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
  • B60N2/68—Seat frames
  • B60N2/682—Joining means
• • 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
  • B60N2/68—Seat frames
• • 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
  • B60N2/20—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being tiltable, e.g. to permit easy access
• • 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
• • 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
  • B60N2/42745—Seats or parts thereof displaced during a crash involving substantially rigid displacement of the back-rest

Definitions

• Module consisting of subassemblies, serving as a basis for the realization of specific armatures of motor vehicle seats
• the present invention relates to a module, consisting of sub-assemblies including articulation and safety, serving as a base to develop for the realization of specific armrests of seats designed for the vehicles for which they are intended, also for manufacturing seats to safety belt with 3 or 4 points on the top of the backrest.
• Only the safety belt is legal and, provided it does not use a force limiter allowing its detention, only the 3 rd point onboard allows the coupling of the occupant to the back of his seat for the duration of the accident ; its application is desired by the Ministry of Transport, Road Safety, the Technical Union of Automobile and Cycles, and MOV'EO.
• the diffusion of the seats at 3 rd point is mainly braked by their weight of 8 to 10 kg higher than a normal seat, which is particularly restrictive when it comes to removable seats of the minivan type.
• This overweight is due to their design.
• the timing of the beam supporting the 3rd point being embedded mainly retained by the mechanism situated on the same side, stress is mainly transferred onto the one side; the seat is deformed, it is necessary to strengthen it therefore to weigh it down.
• the seats as currently manufactured include a seat, a backrest, and at least 1 but often 2 mechanisms ensuring the connection and articulation of the backrest on the seat.
• the vehicles offered by the manufacturers are designed to accommodate any passenger and, in particular for the driver's seat, do not provide for maximum or minimum weight limits for the occupant.
• a vehicle of very small size built according to the regulations in force must therefore be able to accommodate a diverent person, 120 kg, while a person of small size, 45 kg, can be in a high-end vehicle.
• a seat is broken down into 2 main parts; the trim ensuring appearance and comfort, specially designed vehicle by vehicle, the frame ensuring the holding of efforts.
• a complete frame should therefore be designed to accommodate any occupant in any vehicle.
• the seat in 3rd spot board allows automakers to be released from anchor points on the body to be able to redesign the interior and especially to remove amounts between the front and rear doors, with the advantage better comfort and improved safety for the occupants.
• a certified Module represents the basis for a new seat design, valid regardless of their location, the st, 2 nd or 3 rd row, simplifies the calculations, allows significant gains, price, time and weight realization of the prototypes.
• the module composed of the constituent subassemblies comprises in particular:
• a crossbar serving as support and articulation to the file.
• the crossbar shall not interfere with the comfort clearance corresponding to the minimum distance to be provided between the occupant of the seat and a hard point.
• the axis of the bar is in line with the hinge axis of the folder.
• the beam is offset from the front face of the bar and connected by 2 flanges providing the bar / beam connection.
• the axis of the bar is further offset from the axis of the hinge mechanism backrest and connected by bar clamps / mechanism. This solution, in addition to the horizontal offset adjustment, also makes it possible to adjust the height of the bar.
• the rigid transverse bar free in rotation and having at each end immobilizing arms, receive the amounts of the folder and allow to change in a controlled manner the angular position.
• the bar may be used alone for a normal seat without 3rd item shipped, its rigidity to meet the rear impact and shock luggage if its height is adjusted.
• a flange associated with a spar will replace part of the side of the seat; at least 1 of these flanges, but preferably both are equipped with a mechanism located indifferently on one or the other or simultaneously on both sides to ensure the immobilization of the folder.
• These flanges at the point of articulation of the backrest, comprise a bore for centering the bar, free in rotation at each of its ends, and preferably cylindrical.
• This bar is equipped with at least 1 but preferably 2 immobilizing arms fixed at each of its ends and supported on one side of their respective flange; stubborn fixed on the bar, resting on the other side, ensures its axial immobilization.
• the stop may also be made by the end of a sleeve or tube.
• the immobilizing arm is slightly offset from the flange; only its central part is in contact with its outer periphery offset by a stamping crown.
• a play cancellation lug integrated in the immobilizing arm has a bearing surface on a resilient abutment.
• a retractable abutment secured to the flange by a hinge pin comprises at least one force receiving surface allowing the immobilizing arm to rest. It also comprises at least one redan ensuring its proper support position under the end of the arm.
• This link supports an unlocking lever for simultaneously actuating the two stops.
• a cable control can also be considered.
• a tension spring is hooked by one of its ends to the rod, its other end being hooked on the flange, thus allowing to firmly hold the notch on the front face of the arm to prevent inadvertent unlocking.
• a fixed stop integral with the flange, limits the movement of the rod and therefore the retractable stop allowing the spring to maintain tension in all parts to avoid vibrations when the folder is laid flat.
• the position of this fixed stop determines the position of the retractable stop to obtain an automatic locking stored when the folder is returned to its normal position, without having to intervene on the release lever.
• a fixed stop fixed to the flange has a receiving surface of the force on which the arm comes to bear.
• the arm is equipped with a play-canceling tab coming into contact with an elastic element which automatically holds it in permanent support on the retractable stop as soon as it is locked.
• a return spring similar to those used with known discontinuous mechanisms.
• a known adjustment mechanism of continuous or discontinuous type may also be used, or one of its flanks be directly stamped into the flange.
• the other side will be arranged and will have a form compatible with its connection on the bar.
• This solution allows to realize the seat in 2 separate sets folder / seat.
• the synchronization of the two mechanisms can be done either by a rod passing inside the bar if it is on the same axis, or by a shaped crossbar in case of axial shift bar / mechanisms.
• a rod passing inside the bar if it is on the same axis, or by a shaped crossbar in case of axial shift bar / mechanisms.
• it will be made on the parts of their periphery requiring a fold dropped, especially in the lower part for fixing for example on slides.
• the flat portion of the flange may also be extended by a fastening hook consisting of a finger extended by a claw that hooks from front to rear on a retaining pin integral with a housing incorporated in the floor.
• the claw is separated from the finger by a horizontal slit, wider at the entrance, whose bottom is semicircular to allow the centering of the hook on the retaining pin, thus ensuring the positioning in height and longitudinal.
• the tangent of the retaining pin is separated from the front inner face of the housing by a radius whose maximum length is horizontal and then decreasing to form the outside of the claw.
• the front face of the finger will end perpendicularly to the radius at its end opposite to the axis and its surface will come to abut frictionally against the front inner face of the housing to prevent axial play and retain the force of the front impact.
• the hooks are incorporated in the rear part of the seat which is engaged first and then tilted forward to engage the retaining means of known types like ball lock type provided in front of the seat.
• the retaining means of known types like ball lock type provided in front of the seat.
• a variant with vertical claw engaged from bottom to top will be used.
• the finger supporting the claw will be retained by a sector allowing its articulation between the axis and a semicircular shaped housing.
• An alternative embodiment provides at least one hinge lug fixed under the front face of the seat.
• the bar In order to respond to the security demands concerning and the coupling of the occupant to his file and a mechanism to solve the problem posed by the various shocks, the bar must be replaced by an energy absorption mechanism.
• This type of mechanism must meet the front impact at 56 Km / h to 3400 Nm and the rear shock at 34 Km / h for 2 ⁇ 00 Nm defer effort 3rd paragraph equally on the two sides of the seat and to simplify as much as possible the realization of the mechanism of energy absorption.
• An outer tube provided for receiving the beam supporting the 3rd item embedded and the amount to form the folder, wrap concentrically the central bar receiving the force it forward by two arms fixed at each of its ends with two flanges .
• a space will be provided between the inside diameters of the tube and outside of the bar, thus enabling the energy absorbing sleeves and their modulation and end-of-travel jaws to be inserted in succession, while avoiding their radial deformation on the inside. their entire length and ensuring the centering of the whole.
• a 1 energy absorbing sleeve disposed either end of the bar is welded thereto at its end located central side of the seat and welded at its other end on the end of the tube to secure the backrest to the bar, to minimize the length of the elastic parts, and allow an immediate load increase while reducing the springback.
• An increase in load due to stress formatting differed from the 2nd sleeve is a function of the elasticity of the tube separating the beam
• a variant of this first solution consists in prolonging the 2nd sleeve by a modulation clutch for differentiating the back shock of the shock front.
• the dog teeth will be in contact so that the 2nd driven sleeve is simultaneously 1; by cons for the rear shock, a space of, for example 20 ° separate the teeth so as to leave only work the sleeve 1, the 2 nd intervening that beyond 20 °, the movable part of the sliding sleeve is secured to the sleeve and the fixed part of the bar.
• an end-of-stroke clutch for example limiting the distance to 50 ° for the front impact and 30 ° for the rear impact.
• the end of the race can be either a free stop of the clutch at the expected angle, or a stop cushioned by a 3 rd energy absorbing sleeve whose retaining force will be slightly lower than the resistance of 150 Nm of the clutch. In the case of cushioned shock, the teeth of the clutch will be in contact at a lower angle than the free stop, allowing the sleeve to anticipate to absorb energy between these two angles.
• the sleeves having a role of fuse balance, even during the increase in load, the force exerted on each end of the bar allowing to cap it at ⁇ 700 Nm.
• 3rd also sleeve ⁇ 000 Nm will be activated for example at 6 ° to the frontal impact, together with the 2 nd sleeve ⁇ 400 Nm which the modulation clutch is also shifted by 6 °, representing a total resistance of the mechanism of 3'400 Nm to which it is necessary to add the limit of 2'300 Nm or a total of 5700 Nm.
• the control sleeve of the 3 rd sleeve is shifted by 10 °, that of the 2 nd sleeve by 20 °, the end of stroke being at 30 °; this corresponds to a progressive resistance of the energy absorption mechanism of ⁇ 000 Nm from 0 to 10 °, from 2 ⁇ 00 Nm from 10 to 20 °, and from 3'400 Nm from 20 to 30 °, completed by the 2 purposes of This mechanism provides a total resistance of 5700 Nm corresponding to the demand of the 3 "Low-Medium-High" tests of Euro-NCAP.
• a final point concerns the resistance of the floor currently provided in cars to support a force of about 3400 Nm corresponding to the regulations.
• a 2 nd sleeve at 1000 Nm will come into use at 6 ° for the front impact and -10 ° for the rear impact
• a 3 rd sleeve at 1400 Nm will come into service at 6 ° for the front impact and -20 ° for the rear impact .
• the claws will be obtained directly by laser cutting in a single tube supporting the 2 parts of the clutch in the form of a complete subset easy to achieve and insert into the structure, these parts remain indexed and linked with respect to the other by breakable points, which makes it possible to differentiate the rear impact from the front impact and to limit the forward / backward travel of the backrest.
• One or more jaw associated with one or more sleeves constitute a subset.
• these subassemblies are separated by a laser cut allowing an indexing mark to be made in relief or recessed with respect to the cut in order to avoid assembly errors.
• the sleeves, used alone, are welded at one end to the bar, the other end being welded to the tube.
• the end jaws used alone, are also welded at one end to the bar, the other end being welded to the tube.
• the dog can be welded to the bar and the sleeve on the tube or vice versa.
• the 2 claws will preferably be grouped at one end so as to have only one induction quenching zone, the sleeve being at the other end in the extension of the dog clutch. modulation.
• This subassembly will be welded to the bar by each of its ends and connected to the tube between the 2 jaw.
• the 2 claws will preferentially grouped in the center and framed by the 2 sleeves. This subassembly will be welded to the bar by each end of the sleeves and connected to the tube between the 2 jaw.
• the tube may be composed of a single piece, but depending on certain applications, it is necessary to perform intermediate seams between its two ends.
• the 3 rd point safety belt on board can be mounted in several ways:
• the harness consists of a strap, identical to that of the regulatory belt attached to the top of the backrest and equipped at its other end with a length adjustment device extended by a snap buckle identical to that of the regulation belt and fixed on the opposite flange.
• a safety device may be provided to prevent snapping of the harness buckle if the buckle of the regulation belt is not locked.
• a crossbar located at the bottom of the flanges will ensure their attachment and allow the attachment of the support of the seat pad and the mounting bracket of the seat belt retractor.
• the ends of the said cross-member may, if necessary, be fitted into a hole provided at each end of the longitudinal members of the frame of the seat, which will also include two grooves for interlocking and fixing the flange.
• FIG. 1 shows, in the direction of travel of the vehicle, from right to left, in front view according to the invention, the left seat flange of a left seat equipped with the immobilization mechanism of the bar. , the crossbar and the fixing hook.
• Figure 2 shows, in staggered sections, the flange equipped with the bar, the immobilization mechanism and the attachment.
• Figure 3 shows in section the limit stop of the control rod of the retractable stop.
• Figure 4 shows in section the end of the arm resting on the retractable stop, itself resting on its redan.
• Figure 5 shows in section the retaining stop of the arm defining the maximum rear position of the folder.
• FIG. 6 shows, in side view, the fixing by two flanges of the beam supporting the 3rd item loaded on the tube of the energy absorbing mechanism.
• FIG. 7 shows, in longitudinal section, the 2 beam / tube assembly flanges, the flange being immobilized axially between the end of the sleeve acting as an abutment and the curved arm closing the assembly.
• Figure 8 shows, in side view, the fixing by flanges of the bar on the pivot and the beam on the tube.
• Figure 9 shows, in longitudinal section, the bar / pivot and beam / tube assembly flanges.
• FIG. 10 shows, in longitudinal section, a mechanism comprising a sleeve for immobilizing the backrest and a sleeve associated with its rear impact modulation dog.
• Figure 11 shows a variant of Figure 10 supplemented by a clutch end of races forward / backward, extended either by a sleeve allowing a cushioned stop or by a also tempered part allowing a stop frank.
• FIG. 12 shows, in longitudinal section, a mechanism comprising 1 immobilization sleeve of the backrest, 2 sleeves associated with their front / rear impact modulation clutch, and 2 end jaws allowing a free stop or possibly extended by a not shown sleeve for a cushioned stop.
• Figure 13 shows, in axial section, the clutch A- A modulation of the rear impact.
• Figure 14 shows, in axial section, the claws B-B end of stroke.
• Figure 15 shows, in axial section, the clutch DC clutch front and rear shocks.
• Figure 16 shows, in axial section, the dog A '-A' front and rear impact modulation.
• Figure 17 shows, in longitudinal section, a vertical claw hook oriented from bottom to top.
• FIG. 18 shows, in perspective, belts with 3 rd and 4 th embedded dots.
• Figures 19a, 19al, 19b and 19bl show a side view and detail a hinge lug.
• Figure 20 shows in perspective the subset sitting.
• Figure 21 shows in perspective the end of a spar.
• the module is designed to transmit the force received at the top of the backrest to the floor of the vehicle.
• Figures 1 and 2 show a flange 4 on which are mounted parts constituting the immobilization mechanism of the folder.
• the flange 4 made in a single stamping / cutting operation comprises a bore 4a for centering the bar, a bend 4b of attachment of the spring, a stop 4c of the rod, a stop 4d retaining the back position of the backrest , plies fallen 4th lateral stiffening, a hook 4f comprising a face 4g of support of the finger, an end 4h of a radius, a claw 4i, a fold 4j fixing on slides or floor, the fasteners of a stop elastic 11, loop 13b points and fixed point 13c of the belt, a cross member 14 and seat rails 15.
• the hook 4f shown in the closed position, is immobilized in a housing 17, incorporated in the floor of the vehicle, between a seat retention shaft 17a and a front support face 17b, which determines the maximum length of a vehicle. perpendicular radius to the face 17b ending in 4h, whose length is continuously decreasing to give the claw 4i a shape allowing easy installation and removal of the seat.
• An immobilizing arm 5 made in a single drawing / cutting operation comprises a front face 5a 5b obtained by folding.
• This face comprises in the lower part a bearing surface 5a bearing in 6a on a retractable stopper 6; a high part 5b bears on the face 6b of the retractable abutment to initiate its displacement which is will continue until locking by the permanent sliding of the frontal surface.
• the face 5c is offset from the face of the flange 4, while only the circular periphery 5d of the central portion is in contact with the flange.
• a lug 5e diametrically opposite the immobilizing arm allows the clearance to be canceled by bringing the bearing surface 5f into contact with the elastic abutment 11.
• the retractable stop 6 executed in a single operation on a dedicated machine is obtained from sections cut from a pre-treated steel bar.
• the bearing face 6a receives the force 5a of the arm; the face 6b allows its angular displacement for locking; the face 6c of the redan puts in support good position on the front face of the arm.
• a press-fitted shaft 7 is welded at 7a to the retractable abutment 6 to allow it to be articulated in the bore of the flange 4 and welded at 7b to the link 8 in order to index it with respect to the abutment 6 and to close it. assembly.
• a connecting rod 8 made in a single drawing / cutting operation comprises the holes allowing its attachment to the axis 7, the attachment of a lever 9 and the attachment of the return spring 10.
• a lever 9 allows the simultaneous unlocking of the two retractable stops 6.
• a tension spring 10 ensures the permanent and automatic return of the retractable stop 6 and allows memorized locking of the position of use of the backrest.
• An elastic stop 11 cancels the play of the file.
• FIG. 3 shows a section of abutment 4c in locked position of retractable abutment 6.
• Figure 4 shows, in top view, the end of the arm 5 bears on a surface 6a of the retractable stop.
• Figure 5 shows in section the abutment 4d retaining the rear position of the folder.
• FIG. 6 shows, in side view, the beam 12 equipped with the third embedded point 12a and the assembly flanges 12b enabling it to be fixed on the tube 2.
• Figure 7 shows, the assembly of Figure 6 in longitudinal section, the scope of the circular periphery 5d of the arm 5 on the flange 4 axially immobilized by the sleeve resting on the other side.
• FIG. 8 shows, in side view, the beam 12 and the connecting flanges 12b with the tube 2, the connecting flanges 12c of a bar 1 with the pivot 1a of a mechanism for immobilizing the backrest.
• Figure 9 shows, in top view, Figure 8 in longitudinal section and the pivot.
• FIGS. 10, 11 and 12 show, in longitudinal section (seat seen back), energy absorption mechanisms consisting of a rigid central bar 1 free to rotate in the bores 4a of the flanges 4 and a tube 2 supporting the beam 12 which transmits in A / A 'the force of 3'400 Nm exerted at its top 12a by the end 13a of the safety belt 13.
• a space 3 between the outside of the bar 1 and the inside of the tube 2 is provided to receive all of the energy absorbing sleeves and claws that ensure the centering and are thus held radially on their entire length.
• a sleeve No. 1 is welded at one end B to the end of the tube 2 and at its other end C to the bar 1 at the central side of the seat, to ensure the immobilization of the tube 2 and the beam 12 therefore the file, but this has the disadvantage of postponing the effort on this side alone.
• FIG. 10 shows a mechanism comprising the sleeve No. 1 and in addition a sleeve No. 2 associated with a claw A-A rear impact modulation.
• the teeth of the dog clutch are of construction in contact.
• the force of .3'400 Nm transmitted by the beam 12 to the flanges 12b or 12c is divided into two circuits. 1 is AB>C> DD ', the 2 nd is A'> B '>AA>C>D'D.
• the distribution of the force in two equal parts of ⁇ 700 Nm on the points D and D ' will be done only after the stressing of the section A' / B 'of the tube 2 when the sleeve N ° 2 will begin to plasticize the sleeves having a fuse role ceiling at ⁇ 700 Nm the maximum force received by each of the flanges even during the load increase.
• Figure 11 shows a variant of Figure 10, further comprising a end-of-stroke clutch B-B for the front and rear impact having a stopping capacity of 150 Nm.
• the force transmitted by the section A '/ B' Password ⁇ 700 Nm to 2,850 Nm and 3 rd loop B '>BB>E> D / D' is established
• the dog will be extended by a tube part (corresponding to the sleeve) also hardened and welded at a point E on the bar spreading the all efforts equally on D and D '.
• the teeth of the claw BB will be in contact at a lower angle than that of the free stop allowing the sleeve N ° 3 to anticipate to absorb the energy between these two angles, without exceeding the angle from the franc stop.
• the sleeve N ° 1 of 1000 Nm will act alone for the protection of the shock before 20 Km / h and the shock rear 16 Km / h
• the N ° 2 1000 Nm sleeve will come into use at 6 ° for the front impact and -10 ° for the rear impact
• Sleeve No. 3 of 1400 Nm will come into use at 6 ° for the front impact and -20 ° for the rear impact.
• Figure 12 shows a mechanism designed for low-violence shocks, and the retaining force of a sleeve ⁇ ° brought back to ⁇ 000 Nm passes through the circuit AB>C> DD 'to immobilize the backrest. So that the sleeve is in a 1 st time alone to work, it is necessary for the shock low violence modulation claws A '-A' and CC are not in contact and the two claw BB limit. For the front impact, the teeth of claws CC and A'-A 'will be in contact at 6 ° simultaneously putting into service sleeves N ° 4 and N ° 2' to contain the force of 3'400 Nm.
• the teeth of the clutch dog will be in contact at 10 ° putting into service the sleeve N ° 4 of ⁇ 000 Nm, thus allowing, from this angle and up to 20 °, the retention of the average shock violence to 2 ⁇ 00 Nm followed by the contact at 20 ° of the teeth of the dog A'-A 'putting into service the sleeve N ° 2' of ⁇ 400 Nm, which allows, from this angle, to contain the high shock at 3 '400 Nm up to a limit stop at 30 ° or a stop cushioned by sleeves secured to both jaw BB.
• Figure 13 shows, in axial section, the clutch A- A modulation of the rear impact.
• the teeth of the movable part of the dog integral with the sleeve No. 2 are in contact with the teeth of the fixed part integral with the bar to allow simultaneous driving of two sleeves, against against the rear impact, a space 20 ° is reserved between the teeth to let the only sleeve No. 1 work from 0 to 20 °, the sleeve No. 2 coming into service only from this angle.
• Figure 14 shows, in axial section, the jaws B-B end positions provided for the front impact at 50 ° and for the rear impact at 30 °.
• Figure 15 shows, in axial section, the clutch dog C-C front and rear impact modulation.
• the clutch dog C-C front and rear impact modulation For the front shock, in order to initially leave the sleeve ⁇ ° work alone, there is a gap of 6 ° between the teeth of the dog; for the rear impact, there is a space of 10 ° from which the sleeve No. 4 will enter into service.
• Figure 16 shows, in axial section, the dog A'-A 'front and rear impact modulation.
• a space of 6 ° is provided, from which angle the sleeves Nos. 4 and 2 'will come into operation.
• Figure 17 shows, in longitudinal section, a vertical claw hook oriented from bottom to top.
• the hook 18 provided with an arm 18d allowing its attachment to the seat is maintained free rotation without play between an axis 18a and points 18b and 18c of semicircular bottom 18e of a housing secured to the vehicle floor.
• Figure 18 shows, in front view, a left-side seat equipped with a safety belt 13 whose fixed point 13a is secured to the top of the beam 12; the position of the loop point 13b is unchanged; the reel 13c is fixed beside the flange.
• An optional seat belt 13d consisting of a strap identical to the regulation belt makes it possible to form a harness whose fixed point 13e is hooked to the top of the backrest symmetrically at point 13a; its other end is equipped with a length adjustment means and a loop point identical to that of the regulatory belt.
• the seat can be placed on the right side, the beam being in the center of the vehicle; this provision provides for bilateral protection.
• Figure 19a shows in side view a folded seat in a vertical position of non-use.
• Figure 19al shows in enlargement the hinge lug 19 equipped with a sliding lock 19e whose end 19f is engaged in the housing provided in the bearing abutment 19c.
• Figure 19b shows a side view of a seat with the backrest in the shelf and the rear fasteners locked.
• FIG. 19bl shows in enlargement the end 19a of the hinge lug free in rotation on the axis 18a integral with the floor and the groove 19b separating the stop 19c allowing the retention of the seat in the vertical position of the stop 19d which the Holds in this position.
• FIG. 20 shows in perspective the seated subassembly comprising the longitudinal members 15 incorporating the front part on which the hinge lug 19 is fixed, which can if necessary receive a vertical lock sliding in a rib.
• the said lock is substituted in this case for the abutment 19d support; a bore provided in the bearing abutment 19c will receive the end thus ensuring the immobilization of the seat.
• the two flanges 4 are shown cut and each comprise two holes 4k allowing the passage of the fastening screws of the two mechanisms of continuous or discontinuous known types forming part of the folder subassembly.
• the two flanges are connected by the cross member 14 provided with the support 14a for fixing the seat belt retractor.
• FIG. 21 shows in perspective the end of a spar 15 comprising two slots 15b enabling the flange to be fitted and fixed together and a hole 15a provided for receiving the end of the cross member 14.
• the described module is a break in technology that can serve as a basis for the design of any seat belt and meets the demands of weight and price security for wide distribution.

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

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• 2012
  • 2012-06-07 EP EP12733434.0A patent/EP2858851A1/de not_active Withdrawn
  • 2012-06-07 US US14/406,750 patent/US20160052438A1/en not_active Abandoned
  • 2012-06-07 WO PCT/EP2012/060823 patent/WO2013182242A1/fr active Application Filing

Non-Patent Citations (1)

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