DE102018119702B4 - Vehicle seat, in particular motor vehicle seat - Google Patents

Abstract

Vehicle seat (1), in particular a motor vehicle seat, with a seat part (2) which can be adjusted in height by means of a height adjustment kinematics (20), a backrest (4) which can be pivoted about a backrest pivot axis (A) and an adjustable backrest (4) changeable adjusting unit (30) for adjusting the inclination and supporting the backrest (4), the backrest (4) being mounted on the seat part (2) so as to be pivotable about the backrest pivot axis (A), the height adjustment kinematics (20) being a front rocker (22 ) and a rear rocker (24), which is articulated in a lower articulation point (22a, 24a) with a seat length adjuster (10) and articulated in an upper articulation point (22b, 24b) with the seat part (2), whereby a the first end of the actuating unit (30) is articulated in a first connection point (32) to the backrest (4) or a backrest adapter (6) and a second end of the actuating unit (30) is connected to the seat length insert in a second connection point (34) ller (10) is articulated

Description

The invention relates to a vehicle seat, in particular a motor vehicle seat, with a seat part which can be adjusted in height by means of a height adjustment kinematics, a backrest which can be pivoted about a backrest pivot axis, an adjustable backrest and a length-adjustable actuating unit for adjusting the inclination and support of the backrest.

State of the art

From the DE 10 2010 029 129 A1 A generic vehicle seat is known, comprising a height adjustment device with a length-adjustable adjusting unit suitable for adjusting and supporting a seat structure with respect to a seat base group, which is articulated at one end to the seat structure and at the other end to the seat base group, the control unit at one end and / or both ends is designed for pivotable and displaceable storage in the event of a crash relative to the seat structure and / or seat base group.

From the DE 691 00 578 T2 a vehicle seat is known which consists of a base frame, a backrest which is pivotally attached about a horizontally running lower pivot axis which is connected to the base frame, and a seat belt and anchorage points for the seat belt, one of which is arranged at the upper end of the backrest The backrest is made of a side beam with high flexural strength, to which the upper anchor point for the seat belt is attached, a lower cross member, which is attached to the base of the beam and has sufficient strength to incline the beam in the transverse direction prevent, and an L-shaped workpiece, which is attached to the carrier and to the cross member so that it forms a frame with them, and in addition a kink-resistant strut, the first end pivotable about a first horizontal transverse axis with the front End of the base is connected and the second end is pivotally connected to the carrier at a distance from the pivot axis about a second horizontal transverse axis, the distance being less than 1/6 of the distance of the second transverse axis from the upper anchorage point of the seat belt, and devices are provided which act on the strut, to regulate the position of the second transverse axis about the pivot axis.

From the GB 2 541 924 A. a vehicle seat arrangement is known. The vehicle seat assembly includes a seat frame and a backrest. The backrest has a first torsion tube for adjusting an angle of inclination of the backrest; and the seat frame has a second torsion tube for adjusting a seat height. The first and second torsion tubes are arranged concentrically around a pivot axis. The first and the second torsion tube can be rotated independently of one another about the pivot axis. The first torsion tube is rotatable to adjust the angle of the backrest; and the second torsion tube is rotatable to adjust the seat height.

task

The invention is based on the object of improving a vehicle seat of the type mentioned at the outset, in particular of creating the possibility of possibly forcing forces introduced via an upper region of a backrest past a height adjustment kinematics and introducing them directly into a seat length adjuster.

solution

This object is achieved according to the invention by a vehicle seat, in particular a motor vehicle seat, with a seat part which can be adjusted in height by means of a height adjustment kinematics, a backrest which can be pivoted about a backrest pivot axis, an adjustable backrest and a length-adjustable actuating unit for adjusting the inclination and support of the backrest, wherein the backrest is pivotally mounted about the backrest pivot axis on the seat part, the height adjustment kinematics having a front rocker and a rear rocker, which are each articulated in a lower articulation point with a seat length adjuster and in an upper articulation point with the seat part, a first End of the actuating unit is articulated in a first connection point to the backrest or a backrest adapter and a second end of the actuating unit is articulated in a second connection point to the seat length adjuster.

Because a first end of the actuating unit is articulated in a first connection point to the backrest or a backrest adapter and a second end of the actuating unit is articulated in a second connection point to a seat length adjuster, forces introduced to the height adjustment kinematics can be introduced via an upper region of the backrest bypassed and introduced directly into the seat length adjuster. This advantage is particularly pronounced in so-called belt integral seats, that is to say vehicle seats in which a belt force is introduced in the upper region of the backrest in the event of a crash.

Advantageous configurations which are used individually or in combination with one another can be described below and / or are the subject of the dependent claims.

To adjust individual seating areas or the backrest, the use of a variable-length adjusting unit is preferably proposed according to the invention, which, by changing its length, enables the backrest to be adjusted relative to the seat part or relative to a seat length adjuster.

The seat length adjuster can be connectable to a vehicle floor, in particular be connectable by means of a lower seat rail. The longitudinal adjuster preferably has an upper seat rail which is displaceably guided in the lower seat rail. The upper seat rail in the context of the invention is further understood to include components arranged on the upper seat rail, such as, for example, mounting brackets or adapter plates.

The variable-length design of the variable-length actuating unit can in principle be carried out in any manner, which can, for example, have a hydraulic or pneumatic or mechanical drive.

The height adjustment kinematics can have a four-bar arrangement. The backrest pivot axis can be arranged in accordance with the upper pivot point of the rear rocker of the height adjustment kinematics on the seat part.

The actuating unit preferably has a threaded spindle and a receiving unit with an internal thread adapted to the threaded spindle. The actuating unit can have an electrically drivable motor. The motor can be an electronically commutated electric motor, in particular a brushless DC motor.

The seat length adjuster can have an adapter plate.

The first connection point, between the first end of the actuating unit and the backrest or a backrest adapter, is preferably arranged in the vertical direction above the backrest pivot axis. If the backrest is swiveled to the maximum, the first connection point, between the first end of the actuating unit and the backrest or a backrest adapter, is preferably arranged in the vertical direction above the backrest pivot axis. If the backrest is pivoted to the rear to the maximum, the first connection point, between the first end of the actuating unit and the backrest or a backrest adapter, is preferably arranged in the vertical direction above the backrest pivot axis.

The backrest can be connected to the backrest adapter by means of a lockable fitting, in particular a locking fitting. Here, the first connection point can be arranged in the longitudinal direction in front of the fitting.

The vehicle seat can have an electrical control for the actuating unit and / or the height adjustment kinematics. The controller can be set up to perform a corresponding actuation of the actuating unit during a height adjustment of the seat part of the vehicle seat, so that a change in the inclination of the backrest relative to the seat part is compensated for. Accordingly, a change in the inclination of the backrest caused by a change in the height setting of the seat part can be compensated.

In other words, a combination of mechanisms and kinematics that is particularly suitable for the typical application and the typical requirements has prevailed over a long period of time in current vehicle seats or seat structures. In the majority of vehicle front seats common today, the person sitting in is secured by a three-point belt in the event of a crash, one of the three points being connected to the vehicle body, usually to the B-pillar. In order to be able to adjust the positions of the seat required for people of different sizes and weights, the three main setting functions "seat position in the vehicle's longitudinal direction", "seat height" and "backrest angle" are provided as standard in almost all vehicles, at least for the driver's seat.

Favored by the rapid development of microprocessors, sensors and software, modern motor vehicles can already offer a variety of assistance systems that continuously improve both safety and comfort by capturing critical driving situations and / or predicting or forecasting vehicle electronics Vehicle control process intervenes and thus supports or relieves the driver. The consequent further development of this rapidly occurring, evolutionary process will undoubtedly lead in the future to the fact that the vehicle driver has more and more time during the journey without the task of driving the vehicle and consequently can carry out other activities. Consistent further development in the future will also result in vehicles driving fully autonomously, without the need for a driver, which makes today's driver a future passenger.

As a result, with increasing automation of the vehicle, the vehicle seat becomes extended use functions will continue to develop, for example in the direction of a more comfortable resting position in which the driver no longer sits upright to reach the pedals and the steering wheel, but rather assumes a more lying, relaxed position.

A possible consequence of these changing boundary conditions is a change in the requirement for a seat belt of the vehicle seat, since if it were still attached to the B-pillar, it would run far in front of the upper body of the seat occupant in the lying position, and thus the restraint of the Seat occupants would be late during a frontal accident. As a rule, immediate contact between the occupant and the seat belt is desirable here. So-called belt integral seats, in which the fastening point of the seat belt near the shoulder is integrated into the backrest and thus can always be guided close to the upper body of the occupant despite the various inclination angles of the backrest, offer one possibility of realizing this.

Previously known belt integral seats have so far only been able to cope with the very high shoulder belt forces in an extended adjustment range of the backrest with considerable additional expenditure in terms of components and material, since the shoulder belt forces to be absorbed by the seat structure in the event of a crash have to be completely transmitted through the seat substructure into the vehicle floor. In addition to belt integration, partially or temporarily autonomous vehicles have the requirement that the driver, who is in a comfortable position with a flat backrest and seat set far back, for example, quickly reappears in the event of an approaching problem identified by the vehicle electronics relocate to operate the steering wheel and pedals. This return of the driver from a rest position to the driving position must be able to take place comparatively quickly and without the driver's intervention, that is to say fully automatically.

Due to the combination of the requirements of belt integration and quick adjustment, the use of an adjusting unit, preferably in the form of a linear adjuster, is advantageous for adjusting the angle of inclination of the backrest. A shoulder belt force that is introduced in the event of a crash at the upper edge of the backrest can, if arranged appropriately, be passed on past a height adjustment kinematics directly into the upper seat rail of a longitudinal adjuster.

A complete electrification of such a backrest adjustment function now creates the possibility of adjusting the inclination angle of the backrest, which is fundamentally adjustable relative to a seat part or a seat frame side part, in the future relative to the longitudinal adjuster, in particular to the upper seat rail. A resulting relative adjustment of the inclination angle of the backrest when the height adjustment is actuated can be compensated for in a mechatronic way. For vehicle seats in autonomous vehicles with automatic, rapid return to the driving position, information about the actual angle of inclination of the backrest is important, since this information can be used to derive further dependencies and boundary conditions for the functions of belt tensioners, airbags, etc. to be activated in the event of a crash. The real inclination angle of the backrest, which can be detected directly or indirectly by means of sensors, can serve as a basis for calculation, like the current seat height adjustment position, so that both position values can be offset against each other in a control unit and the adjusting unit for adjusting the backrest inclination can be automatically controlled when the height adjustment is actuated, to keep the angle of inclination of the backrest constant relative to the seat cushion.

According to the invention, the backrest pivot axis of the proposed vehicle seat is relatively lower compared to current vehicle seats, in particular in the region of a rear lower edge of the seat part or the seat frame side part. For further stiffening in the transverse direction, it is advisable to arrange the backrest pivot axis overlapping with a height adjustment kinematics in the middle of a cross tube that is usually present.

The previous position of the backrest swivel axis is the result of many years of evolutionary development, in the foreground of which goals such as the lowest possible backrest adjustment torque in the event of a rear impact, less backrest adjustment space, accessibility of a handwheel for manual backrest adjustment and an easy-to-install interface between the base and backrest for assembly after separate upholstery were in the foreground. Secondly, however, the height level inevitably created in this arrangement and the extreme inclination of the backrest in the lying area formed by the seat cushion and backrest, although this level is ergonomically not optimal. Due to the fact that the vehicle seat was almost never chosen in a lying position in real vehicle life, this minor inconvenience was almost never criticized by the occupant and consequently, as a development criterion, fell behind the other, always effective and consequently more important development goals.

This boundary condition will change in future autonomous vehicles. The driver will have the opportunity to rest in the future and prefer to use it in a real rest position. It can therefore be assumed that a consistently flat lying surface will be recognized as advantageous in the future. A linear actuator for Adjusting the backrest takes up less radial installation space around a swivel axis than a conventional fitting.

An arrangement of the actuating unit between the backrest and the longitudinal adjuster, in particular an upper seat rail, creates the advantage that this significantly relieves the height adjustment kinematics. Compensation of the change in the inclination angle of the backrest resulting from the support on the longitudinal adjuster, in particular on the upper seat rail, during a height adjustment by automatic and controlled activation of the actuating unit can be particularly advantageous.

Depending on the requirements and the required load capacity, the vehicle seat can have an actuating unit on one or both sides.

The use of an electronically commutated motor for the actuating unit is advantageous for quick adjustment with a small motor mass and a small motor volume. It can also be advantageous to use control electronics of the motor to synchronize a plurality of drives, in particular a drive of the actuating unit and a drive of the height adjustment kinematics, as well as the synchronization of two drives for two actuating units.

Sensors can also be provided. The actuating unit can have a sensor for detecting a current length of the actuating unit. The backrest can have a sensor for detecting a current inclination of the backrest. The sensor can be set up to detect an absolute value. The sensor can be an angle sensor for detecting a difference angle between the backrest and the rear rocker of the height adjustment kinematics.

Figure list

Before embodiments of the invention are described in more detail below with reference to figures, it should first be noted that the invention is not restricted to the components described or the method steps described. Furthermore, the terminology used is not a restriction, but is only of an exemplary nature. To the extent that the singular is used in the description and claims below, the plural is included, unless the context explicitly excludes this.

• 1: eine beispielhafte Darstellung eines aus dem Stand der Technik bekannten Fahrzeugsitzes mit einer im Wesentlichen aufgerichteten Lehne,
• 2: eine Darstellung des Fahrzeugsitzes von 1 mit einer nach vorne geklappten Lehne,
• 3: eine beispielhafte Darstellung eines erfindungsgemäßen Fahrzeugsitzes gemäß eines ersten Ausführungsbeispiels mit einer im Wesentlichen aufgerichteten Lehne,
• 4: eine Darstellung des Fahrzeugsitzes von 3 mit einer nach vorne geklappten Lehne,
• 5: eine Darstellung des Fahrzeugsitzes von 3 mit einer nach hinten geschwenkten Lehne, und
• 6: eine beispielhafte Darstellung eines erfindungsgemäßen Fahrzeugsitzes gemäß eines zweiten Ausführungsbeispiels mit einer im Wesentlichen aufgerichteten Lehne.

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

• 1 1 shows an exemplary representation of a vehicle seat known from the prior art with an essentially upright backrest,
• 2nd : a representation of the vehicle seat from 1 with a backrest folded forward,
• 3rd 1 shows an exemplary representation of a vehicle seat according to the invention in accordance with a first exemplary embodiment with an essentially upright backrest,
• 4th : a representation of the vehicle seat from 3rd with a backrest folded forward,
• 5 : a representation of the vehicle seat from 3rd with a backrest swiveled backwards, and
• 6 : An exemplary representation of a vehicle seat according to the invention according to a second embodiment with an essentially upright backrest.

The vehicle seats shown by way of example in the figures 1 , 1' are described below using three perpendicular spatial directions. A longitudinal direction x runs with a vehicle seat installed in the vehicle 1 , 1' largely horizontal and preferably parallel to a vehicle longitudinal direction, which corresponds to the normal direction of travel of the vehicle. One to the longitudinal direction x perpendicular transverse direction is also aligned horizontally in the vehicle and runs parallel to a vehicle transverse direction. A vertical direction e.g. runs perpendicular to the longitudinal direction x and perpendicular to the transverse direction. With a vehicle seat installed in the vehicle 1 , 1' runs the vertical direction e.g. parallel to the vehicle vertical axis.

The position and direction information used, such as front, rear, top and bottom, refer to the direction of view of a person in the vehicle seat 1 , 1' seated occupants in normal sitting position, with the vehicle seat 1 , 1' installed in the vehicle, in a position suitable for passenger transport with the backrest upright 4th and is oriented in the direction of travel as usual. The vehicle seat according to the invention 1 , 1' can, however, also be installed in a different orientation, for example transversely to the direction of travel.

The in 1 shown and generic vehicle seat 1' is with an essentially upright backrest 4th and in 2nd with a backrest folded forward 4th shown. The vehicle seat 1' has a seat part 2nd on which by means of a height adjustment kinematics 20th at a height in the vertical direction e.g. is adjustable. A seat length adjuster 10th of the vehicle seat 1' is in the present case by means of a mutually interlocking upper one Seat rail 12 and lower seat rail 14 educated. The lower seat rail 14 can be fixed to a vehicle structure. The top seat rail 12 is in position relative to the lower seat rail 14 longitudinal x slidable and fixable with a lock. The vehicle seat 1' also has an inclination relative to the seat part 2nd adjustable backrest 4th on. The rest 4th of the vehicle seat 1' is usually by means of a fitting 50` on a frame structure of the seat part 2nd pivoted. Here is the backrest 4th connected to a first fitting part in a rotationally fixed manner, a second fitting part rotatable with respect to the first fitting part being connected in a rotationally fixed manner to a connecting plate and the connecting plate in turn being connected to the frame structure of the seat part 2nd of the vehicle seat 1' connected is. With the fitting 50` it can be a gear fitting or a detent fitting.

The 3rd to 5 show a vehicle seat according to the invention 1 according to a first embodiment.

The vehicle seat 1 has a seat part 2nd on which by means of a height adjustment kinematics 20th is adjustable in height. The vehicle seat 1 has an adjustable backrest 4th on. The vehicle seat 1 is with regard to the seat length adjuster 10th and the height adjustment kinematics 20th to be substantially mirror-symmetrical to a plane perpendicular to the transverse direction. The rest 4th is by means of a backrest adapter 6 around a backrest swivel axis A swiveling with the seat part 2nd connected. The rest 4th is available with a lockable fitting 50 , especially a snap fitting, with the backrest adapter 6 connected. The rest 4th is thus in addition to an adjustability of the inclination by pivoting about the pivot axis A , also around the further axis of rotation B can be swiveled forward or folded. This makes it easier, for example, to get into one behind the vehicle seat 1 arranged row of seats or the vehicle seat 1 can be transferred to a stowed position, for example, to load bulky goods into the vehicle.

The vehicle seat 1 has a variable length unit L 30th to adjust the inclination and support the backrest 4th on, with a first end of the actuator 30th in a first connection point 32 with the backrest adapter 6 is articulated and a second end of the actuator 30th in a second connection point 34 with the seat length adjuster 10th is articulated. The length L corresponds to the distance between the two connection points 32 , 34 . The first connection point 32 is in the longitudinal direction x forward relative to the fitting 50 arranged.

The height adjustment kinematics 20th of the vehicle seat 1 is a four-bar arrangement in the present case. The four-bar arrangement of the height adjustment kinematics 20th is by means of a front swing arm 22 , a rear swing arm 24th , the seat part 2nd and the seat length adjuster 10th , especially the upper seat rail 12 of the seat length adjuster 10th , educated. Here is the front swing arm 22 and the rear swingarm 24th each in a lower pivot point 22a , 24a articulated with the upper seat rail 12 of the seat length adjuster 10th and in an upper pivot point 22b , 24b articulated with the seat part 2nd connected. The seat length adjuster 10th is generally an assembly that can be connected to a vehicle floor, in the present case the lower seat rail 14 .

The backrest swivel axis A is preferably in line with the upper articulation point 24b the rear swingarm 24th the height adjustment kinematics 20th on the seat part 4th arranged. This advantageously results in a particularly low arrangement of the backrest pivot axis A , causing the backrest 4th without forming an edge to the seat part 2nd relatively far back into one in 5 shown lying position is pivotable. The first connection point 32 is in the vertical direction e.g. above the backrest pivot axis A arranged.

To adjust the inclination of the backrest 4th shows the control unit 30th a threaded spindle 36 and a recording unit 38 with one on the threaded spindle 36 adjusted internal thread. Furthermore, the threaded spindle 36 relative to the acquisition unit 38 by means of an engine 40 the control unit 30th can be driven in rotation. Furthermore, in 5 shown that the first connection point 32 in the vertical direction e.g. above the backrest pivot axis A is arranged when the backrest 4th is pivoted to the rear at most.

6 shows an exemplary representation of a vehicle seat according to the invention 1 according to a second embodiment with an essentially upright backrest 4th . The vehicle seat 1 according to the second exemplary embodiment, unless otherwise described below, corresponds to the vehicle seat except for a few changes 1 according to the first embodiment.

The vehicle seat 1 has an adjustable backrest 4th on which around a backrest pivot axis A swiveling on the seat part 2nd is stored. The rest 4th is in the present case by means of a rotary bearing on the seat part 2nd stored.

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

Although the invention has been described in detail in the drawings and the preceding illustration, the illustrations are to be understood as illustrative and exemplary and not restrictive. In particular, the choice of the proportions of the individual elements shown in the drawing is not to be interpreted as necessary or restrictive. Furthermore, the invention is in particular not limited to the exemplary embodiments explained. Further variants of the invention and its implementation result for the person skilled in the art from the preceding disclosure, the figures and the claims.

Terms used in the claims such as “comprise”, “have”, “include”, “contain” and the like do not exclude further elements or steps. The use of the indefinite article does not preclude a majority. A single device can perform the functions of several units or devices mentioned in the claims.

Reference symbol list

1, 1 '

Vehicle seat

2nd

Seat part

4th

rest

6

Backrest adapter

10th

Seat length adjuster

12

upper seat rail

14

lower seat rail

20th

Height adjustment kinematics

22

front swingarm

22a

lower pivot point

22b

upper pivot point

24th

rear swingarm

24a

lower pivot point

24b

upper pivot point

30th

Actuator

32

first connection point

34

second connection point

36

Threaded spindle

38

Acquisition unit

40

engine

50, 50 '

fitting

A

Backrest swivel axis

B

Axis of rotation

x

Longitudinal direction

e.g.

Vertical direction

Claims (10)

Vehicle seat (1), in particular a motor vehicle seat, with a seat part (2) which can be adjusted in height by means of a height adjustment kinematics (20), a backrest (4) which can be pivoted about a backrest pivot axis (A) and an adjustable backrest (4) in length (L) changeable adjusting unit (30) for adjusting the inclination and supporting the backrest (4), the backrest (4) being mounted on the seat part (2) so as to be pivotable about the backrest pivot axis (A), the height adjustment kinematics (20) being a front rocker (22 ) and a rear rocker (24), which is articulated in a lower articulation point (22a, 24a) with a seat length adjuster (10) and articulated in an upper articulation point (22b, 24b) with the seat part (2), whereby a the first end of the actuating unit (30) is articulated in a first connection point (32) to the backrest (4) or a backrest adapter (6) and a second end of the actuating unit (30) is connected to the seat length insert in a second connection point (34) ller (10) is articulated Vehicle seat (1) according to Claim 1 , wherein the backrest pivot axis (A) coincides with the upper articulation point (24b) of the rear rocker (24) of the height adjustment kinematics (20) on the seat part (2). Vehicle seat (1) according to one of the Claims 1 to 2nd , wherein the first connection point (32) is arranged in the vertical direction (z) above the backrest pivot axis (A). Vehicle seat (1) according to one of the Claims 1 to 3rd The actuating unit (30) can be controlled such that a change in the inclination of the backrest (4) can be compensated for by adjusting the height of the seat part (2). Vehicle seat (1) according to one of the Claims 1 to 4th A motor (40), in particular an electronically commutated electric motor, is provided for driving the actuating unit (30). Vehicle seat (1) according to one of the Claims 1 to 5 The vehicle seat (1) has two adjusting units (30) which are arranged essentially mirror-symmetrically to a plane perpendicular to a transverse direction. Vehicle seat (1) according to one of the Claims 1 to 6 , wherein a drive of the actuator (30) and a drive of the height adjustment kinematics (20) can be controlled synchronously. Vehicle seat (1) according to one of the Claims 1 to 7 , The actuating unit (30) having a sensor for detecting a current length (L) of the actuating unit (30). Vehicle seat (1) according to one of the Claims 1 to 8th The backrest (4) has a sensor for detecting a current inclination of the backrest (4). Vehicle seat (1) according to one of the Claims 1 to 9 , wherein the vehicle seat (1) is a belt integral seat.

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