EP2750926A1 - Dispositif et procédé de fixation d'une unité siège d'un véhicule à une carrosserie du véhicule - Google Patents

Dispositif et procédé de fixation d'une unité siège d'un véhicule à une carrosserie du véhicule

Info

Publication number
EP2750926A1
EP2750926A1 EP12753115.0A EP12753115A EP2750926A1 EP 2750926 A1 EP2750926 A1 EP 2750926A1 EP 12753115 A EP12753115 A EP 12753115A EP 2750926 A1 EP2750926 A1 EP 2750926A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
seat
seat unit
holding
displacement
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12753115.0A
Other languages
German (de)
English (en)
Inventor
Heiko Freienstein
Thomas Schlender
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2750926A1 publication Critical patent/EP2750926A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/0224—Non-manual adjustments, e.g. with electrical operation
    • B60N2/02246—Electric motors therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/0224—Non-manual adjustments, e.g. with electrical operation
    • B60N2/0244—Non-manual adjustments, e.g. with electrical operation with logic circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/0224—Non-manual adjustments, e.g. with electrical operation
    • B60N2/0244—Non-manual adjustments, e.g. with electrical operation with logic circuits
    • B60N2/0276—Non-manual adjustments, e.g. with electrical operation with logic circuits reaction to emergency situations, e.g. crash
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/06—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/4207—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats characterised by the direction of the g-forces
    • B60N2/4214—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats characterised by the direction of the g-forces longitudinal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/427—Seats or parts thereof displaced during a crash
    • B60N2/42709—Seats or parts thereof displaced during a crash involving residual deformation or fracture of the structure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/427—Seats or parts thereof displaced during a crash
    • B60N2/42727—Seats or parts thereof displaced during a crash involving substantially rigid displacement
    • B60N2/42736—Seats or parts thereof displaced during a crash involving substantially rigid displacement of the whole seat
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/427—Seats or parts thereof displaced during a crash
    • B60N2/42772—Seats or parts thereof displaced during a crash characterised by the triggering system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2210/00—Sensor types, e.g. for passenger detection systems or for controlling seats
    • B60N2210/50—Inertial sensors

Definitions

  • the present invention relates to an apparatus and a method for attaching a seat unit of a vehicle to a body of the vehicle, a method for changing a movement characteristic of a seat unit of a vehicle with respect to a body of the vehicle in a collision of the vehicle with an object, and a control device and a computer program product for performing the method of altering.
  • the occupant protection is mainly adjusted by the course of the energy reduction, which is mainly determined by the deformation range. This requires a large amount of space in the front of the vehicle and a sufficiently slow forward displacement of the occupant, which is usually implemented by belt and airbag, and a stable passenger compartment, through which a minimum survival space is ensured.
  • the increasing trend towards smaller and lighter vehicles as part of the reduction in C0 2 emissions is leading to ever greater challenges in terms of ensuring occupant safety, especially in the event of a collision of different sized / heavy vehicles.
  • the present invention provides a method, a device, furthermore a control device which uses this method and finally a corresponding computer program product according to the independent and independent claims.
  • Advantageous embodiments emerge from the respective subclaims and the following description.
  • the present invention provides an apparatus for securing a seat unit of a vehicle to a body of the vehicle, the apparatus comprising: at least one engagement member; and at least one retaining element, in which the at least one engagement element is receivable, wherein the seat unit can be fastened to the body by means of a combination of the engagement element and the retaining element, wherein the at least one retaining element is designed to move in the event of a collision of the vehicle with an object the at least one engaging member in the at least one holding member along a displacement path from a holding position to a displacement position to allow.
  • the vehicle may be a motor vehicle, for example a passenger car or truck, as well as any utility vehicle or vehicle for passenger transport.
  • the seat unit may include an actual seat of the vehicle and an adjustment mechanism for changing the position, orientation, etc. of the seat.
  • the seat unit may in this case comprise a completely pre-assembled seat including the adjusting mechanism and / or the adjusting mechanism with which the seat is subsequently connected.
  • the part of the body to which the seat unit is to be attached may include a floor or floor panel or adjacent body areas.
  • the engagement element can be a component, for example in the form of a pin with an enlarged end, for example, which can engage in the retaining element.
  • the holding element in turn can, for example, a Guide rail or the like, in which at least a portion of the engagement member can be received and held.
  • either the engagement member on the seat unit and the holding member may be attached to the body or it may be the engagement member on the body and the holding member he attached to the seat unit.
  • four engagement elements and four corresponding retaining elements may be provided for securing a seat unit.
  • the holding element, or a shape of the holding element defines the displacement path for the movement of the engagement element in the holding element.
  • the displacement path may extend, for example, in the direction of travel of the vehicle.
  • the displacement path may have a first end and a second end.
  • the first end of the displacement path may represent the stop position.
  • the engagement element is held in a normal operation of the vehicle in the holding element with a certain holding force.
  • the holding force can in this case be dimensioned such that under normal driving conditions, ie without collision of the vehicle with an object, under no circumstances does a movement of the engagement element within the holding element occur.
  • the second end of the displacement path may represent the displacement position or a maximum displacement position. Thus, the engagement member in the retainer can move to a maximum of the second end of the displacement path.
  • the engagement element may also move in the retaining element to a displacement position that does not correspond to the second end of the displacement path.
  • an impact force with at least one force component directed along the displacement path can act on the seat unit.
  • the impact force or the relevant force component may, for example, be greater in magnitude than the holding force exerted by the at least one holding element at the holding position against the movement along the displacement path to the at least one engagement element.
  • Part of the energy reduction during the displacement of the seat unit can be done by various material forming processes, such as by friction and / or deformation, for. As folding, free inversion, forced inversion, taper, widening, elongation, etc., between / of holding element and engagement element.
  • the present invention further provides a method of attaching a seat unit of a vehicle to a body of the vehicle, the method comprising the steps of:
  • an apparatus in connection with the above method, can be advantageously used.
  • the step of providing the device in the step of providing the device can be provided fully assembled, wherein the engagement element of the device is received and held in the holding member of the device, or provided partially assembled, wherein the engagement element of the device is not received and held in the holding member of the device.
  • a suitable form-fitting, cohesive and / or non-positive connection between the device and the seat unit and additionally or alternatively the body can be produced.
  • an engagement element of the device with the seat unit and a holding element of the device can be connected to the body, or an engagement element of the device with the body and a holding element of the device can be connected to the seat unit, if the device is provided partially assembled.
  • the device may be connected to the seat unit or to the body when the device is provided fully assembled.
  • an apparatus according to embodiments of the present invention can be advantageously used.
  • the movement characteristic for example, a speed of movement of the engagement element in the holding element can be understood.
  • the estimated impact force may correlate to an anticipated crash severity that may be estimated by appropriate vehicle systems.
  • the determined power reduction value is applied to the actuator device in the form of a control signal.
  • the energy dissipation element is actuated such that a desired movement characteristic of a movement of the engagement element results in the holding element.
  • a control device which is designed to carry out or implement the steps of the method according to the invention for changing.
  • the controller may comprise means adapted to execute each a step of the method for changing. Also by this embodiment of the invention in the form of a control device, the object underlying the invention can be achieved quickly and efficiently.
  • a control device can be understood as meaning an electrical device which processes sensor signals and outputs control signals in dependence thereon.
  • the control unit may have an interface, which may be formed in hardware and / or software.
  • the interfaces can be part of a so-called system ASIC, for example, which contains various functions of the control unit.
  • the interfaces are their own integrated circuits or at least partially consist of discrete components.
  • the interfaces may be software modules that are present, for example, on a microcontroller in addition to other software modules.
  • Also of advantage is a computer program product with program code which is stored on a machine-readable carrier such as a semiconductor memory, a hard disk drive. memory or an optical memory is stored and is used for carrying out the method for changing according to embodiments of the invention, when the program is executed on a control device or a device.
  • a machine-readable carrier such as a semiconductor memory, a hard disk drive.
  • memory or an optical memory is stored and is used for carrying out the method for changing according to embodiments of the invention, when the program is executed on a control device or a device.
  • the invention is based on the finding that by means of a defined permissible relative movement of fastening elements of a seat on a body of a vehicle in the event of a collision of the vehicle with an object, a less abrupt energy conversion occurs, so that, for example, its negative effects on vehicle occupants are mitigated can be.
  • the relative movement is advantageously realized in the form of a displacement path of fasteners with respect to each other.
  • Inmates are increased so much that even, for example, an overall harder vehicle structure does not lead to an increase in the injury values of the occupant.
  • a front portion of the vehicle can be shortened, which may be relevant for small and microcar.
  • the occupant protection can be increased in conventional vehicles without a shortened front area, since the occupants in addition to, for example, crash box and deformation zone with the forward displacement of the seat more distance for energy reduction is available. This leads to a more controllable energy reduction and a more controllable force limitation, especially in a frontal impact.
  • Invention in a vehicle can be very inexpensive and space-saving, since no changes to the seat and seat frame are necessary.
  • the concept of relocation can be supplemented by additional features, such as an actuator. It is also favorable that the maximum possible forward displacement of the seat is independent of the selected longitudinal seat adjustment and of the type of seat
  • Embodiments of the present invention are lightweight in construction, thereby minimizing added weight to the vehicle. By shortening the front area of the vehicle, for example, even a reduction in weight is possible, which is particularly relevant for small and micro cars.
  • a complete integration of a body-side part of the fasteners in the bottom of the body is possible, resulting in no impairment in the interior of the vehicle
  • a belt tensioner can be omitted if the belt is integrated in the seat
  • equal or lower occupant loads can be achieved
  • the occupant protection can be increased in conventional vehicles without shortened front area, since by the displacement path according to réellesfo In the present invention, an extended pre-shift distance is available.
  • the at least one retaining element may be designed to cause the inclination of a seat surface of the seat unit to change as the at least one engagement element moves in the at least one retaining element along the displacement path, in particular wherein the inclination of the seat surface in the direction a tail of the vehicle is changed or tilted.
  • the inclination of the seat surface of the seat unit changes in such a way that a height difference between a height of a seat edge and a height of a joint between seat and backrest respectively with respect to a bottom of the body during the movement of the at least one
  • Engaging element in the at least one holding element increases from the holding position in the direction of the displacement position.
  • the height difference or the inclination may have a maximum.
  • the seat unit can tilt in such a way that the backrest in the direction of the rear of the
  • the at least one holding element may comprise a bearing device, which is arranged in a region of the displacement path and is designed to movably support the at least one engagement element in the at least one holding element.
  • the bearing device may be, for example, a bearing with rollers, needle rollers or the like.
  • the bearing device may be provided on a part of the retaining element which comes into contact with the engagement element.
  • a plurality of surfaces of the holding element may be provided with a storage device.
  • a lateral mounting of the engagement member may be provided in the holding member.
  • holding element and engagement element can be designed so that it does not come to block the mechanism even in different impact scenarios and thus a defined displacement of the seat is ensured.
  • This can be achieved, for example, by a bearing of the engagement element on needle rollers. The weight of the seat and occupant thus loads on the engagement element on these needle rollers.
  • the interpretation of the other can be done so that it does not come to a "Fest About" of the pin even with several years of continuous load on the bearing or that the holding force of the retaining element does not change significantly.
  • the at least one engagement element may have a rounded running surface for the movement along a displacement path in the at least one retaining element.
  • This offers the advantage that a smooth movement of the engagement element is increased in the holding element.
  • the engagement element can be designed so that it does not come to block the mechanism even in different impact scenarios and thus a defined forward displacement of the seat is ensured. This can be achieved for example by being rounded on the tread engagement elements.
  • the at least one holding element may have a power reduction element which is designed to effect energy reduction on the movement of the at least one engagement element in the at least one holding element along the displacement path from the holding position to the displacement position.
  • the energy-dissipating element may be an embodiment of the retaining element, in which the movement space of the engagement element in the retaining element is reduced in the direction of the displacement position. This can be achieved by means of a taper, wherein, for example, opposite sections of the holding element, between which the displacement path extends, have a greater distance from each other in the region of the holding position than in the region of the displacement position.
  • Such an energy-dissipating element offers the advantage of a characteristic of the movement of the at least one engagement element in the at least one holding element along the displacement path from the holding position to the displaced position as defined by the shape of the energy-dissipating element. This reduces an abrupt impact of acceleration forces on the occupants, and thus the risk of injury.
  • the at least one holding element or the at least one engaging element may comprise a power dissipating element configured to variably vary the movement of the at least one engaging element in the at least one holding element along the displacement path from the holding position to the displaced position in response to an estimated impact force to design.
  • a power dissipating element configured to variably vary the movement of the at least one engaging element in the at least one holding element along the displacement path from the holding position to the displaced position in response to an estimated impact force to design.
  • Such an embodiment offers the advantage that, by means of the energy-dissipating element, the displacement of the seat unit can be made smaller or stronger depending on the situation, depending on the estimated severity of the impact. This can be used, for example, in rather slight collisions by taking advantage of the maximum possible displacement of the seat, d. H. Gentle braking of the occupant, reduce the burden of the occupant even further.
  • the at least one holding element or the at least one engagement element may have an actuator device assigned to the energy-dissipating element for actuating the energy-dissipating element.
  • the actuator device can be controlled, for example, via an airbag control unit of the vehicle.
  • Such an actuator device offers the advantage that it can be used to reduce energy consumption.
  • element according to an embodiment of the present invention can be advantageously operated to adjust the movement of the at least one engagement element in the at least one holding element along the displacement path to the respective expected impact situation.
  • the present invention further provides a method for modifying a movement characteristic of a seat unit of a vehicle with respect to a body of the vehicle in a collision of the vehicle with an object, wherein the device has a device as described above, the method comprising the steps of:
  • Determining at least one deceleration value using an estimated impact force in a collision of the vehicle with an object Determining at least one deceleration value using an estimated impact force in a collision of the vehicle with an object; and driving the actuator means using the deceleration value to actuate the energy dissipation member by means of the actuator means, wherein the movement characteristic of the seat unit is changed with respect to the body.
  • the present invention can be advantageously implemented.
  • FIGS. 1 and 2 are various schematic views of a device according to an embodiment of the present invention.
  • Figures 3 and 4 are schematic sectional views of devices according to embodiments of the present invention in the installed state.
  • FIGS 5 and 6 are flowcharts of methods according to embodiments of the present invention.
  • Figure 7 is a block diagram according to an embodiment of the present invention and 8 shows a forward displacement acceleration diagram
  • an embodiment includes a "and / or" link between a first feature / step and a second feature / step, this may be read such that the embodiment according to one embodiment includes both the first feature / the first feature and the second feature / the second step and according to another embodiment, either only the first feature / step or only the second feature / step.
  • FIG. 1 shows a schematic partial sectional view of a device 100 for fastening a seat unit of a vehicle to a body of the vehicle, according to an embodiment of the present invention.
  • the device 100 has an engagement element in the form of a Abbremsws 1 10 and a holding element in the form of a Abbremsschuhs 120 with a bearing means in the form of mounted rollers 122 (of which in Fig. 1 for clarity, only one is provided with reference numerals) and an energy dissipation element in the form of a taper 124.
  • a directional arrow D is shown, which denotes a direction of travel of a vehicle, in which the device 100 can be installed / can be.
  • the directional arrow D points in the illustration of Fig. 1 to the left.
  • the braking pin 1 10 is shown in Fig. 1 recorded in the Abbremsschuh 120.
  • the braking pin 1 10 has a rod-shaped portion, which is shown in Fig. 1 as an upper part of the Abbremshelps 1 10.
  • An end of the rod-shaped portion of the deceleration pin 1 10 shown in FIG. 1 can be attached to a seat unit of a vehicle, for example.
  • An end of the rod-shaped section of the deceleration pin 1 10 shown in FIG. 1 adjoins a running section of the deceleration pin 110, which is shown in FIG. 1 as a lower part of the deceleration pin 110.
  • the running portion of the Abbrems reconstructs 1 10 has a retaining surface on an end shown in Fig. 1 above.
  • Holding surface of the Abbremsilss 1 10 may be formed to cooperate with the Abbremsschuh 120 together so that the Abbremslix 1 10 is held in the Abbremsschuh 120.
  • the running portion of the Abbremsilss 1 10 has a rounded tread at an end shown in Fig. 1 below. In particular, a peripheral edge of the tread may be rounded. The rounded one
  • Running surface of the running portion of the Abbremsws 1 10 is mounted on a subset of the stored rollers 122 of the Abbremsschuhs 120.
  • the rod-shaped portion of the Abbremsws 1 10 has according to the embodiment shown in Fig. 1 on a smaller diameter than the running portion of the Abbremsbuilds 1 10 on.
  • the running portion of the Abbremsws 1 10 is completely absorbed in the Abbremsschuh 120.
  • the rod-shaped portion of the Abbremsws 1 10 is partially received in the Abbremsschuh 120.
  • the upper end of the rod-shaped portion of the Abbremsws 1 10, and thus an upper end of the Abbremswinds 1 10, projects from the Abbremsschuh 120.
  • the braking shoe 120 has a U-shaped sectional profile with a first and a second side wall and a bottom.
  • the stored rollers 122 are arranged.
  • 17 stored rollers 122 are shown in FIG. 1, in practice, any suitable number of stored rollers may be used
  • the supported rollers 122 are arranged along the direction D side by side over an entire length of the bottom of the Abbremsschuhs 120.
  • the braking pin 110 is mounted in FIG. 1 on a subset of the mounted rollers 122 in a right quarter of the bottom of the braking shoe 120.
  • the deceleration pin 1 10 can hereby be located at a stop position in the deceleration shoe 120.
  • the holding position adjoins the one shown in FIG. 1 on the right. indicated, first side wall of the Abbremsschuhs 120 on.
  • the first side wall of the Abbremsschuhs 120 has a smaller dimension in the direction of travel D than the, shown in Fig. 1 left, second side wall of the Abbremsschuhs 120.
  • the sidewalls may have any other ratio of their dimensions to each other.
  • Adjacent to the second sidewall of the brake shoe 120 may be a displacement position to which the brake pin 110 can move along the displacement path over the supported rollers 122 of the bottom of the brake shoe 120.
  • the arranged adjacent to the displacement position second side wall of the Abbremsschuhs 120 has a recess.
  • the recess of the second side wall of the Abbremsschuhs 120 is formed to receive a portion of the running portion of the Abbremsilss 1 10.
  • Movement space within which the Abbremsw 1 10 can move In a part of the movement space shown at the bottom in FIG. 1, the mounted rollers 122 are arranged and the running section and a part of the rod-shaped section of the deceleration pin 1 10 are accommodated. In a part of the movement space shown at the top in FIG. 1, the taper 124 is arranged. Rejuvenation 124 will be discussed in more detail below with reference to FIG.
  • FIG. 2 shows a schematic top view of a device 100 for fastening a seat unit of a vehicle to a body of the vehicle, according to an embodiment of the present invention.
  • the device 100 may be the device 100 of FIG. 1. Therefore, reference is made at this point to the description with respect to FIG. 1 and only discussed differences resulting from the illustration in Fig. 2.
  • FIG. 2 may show the device 100 from another perspective, a plan view. Otherwise, the illustration in FIG. 2 corresponds to that of FIG. 1.
  • the directional arrow D also points to the left in the illustration of FIG.
  • the brake shoe 120 has a rectangular base.
  • the Abbremsw 1 10 has a circular profile, which is formed in the illustration of two concentric circles.
  • An inner circle represents a circumference of the rod-shaped portion of the deceleration pin
  • the stored rollers 122 have in the plan view of Fig. 2 on the shape of parallel juxtaposed rods.
  • the taper 124 is according to the embodiment shown here, a tapered cutout, which is formed in a bottom of the Abbremsschuhs 120 opposite ceiling of the Abbremsschuhs 120th
  • the taper 124 has a longitudinal extent along the direction of travel D.
  • the taper 124 extends from a first end to a second end. At the first end, the taper 124 has a width extension which corresponds approximately to a diameter of the rod-shaped portion of the Abbremshays 1 10.
  • the widthwise extent of the taper 124 decreases continuously toward the second end of the taper 124.
  • the brake pin 110 is received adjacent the first, wider end of the taper 124 in the brake shoe 120.
  • the stop position is in an area of the first end of the taper 124.
  • the shift position is in a region of the second, narrower end of the taper 124.
  • the taper 124 is configured to move along the brake shoe 120 upon movement of the deceleration pin 110 Displacement path from the holding position in the direction of the shift position a controlled energy reduction and thus a delay of
  • FIG 3 shows a schematic sectional view of a device for fastening a seat unit of a vehicle to a body of the vehicle, according to an embodiment of the present invention, in the installed state.
  • the device may be a device according to the embodiment of the present invention shown in FIGS. 1 and 2, wherein the device in FIG. 3 has two brake pins 110 and two brake shoes 120.
  • the device in FIG. 3 also has more than two deceleration pins 110 and more than two deceleration pins.
  • brake shoes 120 may have, for example, four, but due to the sectional view only two elements are visible.
  • a directional arrow D is shown, which denotes a direction of travel of a vehicle, in which the device is installed.
  • the directional arrow D points in the illustration of Fig. 3 to the left. Further, in Fig. 3, a maximum additional
  • the two Abbremslixe 1 10 are connected to the seat rail 340.
  • the two braking shoes 120 are connected to the body 390.
  • the deceleration pins 1 10 are taken in the Abbrems Kirn 120 respectively at the holding position.
  • the maximum additional forward displacement 330 corresponds to the displacement path of the brake pins 110 from the holding position in the direction of the displacement position in the brake shoes 120.
  • the maximum additional forward displacement 330 is indicated by a leftward
  • the seat 350 has a headrest, a backrest, and a seat that are connected together to the seat 350.
  • the seat surface of the seat 350 is attached to the seat rail 340.
  • the seat surface of the seat 350 is attached to the seat rail 340 by means of fastening elements which are not provided with reference numerals in FIG. 3 for the sake of clarity.
  • the seat is
  • the seat 350 attached to the seat rail 340.
  • the seat 350 is slidably mounted on the seat rail 340 in the adjustment portion 345.
  • the adjustment region 345 is designed to allow an adjustment of the seat 350 by a certain distance in the direction of travel D and counter to the direction of travel D.
  • the adjustment area 345 on the seat rail 340 is limited by a stop element at both ends of the seat rail 340.
  • the seat rail 340, the fasteners and the seat 350 form a seat unit.
  • the seat unit is secured by means of the Abbremsbuilde 1 10 and the Abbrems spur 120 of the device to the body 390.
  • 4 shows a schematic sectional view of a device for fastening a seat unit of a vehicle to a body of the vehicle, according to a further exemplary embodiment of the present invention, when installed.
  • the device may be a device according to the embodiment of the present invention shown in FIG. 3, with the difference that the device in FIG. 4 has a deceleration pin 1 10 received in a deceleration shoe 120 and a different one Abbremsw 410, which is received in a different Abbremsschuh 420 has.
  • the braking pin 410 has an inclined running portion.
  • the brake shoe 420 has an inclined displacement path.
  • An inclination of the running portion of the Abbremsws 410 corresponds here at an inclination of the displacement path in the Abbremsschuh 420.
  • different maximum additional forward displacement 430 result.
  • the different braking pin 410 and the different braking shoe 420 are arranged further forward in the direction of travel D, thus left in the illustration.
  • the braking shoe 420 is in other words designed as a rising ramp in the direction of travel.
  • FIG. 4 shows a braking pin 1 10 ' , a seat rail 340 ' , a seat 350 ' and a braking pin 410 ' , which the braking pin 1 10, the seat rail 340, the seat 350 and represent the brake pin 410 after a displacement.
  • the displacement corresponds to a combined movement composed of the maximum additional forward displacement 430 and a lift 460.
  • the lift 460 results from the inclined displacement path of the Abbremsschuhs 420.
  • the increase 460 corresponds to a height difference between a front in the direction D seat edge of the seat surface of the seat 350 and the seat 350 ' .
  • the deceleration pins 1 10 and 410 are in the holding position in the
  • Brake shoes 120 and 420 arranged.
  • the seat rail 340 and the seat surface of the seat 350 in the illustration of Fig. 4 on a horizontal orientation.
  • the brake pins 1 10 ' and 410 ' are arranged at the displacement position in the Abbrems Kirn 120 and 420.
  • FIG. 4 shows a comparison with the horizontal alignment in the clock Gersinn inclined orientation.
  • the seat surface of the seat 350 ' rises after the displacement in the direction of travel D.
  • 5 shows a flow chart of a method 500 for fastening a seat unit of a vehicle to a body of the vehicle, according to one exemplary embodiment of the present invention.
  • the method 500 includes a step of providing 510 a device according to the invention for attaching a seat unit of a vehicle to a body of the vehicle.
  • the device may be one of the devices of FIGS. 1 to 4.
  • the device in the step of providing 510, may be provided fully assembled, wherein the engagement element of the device is received and held in the holding element of the device, or provided partially assembled, wherein the engagement element of the device is not received and held in the holding element of the device.
  • Method 500 includes a step of connecting 530 the device to the seat assembly and additionally or alternatively to the body.
  • an engagement element of the device with the seat unit and a holding element of the device can be connected to the body or an engagement element of the device with the body and a holding element of the device can be connected to the seat unit, if the device is provided partially assembled.
  • the device may be connected to the seat unit or to the body when the device is provided fully assembled.
  • the method 500 includes a step of assembling 550 the seat unit and the body over the device to seat the seat unit on the seat post
  • a seat unit may be attached to a body of a vehicle by means of the apparatus as shown in FIGS. 3 and 4.
  • 6 shows a flow chart of a method 600 according to an exemplary embodiment of the present invention for changing a movement characteristic of a seat unit of a vehicle with respect to a body of the vehicle in a collision of the vehicle with an object, wherein the vehicle is a device according to the invention for fastening a seat unit a vehicle is mounted on a body of the vehicle.
  • the Device may be one of the devices of Figures 1 to 4.
  • the at least one retaining element or the at least one engagement element of the device here comprises a power reduction element which is designed to control the movement of the at least one engagement element in the at least one retaining element along the displacement path from the retaining position to the displacement position in dependence on a variably adjusted estimated impact force.
  • an actuator device for actuating the energy-dissipating element is associated with the energy-dissipating element.
  • the method 600 includes a step of determining 610 at least one deceleration value using an estimated impact force upon collision of the vehicle with an object.
  • the method 600 further includes a step of driving the actuator device 630 using the deceleration value to actuate the energy dissipation element by means of the actuator device, wherein the motion characteristic of the seat assembly is changed with respect to the body.
  • 7 shows a block diagram according to an embodiment of the invention with a control unit 700, which is connected to an inertial sensor system 710 and an environmental sensor system 720 via suitable transmission means in the vehicle.
  • Suitable transmission means can be understood as vehicle bus systems such as a CAN bus or a Fley-Ray bus.
  • the sensors 710, 720 and the control unit 700 can be operated via point-to-point
  • Actuator device 730 is variably adjusted in response to an estimated impact force.
  • the impact force can be estimated via the signals of the sensors 710, 720.
  • the crash severity may be estimated by the surround sensor 720.
  • a prognosis can be made about the optimal restraining force and forward displacement by means of, for example, a computer model.
  • the movement characteristic of a seat unit can be controlled or adjusted by means of the actuator device 730.
  • the movement characteristic of a seat unit is regulated as a function of the signals of the inertial sensor system 710.
  • Fig. 8 shows a feed forward acceleration diagram. On this diagram are on the abscissa a forward displacement (Displacement) and on the
  • an acceleration for example, a thorax applied.
  • the horizontal or vertical dashed line indicate a biometric maximum load, for example, of the thorax or the geometric limit of the forward displacement.
  • the two applied surfaces represent the ratio of the acceleration, for example, of the thorax to the forward displacement in relation.
  • the acceleration profile of a conventional seat Exceeds the maximum biometric load limit.
  • the acceleration course which is assigned to a device according to the invention for fastening a seat unit (force limited), shows that both the load limit and the forward shift limit are not exceeded.
  • Fig. 9 shows a block diagram of an embodiment of the invention. It can be seen that a control unit 700 is connected to an inertial sensor system 710, an environment sensor system 720 and an actuator device 900.
  • the actuator means is designed such that it can set an adjustment range 910 of a holding element 120. The adjustment takes place depending on the signals of the sensor systems 710, 720 by means of signals of the control device 700.
  • the adjustment range 910 of a holding element 120 of a device for fastening a seat unit the movement characteristic of a seat unit is influenced or changed.
  • Holding element 120 or engaging element 1 10 could be provided with a suitable actuator 900, through which - depending on the (expected) crash severity - the maximum speed of the forward displacement of the seat unit can be adjusted.
  • the load of the occupant can be kept lower than in conventional systems.
  • FIG. 9 shows an exemplary implementation of an active activation of the retaining element 120.
  • the diameter of the engagement member 1 10 can be changed.
  • the actuator device 900 is connected to the body and can drive at least one spindle 920 directly or via a transmission, by means of which, depending on the direction of rotation of the actuator device 900, the braking shoe narrowed or widened.
  • the spindle 920 is designed such that no undesired widening of the retaining element 120 takes place due to the forward displacement of the engagement element 1 10 as a result of a collision.
  • FIGS. 10 and 11 show block diagrams of a further embodiment of the invention. Neither the controller 700 nor the sensors 710, 720 are shown in these block diagrams. However, this has been done for reasons of clarity.
  • a holding element 120 according to the invention, an actuator device 900 and a tilt adjustment mechanism 1010, 1020, 1021, 1022 are illustrated.
  • the actuator device 900 can be, for example, an electric motor.
  • the tilt adjustment mechanism consists of a suspension 1010, a spindle 920 and two toggle levers 1021, 1022.
  • the support member 120 is attached to a suspension 1010.
  • the inclination adjustment strut 1020 is driven such that the support member 120 is changed in its inclination.
  • the toggle levers 1021, 1022 when executed with a self-locking feature, provide for securing the tilt adjustment of the retaining member 120.
  • the actuator assembly 900 need not keep the tilt angle active.
  • Fig. 10 while a position is shown with a high inclination angle.
  • Fig. 1 a position with a low inclination angle is shown.
  • the adjustment of the angle of inclination may be dependent on the expected crash severity and / or depending on the belt status: if the occupant is not wearing the seat belt, it may be advantageous to flatten the front brake shoes so that the seat will act less than ramp up (which may result in higher Head loads could result from striking the top of the windshield, which could be avoided).
  • the recliner mechanism 1010, 920, 1021, 1022 may be designed to increase comfort so that by adjusting the inclination angle of the support member 120, the seat height is not changed.
  • various embodiments of the present invention effect a sufficiently slow forward displacement of the occupant together with the entire seat unit with respect to the vehicle body.
  • the seat unit is braked with less force than the entire vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)

Abstract

L'invention concerne un dispositif (100) de fixation d'une unité siège d'un véhicule à une carrosserie du véhicule, comportant au moins un élément de prise (110) et au moins un élément de fixation (120) pouvant recevoir le ou les éléments de prise (110). L'unité siège peut être fixée à la carrosserie par combinaison de l'élément de prise (110) et de l'élément de fixation (120). Le ou les éléments de fixation (120) sont conçus pour permettre un déplacement du ou des éléments de prise (110) dans le ou les éléments de fixation (120) le long d'une trajectoire de déplacement d'une position de fixation vers une position de déplacement en cas de collision du véhicule avec un objet.
EP12753115.0A 2011-09-01 2012-08-28 Dispositif et procédé de fixation d'une unité siège d'un véhicule à une carrosserie du véhicule Withdrawn EP2750926A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011081960A DE102011081960A1 (de) 2011-09-01 2011-09-01 Vorrichtung und Verfahren zum Befestigen einer Sitzeinheit eines Fahrzeugs an einer Karosserie des Fahrzeugs
PCT/EP2012/066664 WO2013030180A1 (fr) 2011-09-01 2012-08-28 Dispositif et procédé de fixation d'une unité siège d'un véhicule à une carrosserie du véhicule

Publications (1)

Publication Number Publication Date
EP2750926A1 true EP2750926A1 (fr) 2014-07-09

Family

ID=46758750

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Application Number Title Priority Date Filing Date
EP12753115.0A Withdrawn EP2750926A1 (fr) 2011-09-01 2012-08-28 Dispositif et procédé de fixation d'une unité siège d'un véhicule à une carrosserie du véhicule

Country Status (3)

Country Link
EP (1) EP2750926A1 (fr)
DE (1) DE102011081960A1 (fr)
WO (1) WO2013030180A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017203421B4 (de) * 2017-03-02 2022-11-03 Autoliv Development Ab Rückhaltesystem und Verfahren zur Ansteuerung eines Rückhaltesystems in einem Fahrzeug
DE102020124396A1 (de) 2020-09-18 2022-03-24 Bayerische Motoren Werke Aktiengesellschaft Kraftfahrzeug mit Sitzschienendämpfer

Family Cites Families (6)

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Publication number Priority date Publication date Assignee Title
US3552795A (en) * 1968-10-23 1971-01-05 Gen Motors Corp Energy absorbing seat support
JPH08310285A (ja) * 1995-05-16 1996-11-26 Ikuo Tanaka 車両用追突衝撃軽減装置
DE10066052A1 (de) * 2000-05-24 2002-07-18 Lear Corp Gmbh & Co Kg Fahrzeugsitz
US20020145315A1 (en) * 2000-10-25 2002-10-10 Fraley Gregory S. Energy management device for vehicle
GB2369772B (en) * 2000-12-08 2004-06-09 Ford Global Tech Inc A motor vehicle
US20040183344A1 (en) * 2002-12-12 2004-09-23 Glance Patrick M. Seat energy absorber

Non-Patent Citations (2)

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See also references of WO2013030180A1 *

Also Published As

Publication number Publication date
DE102011081960A1 (de) 2013-03-07
WO2013030180A1 (fr) 2013-03-07

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