DE102020208902A1 - Vehicle seat comprising an oscillating unit, which is associated with a spring system and a damper system, and a method for setting a preload of a spring system, which interacts with the damper system for adaptive damping of the vehicle seat - Google Patents

Abstract

The invention relates to a method for setting a preload of a spring element (10.1) of a spring system (10) of a vehicle seat (1) arranged in a vehicle, with movement kinematics (1) arranged between a body (2) and a seat part (1.1) of the vehicle seat (1). 20) an oscillating unit (100), by means of which a predeterminable position of the vehicle seat (1), in particular a central position (zM) within a lifting height (Δhz) of a seat part (1.1) of the vehicle seat (1), is set, with the steps: determining a height position (hz) of the movement kinematics (20) of the oscillating unit (100) from the specified position (zM) of the movement kinematics (20) as a function of a mass (m) of a person sitting on the vehicle seat (1), and evaluating a deviation in the movement kinematics (20) the oscillating unit (100) from the specified position, which is detected and evaluated in the control unit (50), and changing the spring preload of the at least one spring element mentes (10.1) of the spring system (10) by a drive of a spring system adjustment unit (10.2) for setting the specified position depending on the deviation from the specified position.

Description

The invention relates to a vehicle seat with an oscillating unit arranged opposite a body of the vehicle and a seat part of the vehicle seat. The oscillating unit includes a spring system and an adjustable damper system, which are integrated into the movement kinematics of the vehicle seat.

According to the prior art, vehicle seats with differently designed oscillating units with integrated spring systems and adjustable damper systems are known.

It is known for truck seats that the preload of the suspension can be adjusted manually to the weight of a person sitting on it, for example by means of a handwheel. It is also known that the degree of damping of the oil pressure damper of a seat suspension can be manually varied by means of a lever.

That's from the pamphlet DE 10 2016 216 653 A1 an active vehicle seat system and a method for operating an active vehicle seat system are known. The disclosed vehicle seat system comprises at least one detection unit for detecting at least one piece of interference information that affects the vehicle movement and affects the vehicle seat. It is proposed that a processing unit implements a compensation on the basis of the disturbance information by means of an active element, which at least partially compensates for the effect of the disturbance on the vehicle seat.

In particular, a linear motor is designed as an active element to actively undertake/perform a compensation, in particular by exerting a force, for the vehicle seat.

A sensor system on the chassis of the vehicle, in particular in the area of a front axle and/or at least one front wheel, is provided as a detection unit.

From the pamphlet EP 1 577 156 A2 a vehicle seat with a support device of the vehicle seat that can be controlled by a control device is known, the support device being movably mounted in at least one degree of freedom. The control device takes into account data from a sensor fixed to the vehicle for determining the vehicle acceleration, a sensor fixed to the seat structure for detecting the acceleration of the seat structure and a sensor for detecting the relative movement of the seat structure with respect to the vehicle. From the measured variables, the control device calculates a manipulated variable for an actuator, such as a linear motor, for controlling the transmission behavior of the support device in the specified degree of freedom. It is provided, for example, that the control device implements the control of the spring characteristic of the support spring or the control of the damper characteristic of the support damper.

The pamphlet WO 2004/052678 A1 discloses a vehicle seat with active seat suspension. This includes a spring-loaded oscillating frame and a seat mechanism that can be adjusted by means of at least two actuators and is articulated to the oscillating frame. At least two acceleration sensors are provided, of which the first acceleration sensor is arranged at a spring support point near a first joint axis and the second acceleration sensor is arranged at a spring support point near a second joint axis. Furthermore, at least two actuators are controlled by power and control electronics, with which the signals from the acceleration sensors are processed. The power and control electronics control the actuators to actuate the actuators in order to achieve the target actuating forces. The oscillating frame can thus be adjusted in two degrees of freedom of movement by means of the two actuators, so that dynamic forces that are introduced into the seat by the vehicle chassis can be compensated for in two degrees of freedom of movement.

Another vehicle seat suspension is from the reference EP 2 810 819 B1 known. This comprises a horizontal springing device with a lower part on the bodywork side and an upper part on the seat part side that can be displaced relative thereto. A coupling device is arranged to interact between the upper part on the seat part side and the lower part on the body side, the coupling device comprising a deformable spring element as a first coupling element and a bearing and deformation device as a further coupling element. The deformable spring element is arranged between two mutually facing contact surfaces of a receiving space of the bearing and deformation device, wherein the coupling elements are each coupled to the upper part on the seat part side or with the lower part on the body side.

Proceeding from the state of the art, the invention is now based on the object of providing a vehicle seat with an improved oscillating unit. By means of the oscillating unit consisting of a spring system and, in one embodiment, also of a damping system, the driving comfort for the person sitting on the seat part is to be improved. In particular, an after-vibration of the seat part of the vehicle seat as a result of excitations caused by bumps in the roadway should be reduced/avoided. The oscillating unit should have a simple structure and require little space, with the method for operating the oscillating unit in particular being able to be customized so that different people with different weights use the vehicle seat.

The starting point of the invention is a method for setting a pretension of a spring element of a spring system of a vehicle seat arranged in a vehicle with movement kinematics of an oscillating unit arranged between a body and a seat part of the vehicle seat, by means of which a predeterminable position of the vehicle seat, in particular a central position within a lifting height of a Seat part of the vehicle seat is adjusted.

The following steps according to the invention are provided.

Determining a vertical position of the movement kinematics of the oscillating unit from the predetermined position of the movement kinematics as a function of a mass of a person sitting on the vehicle seat, and
Evaluating a deviation of the movement kinematics of the oscillating unit from the specified position, which is detected and evaluated in the control unit, and changing the spring preload of the at least one spring element of the spring system by driving a spring system adjustment unit to set the specified position depending on the deviation from the specified position.

Preferred configurations of the method are explained in detail in the dependent claims and the following description.

To carry out the method, a vehicle seat is designed as follows according to the following embodiment variants.

First variant:

Vehicle seat, with an oscillating unit arranged between a body and a seat part of the vehicle seat, which comprises a spring system that is integrated into a movement kinematics, the spring system according to the invention having at least one spring element and a spring system adjustment unit for setting a preload of the at least one spring element and at least one switch and includes a triggering element for determining the average deviation of the height position from the specified position.

Second variant:

Vehicle seat, with an oscillating unit arranged between the body and the seat part of the vehicle seat, comprising the spring system, which is integrated into movement kinematics, the spring system also having at least one spring element and a spring system adjustment unit for setting a preload of the at least one spring element, but according to this second embodiment variant comprises at least one height sensor for determining the mean deviation of the height position from the specified location.

Extended second variant:

In an extended second embodiment variant, which is based on the second embodiment variant with the height sensor, it is provided that the oscillating unit arranged between the body and the seat part of the vehicle seat comprises the spring system, with the oscillating unit being arranged integrated into a movement kinematics of the vehicle seat. In the expanded second embodiment variant, the vehicle seat includes the spring system and, as an extension, an adjustable damper system, which is also integrated into the movement kinematics of the vehicle seat.

Preferred configurations of the structural configuration of the vehicle seat are explained in detail in the dependent claims and the description.

According to the invention, it is provided that the adaptive damper system also comprises at least one movement sensor that detects at least one vertical movement of the seat part and at least one control unit.

Due to the adaptive control of the damper system, a damping of the oscillating unit of the vehicle seat that is advantageous at the respective point in time takes place as a function of the permanently detected sensor signal of the at least one motion sensor.

The excitations acting on the seat part of the vehicle seat due to bumps in the roadway lead to vertical movements of the seat part. These vertical movements are advantageously directly detected by means of the movement sensor. By evaluating the sensor data, the control unit can control the damper system in such a way that damping counteracts the excitation. The damper system according to the invention thus makes it possible to adapt the adaptive damping of the seat part of the vehicle seat to the respective excitation-induced vibration behavior of the seat part depending on the situation. Accordingly, the driving comfort is advantageously increased by the advantageously good adaptation of the damper system to the vibration behavior of the seat part.

Due to the fact that only one sensor is provided, the computing effort of the control unit can advantageously be low. One sensor can be easily and inexpensively installed on the vehicle seat. This means that the additional costs for a vehicle seat equipped with the adaptive damping system are low.

In an advantageous embodiment of the invention, it is provided that the spring system integrated into the movement kinematics has at least one spring element, a spring system adjustment unit for setting a preload of the at least one spring element, a height sensor for detecting the height of the seat part compared to a fixed reference height, in particular a bodywork, and an associated Control unit includes.

The height of the seat part relative to the fixed reference height, in particular of a body, is recorded after the respective person has sat down in the rest position, ie after the seat part has settled while the vehicle is stationary. As a rule, the height of the seat part relative to the fixed reference height is determined immediately after an initiation process, in particular after the ignition has been switched on.

The change in the prestressing force of the at least one spring element (spring rate/spring characteristic of the at least one spring element remains unchanged) takes place according to the invention as a function of a sensor signal detected by the height sensor by automatic control of the spring system adjustment unit acting on the respective spring element. Because the height sensor detects the height of the seat part in relation to the fixed reference height, this height in relation to the fixed reference height depending on the weight of the person sitting on it, it is possible to advantageously adjust the firmness of the (at least one) spring element individually by changing the pretension of the Make spring element to the seated person, so that by changing the bias of the spring element in an advantageous manner automatic adjustment (without manual intervention by the person) is made possible for the respective person.

The height of the oscillating unit was adjusted in a conventional manner, as will be explained in detail in the following description with reference to the figures, in a conventional manner using a handwheel. The advantage of the solution according to the invention is in particular that the user does not know his weight and does not have to manually adjust the height of the oscillating unit, since the setting of an optimal seat height or a desired seat height is carried out automatically.

The setting leads to an optimal central position of the oscillating unit in a desired, definable working area, so that it does not hit the end positions (seen at the top and bottom in the vertical z-direction), so that the comfort of the oscillating unit can be optimally used in a large working area .

In addition, a vibration of the seat part, for example caused by bumps in the road, is advantageously suppressed by a damping element of a damping system, which is preferably the movement kinematics is integrated, reduced or prevented. The after-vibration of the seat part can thus be efficiently and effectively reduced or prevented by the damper system, as will also be explained in more detail below.

With the conventional solution, the optimal height of the oscillating unit is set in the conventional way using a hand wheel. An advantage of the solution according to the invention is that the user does not have to know his weight and does not have to carry out any actuation, since the setting is carried out automatically. The setting leads to an optimal middle position of the oscillating unit in a working area, so that hitting the upper and lower end positions is avoided, so that the comfort of the oscillating unit can be optimally used.

In a further advantageous embodiment of the invention, the oscillating unit includes an integrated damper system. The adaptive damper system includes at least one damper element and one damper adjustment unit.

According to the invention, the damper adjustment unit is designed to vary the degree of damping/damping hardness of the damper element by adaptive control of the damper adjustment unit on the basis of a signal from the control unit.

Thus, the post-vibration of the seat part can be efficiently reduced in an advantageous manner by the damper adjustment unit consisting of at least one damper element and one damper adjustment unit acting on the damper element to change the degree of damping. Accordingly, with a few known assemblies that require little space, the comfort for the person sitting on the seat can be significantly improved on the basis of the vibration behavior of the seat part detected by means of a movement sensor.

In an advantageous embodiment of the invention, the damper adjustment unit and/or the spring system adjustment unit are designed as an electromechanical adjustment element. For the intended use, electromechanical actuating elements are preferably electric motors, such as in particular linear motors, geared motors and stepper motors. These motors can easily be connected to the respective adjustable damping element or to the adjustable spring element in order to adjust the degree of damping of the damping element or the preload of the spring element precisely and, if necessary, quickly, as specified by the signals from the control unit. Electric motors of the designs specified are available inexpensively as mass-produced products and can be easily supplied with the electrical energy that is already available in vehicles.

According to a further advantageous embodiment of the invention, the damping element is an oil pressure damper, a pneumatic damper or a damping element designed as a hydraulic oil pressure damper, which is particularly suitable for adapting the damping behavior of the oscillating unit as required.

Oil pressure dampers are already being used as manually adjustable versions on vehicle seats to dampen the vibration behavior.

Because the damper element is coupled to an electromechanical actuating element, the degree of damping can be modified according to the kinetic energy of the seat part to be damped by changing the passage cross section of the oil pressure damper due to the consideration of the vibration behavior stimulated by bumps in the road.

According to a further advantageous embodiment of the invention, the sensor that detects the movement of the seat part, and therefore of the vehicle seat, is an acceleration sensor.

In order to dampen the kinetic energy of the vehicle seat, this must be determined from the weight of the vehicle seat (vehicle seat mass) including the weight of the person sitting on it (body mass of the person) and the acceleration of the masses in the vertical direction.

If the acceleration sensor is used, a speed can be calculated in a control unit from the determined acceleration and the sum of all masses, which speed serves as the basis for the control strategy, as will be explained below.

According to a further advantageous embodiment of the invention, the movement sensor that detects the movement of the seat part is also designed to also detect the height of the seat part compared to the fixed reference height. The vertical movement of the seat is based on the change in height of the seat part from the fixed reference height. Thus, with a suitable design of the sensor, the spring preload force relevant for setting the preload of the spring element can also be determined from the sensor data.

Since the weight of the seat part and the person sitting on it is related to the height position of the seat part, the total weight of the seat part, which is relevant for the activation of the damper adjustment unit, can also be determined from the sensor data.

Thus, by means of only one sensor and one control unit, an effective improvement in driving comfort can advantageously be achieved with little effort by adapting the spring element and the damping element for the vehicle seat designed according to the invention.

Furthermore, the object of the invention is achieved by providing a method according to the invention for controlling the vibration behavior of a vehicle seat. According to the method for controlling the vibration behavior of the vehicle seat, it is provided that the acceleration of the seat part in the vertical direction is permanently recorded by means of the movement sensor and forwarded to the control unit.

The control unit determines the speed of the seat part from the data from the acceleration sensor and calculates the total kinetic energy of the vehicle seat, taking into account the weight of the vehicle seat and the weight of a person sitting on the vehicle seat.

The weight of the person sitting on it can be estimated or measured. Furthermore, the calculated kinetic energy is low-pass filtered with a suitable time constant in the seconds range.

The result of the filtering is normalized to values between 0 and 1 by an applied Hill function.

The value 0 corresponds to the softest damping and the value 1 corresponds to the hardest damping.

Both the values and thus also the damping can assume values between 0 and 1. Reference is made to the description for a more detailed explanation.

Using the hill function, the control unit activates the damper adjustment unit according to the kinetic energy to be damped, thus compensating for the kinetic energy excited due to the unevenness of the road. Accordingly, the driving comfort for the vehicle seat according to the invention is advantageously increased.

Further preferred configurations of the invention result from the remaining features mentioned in the dependent claims.

The various embodiments of the invention mentioned in this application can advantageously be combined with one another, unless stated otherwise in the individual case.

• 1 einen Fahrzeugsitz gemäß Stand der Technik in einer perspektivischen Darstellung mit einer gegenüber einer Karosserie und dem Sitzteil des Fahrzeugsitzes angeordneten Schwingeinheit, umfassend ein Federsystem und ein Dämpfersystem,
• 2 eine Draufsicht der Schwingeinheit eines Fahrzeugsitzes mit zwei Federelementen gemäß Stand der Technik,
• 3 einen Fahrzeugsitz gemäß Stand der Technik in einer schematischen Darstellung mit einer gegenüber einer Karosserie und dem Sitzteil des Fahrzeugsitzes angeordneten Schwingeinheit, umfassend ein Federsystem und ein Dämpfersystem,
• 4 einen erfindungsgemäßen Fahrzeugsitz in einer perspektivischen Darstellung mit einer, gegenüber einer Karosserie und dem Sitzteil des Fahrzeugsitzes angeordneten Schwingeinheit, umfassend ein automatisches Federsystem und ein adaptives Dämpfersystem,
• 5 einen erfindungsgemäßen Fahrzeugsitz in einer schematischen Darstellung mit einer, gegenüber einer Karosserie und dem Sitzteil des Fahrzeugsitzes angeordneten Schwingeinheit, umfassend ein automatisches Federsystem und ein adaptives Dämpfersystem,
• 6 ein Verfahrensschema zur Regelung des Schwingverhaltens eines erfindungsgemäßen Fahrzeugsitzes,
• 7 eine perspektivische Darstellung des Fahrzeugsitzes in Verbindung mit einem Energie-Zeit-Diagramm und einem Dämpferhärte-Energie-Diagramm,
• 8 einen erfindungsgemäßen Fahrzeugsitz in einer schematischen Darstellung mit einer, gegenüber einer Karosserie und dem Sitzteil des Fahrzeugsitzes angeordneten Schwingeinheit, ausschließlich umfassend ein automatisches Federsystem, unter Angabe eines in 9 gezeigten Details IX,
• 9 das Detail IX gemäß 8 mit einem Schaltmechanismus zur automatischen Einstellung einer Mittellage des Fahrzeugsitzes mittels des Federsystems, 10A einen ersten Zeitstrahl und einen zweiten Zeitstrahl, der innerhalb des ersten Zeitstrahls mehrere Auswertezeiträume verdeutlicht und
• 10B ein z/t-Diagramm der Höhenposition des erfindungsgemäßen Fahrzeugsitzes in der Vertikalrichtung gegenüber einer Karosserie über der Zeit zur Verdeutlichung einer Vorgehensweise zur Einstellung einer optimalen Mittellage des Fahrzeugsitzes innerhalb eines Auswertezeitraumes.

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

• 1 a vehicle seat according to the prior art in a perspective view with an oscillating unit arranged opposite a body and the seat part of the vehicle seat, comprising a spring system and a damper system,
• 2 a plan view of the oscillating unit of a vehicle seat with two spring elements according to the prior art,
• 3 a vehicle seat according to the prior art in a schematic representation with an oscillating unit arranged opposite a body and the seat part of the vehicle seat, comprising a spring system and a damper system,
• 4 a vehicle seat according to the invention in a perspective view with an oscillating unit arranged opposite a body and the seat part of the vehicle seat, comprising an automatic spring system and an adaptive damper system,
• 5 a vehicle seat according to the invention in a schematic representation with an oscillating unit arranged opposite a body and the seat part of the vehicle seat, comprising an automatic spring system and an adaptive damper system,
• 6 a process scheme for controlling the vibration behavior of a vehicle seat according to the invention,
• 7 a perspective view of the vehicle seat in conjunction with an energy-time diagram and a damper hardness energy diagram,
• 8th a vehicle seat according to the invention in a schematic representation with an oscillating unit arranged opposite a body and the seat part of the vehicle seat, exclusively comprising an automatic spring system, stating an in 9 details shown IX,
• 9 the detail IX according to 8th with a switching mechanism for automatically setting a central position of the vehicle seat by means of the spring system, 10A a first timeline and a second timeline, which illustrates several evaluation periods within the first timeline and
• 10B a z/t diagram of the height position of the vehicle seat according to the invention in the vertical direction in relation to a body over time to illustrate a procedure for setting an optimal central position of the vehicle seat within an evaluation period.

Possible preferred embodiments of the invention are explained below with a description of the state of the art identified. For the purposes of the description, the direction lying in the longitudinal direction of a vehicle in which a vehicle seat 1 according to the invention is arranged is to be denoted by “x”. "y" denotes the horizontal direction of the vehicle orthogonal to the x-direction and "z" denotes the vertical direction of the vehicle orthogonal to the x-direction. This way of designating the spatial directions in Cartesian coordinates corresponds to the coordinate system generally used in the motor vehicle industry. Within all the figures, the same reference numbers are used below for the same components, with all the components already presented possibly not being explained again using the reference numbers in each figure.

the 1 shows a conventional vehicle seat 1 in a perspective view with an oscillating unit 100 arranged opposite a body 2 and the seat part 1.1 of the vehicle seat 1.

In 2 this oscillating unit 100 is shown in a plan view in a plane below the seat part 1.1.

the 3 shows that 1 and 2 known vehicle seat 1 in a schematic representation.

The seat part 1.1 is guided by known movement kinematics 20, in the manner of scissor kinematics or a parallel guide 110 as part of the oscillating unit 100.

The scissors kinematics 110 shown as an example is arranged between the body 2 and the seat part 1.1.

In the selected exemplary embodiment, the scissors kinematics 110 have articulated fixed bearings (rear) as seen in the x-direction. A fixed bearing is fixed to the seat part and the other fixed bearing is fixed to the body. Seen in the x-direction (front), articulated slide bearings are formed. One slide bearing is fixed to the seat part and the other fixed bearing is fixed to the body. The slideways are in the 3 and 5 implied. It goes without saying that the kinematics can have a different configuration overall and, in the selected exemplary embodiment, can in particular also be reversed, that is to say the fixed bearings are arranged at the front and the plain bearings are arranged at the rear. The sliding bearings slide, for example, over rollers in sliding guides, which can be C-profiles, for example, in which the rollers in the sliding guides run forwards and backwards as seen in the x-direction. In this respect, the front sliding guides in the selected exemplary embodiment are arranged fixed to the seat part at the top, seen in the z-direction, and fixed to the body at the bottom, seen in the z-direction. By means of this kinematics, the compression and rebound of the seat part 1.1 in relation to the body 2 takes place by means of a spring system 10, as will be explained below.

Furthermore, a spring system 10 is provided between the seat part 1.1 and the body 2, which in the selected exemplary embodiment has two spring elements 10.1 (cf 2 ) and a spring system adjustment unit 10.2 for manually setting a spring preload.

It goes without saying that according to the invention at least only one spring element 10.1 has to be arranged. Out 2 shows that the spring elements 10.1 are arranged lying horizontally in the x/y plane in the installation situation. They are arranged in the oscillating unit 100 via a corresponding deflection mechanism, which is not explained further here, so that a force acting from the z-direction, i.e. a person sitting on the seat part 1.1, causes the scissors of the scissor kinematics to shift in the z-direction causes, while the spring elements 10.1 of the spring system adjustment unit 10.2 are expanded or relaxed in the x-direction.

The spring elements 10.1 are in the schematic representations of 3 and 5 shown vertically to clarify the invention to ensure their visibility in the figures. As explained, they are arranged horizontally in the actual installation situation of the exemplary embodiment.

In order to be able to adapt the spring elements 10.1 to the weight of the person sitting on the seat part 1.1, the spring system adjustment unit 10.2 is designed in a conventional manner as a hand wheel 3 for individually adjusting the prestressing of the spring elements 10.1.

By adjusting the hand wheel 3, the prestressing force of the spring elements 10.1 can be adapted to the individual parameters or needs of the person sitting on it.

Furthermore, a damper system 30 is integrated into the oscillating unit 100 in order to reduce the springback of the suspension. Like the spring system 10, the damper system 30 is arranged between the body 2 and the seat part 1.1.

The conventional static damper system 30 comprises at least one damper element 30.1 that can be manually adjusted with regard to the degree of damping, such as an oil pressure damper 30.1 and a damper adjustment unit 30.2 that can be actuated by means of a hand lever 4.

Thus, the damping hardness of the conventional damping system 30 can be varied according to the user's needs on the hand lever 4 arranged laterally next to the seat part 1.1.

the 4 and 5 show a vehicle seat 1 according to the invention with an oscillating unit 100 arranged opposite a body 2 and a seat part 1.1 of the vehicle seat 1.

where is in 4 one, off 1 resulting, perspective view of the vehicle seat 1 according to the invention shown. The active elements are partially drawn out of their actual position in or on the vehicle seat.

the 5 shows one 3 based schematic representation of the vehicle seat according to the invention 1.

The vehicle seat 1 according to the invention is, like that in the 1 until 3 vehicle seat 1 shown as an example according to the prior art, with an oscillating unit 100 .

The oscillating unit 100 of the vehicle seat 1 according to the invention comprises scissor kinematics 110, an automatic spring system 10 and an adaptive damper system 30.

In the following, in particular, the differences to the 1 until 3 explained prior art.

The oscillating unit 100 comprises an automatic spring system 10, which has at least one spring element 10.1 and a spring system adjustment unit 10.2 acting on the spring element 10.1 for automatically setting the prestressing of the spring element 10.1.

Furthermore, the oscillating unit 100 includes an adaptive damper system 30 which, with regard to the degree of damping, enables the damping force/damping force to be adjusted automatically, as will be explained below.

Furthermore, at least one movement sensor S2 in the manner of a height sensor and a damper system 30 and spring system 10 shared by the control unit 50 are provided.

The spring system 10 and the damper system 30 are integrated into the movement kinematics 20 of the vehicle seat 1 .

According to the invention, the damper system 30 comprises a damper element 30.1 and a damper adjustment unit 30.2 acting on the damper element 30.1 to change the degree of damping.

The damper element 30.1 is designed here as an oil pressure damper 30.1 and the damper adjustment unit 30.2 acting on it as a servo motor 30.1.

One or more spiral springs 10.1 are provided as the spring element(s), on which the spring system adjustment unit 10.2 designed as a geared motor acts to change the prestress.

In 4 , which illustrates another exemplary embodiment, two sensors S1, S2 are provided.

A motion sensor S1, in the manner of an acceleration sensor, detects the acceleration of the seat part 1.1, and therefore the vehicle seat 1, overall in the vertical direction z without reference to the position of the body 2, and a height sensor S2 the position of the seat part 1.1, and therefore the vehicle seat 1, overall in the vertical direction z with respect to the body 2.

The use of an acceleration sensor S1 to carry out the situational activation = adaptive damping of the damper adjustment unit 30.1 according to the kinetic energy Ekin of the vehicle seat 1 calculated from the vertical acceleration (z-direction) by means of the control unit 50 has the advantage over the use of the height sensor S2 that the Acceleration of the vehicle seat 1 is determined independently of a relative movement of the vehicle seat 1 within the reference system between the body 2 and the vehicle seat 1.

This means that in contrast to the height sensor S2, which can generally also be used for the situational control = adaptive damping of the damper adjustment unit 30.1, the input variable when using the acceleration sensor S1 is the acceleration of the vehicle seat 1 with the advantage that the change in travel Δh _z des Vehicle seat 1 in the vertical direction relative to the body 2 is used as an input variable for the damper control of the damper adjustment unit 30.1 within the control unit 50, but rather the acceleration of the vehicle seat 1 is used as an input variable for the damper control of the damper adjustment unit 30.1 within the control unit 50, which causes the vehicle seat 1 to vibrate strongly , caused for example by large road excitations, is avoided.

The height sensor S2 is therefore preferably used to set the optimal center position of the seat part 1.1, i.e. the oscillating unit 100 of the vehicle seat 1, based on the compression/rebound travel Δz of the oscillating unit 100 in order to detect the person-dependent variable individual position of the seat part 1.1 before the start of the journey and at least before The start of the journey (possibly also repeated if the vehicle is at a standstill in the meantime) is set in an optimal central position, while the acceleration sensor S1 is preferably used for the situational control=adaptive damping of the damper adjustment unit 30.1.

The data are transmitted to the control unit 50 by means of a data line 51 .

The acceleration sensor S1, preferably mounted on the movable part of the oscillating unit 100, is used to detect the vertical acceleration of the vehicle seat 1 in order to carry out the situational activation of the damper adjustment unit 30.1 according to the kinetic energy Ekin of the vehicle seat 1 calculated from the vertical acceleration by means of the control unit 50.

The height sensor S2, preferably attached to the movable part of the oscillating unit 100, is installed to detect the rest position of the seat part 1.1.

The resting position of the seat part 1.1, which depends on the weight of the person sitting on it, is decisive for the variable setting of the prestressing of the spring elements 10.1. This is followed by an to that Adjusted presetting of the spring preload of the spring elements to the weight of the person sitting on it 10.1.

In 5 Only one sensor S2 is provided, which detects the total movement of the seat part 1.1, ie the compression travel of the oscillating unit 100 and thus of the seat part 1.1 or the vehicle seat 1 in the vertical direction z.

The motion sensor S2 is a height sensor. Starting from the optimal central position of the seat part 1.1 or the oscillating unit 100, it detects the variable position of the seat part 1.1 using the compression/rebound travel Δz of the oscillating unit 100.

Accordingly, using the height sensor S2, both the rest position (middle position of the seat part 1.1) and a change in height of the seat part 1.1 can be determined and processed in the control unit 50.

In this way, both the adaptive damping system and the automatic spring system 10 can advantageously be operated with only one sensor S2, the height sensor.

In other words, at least one height sensor S2 is necessary in order to determine the position of the seat part 1.1 or the vehicle seat 1 within the motor vehicle in relation to the body 2. The relative speed of the seat part 1.1 or the vehicle seat 1 in relation to the body 2 can be calculated from the data determined by the height sensor S2. The use of an acceleration sensor S1 in combination with the height sensor S2 represents a possible embodiment variant. If one wishes to save one sensor, it is therefore at least necessary to use the height sensor S2.

In order to control and supply energy to spring system adjustment unit 10.2 and damper adjustment unit 30.2, these are connected to control unit 50 by a signal line 52.

The invention thus provides an adaptive damper system 30 in order to be able to adaptively set the degree of damping of the at least one damper element 30.1 as a function of the kinetic energy of the vehicle seat 1 by means of a damper adjustment unit 30.2.

Furthermore, the invention provides an automatic spring system 10 in order to automatically adjust the preload of the at least one spring element 10.1 by means of a spring system adjustment unit 10.2 depending on the total weight (with the person sitting on it) of the vehicle seat 1.

Since the degree of damping of the oil pressure damper 30.1 can be adapted to the respective vibration behavior of the vehicle seat 1, the vibration damping of the vehicle seat 1 can be carried out by means of the automatically adjustable damping behavior of the oil pressure damper 30.1 on the basis of the sensor data evaluated by the control unit 50 such that a Induced vibration of the seat part 1.1 of the vehicle seat 1 is advantageously reduced/avoided and reduced to a minimum.

This makes it possible to use the oil pressure damper 30.1 in contrast to that from the 1 until 3 known solution situationally to the respective excitation-induced vibration behavior of the vehicle seat 1, and consequently the seat part 1.1 to adapt. The situational adjustment of the oil pressure damper 30.1 to the vibration behavior of the vehicle seat 1, and therefore of the seat part 1.1, increases driving comfort in an advantageous manner.

By determining the resting position of the seat part 1.1, the control unit 50 can adapt the preload of the spring element 10.1 to the weight of the person sitting on it, taking into account the spring characteristic of the spring element 10.1 by means of a connected servomotor 10.1.

It is provided that the spring preload force is changed in such a way that a starting position, in particular an optimal middle position, is set so that the spring deflection (thus a vertical adjustment of the scissor kinematics) Δz↓ and the rebound travel Δz↑ are equal.

The optimal middle position causes an optimal positioning of the seat part 1.1, in the vertical direction, in relation to the body 2, whereby the greatest possible decoupling comfort is achieved.

Advantageously, starting from the starting position, the seat part 1.1 does not hit an imaginary upper stop point and an imaginary lower stop point in one of the directions z↕ before it hits the optimum central position, so that the working range of the oscillating unit is 100 in is equal in both directions z↕ and therefore optimized. In other words, for the optimal positioning of the seat part 1.1 in the vertical direction z↕, the seat part 1.1 is aligned in relation to the body 2 in an optimal central position with maximum oscillation amplitude in the +/-z direction, resulting in the greatest possible decoupling comfort, i.e. the greatest possible Freedom of movement of the seat part 1.1 within the system in the reference system body 2 and vehicle seat 1 is achieved, with the greatest possible stroke enabling maximum comfort.

Advantageously, the damper adjustment unit 30.2 and the spring system adjustment unit 10.2 can be controlled at the same time by means of a common control unit 50.

The data from the movement sensor S1 can be used both for controlling the damper adjustment unit 30.2 and the spring system adjustment unit 10.2. In addition, the actual weight of the vehicle seat 1 can also be taken into account by means of the movement sensor S1.

The weight can thus be taken into account when calculating the kinetic energy of the vehicle seat 1 for controlling the oil pressure damper 30.1.

The invention is significantly simplified by multiple data acquisition using only one sensor S1 and can thus advantageously be implemented more reliably and at the same time more cost-effectively.

The few components required to provide the solution according to the invention are available or can be manufactured at low cost. The installation of the additional system components is advantageously simple, with existing vehicle seats 1 being suitable in principle, so that no fundamental new development of vehicle seats 1 is required in order to be able to use the invention. Apart from electrical energy, no external energy, such as compressed air, is required.

In 6 a method diagram for controlling the vibration behavior of the vehicle seat 1 according to the invention is shown.

The method according to the invention provides that in the initial state of the method the prestressing of the at least one spring element 10.1 corresponds to the prestressing during the last use. Accordingly, the height position last compared to a reference height and the setting of the prestressing of the spring element of the spring system are initially adopted. The starting conditions for the process are thus defined. Alternatively, the spring preload can be set at the start for an optimized entry or can be set optimally for the respective changing driver via driver recognition before entry.

In a first method step V1, an initiation process takes place, which consists, for example, of switching on the ignition of a vehicle that has the vehicle _{seat 1 according to the invention, and then the determination of the height position Δh z of} the seat part 1.1 of the vehicle seat 1 compared to the reference height as a function of the weight of the mounted person.

If the height of the seat part 1.1 deviates from the fixed reference height, in particular from the height determined during the last trip compared to the fixed reference height, the spring preload is adjusted using a characteristic curve depending on the newly determined height position of the seat part 1.1 of the vehicle seat 1 and thus on the weight of the seated person automatically adjusted.

During the journey, in a third method step V3, data relating to the vertical movement of the seat part 1.1 and therefore of the vehicle seat 1 are continuously determined by means of the movement sensor.

From this data, the control unit 50 determines the kinetic energy Ekin of the vehicle seat 1 based on the excitation due to bumps in the roadway.

Using a damper characteristic, the damper adjustment unit for controlling the damper element is advantageously controlled in such a way that the damping force of the damper element is adapted to the kinetic energy Ekin due to the current excitation by the roadway.

In this way, the damping advantageously takes place with the damping force that is just required for the best possible driving comfort, in order to prevent the seat part 1.1 of the vehicle seat 1 from oscillating. In this way according to the invention, the driving comfort for the person sitting on the seat part 1.1 of the vehicle seat 1 is considerably improved.

This ensures that the damping force can be adjusted due to the excitation-induced vibrations of the seat in such a way that as much force for damping (damping force) as necessary (so that the seat suspension does not bottom out) and as little force for damping (damping force) as possible is applied.

On the one hand, this has the advantage that only as much force for damping (damping force) as necessary is applied so that the seat part 1.1 does not bottom out via the oscillating unit 100 in one direction or the other.

On the other hand, this has the advantage that if only as little force as possible is applied for damping (damping force), the seat part 1.1 has good decoupling, resulting in the lowest possible acceleration of the passenger sitting on the seat part 1.1.

the 7 shows a perspective representation of the vehicle seat 1 in connection with an energy-time diagram D1 and a damper hardness-energy diagram D2.

The energy-time diagram D1 shows a course of the kinetic energy Ekin of the vehicle seat 1 over a period of 24 seconds, for example.

The kinetic energy Ekin of the vehicle seat 1 is determined from the data from the motion sensor, preferably from the acceleration sensor S1 in the vertical direction z, and is processed in the control unit 50 .

It is clear that the kinetic energy Ekin of the vehicle seat 1 is a variable that fluctuates greatly and is advantageously not used directly to control or regulate the damper hardness, since this would result in a relatively unstable damper system 30 .

The changing kinetic energy ΔE _{kin of} the vehicle seat 1 is advantageously normalized, as will be explained below.

The damper hardness energy diagram D2 shows the damper hardness to be set by the damper adjustment unit 30 on the damper element 30.1, which is undertaken as a function of the kinetic energy Ekin of the vehicle seat 1 calculated by the control unit 50 and then standardized.

The basic principle is that the greater the damper hardness 0 to 1 calculated by the control unit 50 and then specified, the more energy-absorbing the damper element 30.1 is adjusted by means of the damper adjustment unit 30.

7 shows that the normalized damper hardness increases exponentially from a value of the kinetic energy Ekin of the vehicle seat 1 of approximately 0.75 up to a value of the kinetic energy Ekin of approximately 1.25.

It is provided according to the invention, compare 7 that when the kinetic energy Ekin of the vehicle seat 1 is determined to be low, there is no damping by means of the damper element 30.1, since the self-damping of the prestressed spring element 10.1 is already sufficient.

The damper hardness energy diagram D2 further clarifies how the preferred setting of the damper hardness or the damping force F _{d is carried out} by means of the damper adjustment unit 30 .

In the case of low excitation-induced vibrations, ie values of the kinetic energy E _{kin of} the vehicle seat 1 between 0 and <1.0, in particular up to a value of the kinetic energy E kin < 0.5 of the vehicle seat 1, the damping force or damping hardness is underproportionally increased in order in particular to ensure comfort, that is, a decoupling of the vehicle seat 1 from the body 2.

With larger excitation-induced vibrations, ie values of the kinetic energy Ekin of the vehicle seat 1 between 1.0 and 1.5, in particular up to a value of the kinetic energy Ekin=1.5 of the vehicle seat 1, the damping force or damping hardness is increased disproportionately in particular to avoid a possible undesired discomfort, ie to avoid the vehicle seat 1 bottoming out.

It is also provided that the damping force or damping hardness is set to the maximum value for larger excitation-induced vibrations, i.e. at a value of the kinetic energy E _kin > 1.5 of the vehicle seat 1, with this measure also preventing the vehicle seat 1 from bottoming out is avoided.

A further aspect of the invention is that a technical solution has been found in order to set a predeterminable position of the seat part 1.1 of the vehicle seat, in particular an optimal central position z _{M of} the vehicle seat 1, “automatically”, i.e. without a previously necessary manual operator action to be able to, as below based on the 8th , 9 and 10A , 10B is explained.

the 8th shows one 5 based schematic representation of the vehicle seat 1.

The vehicle seat 1 is like that in the 1 until 3 vehicle seat 1 shown as an example according to the prior art, with an oscillating unit 100 .

In the selected exemplary embodiment, the oscillating unit 100 of the vehicle seat 1 according to the invention again comprises scissor kinematics 110, an automatic spring system 10 but no adaptive damper system 30.

It is achieved by omitting the adaptive damper system 30 in 8th makes it clear that a vehicle seat 1 that includes the automatic spring system 10 does not necessarily have to be equipped with the adaptive damper system 30 .

In other words, the vehicle seat 1 can include the automatic spring system 10 for the “automatic” setting of the predeterminable position of the seat part 1.1 of the vehicle seat 1, in particular the optimal central position z _{M of the vehicle seat 1.}

In a preferred embodiment, the vehicle seat 1 also includes the adaptive damper system 30 which, with regard to the degree of damping, enables the damping force/damping force to be adjusted automatically, as has already been explained.

The following description thus initially relates to the procedure and the configuration of the automatic spring system 10 for the "automatic" adjustment of the predeterminable position, in particular the middle position z _{M of} the seat part 1.1 of the vehicle seat 1, depending on the weight of the person sitting on it.

The setting of the central position z _{M of} the seat part 1.1 is necessary in order to ensure that the vehicle seat 1 is positioned at least approximately in the middle of the maximum available seat lift of the lift height Δh _{z of} the vehicle seat 1.

The oscillating unit 100 comprises according to 8th the automatic spring system 10, which has at least one spring element 10.1 and a spring system adjustment unit 10.2 acting on the spring element 10.1 for automatically adjusting the prestressing of the spring element 10.1.

The basic variant:

A basic embodiment variant is explained below, in which it is possible to set the optimal center position z _{M of} the vehicle seat 1 without using a height sensor S2 (extended embodiment variant with height sensor S2).

In this basic embodiment variant, the spring preload of the at least one spring element 10.1 of the spring system 10 can be changed by driving the spring system adjustment unit 10.2 to set the specified position z _M by means of a contact switch S (cf 8th and 9 ) possible, which is brought into contact in a predetermined position of the vehicle seat 1 by means of a release element N.

In 8th the switch S is shown schematically.

In the selected exemplary embodiment, it is arranged in a fixed position at a definable distance from the body 2, the distance being selected such that a closed or contacted switch S represents or represents _{the predetermined position of the vehicle seat 1, in particular the middle position z M of the vehicle seat 1 selected in the exemplary embodiment} recorded.

Starting from the central position z _{M of} the vehicle seat 1, a change in travel in the vertical direction z, the compression and rebound travel of the spring element 10.1 of the spring system 10, is possible, with in 9 a compression and rebound travel Δh _zo starting from the current position up to the maximum stroke upwards and a compression and rebound travel Δh _zu starting from the current position up to the maximum stroke downwards viewed are plotted.

In the selected exemplary embodiment, the procedure for setting the selected central position z _{M is} explained using the seat part-fixed upper fixed bearing of the scissor kinematics 110, which according to FIG 9 is arranged above the body-fixed lower fixed bearing of the scissor kinematics 110.

A central position z _{M of} the upper fixed bearing fixed to the seat part corresponds to the central position z _{M of} the vehicle seat 1 in the selected exemplary embodiment.

The triggering element N is shown, which is in particular a cam which is assigned to the scissors kinematics 110 . Analogously to the middle position z _M applied to the upper fixed bearing fixed to the seat part, a middle position z _{MN is} applied with respect to the cam N.

It goes without saying that the triggering element N can also be fixed to the body and the switch S can be fixed to the seat part.

Will according to 9 If the vehicle seat 1 moves downwards, for example when a person of a certain weight sits on, the cam N actuates the switch S through the contour on the seat part side as soon as the central position z _{M of} the upper fixed bearing fixed to the seat part (Δh _zo = Δh _zu ) is reached.

_{This means that the seat position, ie the central position z M of} the vehicle seat 1, is determined by the switch S, which is closed or contacted by means of the cam N.

Proceeding from this, the method for the "automatic" adjustment of the predeterminable position of the seat part 1.1 of the vehicle seat 1 is based on evaluation algorithms, which are explained below.

When a person sits on and sits down in the sense of moving the vehicle seat 1 and determining with the seat occupancy detection that the person has taken a seat on the vehicle seat 1, the switch S is activated and the setting of the central position z _{M of} the vehicle seat 1 is thus active.

In a first evaluation algorithm, which is used when the vehicle is stationary, it is read out whether the switch S is “ON” (closed/contacted) or “OFF” (open/contactless).

If the switch S is "ON", the vehicle seat 1 is below the middle position z _M .

If the switch S is "OFF", the vehicle seat 1 is above the middle position z _M , according to FIG 9 just above the central position z _M .

• Der Schalter S ist „AN“, dann wird eine Erhöhung der Federvorspannung des Federelementes 10.1 vorgenommen (der Fahrzeugsitz 1 wird angehoben ↑), bis Schalter S „AUS“ festgestellt wird, woraufhin der Antrieb stoppt.

Depending on this evaluation, the spring preload of the at least one spring element 10.1 of the spring system 10 is changed by the drive of the spring system adjustment unit 10.2 for setting the specified position depending on the deviation from the specified position, as follows:

• Switch S is "ON", then the spring preload of spring element 10.1 is increased (vehicle seat 1 is raised ↑) until switch S is found to be "OFF", whereupon the drive stops.

Switch S is "OFF", then the spring preload of spring element 10.1 is reduced (vehicle seat 1 is lowered ↓) until switch S is "ON".

In both cases, based on a possible initially undefined initial position of the vehicle seat 1, the vehicle seat is set in the area of the central position z _M with sufficient accuracy.

It is envisaged that when the vehicle seat 1 is no longer owned by a person (e.g. when the person gets out or before the person gets in), the spring preload will not be adjusted compared to the last state, so that a kind of memory function for the Weight adjustment under the condition that the subsequent use of the vehicle seat 1 is carried out by the same person or by a person with the same weight, whereby the vehicle seat 1 is already close to the middle position z _M or in the middle position z _{M is} arranged.

In a second evaluation algorithm, which is applied while the vehicle is in motion, another evaluation takes place, which is explained below.

The starting of the vehicle is preferably sensed via the CAN bus, whereby the first evaluation algorithm for evaluating the contact switch "S" changes via a logic within a second evaluation algorithm "while driving", which is carried out as follows.

the 10A shows a first timeline from the beginning of an evaluation and regulation of the central position z _M from the start of the journey or after the second evaluation algorithm has been activated.

While the (upper) first timeline shows the entire travel time beginning at t = 0s [seconds], the (lower) second timeline illustrates an equal subdivision of this time t, for example into several evaluation time blocks Tn (1, 2, 3 ... n) with an exemplary duration of 10s [seconds], each of which is used for a separate evaluation.

Depending on the evaluation result of the individual time blocks T _n , as will be explained below, a signal is output to the drive of the spring system adjustment unit 10.2, so that the drive is set in motion in the direction in which the mechanical spring element 10.1 relaxes (vehicle seat 1 is lowered ↓), or is set in motion in the other direction in which the mechanical spring element 10.1 is tensioned (the vehicle seat 1 is raised ↑).

the 10B shows an example of an evaluation period T1. For example, the dwell times Δto _n (reference Δtu _n not shown for reasons of clarity) of the vehicle seat 1 based on the switching contact of the switch S above the central position z _M in the observation period T1, which are determined by the switch S “OFF”, are considered.

Within the second evaluation algorithm "while driving" an actual value for the dwell times Δto _n (n = 1, 2, 3 ...n); Δto(1), Δto(2), Δt0(3) of the vehicle seat 1, for example, above the center position z _M (detected by switch S "OFF"), from which the control strategy is influenced in such a way that not every deviation from the center position z _M leads to an adjustment reaction of the drive, whereby an adapted and smooth regulation for adjusting the height of the vehicle seat 1 is formed and ensured in an advantageous manner, as explained below.

It goes without saying that an actual value for the dwell times Atu _n (n=1, 2, 3 . . . n); Δtu(1), Δtu(2), Δtu(3) of the vehicle seat 1 below the center position z _M (detected by switch S "On") is formed, from which the control strategy can be influenced.

The calculation of the actual value in the first evaluation time block T1 is shown below as an example, followed by a predefinable number n of further evaluation time blocks Tn (n=2, 3...) within the control strategy in order to approach the to verify the target value or the maintenance of the target value achieved.

Gemäß der Formel beträgt der Ist-Wert beispielsweise 0,3 gegenüber einem Soll-Wert, der bei einer Mittellage z_M = 0,5 beträgt.Fitting 10B the calculation of the target value for the dwell times Δto _{n is} illustrated using the following formula, which can be set up _{analogously for the dwell times Δtu n.} $$\begin{array}{l}\text{Is value for the dwell time in}\hfill \\ \text{Observation period T1}\hfill \end{array}=\frac{{\displaystyle \sum _{{}_0}^{\text{T1}\left(10\text{sec}.\right)}\Delta t0\left(1\right)+\Delta t0\left(2\right)+\Delta t0\left(3\right)}}{\text{T1}}=\frac{0.9s+1.2s+0.9s}{10s}=0.3=30\%$$

According to the formula, the actual value is 0.3, for example, compared to a target value, which is z _M =0.5 in a central position.

If the actual value is <0.5, a signal is sent to the drive in such a way that the spring element 10.1 is tensioned (the vehicle seat 1 is raised ↑).

If the actual value is >0.5, a signal is sent to the drive in such a way that the spring element 10.1 is relaxed (the vehicle seat 1 is lowered ↓).

If the actual value is ≈ 0.5, there is no longer any control intervention, i.e. the spring preload remains unchanged compared to the last setting. In other words, when the central position z _{M is reached} with an actual value ≈0.5, further adjustment of the spring preload can be omitted since the mass of the person sitting on it does not change abruptly.

Extended version:

• • das Ändern der Federvorspannung des mindestens einen Federelementes 10.1 des Federsystems 10 durch einen Antrieb einer Federsystemverstelleinheit 10.2 zur Einstellung der vorgegebenen Lage z_M in Abhängigkeit der ermittelten oberen und unteren Abweichung der Höhenposition h_z gegenüber einem Bezugspunkt, welcher der vorgegebenen Lage z_M entspricht, und
• • das Dämpfen der Bewegungskinematik 20 der Schwingeinheit 100 mittels des verstellbaren adaptiven Dämpfersystems 30 mittels eines Antriebs der Dämpferverstelleinheit 30.2 ermöglicht, durch Verarbeitung der gemessenen Abweichung der Höhenposition h_z von der vorgegebenen Lage z_M, ermöglicht.

In an extended embodiment, the setting of an optimal central position z _{M of} the vehicle seat 1 is made possible using a height sensor S2, which at the same time

• • Changing the spring preload of the at least one spring element 10.1 of the spring system 10 by driving a spring system adjustment unit 10.2 to set the specified position z _M depending on the determined upper and lower deviation of the height position h _z from a reference point which corresponds to _{the specified position z M ,} and
• • Allows the damping of the movement kinematics 20 of the oscillating unit 100 by means of the adjustable adaptive damper system 30 by means of a drive of the damper adjustment unit 30.2, by processing the measured deviation of the height position h _z from the specified position z _M .

If an upper deviation of the height position h _{z in} relation to the reference point is detected, the drive is set in motion in the direction in which the mechanical spring element 10.1 relaxes (the vehicle seat 1 is lowered ↓).

If a lower deviation of the height position h _{z in} relation to the reference point is detected, the drive is set in motion in the other direction, in which the mechanical spring element 10.1 is tensioned (the vehicle seat 1 is raised ↑).

As explained above, in the extended embodiment variant, the position of the seat part 1.1 of the vehicle seat 1 is detected by means of the height sensor S2, with a variable position of the seat part 1.1 being detected _{by means of the height sensor S2, starting from the optimal central position z M of the seat part 1.1 or the oscillating unit 100.}

The optimal middle position z _{M of} the vehicle seat 1 is with regard to the weight-dependent adjustment of the spring element 10.1 of the spring system 10 - before starting the journey - and with regard to the adaptive damping of the vehicle seat 1 - during the journey - by means of the drives of the spring system adjustment unit 10.2 of the spring system 10 and the damper adjustment unit 30.2 of the Damping system 30 (compare 5 ), which are preferably designed as electromechanical actuating element(s), in particular as servomotor(s), are of importance.

Further aspects of the invention:

According to the previous description, an unoccupied vehicle _{seat 1 is moved approximately into the central position z M} or remains in the central position z _M when the person sits down from the vehicle seat 1, with the central position z _{M being assigned} a specific spring preload of the spring element 10.1.

This specific spring preload of the spring element 10.1 can be too low a spring preload when a very heavy person sits on.

In particular, due to the fact that the spring preload of the spring element 10.1 can only be adjusted slowly, the occupant would “drive” against a lower stop without further measures when sitting down due to the inertia of the system.

When a person sits on, there is the problem of the vehicle seat 1 bottoming out at the lower end of the spring travel, since the vehicle seat 1 may "travel" against a lower stop due to the inertia of the system despite the spring preload of the spring element 10.1 without further measures.

On the other hand, when a person sits down, there is the problem of the vehicle seat 1 hitting the upper end of the spring travel, since the vehicle seat 1 "travels" against an upper stop without further measures due to the inertia of the system if the spring element 10.1 is too prestressed.

As a countermeasure, it is provided according to the invention that an excessively rapid raising or lowering is avoided in that the damping force of the damper system 30 of the oscillating unit 100 of the vehicle seat 1 is generally reduced by the electric drive of the damper adjustment unit 30.2 (cf 5 ) is set to a maximum, i.e. a maximum damping force, only when the vehicle is stationary.

It is therefore also provided according to the invention that the spring system 10 in combination with the damper system 30 of the oscillating unit 100 of the vehicle seat 1 in this procedure ensures that an undesired impact of the vehicle seat 1 in both directions is avoided.

• • zu einem Fahrtbeginn oder
• • bei einer vorgebbaren Fahrgeschwindigkeit von ungleich 0 km/h oder
• • bei Überschreiten einer vorgebbaren Mindestgeschwindigkeit oder
• • nach einer vorgebbaren Verzögerungszeit

aktiviert wird und wieder in den Modus der erläuterten „adaptiven“ Dämpfung des Fahrzeugsitzes 1 - während der Fahrt - zurückkehrt beziehungsweise in den Modus der adaptiven Dämpfung des Fahrzeugsitzes 1 - während der Fahrt - versetzt wird.According to the invention, it is provided that the adaptive damper system 30

• • at the start of a journey or
• • at a specifiable driving speed not equal to 0 km/h or
• • if a definable minimum speed is exceeded or
• • after a definable delay time

is activated and again in the mode of the explained “adaptive” damping of the vehicle seat 1—while driving—returns or in the mode of adaptive damping of the vehicle seat 1—while driving—is shifted.

A further procedure is provided specifically when a person gets in or when a person mounts.

In order to obtain the correct adjustment of the spring preload of the spring element 10.1 of the spring system 10 already at the start of the journey, the spring preload is already adjusted to the occupant weight in a preferred embodiment before entering the vehicle.

For this purpose, according to the invention, a personalized memory function is used, which in one embodiment takes place via personalized key programming. This means that a specific key is assigned a specific person with a specific weight, so that the spring preload of the spring element 10.1 of the spring system 10 is adjusted as soon as the respective key is detected in the control unit 50 - bypassing the seat occupancy detection function - and the corresponding personalized data , in particular the weight of the person, were read out and used to set the spring preload of the spring element 10.1.

In another embodiment variant, there is the possibility of individual occupant detection. This means that a specific person is detected by means of an occupant detection system and a specific weight is assigned to the detected person, so that the spring preload of spring element 10.1 of spring system 10 is adjusted as soon as control unit 50 transmits the detected person and the corresponding personalized data, in particular the weight of the person, read out and used to set the spring preload of the spring element 10.1.

In a further embodiment variant, an extension of a function of an application program (APP) enables a user-specific assignment of the person boarding or mounting, so that the person can be verified by data transfer to the control unit 50 and the corresponding personalized data assigned to the person, in particular the weight the person can be read and used to adjust the spring preload of the spring element 10.1. This function, in the patent application with the file number DE 10 2020 208 896.9 is described in detail, and to which reference is made here, including the disclosure of the cited patent application, can be combined with the functions described here.

Reference List

1

vehicle seat

1.1

seat part

2

body

3

Hand wheel for spring element preload

4

Hand lever for adjusting the degree of damping

100

swing unit

110

scissor kinematics

10

spring system

10.1

spring element

10.2

Spring system adjustment unit, electromechanical actuator, geared motor

20

movement kinematics

30

damper system

30.1

damper element; Oil pressure dampers, pneumatic dampers

30.2

Damper adjustment unit, electromechanical actuator, servomotor

50

control unit

51

data line

52

signal line

S

switch, contact switch

N

release element, cam

S1

Motion sensor, acceleration sensor (in vertical direction)

S2

height sensor

D1

Diagram, kinetic energy over time

D2

Diagram, damper stiffness versus kinetic energy

Ekin

kinetic energy

Fd

damping force

zM

predetermined position, middle position

zM-N

Predeterminable position, middle position in relation to cam N

hh

height position

Δhz

lifting height of the vehicle seat

Δhzo

Compression and rebound travel with respect to a current position or with respect to the specified position

Δhzo

Compression and rebound travel with respect to a current position or with respect to the specified position

part

nth evaluation time block

Δton

nth dwell time above the specified position

Δdo

nth dwell time above the specified position

e.g

vertical direction

t

time

z/t

altitude over time

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102016216653 A1 [0004]
• EP 1577156 A2 [0007]
• WO 2004/052678 A1 [0008]
• EP 2810819 B1 [0009]
• DE 102020208896 [0194]

Claims (18)

Method for setting a pretension of a spring element (10.1) of a spring system (10) of a vehicle seat (1) arranged in a vehicle with movement kinematics (20) of an oscillating unit arranged between a body (2) and a seat part (1.1) of the vehicle seat (1). (100), by means of which a predeterminable position of the vehicle _{seat (1), in particular a central position (z M} ) within a lifting height (Δh _z ) of a seat part (1.1) of the vehicle seat (1), is set, characterized by the steps: • determining a height position (h _z ) of the movement kinematics (20) of the oscillating unit (100) from the predetermined position (z _M ) of the movement kinematics (20) as a function of a mass (m) of a person sitting on the vehicle seat (1), and • evaluating a Deviation of the movement kinematics (20) of the oscillating unit (100) from the specified position, which is detected and evaluated in the control unit (50), • changing the spring preload of the at least one spring element Entes (10.1) of the spring system (10) by a drive of a spring system adjustment unit (10.2) for setting the specified position depending on the deviation from the specified position. procedure after claim 1 , characterized in that the evaluation of the deviation of the movement kinematics (20) of the oscillating unit (100) from the predetermined position of the vehicle seat (1) by determining the vertical position (h _z ) of the movement kinematics (20) of the oscillating unit (100) by means of a switch ( S) is carried out, which is brought into contact or out of contact in the predetermined position of the vehicle seat (1) by means of a triggering element (N). procedure after claim 1 , characterized in that the evaluation of the deviation of the movement kinematics (20) of the oscillating unit (100) from the predetermined position of the vehicle _{seat (1) by determining the height position (h z} ) of the movement kinematics (20) of the oscillating unit (100) by means of a height sensor ( S2) is performed, which measures the current height position of the vehicle seat (1). procedure after claim 1 and 2 or 1 and 3 , characterized by the steps: • determining a person sitting on the vehicle seat (1) using a seat occupancy detection and • activating the automatic change in the spring preload of the at least one spring element (10.1) of the spring system (10), and • changing the spring preload of the at least one Spring element (10.1) of the spring system (10) by the drive of the spring system adjustment unit (10.2) for setting the specified position depending on the deviation from the specified position. Procedure according to claims 2 and 4 , characterized by the steps: • changing the spring preload of the at least one spring element (10.1) of the spring system (10) by driving the spring system adjustment unit (10.2) • by means of a first evaluation algorithm which is processed in the control unit (50), the first evaluation algorithm before the start of the journey or when the vehicle is interrupted, or • by means of a second evaluation algorithm which is processed in the control unit (50), the second evaluation algorithm being used while the vehicle is moving. procedure after claim 5 , characterized by the steps: • detecting a switch position of the switch (S), in which the vehicle seat (1) is either below or above the specified position, and • evaluating the switch position of the switch (S) in the first evaluation algorithm, and • change the spring preload of the at least one spring element (10.1) of the spring system (10) by the drive of the spring system adjustment unit (10.2) depending on the evaluated switch position. procedure after claim 5 , Characterized by the steps: • detecting dwell times (Δtu _n , Δto _n ) of the switch position of the switch (S), in which the vehicle seat (1) is either below or above the specified position, and • evaluating the dwell times of the switch position of the switch (S) in the second evaluation algorithm, and • changing the spring preload of the at least one spring element (10.1) of the spring system (10) by the drive of the spring system adjustment unit (10.2) depending on the evaluated dwell times of the switch position. procedure after claim 7 , characterized by the steps: • calculating an actual value taking into account several dwell times (Δtu _n , Δto _n ) in evaluation time blocks (Tn) that can be specified in terms of duration and number, and • comparing the actual value in the respective evaluation time block (Tn) compared to a specified target value for the dwell times (Δtu _n , Δto _n ) in the evaluation time blocks (Tn), and • changing the spring preload of the at least one spring element (10.1) of the spring system (10) by driving the spring system adjustment unit (10.2) depending on the deviation of the actual value from the target value. Procedure according to claims 3 and 4 , characterized by the step: • Dampening the kinematics of movement (20) of the oscillating unit (100) by means of an adjustable adaptive damper system (30) by means of a drive of a damper adjustment unit (30.2) which, in addition to the spring system (10), is integrated into the kinematics of movement (20) of the oscillating unit (100) is integrated. Procedure according to claims 1 and 9 , characterized by the steps: • Setting the predetermined position within the lifting height (Δh _z ) of the seat part (1.1) of the vehicle seat (1) after the person has sat down from the vehicle seat (1) by means of the drive of the spring system adjustment unit (10.2) and • Setting the maximum damping force by means of the drive of the damper adjustment unit (30.2) of the adaptive damper system (30) in order to avoid the vehicle seat (1) hitting in the vertical upward direction or a vehicle seat (1) bottoming out in the vertical downward direction when the person sits down or sits down or on the vehicle seat (1). procedure after claim 1 , characterized by the steps: • Changing the spring preload of the at least one spring element (10.1) of the spring system (10) by driving a spring system adjustment unit (10.2) to set the specified position (z _M ) within the lifting height (Δh _z ) of the seat part (1.1 ) of the vehicle seat (1) by means of the control unit (50) by means of a personalized memory function via personalized key programming, and • assignment of the weight of a specific person to a specific key, • adjustment of the spring preload of the spring element (10.1) of the spring system (10) as soon as the respective key is recorded in the control unit (50), and • reading out the personalized data, in particular the weight of the person, and adjusting the spring preload of the spring element (10.1), and • changing the spring preload of the at least one spring element (10.1) of the Spring system (10) by driving a spring system adjustment unit (10.2) for setting the v predetermined position (z _M ) within the lifting height (Δh _z ) of the seat part (1.1) of the vehicle seat (1). procedure after claim 9 , characterized by the step: • activating the adaptive damper system (30) • at the start of a journey or • at a predeterminable driving speed of not equal to 0 km/h or • when a predeterminable minimum speed is exceeded or • after a predeterminable delay time. procedure after claim 9 , characterized by the step: • deactivating the adaptive damper system (30) when driving is interrupted. Vehicle seat (1) for performing the method according to at least one of Claims 1 until 13 , with an oscillating unit (100) arranged between a body (2) and a seat part (1.1) of the vehicle seat (1), which comprises a spring system (10) which is integrated in a movement kinematics (20), characterized in that • the Spring system (10) at least one spring element (10.1) and a spring system adjustment unit (10.2) for setting a preload of the at least one spring element (10.1) and • at least one switch (S) and a triggering element (N) for determining the deviation of the height position (h _z ) of the movement kinematics (20) of the oscillating unit (100) from the predetermined position (z _M ). Vehicle seat (1) for carrying out the method claim 1 with an oscillating unit (100) arranged between a body (2) and a seat part (1.1) of the vehicle seat (1), comprising a spring system (10) which is integrated into movement kinematics (20), characterized in that • the spring system ( 10) at least one spring element (10.1) and a spring system adjustment unit (10.2) for setting a preload of the at least one spring element (10.1) and • at least one height sensor (S2) for determining the deviation of the height position (h _z ) of the movement kinematics (20) of the oscillating unit (100) covered by the predetermined position (z _M ). Vehicle seat (1) after claim 15 , characterized in that in addition to the spring system (10) between the body (2) and the seat part (1.1) of the vehicle seat (1) a damper system (30) is arranged, wherein • the adjustable damper system (30) is designed as an adaptive damper system which is integrated in addition to the spring system (10) in the movement kinematics (20) of the oscillating unit (100), • the adaptive damper system (30) having at least the height sensor (S2) or a height sensor (S2) and an acceleration sensor (S1), which detects a vertical (z) movement of the seat part (1.1) arranged on the movement kinematics (20), • in order to dampen the oscillating unit (100) and thus the seat part, depending on a detected sensor signal of the at least one movement sensor (S1, S2). (1.1) to dampen by adaptive control of the damper system (30). Vehicle seat (1) after Claim 16 , characterized in that the adaptive damper system (30) comprises at least one damper element (30.1) and an automatic damper adjustment unit (30.2), wherein the damper adjustment unit (30.2) is designed to, through adaptive control of the damper adjustment unit (30.2) on the basis of a signal from the control unit ( 50) to vary the degree of damping/damping hardness of the damping element (30.1). Vehicle seat (1) after Claim 17 , characterized in that the damper adjustment unit (30.2) and/or the spring system adjustment unit (10.2) are assigned drives as electromechanical control element(s), in particular as servo motor(s).

Images