ansicht, wobei ein Gehäuse der Planetengetriebestufe nicht dargestellt ist, und der Planetenträger und das Hohlrad relativ zueinander in einer ersten Drehrichtung drehen,
• 10: eine 8 vergleichbare Ansicht, wobei der Planetenträger und das Hohlrad vollständig in der ersten Drehrichtung zueinander gedreht sind, so dass der Planetenträger und das Hohlrad relativ zueinander eine definierte Drehwinkellage haben,
• 11: eine 10 entsprechende Ansicht, wobei das Gehäuse der Planetengetriebestufe nicht dargestellt ist,
• 12: eine 11 entsprechende Ansicht, während eines Umschaltvorgangs aus dem ersten Schaltzustand in einen zweiten Schaltzustand,
• 13: eine 12 entsprechende Ansicht, wobei die Schaltvorrichtung in dem zweiten Schaltzustand ist, so dass der Planetenträger der Planetengetriebestufe entriegelt ist und das Hohlrad der Planetengetriebestufe verriegelt ist, und der Planetenträger und das Hohlrad relativ zueinander weiterhin in einer ersten Drehrichtung drehen,
• 14: eine Detailansicht auf die Schaltvorrichtung im zweiten Schaltzustand,
• 15: eine weitere perspektivische Ansicht auf die Planetengetriebestufe der Antriebseinrichtung und einen Teil der Lehnenschwenkvorrichtung, wobei die Schaltvorrichtung in dem ersten Schaltzustand ist,
• 16: eine perspektivische Ansicht auf die Lehnenschwenkvorrichtung und einen Teil der Antriebsvorrichtung, wobei eine Kupplungsvorrichtung der Lehnenschwenkvorrichtung in einem eingekuppelten Zustand ist,
• 17: eine 16 vergleichbare Ansicht zu Beginn eines Auskuppelns der Kupplungsvorrichtung und eines Entriegeln eines nicht dargestellten Beschlages des Fahrzeugsitzes,
• 18: eine 17 vergleichbare Ansicht im vollständig ausgekuppelten Zustand der Kupplungsvorrichtung und mit vollständig entriegeltem Beschlag,
• 19: die Lehnenschwenkvorrichtung im ausgekuppelten Zustand, wobei ein erstes mit einer Rückenlehne des Fahrzeugsitzes verbundenes Zahnsegment gegenüber einem zweiten Zahnsegment verdreht ist, wodurch die nicht dargestellte Rückenlehne in einer Nichtgebrauchsstellung ist,
• 20: die Lehnenschwenkvorrichtung im eingekuppelten Zustand,
• 21: eine Seitenansicht der Antriebseinrichtung und der Lehnenschwenkvorrichtung im ausgekuppelten Zustand, wobei das erste Zahnsegment gegenüber dem zweiten Zahnsegment nicht verdreht ist, wodurch die nicht dargestellte Rückenlehne des Fahrzeugsitzes in einer Gebrauchsstellung ist,
• 22: eine 21 vergleichbare Ansicht, wobei das erste Zahnsegment gegenüber dem zweiten Zahnsegment verdreht ist, wodurch die nicht dargestellte Rückenlehne des Fahrzeugsitzes in einer Nichtgebrauchsstellung ist,
• 23: eine perspektivische Ansicht auf den Kopfstützeneinzug des Fahrzeugsitzes aus 1,
• 24: eine perspektivische Ansicht auf einen Kopfstützenantrieb des Kopfstützeneinzugs aus 23,
• 25: ausschnittsweise eine perspektivische Ansicht auf den an einer Struktur der Rückenlehne montierten Kopfstützeneinzug mit Kopfstütze,
• 26A: eine perspektivische Ansicht auf den Kopfstützeneinzug mit Kopfstütze, wobei sich ein Schlitten des Kopfstützeneinzugs in einer oberen Stellung befindet, und sich die Kopfstütze in der obersten Position innerhalb des Komfort-Einstellbereichs der Kopfstütze befindet,
• 26B: eine 26A entsprechende Ansicht, wobei sich der Schlitten des Kopfstützeneinzugs in einer oberen Stellung befindet und sich die Kopfstütze in der untersten Position innerhalb des Komfort-Einstellbereichs der Kopfstütze befindet,
• 26C: eine 26A entsprechende Ansicht, wobei sich der Schlitten des Kopfstützeneinzugs in einer Zwischenstellung befindet und die Kopfstütze vollständig eingezogen ist,
• 26D: eine 26C entsprechende Ansicht, wobei sich der Schlitten des Kopfstützeneinzugs in einer untersten Stellung befindet und die Kopfstütze vollständig eingezogen ist,
• 27: eine Draufsicht auf den Kopfstützenantrieb in einem gesperrten Zustand, entsprechend der vorderen Gebrauchsstellung der Rückenlehne,
• 28: einen Schnitt durch Darstellung aus 27,
• 29: eine Draufsicht auf den Kopfstützenantrieb in einem gesperrten Zustand, entsprechend der hinteren Gebrauchsstellung der Rückenlehne,
• 30: einen Schnitt durch Darstellung aus 29,
• 31: eine Draufsicht auf den Kopfstützenantrieb in einem entsperrten Zustand, zu Beginn eines Vorschwenkens der Rückenlehne in die Nichtgebrauchsstellung,
• 32: einen Schnitt durch Darstellung aus 31,
• 33A: ausschnittsweise einen Schnitt durch den Kopfstützeneinzug entlang einer Kopfstützenstange, wobei sich der Schlitten des Kopfstützeneinzugs in der untersten Stellung befindet und die Kopfstütze vollständig eingezogen ist,
• 33B: eine 33A vergleichbare Ansicht, wobei sich der Schlitten des Kopfstützeneinzugs in einer mittleren Stellung befindet,
• 33C: eine 33A vergleichbare Ansicht, wobei sich der Schlitten des Kopfstützeneinzugs unter Mitnahme der Kopfstütze nach oben bewegt,
• 34: eine Detailansicht auf 33B, und
• 35: ein Seilspeichermodul.

The invention is explained in more detail below on the basis of advantageous exemplary embodiments illustrated in the figures. However, the invention is not limited to these exemplary embodiments. Show it:

• 1 : a schematic side view of a vehicle seat according to the invention, the backrest being in a rear one of several possible positions of use, and a comfort adjustment range of a headrest of the vehicle seat being shown schematically,
• 2 : the vehicle seat off 1 , wherein the backrest is pivoted forward into a non-use position, and the headrest is fully retracted by a headrest retraction according to the invention, not shown,
• 3 : the vehicle seat off 1 after the backrest has been swiveled back from the position of non-use into a front position of use, with the headrest being extended to a lowest position within the comfort adjustment range,
• 4 : a fragmentary perspective view of the supporting seat structure of a vehicle seat according to the invention,
• 5 : an exploded view of a drive device and a backrest pivoting device of the vehicle seat 4 ,
• 6 : a perspective view of the drive device and the backrest pivoting device 5 ,
• 7 : a section through the drive device and the backrest pivoting device 5 ,
• 8th : a perspective view of a planetary gear stage of the drive device and a part of the backrest pivoting device 5 , wherein a switching device is in a first switching state, so that a planet carrier of the planetary gear stage is locked and a ring gear of the planetary gear stage is unlocked,
• 9 : one 8th corresponding view, with a housing of the planetary gear stage not being shown, and the planetary carrier and the ring gear rotating relative to one another in a first direction of rotation,
• 10 : one 8th Comparable view, with the planet carrier and the ring gear being rotated completely in relation to one another in the first direction of rotation, so that the planet carrier and the ring gear have a defined angular position relative to one another,
• 11 : one 10 corresponding view, whereby the housing of the planetary gear stage is not shown,
• 12 : one 11 corresponding view during a switching process from the first switching state to a second switching state,
• 13 : one 12 Corresponding view, wherein the switching device is in the second switching state, so that the planet carrier of the planetary gear stage is unlocked and the Ring gear of the planetary gear stage is locked, and the planet carrier and the ring gear continue to rotate relative to one another in a first direction of rotation,
• 14 : a detailed view of the switching device in the second switching state,
• 15 : another perspective view of the planetary gear stage of the drive device and part of the backrest pivoting device, the switching device being in the first switching state,
• 16 : a perspective view of the backrest pivoting device and part of the drive device, with a coupling device of the backrest pivoting device being in a coupled state,
• 17 : one 16 comparable view at the beginning of a disengagement of the coupling device and an unlocking of a fitting of the vehicle seat, not shown,
• 18 : one 17 Comparable view with the coupling device fully disengaged and with the fitting fully unlocked,
• 19 : the backrest pivoting device in the disengaged state, with a first toothed segment connected to a backrest of the vehicle seat being rotated relative to a second toothed segment, as a result of which the backrest, not shown, is in a non-use position,
• 20 : the backrest pivoting device when engaged,
• 21 : a side view of the drive device and the backrest pivoting device in the uncoupled state, with the first toothed segment not being twisted in relation to the second toothed segment, as a result of which the backrest of the vehicle seat, not shown, is in a position of use,
• 22 : one 21 Comparable view, with the first toothed segment being twisted in relation to the second toothed segment, as a result of which the backrest of the vehicle seat, which is not shown, is in a non-use position,
• 23 : a perspective view of the headrest retraction of the vehicle seat 1 ,
• 24 : a perspective view of a headrest drive of the headrest retraction 23 ,
• 25 : a fragmentary perspective view of the headrest retraction with headrest mounted on a structure of the backrest,
• 26A : a perspective view of the headrest retraction with headrest, with a carriage of the headrest retraction being in an upper position and the headrest being in the uppermost position within the comfort adjustment range of the headrest,
• 26B : one 26A corresponding view with the headrest retraction carriage in an up position and the headrest in the lowest position within the comfort adjustment range of the headrest,
• 26C : one 26A Corresponding view with the headrest retraction carriage in an intermediate position and the headrest fully retracted,
• 26D : one 26C Corresponding view with the carriage of the head restraint retraction in a lowest position and the head restraint is fully retracted,
• 27 : a plan view of the headrest drive in a locked state, corresponding to the front use position of the backrest,
• 28 : cut through representation 27 ,
• 29 : a plan view of the headrest drive in a locked state, corresponding to the rear use position of the backrest,
• 30 : cut through representation 29 ,
• 31 : a top view of the headrest drive in an unlocked state, at the beginning of a forward pivoting of the backrest into the non-use position,
• 32 : cut through representation 31 ,
• 33A : a detail of a section through the headrest retraction along a headrest rod, with the carriage of the headrest retraction being in the lowest position and the headrest being fully retracted,
• 33B : one 33A comparable view, with the carriage of the headrest retraction in a middle position,
• 33C : one 33A comparable view, with the carriage of the headrest moved upwards, taking the headrest with it,
• 34 : a detailed view on 33B , and
• 35 : a rope storage module.

one in the 1 until 4 Vehicle seat 1 shown, in particular for a middle or rear row of seats in a motor vehicle, has a lower seat part 10 and a backrest 20 . The backrest 20 is articulated on both sides by means of a fitting 30 on the lower seat part 10 . The backrest 20 can be adjusted in its inclination relative to the lower seat part 10 by means of the two fittings 30 about a backrest pivot axis A1, so that several positions of use suitable for transporting people can be set. In addition, the backrest 20 can be pivoted forward about the backrest pivot axis A1 into a non-use position, in which the backrest 20 assumes a position that is flatter than a foremost position of use, preferably assumes a largely horizontal position.

The two fittings 30 are each designed as a locking fitting, in which a first fitting part and a second fitting part can be locked together and, after unlocking, can be pivoted relative to one another about the backrest pivot axis A1, as is the case, for example, in FIG DE 10 2006 015 560 B3 is described, the relevant disclosure content of which is expressly included.

In the directions used below, it is assumed that the vehicle seat 1 is arranged in the forward direction of travel in the motor vehicle. The term seat bottom part 10 is intended to mean the entire assembly, consisting of a supporting seat bottom part structure and a covered cushion. The term backrest 20 is to be understood as meaning the entire assembly consisting of a supporting backrest frame 22 and a related cushion.

1 shows a schematic side view of the vehicle seat 1, the backrest 20 being in a rear position of several possible positions of use. A front use position of the backrest 20 is shown by dashed lines. In the front use position, the backrest 20 is largely upright. In the rear position of use, the backrest 20 is inclined backwards about the pivot axis A1 of the backrest relative to the front position of use.

A headrest 50 is connected to the backrest frame 22 by means of two headrest rods 60 via a headrest retractor 300 . At least one of the two headrest bars has a notch 62 for cooperation with the headrest indentation 300 . If the backrest 20 is in a usage position, the headrest can be adjusted within a comfort adjustment range S1. 1 shows a lowest position of the headrest within the comfort adjustment range S1. An uppermost position of the headrest within the comfort setting range S1 is represented by dashed lines.

In 2 the backrest 20 is in the non-use position. The headrest 50 is fully retracted by the headrest retractor 300. Fully retracted means that the headrest 50 is retracted downwards by a lowering distance S2 relative to the lowest position within the comfort adjustment range S1. As a result, the headrest 50 is in a lowered position in which an underside of the headrest 50 preferably rests on an upper edge of the backrest 20 . In this lowered position, the headrest 50 is lowered by a lowering distance S2 compared to the lowest position of the comfort adjustment range S1. The lowered position of the headrest 50 is therefore not within the comfort setting range S1 and is unsuitable for transporting people.

3 shows the vehicle seat 1 after the backrest 20 has been pivoted back from the position of non-use into the front position of use, with the headrest 50 being extended into the lowest position of the comfort adjustment range S1. During this pivoting back of the backrest 20, the headrest 50 is thus extended upwards by the lowering distance S2.

4 shows a fragmentary perspective view of the supporting seat structure of the vehicle seat 1, in particular the backrest frame 22 and a headrest support 52 of the headrest 50. In addition, in 4 the headrest retraction 300 and a drive device 100 and a backrest pivoting device 200 for the electric motor adjustment of the backrest 20 can be seen.

The two fittings 30 are operatively connected to one another by a transmission rod 35 such that a rotation of the transmission rod 35 by a defined angle of rotation unlocks the two fittings 30 synchronously, so that the backrest 20 can be pivoted about the backrest pivot axis A1. The transmission rod 35 has a spline profile in cross section. The transmission rod 35 can be unlocked by an electric motor by means of the drive device 100 in a manner that is described in more detail below. In addition, manual unlocking by means of an operating lever, not shown in the figures, is possible which is non-rotatably connected to the transmission rod 35.

5 shows an exploded view of the drive device 100 and the backrest pivoting device 200. The drive device 100 has an electric drive motor 102, which includes an output shaft 103 for driving a gear 104. The output shaft 103 can be rotated about a motor axis of rotation A2, which runs offset parallel to the backrest pivot axis A1. The transmission 104 includes a first gear stage 106, in this case a reduction gear stage, and a second gear stage 108, which is designed as a planetary gear stage. The first gear stage 106 and the second gear stage 108 are arranged in a common housing 110 that has a first housing part 111, a second housing part 112 and a third housing part 114, which are preferably screwed together.

The first gear stage 106 has a sun gear 120, a ring gear 122 and three planet gears 124. The sun gear 120 is connected to the output shaft 103 of the drive motor 102 in a torque-proof manner. The sun gear 120 drives the ring gear 122 via the three planetary gears 124 . Ring gear 122 is connected in a torque-proof manner to a sun gear 140 of second gear stage 108 . In the present case, ring gear 122 of first gear stage 106 and sun gear 140 of second gear stage 108 are designed in one piece.

In addition to the sun gear 140 , the second gear stage 108 also has a ring gear 150 , three planet gears 160 , a planet carrier 170 and a switching device 190 . The sun gear 140 is rotatable about a sun gear axis of rotation A3, which in the present case is aligned with the motor axis of rotation A2. The sun gear 140 is arranged inside the ring gear 150 . The three planet wheels 160 are each rotatably mounted on a bearing pin 174 of the planet carrier 170 . The three bearing bolts 174 are distributed evenly around the axis of rotation of the sun gear A3 and each form a separate planetary gear axis of rotation A4 for each planetary gear 160. Both the ring gear 150 and the planetary carrier 170 are rotatably mounted in the housing 110, with a relative rotation between the ring gear 150 and the planet carrier 170 is possible. The planet gears 160 are each in meshing engagement with the sun gear 140 and the ring gear 150, so that the ring gear 150, the three planet gears 160, and the planet carrier 170 form a known planetary gear stage.

The ring gear 150 has a circular-cylindrical outer surface, from which a bearing eye 152 protrudes in the radial direction as an interface for the pivotable attachment of a coupler 270 . Ring gear 150 also has a notch 154 . In the present case, the notch 154 is worked into the circular-cylindrical outer surface of the ring gear 150 and points radially inward in the direction of the sun gear axis of rotation A3.

On its side facing away from ring gear 150 , planet carrier 170 has a pinion 172 for interacting with backrest pivoting device 200 . The planetary carrier 170 and the pinion 172 are designed in one piece here, so that the pinion 172 can also be rotated about the sun gear axis of rotation A3. In addition, the planet carrier 170 has a notch 176 . In the present case, the notch 176 is worked into a circular-cylindrical outer jacket of the planetary carrier 170 and points radially inward in the direction of the sun gear axis of rotation A3.

The switching device 190 has, as in 14 recognizable in detail, a rocker 192 which is mounted in the housing 110 so as to be pivotable about a rocker pivot axis A5. Starting from the rocker pivot axis A5, the rocker 192 has two rocker arms. A first cam 194 protrudes from the first rocker arm of the rocker 192 approximately in the direction of the sun gear axis of rotation A3. A second cam 196 protrudes from the second rocker arm of the rocker 192 approximately in the direction of the sun gear axis of rotation A3. The first cam 194 can fall into the notch 154 of the ring gear 150 under the conditions described in more detail below and thereby lock the ring gear 150 relative to the housing 110 . The second cam 196 can fall into the notch 176 of the planetary carrier 170 under the conditions described in more detail below and thereby lock the planetary carrier 170 relative to the housing 110 . The notch 154 of the ring gear 150 and the notch 176 of the planet carrier 170 are arranged offset axially to one another. Correspondingly, the first cam 194 and the second cam 196 are arranged offset axially with respect to one another. It is not possible for the cams 194, 196 to fall into the associated notches 154, 176 at the same time. The action of one of the two cams 194, 196 causes the other of the two cams 194, 196 to be actuated.

A cable storage device 180 for interacting with the headrest retraction 300 is arranged next to the pinion 172 so that it can also be rotated about the axis of rotation A3 of the sun wheel. The rope storage device 180 has a rope drum 182 which has a groove 183 for receiving and winding up a rope 404 . In addition to the groove 183, the cable storage device 180 has a ring gear 184 for driving the cable drum 182. The rope drum mel 182 and the ring gear 184 are presently connected to one another in one piece. A ton receptacle 186 is used to receive a ton 406 in a form-fitting manner, which is connected to one end of the cable 404 . The rope 404 has a barrel 406 at both ends. In the present case, the cable 404 is part of a Bowden cable 400, which also has a sheath 402. One end of the cable 404 protrudes from both ends of the sheath 402 . The pinion gear 172 and the cable storage device 180 can be rotated relative to one another.

The backrest pivoting device 200 has a bearing bushing 210, a first toothed segment 220, a second toothed segment 230, a spring 240, an eccentric 250, a coupling device 260 and the coupler 270.

The bearing bushing 210 is aligned with the backrest pivot axis A1. The bearing bushing 210 is connected via an integrally formed double edge 212 (see in particular 19 ) rotatably connected to the backrest frame 22. The second toothed segment 230 is also coupled to the backrest frame 22 in a torque-proof manner. A pivoting of the second toothed segment 230 thus causes the backrest 20 to pivot. Pivoting the backrest 20 causes the cable drum 182 of the cable storage device 180 to rotate, so that the cable 404 is wound onto the cable drum 182 or unwound from it, depending on the pivoting direction of the backrest 20 . The first toothed segment 220 is mounted pivotably on the bearing bush 210 . The first toothed segment 220 has external teeth which mesh with the pinion 172 of the planetary carrier 170 . The first toothed segment 220 can be connected in a rotationally fixed manner to the second toothed segment 230 by means of the coupling device 260 in a manner described in more detail below.

The eccentric 250 is rotatably mounted in the bearing bush 210 . The eccentric 250 has an opening which is aligned with the backrest pivot axis A1 and is designed as an inner profile 252 . The inner profile 252 is complementary to the splined profile of the transmission rod 35. The transmission rod 35 runs through the eccentric 250 and is non-rotatably connected to it via the splined profile. It follows from this that when the eccentric 250 is rotated, the transmission rod 35 is also rotated, as a result of which the two fittings 30 can be unlocked or locked.

One end of the coupler 270 is articulated on the eccentric 250 by means of a bolt 274 eccentrically to the backrest pivot axis A1. For this purpose, the coupler 270 has a slot 272 into which the bolt 274 fixedly connected to the eccentric 250 engages, as a result of which a rotating and sliding joint with a limited sliding distance is formed. An end of the coupling 270 facing away from the slot 272 is rotatably articulated on the bearing eye 152 of the ring gear 150 of the second gear stage 108 . The coupler 270 couples the ring gear 150 to the eccentric 250. A rotation of the ring gear 150 can thus cause the two fittings 30 to be unlocked or locked. The elongated hole 272 enables the fittings 30 to be unlocked manually by means of the operating lever, which is non-rotatably connected to the transmission rod 35, without the ring gear 150 having to be rotated.

The first toothed segment 220 can be connected in a torque-proof manner to the second toothed segment 230 by means of the coupling device 260 . In the present case, the coupling device 260 is designed as a one-piece plastic component, but in principle it can also be designed in multiple parts and/or made of a different material. The clutch device 260 is arranged between the first toothed segment 220 and the second toothed segment 230 when viewed in the axial direction. The coupling device 260 has an elongate base body which extends perpendicularly to the backrest pivot axis A1 and from which a bearing pin 262, an actuating pin 264 and a driver pin 266 protrude.

The bearing journal 262 protrudes from the base body in the direction of the first toothed segment 220 . The bearing pin 262 is circular-cylindrical and extends parallel to the backrest pivot axis A1. The trunnion 262 is received in a circular hole 222 of the first sector gear 220 so that the trunnion 262 is pivotally supported on the first sector gear 220 .

The actuating pin 264 is circular-cylindrical and extends, starting from the base body of the coupling device 260, in the same direction as the bearing pin 262 and parallel to the backrest pivot axis A1, but radially offset from the bearing pin 262. The actuating pin 264 is longer than the bearing pin 262. The actuating pin 264 protrudes a slot 224 in the first toothed segment 220 and projects beyond the first toothed segment 220 on the side of the first toothed segment 220 facing away from the second toothed segment 230 . A movement of the actuating pin 264 within the elongated hole 224 causes the coupling device 260 to pivot about the bearing pin 262.

The driver pin 266 is circular-cylindrical and, starting from the base body of the coupling device 260, extends in the opposite direction to the bearing pin 262 and the actuating pin 264 and parallel to the pivoting of the backrest axis A1, but radially offset from the bearing pin 262 and the actuating pin 264. The driver pin 266 protrudes into a gate 232 of the second toothed segment 230. The gate 232 is a curved slot around the backrest pivot axis A1. In the circumferential direction of link 232, link 232 has a depression 234 pointing radially outwards from the backrest pivot axis A1, into which the driver pin 266 can fall when the first toothed segment 220 and the second toothed segment 230 are in a defined relative angular position to one another. When the driving pin 266 falls into the recess 234 of the link 232, the second toothed segment 230 is coupled to the first toothed segment 220. When the drive pin 266 is outside of the recess 234 , the drive pin 266 can ride within the link 232 so that the second sector gear 230 is decoupled from the first sector gear 220 . The spring 240 biases the tang 266 in the direction of coupling between the two toothed segments 220, 230 before.

the 8th until 13 show the functional processes between the second gear stage 108 and the eccentric 250 during an electromotive unlocking of the fittings 30 and an electromotive pivoting of the backrest 20 from one of the positions of use to the position of non-use.

In 8th is the switching device 190 in a first switching state. The first cam 194 has fallen into the notch 176 of the planetary carrier 170 such that the planetary carrier 170 of the second gear stage 108 is locked to the housing 110 . The second cam 196 is outside of the notch 154 of the ring gear 150 so that the ring gear 150 is rotatable relative to the housing 110 . The notch 154 of the ring gear 150 is pivoted away from the second cam 196 in the circumferential direction, so that the second cam 196 cannot fall into the notch 154 of the ring gear 150 . In the 8th it is not shown that the coupling 270 presses on the actuating pin 264 of the coupling device 260 in such a way that the driver pin 266 is pivoted out of the recess 234 of the connecting link 232 .

To unlock the fittings 30, the drive motor 102 is actuated in such a way that the ring gear 150 rotates in a first direction and the notch 154 of the ring gear 150 is thereby moved in the direction of the second cam 196. Due to the rotation of ring gear 150, its bearing eye 152 also rotates in the same direction. The coupler 270 is thereby removed from the actuating pin 264 of the coupling device 260, so that due to the bias of the spring 240 the toothed segments 220, 230 are coupled to one another.

About the coupling 270 is a pivoting of the eccentric 250 until the 10 and 11 state shown has been reached. In this state, the bearing eye 152 of the ring gear 150 runs against an edge of the housing 110 and the notch 154 of the ring gear 150 is in the circumferential direction at the level of the second cam 196. The eccentric 250 is already pivoted so far that both fittings 30 are unlocked. A first reaction force R1 between the first cam 194 and the notch 176 in the planetary carrier 170 results in pivotal movement of the shifting device 190 so that the first cam 194 and the notch 176 in the planetary carrier 170 disengage and the second cam 196 into the notch 154 of the ring gear 150 falls. The planet carrier 170 can thus be driven relative to the housing 110 . This state is in 12 shown.

13 shows that the planet carrier 170 rotates relative to the housing 110 in the further course. The pinion 172 takes the first toothed segment 220 with it. Due to the engaged clutch device 260, the first toothed segment 220 takes the second toothed segment 230 with it, so that the backrest 20 is pivoted in the direction of the non-use position. As soon as the backrest 20 reaches the non-use position, a microswitch, which is not shown in the figures, is actuated, which switches off the drive motor 102 .

The erection of the backrest 20 from the position of non-use into the front position of use proceeds with the reverse direction of rotation of the drive motor 102 and in the reverse sequence. As a result, the planet carrier 170 and the ring gear 150 rotate relative to one another in a second direction of rotation opposite to the first direction of rotation. As soon as the backrest 20 has reached the front use position, the two fittings 50 lock and the planetary carrier 170 and the ring gear 150 again reach the defined angular position relative to one another in which a change in the switching state of the switching device 190 is possible. A second reaction force R2 between the second cam 196 and the notch 154 in the ring gear 150 causes the shifter 190 to pivot such that the second cam 196 and the notch 154 in the ring gear 150 disengage and the first cam 194 disengages the notch 176 of the planet carrier 170 is incident. The planet carrier 170 is thus locked relative to the housing 110 and the ring gear 150 can be driven again.

the 16 until 18 correspondingly show the actuation of the coupling device 260 during the locking of the fittings 30 16 shows the coupling device 260 of the backrest pivoting device 200 in an engaged state State immediately before locking the fittings 30. 17 shows the coupling device 260 during the locking of the fittings 30. The coupler 270 approaches the actuating pin 264 of the coupling device 260. 18 and 21 show that the coupler 270 disengages the coupling device 260 again when the fittings 30 are completely locked again, in that the coupler 270 pivots the actuating pin 264, as a result of which the driver pin 266 disengages from the recess 234 in the connecting link 232. This allows the first toothed segment 220 and the second toothed segment 230 to rotate relative to one another. This makes it possible for the backrest 20 to also be pivoted manually from one of the positions of use into the position of non-use.

19 and 22 show the state after the backrest 20 has been pivoted manually into the non-use position. The second toothed segment 230 pivots with the backrest 20 . As a result, the second toothed segment 230 and the first toothed segment 220 are twisted relative to one another. To erect the backrest 20 by an electric motor, first the first toothed segment 220 is pivoted by the drive motor 102 via the gear 104 until the driver pin 266 can fall into the recess 234 of the second toothed segment 230 . Due to the spring preload by the spring 240, the driving pin 266 falls into the recess 234, as shown in FIG 20 shown. A microswitch, not shown in the figures, sends a signal to reverse the direction of rotation to the drive motor 102, so that the first toothed segment 220 is pivoted, taking with it the second toothed segment 230 and thus the backrest 20, until the backrest 20 has reached the front use position.

Based on 23 until 34 the headrest retraction 300 is described below, which is operatively connected to the cable storage device 180 by means of the Bowden cable 400 . The headrest retraction 300 enables the previously described positions of the headrest 50 depending on the positions of the backrest 20.

If the backrest 20 is in the usage position, the headrest 50 can be adjusted within the comfort adjustment range S1. If the backrest 20 is in the non-use position, the headrest 50 is completely retracted by the headrest retraction 300, that is, the headrest 50 is retracted downwards by the lowering path S2 relative to the lowest position within the comfort adjustment range S1. By pivoting the backrest 20 back from the position of non-use into the front position of use, the headrest 50 is extended into the lowest position of the comfort adjustment range S1.

The headrest retractor 300 essentially has a carrier 310 with a rack part 320, a carriage 330 and a headrest drive 340 acting between the rack part 320 and the carriage 330 for setting a relative position between the carrier 310 and the carriage 330. The carrier 310 can be connected to the backrest frame 22 of the backrest 20 and, in the exemplary embodiment described above, is firmly connected to the backrest frame 22 of the backrest 20, for example screwed.

The carrier 310 extends in the direction of the headrest rods 60. In the region of each headrest rod 60, the carrier 310 has a guide groove 312. The guide groove 312 serves to guide the carriage 330 along the carrier 310. Each of the two guide grooves 312 has a U-shaped cross section in the present case, with the openings of the cross sections of the two guide grooves 312 pointing towards one another in the present case.

The toothed rack part 320 is firmly connected to the carrier 310 . The toothed rack part 320 has a toothed rack 322 for interacting with the headrest drive 340 . Thus, in the present case, the toothed rack 322 is also firmly connected to the carrier 310 . The toothed rack 322 runs parallel to the guide grooves 312. The toothed rack part 320 also has a link track 324 for interacting with the headrest drive 340. The link track 324 is a slot-like opening in the rack member 320. The link track 324 includes a linear portion that is parallel to the rack 322 aligned. An upper end of the linear section of the slideway 324 merges into a locking section 325 of the slideway 324 in the shape of a segment of a circle. A counter bearing 326 of toothed rack part 320 serves to support sleeve 402 of Bowden cable 400.

The carriage 330 has two circular-cylindrical receptacles 332 that run parallel to the guide grooves 312 . One of the two receptacles 332 is displaceably guided in each of the two guide grooves 312 . The guide grooves 312 together with the receptacles 332 form a linear guide between the carrier 310 and the carriage 330. However, a linear guide between the carrier 310 and the carriage 330 can also take place in other ways known per se. The receptacles 332 also serve to receive the headrest rods 60. The headrest rods 60 are guided in the receptacles 332 in a linearly displaceable manner. Thus, a relative movement between the headrest rods 60 and the carrier 310, and thus the backrest 20, by relative movements between rule the headrest rods 60 and the receptacles 332 and a relative movement between the carriage 330 and the carrier 310 take place. At least one of the two receptacles 332 has a tongue 338 in its interior, which is arranged in the receptacle 332 in a resilient manner. The tongue 338 can be formed in one piece with the receptacle 332 or can be a spring arm clipped into the receptacle 332 . The tongue 338 is designed in such a way that it is prestressed radially outwards. If the headrest 50 is below the lowest position within the comfort adjustment range S1, a region of the carrier 310 presses on the tongue 338 in such a way that it is tensioned radially inwards, ie in the direction of the notch 62. In the positions of the headrest 50 below the comfort adjustment range S1, the tongue 338 can spring out of the notch 62 due to a recess 314 in the carrier 310. In the present case, the notch 62 is arranged at a point on the headrest rod 60 which, when the backrest 20 is in a position of use, corresponds to the lowest position of the headrest 50 within the comfort adjustment range S1. However, the notch 62 can also be arranged at other positions, for example at a position which corresponds to a middle position of the headrest 50 within the comfort adjustment range S1.

The carriage 330 includes an interior space 334 for accommodating the headrest drive 340 between the two receptacles 332 . The interior space 334 is a U-shaped section of the carriage 330. In the present case, the interior space 334 extends parallel to the receptacles 332 over the entire extent of the carriage 330. A further toothed rack 336 is formed on a wall of the interior space 334. The toothed rack 336 is firmly connected to the carriage 330 or is designed in one piece with the carriage 330 . The toothed rack 336 of the carriage 330 runs parallel to, but offset from, the toothed rack 322 of the toothed rack part 320 connected to the carrier 310.

The headrest drive 340 has a holder 350, a cable deflection 360 arranged in the holder 350, a locking part 370 mounted in the holder 350 so that it can pivot about a drive axis A6, an energy store 380 designed as a scroll spring, and a gear wheel 390.

The holder 350 has an approximately U-shaped basic shape with opposing legs. Two first slots 352 for receiving a bearing bolt 372 of the locking part 370 are made in the holder 350 . The bearing pin 372 rests against one end of the first slots 352 and is held in this position by the cable 404 . The cable deflection 360 is introduced into two second slots 354 . The cable deflection 360 is a cylindrically shaped component, at the ends of which a pin protrudes, which is inserted into one of the two second slots 354 in each case. The cross section of the cable deflection 360 has two linear sections running parallel to one another. Each two end areas of the two linear sections are connected to one another by a radius. In a modification of the exemplary embodiment, the cable deflection 360 is designed in one piece with the holder 350 . A barrel 406 of the Bowden cable 400 is supported on a barrel bearing 356 .

In addition to the bearing pin 372 , the locking part 370 has a finger 374 which engages in the link path 324 of the toothed rack part 320 . The locking section 325 of the link track 324 is curved in the shape of a circular arc about the drive axis A6. Thus, when the finger 374 is within the locking portion 325, the finger 374 and hence the locking member 370 is limitedly rotatable relative to the retainer 350 . As long as the finger 374 is outside of a transition area between the locking section 325 and the linear section of the link track 324 in the locking section 325, the locking part 370 cannot be displaced relative to the toothed rack part 320. As a result, a relative displacement between the carriage 330 and the carrier 310 is locked.

If the finger 374 is located in the linear section of the link path 324, the finger 374 prevents relative rotation between the locking part 370 and the holder 350. However, a relative displacement between the carriage 330 and the carrier 310 is then possible. The energy accumulator 380 prestresses the locking part 370 against the gear wheel 390 . As a result, the energy accumulator 380 solves two tasks. Firstly, it drives gear 390. On the other hand, a slack in the cable 404 is compensated for in the manner described below. The energy accumulator 380 pretensions the finger 374 in the direction of the transition area between the locking section 325 and the linear section of the link track 324 . The energy accumulator 380 preloads the gear wheel 390 in such a way that the carriage 330 is preloaded in the direction of the comfort adjustment range S1 of the headrest 50 .

Gear 390 is supported on bracket 350 for rotation about drive axis A6. Gear 390 is rotatable relative to locking member 370 . Gear 390 meshes with both rack 322 of rack member 320 and rack 336 of carriage 330 . As a result, the gear wheel 390 synchronizes the movement sequences between the carriage 330 and the carrier 310.

This proceeds from barrel 406 supported on barrel bearing 356 of holder 350 Cable 404 initially in the direction of the bearing pin 372. In the area of the bearing pin 372, the cable 404 is deflected around the locking part 370, in the present case deflected by more than ninety degrees. In the further course, the cable 404 is deflected around the deflection 376 of the locking part 370, in the present case by approximately ninety degrees. A further deflection of the cable 404 takes place at the cable deflection 360 of the holder 350, here by less than ninety degrees. The cable deflection 360 causes a torque to act on the locking part 370 when the cable 404 is subjected to tensile stress via the deflection 376 in such a way that the finger 374 pivots into the locking section 325 insofar as it is in the transition area between the locking section 325 and the linear Section of the sliding track 324 is located. Pivoting the finger 374 into the locking section 325 causes the energy accumulator 380 to be further pretensioned.

the 26A until 26D provide an overview of the possible positions of the headrest 50. A total travel S3 is the sum of the comfort adjustment range S1 and the lowering travel S2.

In 26A the carriage 330 of the headrest retraction 300 is in an upper position, which is assumed when the backrest 20 is in a position of use. The headrest 50 is in the uppermost position within the comfort adjustment range S1 of the headrest 50. In FIG 26B the carriage 330 of the headrest retraction 300 is also in the upper position, but the headrest 50 is in the lowest position within the comfort adjustment range S1 of the headrest 50. as in 26C shown, the carriage 330 of the headrest retraction 300 in an intermediate position. However, the headrest 50 is already fully retracted and in this position is preferably already resting on a headrest of the backrest 20 . A further forward pivoting of the backrest 20 causes the carriage 330 to be moved to a lowest position, as in FIG 26 d shown. In the process, the headrest rods 60 are partially pulled out of the carrier 310 .

the 27 and 28 show the headrest retraction 300 in a locked state, corresponding to the front use position of the backrest 20. The cable 404, which is attached to the holder 350 by means of a first barrel 406 on the one hand and to the cable drum 182 by means of a second barrel on the other hand, tensions the Locking part 370 in such a way against the force of the force accumulator 380 that the finger 374 is slightly immersed in the locking section 325 of the link track 324, so that a relative displacement between the carriage 330 and the carrier 310 is blocked.

29 and 30 show the headrest retraction 300 in a locked state, corresponding to the rear position of use of the backrest 20. Because the backrest 20 is inclined further backwards, the cable 404 is further unwound from the cable drum 182. A resulting slack in the cable 404 is absorbed by a relative rotation between the locking part 370 and the holder 350 caused by the energy store 380 . The cable 404 is correspondingly further entrained by the deflection 376, so that the cable slack is compensated.

If the backrest 20 is pivoted from one of the use positions in the direction of the non-use position, the cable 404 is wound onto the cable drum 182 . As a result, the locking part 370 is first rotated until it can enter the linear section of the link path 324 . As it continues, the cable 404 pulls the headrest drive 340 downwards, that is to say in the present case in the direction of the backrest pivot axis A1. As a result, gear wheel 390 is also pulled downward, that is to say in the present case in the direction of backrest pivot axis A1. Due to the meshing between the gear 390 and the rack 322, 336, the carriage 330 is moved down. The gear wheel 390 and the toothed racks 322, 336 form a gear stage with a transmission ratio of 2:1, so that the carriage 330 covers twice the distance compared to the headrest drive 340. Depending on the previous position of the headrest 50 within the comfort adjustment range S1, sooner or later the headrest 50 will come into contact with the headrest of the backrest 20. In the further course, the carriage 330 moves further down and the headrest rods 60 are relatively in the mounts 332 of the carriage 330 shifted. The tongue 338 of the carriage 330 comes out of the notch 62 of the associated headrest rod 60.

The mode of operation of the headrest retraction 300 when the backrest 20 is pivoted back from the position of non-use into the foremost position of use is shown in FIG 33A until 33C .

33A shows a section through the headrest retraction 300 along a headrest rod 60, the carriage 330 being in the lowest position corresponding to the non-use position of the backrest 20 and the headrest 50 being fully retracted. The tongue 338 of the carriage 330 is located below the notch 62 of the associated headrest rod 60. Now the backrest 20 in the direction of use Stel tion swung back, cable 404 is unwound from the cable drum 182. As a result, the energy accumulator 380 causes the gear wheel 390 to rotate in such a way that the carriage 330 is moved upwards in the manner described above. Depending on the prevailing friction conditions, the headrest rods 60 are not yet taken along. However, once the tongue 338 of the carriage 330 reaches the notch 62 ( 33B ), the tongue 338 is pressed into the notch 62 by an edge 316 of the recess 314 .

In the further course, the tongue 338 takes the headrest rod 60 with it. The tongue 338 does not spring out of the notch 62 because the tongue 338 is no longer located in the area of the recess 314 of the carrier 310 . When the backrest 20 has arrived in its foremost use position, the carriage 330 has been pulled upwards via the cable 404 until the headrest 50 is in the lowest position of the comfort adjustment range S1 ( 33C ). If the headrest 50 is now manually pulled further towards the uppermost position of the comfort adjustment range S1, the tongue 338 is elastically pressed out of the notch 62 without being able to deflect into the recess 314 because the recess 314 is in the use position of the backrest 20 not in the area of the tongue 338.

35 shows a cable storage module 480, which allows the headrest retraction 300 to be used even without a previously described drive device 100. The cable storage module 480 can be used instead of the drive device 100 and winds up the cable 404 of the Bowden cable 400 accordingly when the backrest 20 is pivoted from a position of use into the position of non-use.

The cable storage module 480 has a module housing 482, which, in a manner analogous to the drive device 100 described above, has an in 35 includes a non-visible cable storage device. A toothed module segment 484 can be coupled to the backrest 20 in such a way that the toothed module segment 484 actuates the cable storage device in accordance with the functioning of the cable storage device 180 described above.

The features disclosed in the above description, the claims and the drawings can be important both individually and in combination for the implementation of the invention in its various configurations.

Reference List

1

vehicle seat

10

seat base

20

backrest

22

backrest frame

30

fitting

35

transmission rod

50

headrest

52

headrest support

60

headrest rod

62

score

100

drive device

102

drive motor

103

output shaft

104

transmission

106

first gear stage, reduction gear stage

108

second gear stage, planetary gear stage

110

housing

111

first housing part

112

second housing part

114

third part of the housing

120

sun wheel (of the first gear stage)

122

Ring gear (of the first gear stage)

124

planet wheel (of the first gear stage)

140

Sun gear (of the second gear stage)

150

Ring gear (of the second gear stage)

152

Interface, bearing eye

154

notch

160

planet wheel (of the second gear stage)

170

planet carrier

172

pinion

174

bearing pin

176

notch

180

rope storage facility

182

cable drum

183

groove

184

sprocket

186

barrel pick-up

190

switching device

192

swingarm

194

first cam

196

second cam

200

backrest swivel device

210

bearing bush

212

two edge

220

first tooth segment

222

hole

224

Long hole

230

second gear segment

232

backdrop

234

deepening

240

feather

250

eccentric

252

interior profile

260

coupling device

262

bearing journal

264

operating pin

266

driving pin

270

paddock

272

Long hole

274

bolt

300

headrest retraction

310

carrier

312

guide groove

314

recess

316

edge

320

rack part

322

rack

324

slide track

325

locking section

326

counter bearing

330

sleds

332

admission

334

inner space

336

rack

338

tongue

340

headrest drive

350

holder

352

first slot

354

second slot

356

Barrel Bearing

360

rope deflection

370

locking part

372

bearing pin

374

finger

376

deflection

380

energy accumulator

390

gear

400

bowden cable

402

covering

404

rope

406

ton

480

rope storage module

482

module housing

484

Module tooth segment

A1

backrest swivel axis

A2

motor axis of rotation

A3

Sun gear axis of rotation

A4

Planetary gear axis of rotation

A5

swing pivot axis

A6

drive axle

S1

Comfort adjustment range

S2

lowering path

S3

total path

R1

first reaction force

R2

second reaction force

Claims (10)

Headrest retraction (300) for a vehicle seat (1), in particular a motor vehicle seat, the vehicle seat (1) having a lower seat part (10) and a backrest (20), the inclination of the backrest (20) being adjustable relative to the lower seat part (10). , and the backrest (20) can be pivoted from a position of use in the direction of the lower seat part (10) into a position of non-use and back into the position of use, wherein when the backrest (20) is pivoted from the position of use to the position of non-use, the headrest retraction (300) forms a headrest (50) from an originally set position within a comfort setting range (S1) into a lowered position and when the backrest (20) is pivoted from the non-use position into the use position, the headrest (50) extends in the direction of the originally set position, in particular in a lowest position within the comfort setting range (S1) extends, the headrest retractor (300) has - a carrier (310), - a carriage (330) that can be displaced relative to the carrier (310), the carriage (330) having receptacles (332) for accommodating headrest rods (60), and the headrest rods (60) are guided in the receptacles (332) in a relatively displaceable manner, and - a headrest drive (340) for driving and/or controlling the relative displacement between the carriage (330) and the carrier (310) , characterized in that the headrest drive (340) can be locked in a form-fitting manner in such a way that a relative displacement between the carriage (330) and the carrier (310) is blocked. Headrest retraction (300) after claim 1 , characterized in that the carrier (310) can be connected to the backrest (20), in particular a backrest frame (22) of the backrest (20). Headrest retractor (300) according to one of the preceding claims, characterized in that the carrier (310) has a first rack (322), the carriage (330) has a second rack (336), and the headrest drive (340) has a gear (390 ), wherein the gear (390) meshes with both the first rack (322) and the second rack (336). Headrest retraction (300) according to one of the preceding claims, characterized in that the headrest drive (340) can be displaced along a link track (324) in an unlocked state. Headrest retraction (300) after claim 4 , characterized in that the link track (324) has a locking section (325). Headrest retraction (300) after claim 5 characterized in that the headrest drive (340) has a finger (374) which engages in the link track (324), relative displacement between the headrest drive (340) and the carrier (310) being blocked when the finger (374) located in the locking section (325). Headrest retraction (300) after claim 6 , characterized in that the headrest drive (340) has a holder (350) and a locking part (370) pivotably mounted in the holder (350), the finger (374) being fastened or formed on the locking part (370), and in particular an energy accumulator (380) pretensions the locking part (370) against the gear wheel (390). Headrest retraction (300) after claim 7 , characterized in that a cable (404) that can be operatively connected to the backrest (20) is guided around a deflection (376) of the locking part (370) in such a way that a pull on the cable (404) pivots the locking part (370) when the finger (374) is within the locking portion (325). Headrest retraction (300) after claim 8 , characterized in that a pull on the cable (404) moves the headrest drive (340) relative to the carrier (310) when the finger (374) is outside of the locking portion (325). Vehicle seat (1) having a lower seat part (10) and a backrest (20), the inclination of the backrest (20) being adjustable relative to the lower seat part (10), and the backrest (20) moving from a position of use towards the lower seat part (10) can be pivoted into a non-use position and back into the use position, wherein when the backrest (20) is pivoted from the use position into the non-use position by means of a headrest retraction (300) according to one of Claims 1 until 9 a headrest (50) moves from an originally set position within a comfort setting range (S1) into a lowered position and when the backrest (20) is pivoted from the non-use position into the use position, the headrest (50) extends in the direction of the originally set position, in particular in a lowest position within the comfort setting range (S1) extends.

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