EP4237282A1 - Siège pour enfant comprenant une protection contre les impacts destinée à être montée sur un siège de véhicule automobile - Google Patents

Siège pour enfant comprenant une protection contre les impacts destinée à être montée sur un siège de véhicule automobile

Info

Publication number
EP4237282A1
EP4237282A1 EP21802219.2A EP21802219A EP4237282A1 EP 4237282 A1 EP4237282 A1 EP 4237282A1 EP 21802219 A EP21802219 A EP 21802219A EP 4237282 A1 EP4237282 A1 EP 4237282A1
Authority
EP
European Patent Office
Prior art keywords
child
rotation
main body
axis
seat
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.)
Pending
Application number
EP21802219.2A
Other languages
German (de)
English (en)
Inventor
Christoph THURN
Thomas Müller
Iain Powell
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.)
Cybex GmbH
Original Assignee
Cybex 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 Cybex GmbH filed Critical Cybex GmbH
Publication of EP4237282A1 publication Critical patent/EP4237282A1/fr
Pending 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
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/26—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles for children
    • B60N2/28—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle
    • B60N2/2839—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle having a front guard or barrier
    • 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
    • B60N2/26—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles for children
    • B60N2/28—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle
    • B60N2/2884—Seats readily mountable on, and dismountable from, existing seats or other parts of the vehicle with protection systems against abnormal g-forces

Definitions

  • the invention relates to a system comprising a motor vehicle and a child seat arranged on a vehicle seat of the motor vehicle, the corresponding child seat and a method for arranging a child seat on a vehicle seat of a motor vehicle.
  • a child seat for a motor vehicle with an impact shield is described, for example, in DE 20 2012 102 223 Ul. There it is proposed to provide not only one transverse belt section, but two transverse belt sections for holding the impact shield or the child, with the two belt sections being offset relative to one another. This is intended to counteract rotation of the child (compared to a solution with only one transverse belt section). However, this solution is still considered to be in need of improvement in terms of design and safety.
  • the object of the invention is a corresponding system comprehensively propose a child seat and a motor vehicle as well as a method for arranging a child seat on a vehicle seat of a motor vehicle.
  • the object is achieved by a system comprising a vehicle, in particular a motor vehicle, and a child seat arranged on a vehicle seat of the vehicle, in particular a motor vehicle, the child seat having a main body for accommodating a child and an impact shield for holding the child, the Child seat is configured in such a way that a center of gravity of the child is at least in an initial state at the beginning of a rotation of the child (in particular in relation to the vehicle seat, possibly together with the main body) and/or at the beginning of a rotation of the child in relation to the main body in the event of a (particularly sudden ) Deceleration of the (motor vehicle or in the case of a frontal impact (rear-end collision with a structure in front of the vehicle), at least approximately or, preferably slightly, below a level at which a child's axis of rotation lies, about which the child rotates relative to the main body , as soon as the child starts opposite the main body r to rotate, and/or (at least approximately) at or (preferably only slightly
  • a core idea of the invention is to configure the child seat in such a way that, when (usually) mounted or arranged on a vehicle seat of a motor vehicle, a child rotation axis or impact body rotation axis is formed for the child such that the child's center of gravity is (at least approximately) on or (preferably slightly) below a level of the respective axis of rotation.
  • a child rotation axis or impact body rotation axis is formed for the child such that the child's center of gravity is (at least approximately) on or (preferably slightly) below a level of the respective axis of rotation.
  • a level at which the respective axis of rotation is located should be understood in particular as a horizontal plane in which the respective axis of rotation lies.
  • the child's center of gravity should be "approximately” at this level (or in the corresponding horizontal plane) if the center of gravity (up and/or down) is a maximum of 8 cm, preferably a maximum of 5 cm, even more preferably a maximum of 2 cm, possibly a maximum of 1 cm, deviates from this level.
  • the child's center of gravity should be considered "slightly" below the respective level (or a corresponding level) if it is a maximum of 10 cm, preferably a maximum of 7 cm, possibly a maximum of 3 cm below the respective level and/or at least 0.5 cm or at least 1 cm below this level.
  • an arrangement at least approximately at or (only slightly) below the stated level ensures that the child rotates comparatively little (for example under the impact shield or over the impact shield).
  • the child's axis of rotation should in particular be that axis of rotation (possibly one of the axes of rotation) about which the child rotates (at a given point in time) in relation to the main body, in particular (at least) at the beginning of a rotation of the child.
  • an upper rear edge of the impact shield can be considered as the child axis of rotation.
  • the axis of rotation of the catching body should in particular be that axis of rotation (possibly one of the axes of rotation) about which the catching body rotates (at a given point in time) relative to the main body.
  • the impact body rotation axis (or the impact body rotation axes can) also form the child rotation axis (child rotation axes).
  • the axis of rotation of the child and/or impact shield (hereinafter referred to as “the axis of rotation” or “the respective axis of rotation”) can remain in the same place over the entire rotation of the child and/or the impact shield (opposite a main body, possibly also opposite the vehicle seat, for example if this is at least essentially inflexible or rigid and/or rotation-avoiding with regard to the child seat Measures are taken, such as in the form of a support leg) or relocate.
  • the respective (geometric) condition should preferably be for a rotation angle range (a rotation of the main body relative to the vehicle seat and/or a rotation of the impact shield relative to the main body) of at least 5°, preferably at least 10° and/or at most 20°.
  • the respective condition should - unless otherwise explicitly stated - preferably at least at the beginning of a respective rotation of the child or impact shield in the event of a (sudden) deceleration of the motor vehicle, for example in the event of a frontal collision, but possibly also over a further course of the respective rotation.
  • the child seat according to the invention is a child seat that is configured for arrangement (mounting) on a vehicle seat (motor vehicle (e.g. car or truck).
  • the child seat comprises a main body (particularly comprising a seat portion) and a
  • the seat section can define a seating area and (optionally) a left and/or right support section (in particular for supporting or resting on the impact absorber and/or for lateral support of the child in the event of transverse movements or transverse accelerations, for example in the event of a side impact) .
  • the main body may include a first fastener (e.g., an Isofix fastener and/or a latch fastener) for attaching the child seat to the vehicle seat.
  • a first fastener e.g., an Isofix fastener and/or a latch fastener
  • the child seat can have at least one guide device to guide a vehicle belt in such a way that the child seat can be attached to the vehicle seat (e.g. the main body can have a corresponding guide device to guide the vehicle belt so that the main body can be attached to the vehicle seat , and/or the impact shield can comprise at least one corresponding guide device to guide the vehicle belt in such a way that both the main body and the impact shield are held on the vehicle seat).
  • the main body can have a corresponding guide device to guide the vehicle belt so that the main body can be attached to the vehicle seat
  • the impact shield can comprise at least one corresponding guide device to guide the vehicle belt in such a way that both the main body and the impact shield are held on the vehicle seat).
  • the child seat can have a backrest, a headrest, side elements (side wings) for laterally supporting the child (for example in the event of a side impact), a support leg, a top tether, and/or a base.
  • An impact shield should preferably be understood to mean a device which can be fastened (preferably at least partially detachably, in particular removably) to the main body of the child seat in order to hold the child on the main body.
  • the impact shield is preferably (at least partially) dimensionally stable (particularly in the sense that it does not collapse under its own weight and/or with only minor external forces).
  • the impact shield can be made of plastic (at least in part, for example at least 80% by weight) and/or a cushion (e.g.
  • foam pads include.
  • At least 30% by weight, preferably at least 60% by weight, of the impact shield can be made of a solid and/or non-porous material (plastic).
  • the catch body can be formed from at least 30% by volume, preferably at least 60% by volume, of a porous material (in particular foamed plastic, e.g. EPS or EPP).
  • the impact shield can weigh at least 200 g or at least 500 g and/or at most 5 kg or at most 2 kg.
  • the impact shield may include a central portion configured to restrain the child (particularly at least with respect to acceleration of the child forward towards the vehicle seat).
  • the impact shield may have at least one lateral (preferably a left and a right) portion (holding portion/retaining portion) which is preferably configured to be supported on corresponding (lateral) support portions of the main body.
  • the impact shield can have at least one guide device to guide a vehicle belt in such a way that the impact shield (in particular both the main body and the impact shield) can be attached to the vehicle seat and, if necessary, the impact shield can be attached to the main body at the same time.
  • the child seat is preferably configured for forward-facing placement on the vehicle seat (so that the child faces the direction of travel).
  • a direction of travel is to be understood in particular as a movement of the vehicle traveling straight ahead, since a child seated in the child seat (when looking straight ahead) is looking in the direction of travel.
  • the forward (straight) vehicle is subjected to a (sudden) deceleration, such as a head-on collision, the child and child seat are subjected to inertial forces acting toward the direction of travel.
  • the terms “left” and “right” should preferably be understood in relation to the direction of travel (so that in particular the child's left shoulder is on the left and the child's right shoulder is on the right). Statements such as upwards or downwards, above/above or below/below, upper/upper/upper or lower/lower/lower, horizontal or vertical should preferably be understood in relation to the direction of the gravity vector. If dynamic situations are described, the corresponding information should preferably apply at least to a point in time at which a rotation of the child or the impact shield, e.g. B. against the main body, (in the case of deceleration relative to the motor vehicle) and / or in which a normal use situation with no or only small (or usual in traffic) accelerations (as opposed to a sudden deceleration) is present.
  • a rotation of the child or the impact shield e.g. B. against the main body, (in the case of deceleration relative to the motor vehicle) and / or in which a normal use situation with
  • An inner surface of the impact shield should in particular be that surface which is directed towards the child, in particular towards an abdomen of the child.
  • an outer The surface of the impact shield should in particular be a surface that is directed away from the child's abdomen. It is possible (but not necessary) for such surfaces to be flat and/or without (possibly at least without significant) projections and/or recesses.
  • a normal use situation is to be understood in particular as a situation in which the child seat is arranged (mounted) on the vehicle seat (in particular according to the instructions of the manufacturer of the child seat) and in which a child is safely supported and held by the child seat (in particular according to the specifications of the manufacturer of the child seat).
  • the seat surface of a vehicle seat of the motor vehicle (on which the child seat is arranged or mounted) can have an inclination (in particular increasing from the back to the front) of 0 to 30°, preferably 8 to 22°, even more preferably 12 to 18°, for example ( at least about) 15°
  • the child seat has an underside that faces the seat bottom of the vehicle seat when the child seat is mounted on the vehicle seat.
  • the child seat may be oriented as it would be oriented if it were placed on a flat surface that forms an angle of between 0 and 30° with respect to the initial horizontal flat surface, preferably 8 and 22°, more preferably 12 and 18°, even more preferably (at least about) 15°.
  • a sudden deceleration (or an event with a sudden deceleration) is to be understood in particular as an event in which high accelerations (or decelerations) occur compared to a normal journey in a vehicle (eg passenger car).
  • an impact frontal impact
  • Such a deceleration can be understood as a sudden deceleration in particular when the accelerations (or decelerations) are so great that an active protective device, such as an airbag, is triggered in the motor vehicle.
  • delays during a sudden deceleration event may exceed 2g, possibly even 3g, or even 5g, or even 8g (or be understood as a corresponding sudden deceleration event if these limits are exceeded).
  • an impact as described as a "front crash” in UN ECE-R44 or in UN ECE-R129 (validity at the time of registration or priority, can be called up e.g. on the UNECE website www.unece.org), should be understood as an event of sudden deceleration.
  • Child seats with an impact shield have proven to be advantageous over child seats with an (integral) harness (or child seats without an impact shield), which is reflected, for example, in the particularly good results that such child seats (with an impact shield) have achieved with consumer organizations in the past (especially in terms of safety).
  • child seats with an impact shield have achieved with consumer organizations in the past (especially in terms of safety).
  • consumer organizations especially in terms of safety.
  • Child seats with an impact shield do not dominate the market.
  • Child seats without an impact shield are still widespread. This is possibly also due to the fact that the known design solutions (with high safety requirements) are comparatively complex.
  • the main body may include at least one seating portion defining a seating area for the child to sit on and lateral support portions preferably for laterally supporting the child.
  • the impact shield can have at least a middle section for holding the child and (optionally) side sections which (can) preferably rest on the support sections of the main body.
  • a front portion of a seat portion (particularly the above) of the main body may have a ridge (preferably centrally located) for restraining the child.
  • the elevation may be positioned so that it is located between the child's thighs and/or below the impact shield.
  • the elevation can be so high that it (when the impact shield is in use) comes into contact with the impact shield.
  • a gap can also remain between the elevation and the impact shield.
  • the elevation can help prevent the child from rotating under the impact shield (along with the impact shield or in relation to the impact shield).
  • the increase can be at least 1 cm or at least 2 cm and/or at most 10 cm.
  • the elevation can (in a projection onto its base area) have an area of at least 5 cm 2 or at least 10 cm 2 and/or at most 200 cm 2 or at most 100 cm 2 .
  • the increase can be covered by a cover (e.g. textile cover) and therefore not or hardly visible when the child is using it normally.
  • the child seat in particular its main body, can have a first fastening means (preferably an Isofix fastening means and/or a latch fastening means) in order to fasten the child seat (or main body) to the vehicle seat, in particular to a first fastening device of the vehicle seat.
  • the first attachment means can have at least (or precisely) two attachment structures (e.g. Isofix anchoring structures).
  • the first attachment means may be configured to allow rotation of the child seat about a child seat axis of rotation (relative to the vehicle seat).
  • the first fastening device can in particular have Isofix anchoring structures and/or latch anchoring structures and/or have anchoring structures for a vehicle belt.
  • One Child seat rotation (about the child seat axis of rotation) may be limited, for example, by a seat portion and/or a back portion of the vehicle seat and/or by a support leg and/or a top tether and/or other device.
  • a child seat axis of rotation should in particular mean an axis about which the child seat or at least its main body rotates in the event of a (sudden) deceleration of the motor vehicle.
  • Such a child seat axis of rotation can preferably run through the first fastening means (e.g. Isofix anchoring structures).
  • the child seat (for example its main body and/or impact shield) can have at least one guide device in order to accommodate a motor vehicle belt in such a way that the child seat can be fastened to the motor vehicle seat.
  • the child seat (in particular its main body) can be rotatable relative to the vehicle seat about a child seat axis of rotation or axis of rotation of the main body.
  • the arresting body can be connected or connectable to the main body at least essentially rigidly with respect to rotation (but preferably detachable at least in sections, in particular removable and/or detachable without destruction, preferably detachable without tools).
  • the arresting body can be connected or connectable to the main body at least essentially rigidly (but preferably at least partially detachable, in particular removable and/or non-destructively detachable, preferably detachable without tools) with respect to a translation.
  • An at least essentially rigid connection to the main body should be understood in particular to mean that the connection structure per se is configured in such a way that it prevents or can prevent a relative rotation or relative translation of the impact shield in relation to the main body.
  • a relative rotation or relational translation of the arresting body can therefore be prevented with respect to the main body (apart from unavoidable bending or deformation of the shaped body or main body in the case of high accelerations).
  • At least a (possibly unavoidable) deformation should be so small that the impact shield (in particular no section or point of the impact shield) is at an angle greater than 20°, or greater than 10° relative to the main body.
  • the impact shield in particular no section or point of the impact shield
  • the child may rotate about the impact shield.
  • the child's axis of rotation can be defined by a line (edge) of the impact shield and/or can move on the (inner and/or upper) surface of the impact shield during the rotation of the child.
  • the child axis of rotation (at the beginning of the rotation) can be defined by an upper, inner edge of the impact shield.
  • the child's axis of rotation may lie on a surface of the impact shield, preferably, at least at the beginning of the child's rotation, on an inner surface, and/or, at least during the course of rotation, on an upper surface (or exactly between upper and inner surface) .
  • the child's axis of rotation can shift during the rotation of the child, at least in phases (possibly at least in the initial phase of the rotation) and/or remain stationary (at least in phases, possibly at least in an initial phase of the rotation).
  • the child axis of rotation can coincide with at least or precisely one axis of rotation of the impactor.
  • the arresting body can be connected or connectable to the main body in a rotatable manner (possibly however without permitting a pure translation—at least in a direction away from and/or towards the main body—in the connected or assembled state).
  • the catch body can be connected or can be connected to the main body such that it can rotate about (precisely) one axis of rotation or (precisely) two axes of rotation or more than two axes of rotation.
  • the connection between the impact shield and the main body can also define existing rotation axes, which can, however, be blocked again (possibly completely) and/or can be blocked (e.g. by correspondingly bringing structures of the main body and the impact shield on the one hand into engagement and/or by the formation of stops and/or support surfaces or the like that prevent rotation - if necessary completely).
  • the axes of rotation mentioned should always allow at least a certain rotation (which can possibly be restricted).
  • the child seat comprises at least one catching body fastening means for fastening the catching body to the main body.
  • the impact shield attachment means can allow the impact shield to rotate (relative to the main body) about exactly one or exactly two or more than two axes of rotation.
  • the impact shield attachment means can have at least one first section, preferably at least one or exactly one first section on each side of the main body, which is articulated or can be articulated on the main body, and/or has a second section, preferably at least one or exactly one second section on each side of the impact shield, which is hinged to the impact shield.
  • Articulation on the main body or catching body is to be understood in particular as meaning that a joint (pivot joint) that allows rotation is arranged or can be arranged in a stationary manner on the respective part (main body or catching body).
  • the linkage to the main body can also be effected by an element that can be (rigidly) connected to the main body (but can be detached from it), for example a belt tongue.
  • a joint is preferably to be understood as any connection structure that enables relative rotation (e.g. also a belt in an eyelet of a belt tongue, which would allow that the belt, due to its nature, can rotate in the area of the eyelet, for example due to twisting).
  • At least one (or exactly one or exactly two, for example one on each side) articulated connection can be provided in a connection section between the main body and the catching body.
  • the impact shield fastening means can (at least in sections, possibly completely) be rigid (possibly apart from corresponding articulated connections, but possibly also completely rigid).
  • the impact shield fastening means can also (at least in sections, possibly completely) be designed to be dimensionally unstable, for example have at least one strap (or strap section).
  • the catching body can be rotatable relative to the main body about at least one (or exactly one) or at least two (or exactly two) or at least three (or exactly three) catching body rotation axis(s).
  • the catching body is preferably rotatable relative to the main body about at least one (or exactly one) first and/or at least one (or exactly one) second catching body rotation axis and/or at least one (or exactly one) third catching body rotation axis.
  • a (respective) second and/or third axis of rotation of the impact body deviates (at least at the beginning of a rotation of the child and/or at least at the beginning of a rotation of the child relative to the main body) preferably from the (respective) first axis of rotation of the impact body.
  • a (respective) second impact body axis of rotation preferably deviates (at least at the beginning of a rotation of the child and/or at least at the beginning of a rotation of the child relative to the main body) from a (respective) third axis of rotation of the impact body.
  • the second axis of rotation of the impact body is preferably located above a level of the first axis of rotation of the impact body (at least at the beginning of a child's rotation and/or at the beginning of a rotation of the child relative to the main body).
  • the second impact shield Axis of rotation preferably in front of the first axis of rotation of the impact shield (at least at one of the two times mentioned above, as far as the two times differ).
  • a catch body rotation axis is to be understood in particular as a rotation axis about which the catch body can rotate, specifically in relation to the main body.
  • first and second catching body rotation axis can be provided (but possibly no further catching body rotation axis).
  • further catching body rotation axes for example at least one (or exactly one) third catching body rotation axis, can be provided.
  • the first axis of rotation of the catching body is preferably defined by an articulation on the main body (and possibly additionally by an articulation on the catching body or without an articulation on the catching body).
  • An articulation to the respective device e.g. main body or catching body
  • An articulation to the respective device is to be understood in particular as meaning that a joint forming the articulation is stationary relative to the respective device (main body or catching body). Stationary should mean in particular that no or at most an insignificant movement is possible, for example by a maximum of 3 cm.
  • the first impactor axis of rotation is to be defined by a linkage to the main body, this should imply in particular that the impactor axis of rotation per se cannot move or can only move insignificantly relative to the main body.
  • an impact shield axis of rotation can be assigned to one of four types (which can be understood as final or non-final).
  • a first type is characterized in that the corresponding impactor body axis of rotation cannot be moved (or is stationary) relative to the main body.
  • a second type is distinguished by the fact that the corresponding impact body axis of rotation per se cannot be moved in relation to the impact body (or is stationary in relation to it).
  • a third type is characterized in that the corresponding impact shield axis of rotation is movable per se both in relation to the main body and in relation to the impact shield (e.g. in a case when such a third axis of rotation of the impactor is arranged between a first and a second axis of rotation of the impactor).
  • the impact shield axis of rotation is both stationary (per se not movable) with respect to the main body and with respect to the impact shield (which means in particular that - at least from a functional point of view - there is exactly one impact shield axis of rotation).
  • the second axis of rotation of the arresting body is preferably defined by the articulation of a connecting device (e.g. belt or belt section) for connecting the main body and the arresting body to the arresting body.
  • a connecting device e.g. belt or belt section
  • the child's center of gravity (at least at the beginning of a rotation of the child relative to the vehicle seat and/or at the beginning of a rotation of the child relative to the main body) is at least approximately at the level of or (preferably at least slightly) below a level of the second axis of rotation of the impact shield and/or behind the second impact shield axis of rotation (whereby the second impact shield axis of rotation can be the only impact shield axis of rotation or possibly the uppermost and/or frontmost impact shield axis of rotation at the time under consideration).
  • the child's center of gravity is preferably (at least at the beginning of a rotation of the child relative to the vehicle seat and/or at the beginning of a rotation of the child relative to the impact shield) at least approximately at the height (at the level) of the first impact shield axis of rotation or (according to a particularly preferred embodiment) above or (in an alternative embodiment) below a level of the first impactor axis of rotation and/or in front of the first impactor axis of rotation (alternatively behind or at the same level with respect to the front-to-back direction).
  • a connecting line that connects the first and second impact body rotation axes and is perpendicular to them preferably has an angle of less than 60°, preferably less than 50° and/or more than 10° with respect to the underside of the child seat.
  • Substantially parallel preferably includes angular deviations of at most 20° or at most 10° or at most 5° compared to an exactly parallel embodiment.
  • a rotation of the impact shield around the first impact shield axis of rotation preferably results (at least at the start of such a rotation) in the impact shield exerting a force on a (in particular the above) support surface on which the impact shield is supported on the main body, with this Force is preferably directed at least substantially perpendicular to the support surface.
  • Vertical to the west preferably includes angular deviations of at most 20° or at most 10° or at most 5° compared to an exactly vertical configuration.
  • the first axis of rotation of the impact shield can be arranged above a lower end of the impact shield (at least at the beginning of a rotation of the child relative to the vehicle seat and/or at the beginning of a rotation of the child relative to the main body) and/or above a lower end of one (in particular the above ) Support surface on which the impact shield is supported on the main body.
  • the first and/or second impact body rotation axis is (are) arranged above a child seat rotation axis, preferably the main body rotation axis, via which the child seat or its main body rotates relative to the vehicle seat.
  • the child seat is preferably configured in such a way that the center of gravity of the child during the rotation remains at least approximately at the level of the child's axis of rotation and/or at least one (in particular the uppermost in the initial state) axis of rotation of the impact shield or (possibly also in combination, for example during another phase of rotation) compared to the level of the child rotation axis and/or at least one (especially in Initial state top) impact shield axis of rotation migrates upwards.
  • the child's center of gravity particularly preferably migrates during the rotation (at least in phases) from an initial position at least slightly below the respective level to an intermediate and/or final state at least slightly above this level. With such dynamics, the child can be restrained particularly safely and effectively with simple measures.
  • the system or the child seat can be configured in such a way that during a progressive rotation of the child at least or exactly a reversal of the direction of rotation of the child (relative to the main body and/or the motor vehicle) takes place.
  • the child or a corresponding dummy is particularly preferably part of the system. More preferably, the child (or the dummy) is positioned in the child seat (in particular secured, ie by a secure positioning and setting of the impact shield).
  • a child seat in particular for the above system (or as part of the above system), for attachment to a motor vehicle seat, the child seat having a main body for receiving a child and an impact shield for holding the child, wherein the child seat is configured such that a center of gravity of the child is at least in an initial state at the beginning of a rotation of the child (relative to the vehicle seat or the motor vehicle) and / or at the beginning of a rotation of the child relative to the main body at a (sudden) deceleration of the motor vehicle, for example in the event of a frontal collision, is at least approximately at or (preferably slightly) below a level at which a child's axis of rotation lies, about which the child rotates relative to the main body, as soon as the child begins to rotate relative to the main body, and/ or at least about at or (preferably slightly) below a level l iegt, on which at least one impactor rotation axis lies, preferably at least when the child seat is
  • the child seat according to the invention preferably has the child seat features described above, in particular a motor vehicle can be taken as a basis that (hypothetically) has the above features or that has a motor vehicle seat surface on which the child seat should be mountable, the one angles of at least 0° and at most 30°, preferably at least 8° and at most 22°, even more preferably at least 12° and at most 18°, for example at least approximately 15°.
  • the (respective) geometric conditions should preferably apply to at least one angle in the respective angular range, but can also apply to the entire respective angular range.
  • the above object is achieved by a method for arranging a child seat on a vehicle seat of a motor vehicle, preferably providing the above system and/or providing the above child seat, the child seat having a main body for receiving a child and an impact shield for holding the child has, wherein the child seat is configured and arranged such that a center of gravity of the child at least in an initial state at the beginning of a rotation of the child (relative to the vehicle seat or relative to the motor vehicle) and / or at the beginning of a rotation of the child relative to the main body at a deceleration of the motor vehicle, for example in the event of a frontal collision, is at least approximately at or (preferably slightly) below a level at which a child's axis of rotation lies, about which the child rotates relative to the main body, as soon as the child begins to rotate relative to the main body , and/or at least approximately at or (preferably slightly) below a level at which at least one impactor rotation axis lies.
  • the method can include a step of arranging, in particular securing, the child in the child seat. Furthermore, the above object is achieved by a method for holding a child seat and a child therein during a frontal impact, by the above child seat and/or by the above system and/or following the above method for arranging. When dynamic changes in geometric relationships are described above, the method of holding should preferably cycle through these dynamic changes.
  • the attachment of the child seat to the vehicle seat defines a child seat axis of rotation with (at least, preferably exactly) two first connection points such that the child seat can rotate about this first axis.
  • the (at least) two first connection points can be realized, for example, by the Isofix or LATCH anchorage points or the anchorage points of a vehicle lap belt.
  • the rotation about the axis of rotation of the child seat can be limited, for example, by a seat part and a backrest of the vehicle seat and/or by a support leg, a top tether, etc.
  • the impact shield can be attached (detachably, in particular completely detachably) so rigidly to the main body of the child seat that rotation, preferably also displacement of the impact shield relative to the main body is essentially ruled out.
  • the child's axis of rotation can be a defined line (edge) of the impact shield or can move on the (inner and/or upper) impact shield surface (or impact shield side) as the child rotates.
  • the geometry and the position of the impact shield are particularly preferably to be selected in such a way that the child's center of gravity lies within a horizontal plane through the child's axis of rotation or somewhat below such a horizontal plane.
  • the impact shield can be attached (if necessary detachable, in particular completely detachable) to the main body of the child seat by an impact shield fastening means in such a way that a displacement of the impact shield in relative to the main body is limited or, preferably, at least substantially impossible, while the attachment allows rotation of the impact shield relative to the main body and a series of axes (at least one axis) is defined therefor.
  • Some of the number of defined axes can be blocked, for example, by means of a positive connection (e.g. between the impact shield and the main body); however, if the entire number of defined axes is blocked, the system comprising the catch and the main body reduces (functionally) to the first embodiment.
  • One (or more) first part(s) of the impact shield attachment means may be formed (e.g. integrally formed) through the main body, preferably in or at least close to a left and right support portion respectively.
  • the (respective) first part of the impact shield attachment means can also be or can be connected to the main body at a respective second connection point (e.g. belt buckle) (preferably in or at least near a left or right support section).
  • the (respective) first part of the impact shield attachment means may be rotatable (or rigidly connected to the main body) about an axis through which the respective connection points pass and define a first impact shield axis of rotation.
  • One (or more) second part(s) of the impact shield attachment means can be formed (e.g. integrally formed) through the impact shield (preferably on a left or right lateral section of the impact shield).
  • the (respective) second part of the fastening means can be formed in a respective third connection point (preferably exactly two, in particular one each on the left and right) on the arresting body.
  • the (respective) second part of the impact shield attachment means may be rotatable about an axis through which corresponding connection points, and thus define a second impact shield axis of rotation or be firmly (rigidly) connected to the impact shield.
  • the (respective) first and second parts of the impact shield attachment means may be configured to cooperate with each other at a respective fourth connection point (junction) to attach the impact shield to the main body. If the first and second parts of the impact shield fastening means are operatively connected to one another, the (respective) first and second part of the impact shield fastening means can be rotatable in relation to one another about an axis and thus define a third impact shield axis of rotation (or be rigid).
  • the fastening of the impact shield to the main body can allow rotation about only one impact shield axis of rotation, with further (blocked) axes being able to be defined by the impact shield fastening means.
  • One impact shield axis can be the above (first, second or third) impact shield axis.
  • Two or more of the impact shield axes may coincide to form a common (single) axis of rotation.
  • the respective first part of the catcher body fastening means can be rotatably connected to the main body and the (respective) second part of the catcher body fastening means can be rotatably connected to the catcher body, with corresponding connection points being provided in this way are that the first and second axis of rotation of the impact shield coincide.
  • This (coincident) axis can (functionally) be the only possible axis for the rotation of the impact shield in relation to the main body (at least if a possible operative connection between the respective first and second section of the impact shield attachment means forms a rigid connection and/or with the respective coincident axes of rotation coincides).
  • a rigid (and/or fixed) connection can mean a dimensionally stable connection, but possibly also a dimensionally unstable connection that is such that in the event of a sudden deceleration like a dimensionally stable connection behaves (e.g. is tightened) (or at least in this case keeps its shape).
  • the (respective) first part of the impact shield attachment means can be rotatably attached (about a first impact shield axis of rotation) about the main body and the (respective) second part of the impact shield attachment means can be rigidly attached to the impact shield.
  • the (respective) first part of the impact shield attachment means can be fixedly attached to the main body and the (respective) second part of the impact shield attachment means can be rotatably attached to the impact shield (about a second impact shield axis of rotation).
  • the resulting first or second impact shield axis of rotation would be the only (possible) axis for rotation of the impact shield in relation to the main body (provided that a connection between the (respective) first and second part of the impact shield attachment means forms a fixed connection or coincides with the first or second impact shield axis of rotation).
  • the (respective) first part of the impact shield attachment means can be rigidly (firmly) attached to the main body and the (respective) second part of the impact shield attachment means can be rigidly attached to the impact shield, the (respective) first part and the (respective) second part of the impact shield attachment means are configured to interact with each other such that rotation of the impact shield about the third impact shield axis of rotation is possible.
  • the third impact shield axis of rotation may be the only possible rotation axis for the impact shield with respect to the main body (e.g. when the impact shield and main body are pivotally attached to each other, e.g. via pins in fixed bearings). Pins and/or bearings can preferably be arranged in the left or right lateral section of the impact shield.
  • the attachment of the impact shield to the main body can allow rotation about two (diverting) axes, with further blocked axes being able to be defined by the impact shield attachment means, if necessary.
  • the two axes can be a first axis of rotation of the impact body and/or a second axis of rotation of the impact body and/or a third axis of impact Include axis of rotation. Two or more of the axes may coincide to form one of the two axes.
  • a third embodiment can be realized if both the first impact body rotation axis and the second impact body rotation axis are present (and do not coincide), while there is a rigid connection between the (respective) first and second part of the impact body fastening means.
  • the first, second and third axis of rotation of the impact shield are present, with two of these axes coinciding and the further axis of rotation of the impact shield is separate from the coincident axis of rotation of the impact shield (or does not coincide with it).
  • the third axis of rotation of the impact body can preferably coincide with one of the first and second axis of rotation of the impact body.
  • the (respective) first part of the catching body fastening means is rotatably fastened (about a first catching body axis) to the main body and the (respective) second part of the catching body Fastening means is rigidly attached to the impact shield, or that the (respective) first part of the impact shield attachment means is rigidly attached to the main body and the (respective) second part of the impact shield fastening means is rotatably attached (about a second impact shield axis) to the impact shield while the third impact shield axis of rotation is formed by cooperation between the (respective) first and second part of the impact shield attachment means and is separate from the first or second impact shield axis of rotation.
  • the two (diverging) impact shield rotation axes can be defined by two left and two right connection points.
  • the child may rotate with the shield (as opposed to rotating the child about the shield) and/or the one (or more) axis(s) of rotation may be coincident with the child axis of rotation.
  • the child's focus is preferably within a horizontal plane in which the one axis of rotation (in the second embodiments) lies, or in which one or both (or even more) axes of rotation lie (in the third embodiments), preferably slightly below such a plane.
  • the child's center of gravity can lie between the two horizontal planes in which one of the impact body's rotation axes lies, in particular in such a way that the child's center of gravity lies above a horizontal plane in which the first impact body's rotation axis lies and/ or below a horizontal plane in which the second axis of rotation of the impact shield lies.
  • one of the two impact body rotation axes is arranged further forward and/or higher than the other of the impact body rotation axes, with the child's center of gravity being (preferably slightly) below the horizontal plane in which the upper or .front of the two impactor rotation axes.
  • the impact shield is rotatable about at least one axis with respect to the main body
  • a downward rotation about the at least one impact shield axis of rotation exerts a force on the support section (or on the respective right and left Support section), wherein the force (at least substantially) is aligned perpendicularly to a support surface of the (respective) support section.
  • This is particularly preferred for the third embodiment or a rotation about a lower and/or rear axis (as explained above).
  • the two rotation axes can (as explained above) be defined by two left and two right connection points.
  • a first side of angle A can be defined by a lateral projection of a line through the two left connection points, and a second side of angle A can be defined by a lateral projection of a bottom of the main body.
  • A can be less than 60°, preferably less than 50° and/or A can be greater than 10°, preferably greater than 15°. In particular, A can be between 25° and 45°. In general, it can be advantageous if a respective support section (at least essentially) rises from the back to the front.
  • the support section can form an angle B with respect to a base of the main body (or a plane defined by the base of the main body) which is less than 70°, preferably less than 55° and/or greater than 10°, preferably greater than 15 °.
  • the angle can be between 25° and 45°.
  • the child seat has a support leg (and/or if the child seat is equipped with a third rigid connection to the motor vehicle, e.g. in addition to the two Isofix connections), it can be advantageous if the angles A and/or B are (at least slightly) smaller than stated above, for example by 10° smaller (since a support leg and/or another third rigid connection) can reduce the rotation about the child seat's axis of rotation comparatively efficiently.
  • the child seat or system is configured such that the child's center of gravity moves during a (sudden) deceleration from a position below a plane containing a child's axis of rotation and/or an axis of rotation of the impact shield to above the respective one moves the level (i.e. traverses the level).
  • system or the child seat can preferably be configured in such a way that during an event of (sudden) deceleration the child rotates relative to the main body in a direction under the impact shield and/or (subsequently) during the event or after the event of (sudden) deceleration in one direction over the impact shield.
  • the child seat can have both aspects (a rotation of the child with respect to the impact shield and a rotation of the child together with the impact shield) depending on the implementation of attachment of the impact shield to the main body. There can also be (at least a certain) translation of the impact shield in relation to the main body (for example when a strap, via which the impact shield is attached to the main body, is tightened).
  • an impact shield can be regarded as at least essentially not (purely) movable in translation with respect to the main body if he moves forward less than 10 cm, preferably less than 5 cm during a (sudden) deceleration, in particular according to a frontal impact ("front crash") as defined in UN ECE-R44 and/or UN ECE-R129, wherein the forward movement can be measured by measuring the relevant foremost point of the impact shield.
  • the impact shield attachment means may be (at least substantially) rigid; H. they can be made of metal and/or plastic, for example.
  • the impact shield attachment means can be flexible (and/or dimensionally unstable) at least in sections, for example at least one belt (or belt section), at least one strap (or a section of such) or at least one cable (or a component of such) or the like include.
  • the impact shield attachment means are preferably dimensionally stable at least in sections during the sudden deceleration (such as a belt section that is stretched by the forces acting in this case, with a possible change in shape only taking place at predefined points of the belt, for example due to twisting and/or a kink).
  • the child's center of gravity may be the center of gravity of the child actually seated in the child seat or the center of gravity of a child of a size and/or weight for which the seat is designed (or rated).
  • a center of gravity of a dummy can also be used as a center of gravity, namely in a state in which the dummy is seated in the child seat and is (properly) held by it.
  • a Q-dummy as in UN ECE-R129 (valid at the time of filing or priority of the present description and/or on December 31, 2013) can be understood in this regard.
  • Q dummies exist in the sizes Q0, Ql, Ql.5, Q3, Q6 and Q10, where the number after the Q indicates the (approximate) age of the child the dummy is intended to correspond to.
  • the present seat is to be approved in particular for children of a minimum size up to a maximum size, the minimum size being at least 60 cm, preferably at least 75 cm and/or the Maximum size can be at most 130 cm, preferably at most 116 cm.
  • the seat can be designed at least for dummies (or children who are simulated by the corresponding dummies) from Q1 or Q1.5 to Q6.
  • the respective focus should also preferably be determined with such a dummy. If reference is made to the center of gravity and certain conditions are required for it (in relation to other locations or positions, in particular in relation to rotation axes), the conditions should preferably be for at least one of the dummies mentioned (preferably for at least three of the dummies, if necessary . for all dummies).
  • the respective conditions should preferably apply to at least one inclination position, more preferably at least to a partial range of an inclination adjustment range, which in total is at least half of a maximum possible incline change, if applicable, for all incline settings.
  • the respective conditions should preferably apply to at least one inclination position, more preferably at least for a sub-area of an inclination adjustment range that makes up at least half of a maximum possible change in inclination, if necessary for all inclination settings.
  • the impact shield can be adjusted relative to the main body (rotationally and/or translationally)
  • the respective conditions should preferably apply to at least one setting, more preferably to at least half of all or to all rotational setting options and/or to at least half of all or to all translatory adjustment options.
  • the impact shield can have an (active) protective device (for example airbag). If this is the case (which is not mandatory), the respective conditions should preferably apply at least for a case in which the active protection device is not triggered.
  • an active protective device for example airbag
  • E/ECE/324/Riv.2/Add. l28 - E/ECE/TRANS/505/Riv.2/Add. l28 for example on July 9, 2013 and/or December 31, 2013 and/or at the priority or filing date.
  • the dummies from the manufacturer Humanetics can be used as dummies. Additional information can be found in the manuals from the manufacturer Humanetics (which the UN ECE-R129 standard also refers to).
  • the rotation of the child's center of gravity should be considered in particular (i.e. not a nodding movement of the head relative to the torso or the like). If, in the event of a crash, individual parts of the child's body rotate relative to others (especially the torso), this should be disregarded, in particular insofar as the center of gravity continues to be that point which is the center of gravity of the child or dummy in the initial state. However, it would also be conceivable to always use the current center of gravity.
  • a preferably used, (assumed) non-changing center of gravity is to be understood in particular as a center of gravity that is always at the same place within the child's torso and corresponds to the place where the center of gravity is when the dummy or the child is in its initial position (when the vehicle is stationary or in a normal driving situation).
  • FIG. 1 shows a side view of a child seat according to the invention
  • FIG. 2 shows the child seat according to FIG. 1 in an oblique view
  • FIG. 3 is a schematic sectional view of a child seat mounted on a vehicle seat
  • FIG. 4 shows the child seat according to FIG. 3 during an impact situation
  • Fig. 5 shows the child seat according to FIGS. 3 and 4 as the progression
  • FIGS. 3 to 5 shows the child seat according to FIGS. 3 to 5 with further progression of the impact situation
  • FIG. 7 shows a view corresponding to FIG. 3 of a further embodiment of the child seat according to the invention.
  • FIG. 8 shows a representation according to FIG. 3 of a further embodiment of the child seat according to the invention.
  • Fig. 1 shows a side view of a child seat 10 according to the invention, comprising a main body 11 and an impact shield 12.
  • the main body 11 comprises a seat portion 13 and a back portion 14 with a (optional) headrest 15.
  • the main body has a first attachment means 16 (here optionally comprising two Isofix anchoring structures).
  • the arresting body 12 is fastened or can be fastened to the main body 11 via a second fastening means (catching body fastening means) 17 .
  • the second fastening means 17 comprises at least a first part 18 (specifically in the form of a seat belt buckle) and a second part 19 (comprising a corresponding seat belt tongue 21).
  • a first part 18 and a second part 19 can be provided on each side (ie on the left or right). However, it is also conceivable that the side not shown in FIG. 1 has a different fastening solution (for example a non-detachable fastening or another detachable fastening).
  • the (respective) first part 18 (belt buckle) is formed on the seat section 13, in particular integrally with it.
  • the (respective) second part 19 can also have a belt or belt section 20, which is or can be placed (transversely) over the impact shield.
  • the impact shield 12 (opposite the main body 11) at two points (locations) rotate (preferably on each side of the child seat).
  • the attachment of the belt 20 to the belt tongue 21 allows the arresting body to rotate about this point or area (or a corresponding axis; as explained schematically below with reference to FIGS. 3 to 6, where this would correspond to the first arresting body axis of rotation).
  • the belt 20 is mounted in at least one belt guide device 22 on the arresting body, with another belt guide 22 not being visible in Fig. 1 (see also Fig. 2) and thus allowing a further possibility of rotation (which is shown in the schematic representation according to Figs. 3 to 6 corresponds to the second impact shield axis of rotation, as explained further below).
  • the belt 20 can be connected to the impact shield 12 at a respective third connection point (connection point) 26 and at a respective fourth connection point (connection point) 27 to the respective belt tongue or (if this is inserted) to the corresponding belt lock or generally the main body 11.
  • Both the (respective) third connection point 26 and the (respective) fourth connection point 27 allow rotation of the belt 20 about these locations and thus define a respective axis of rotation for the impact shield (impact axis of rotation).
  • the seat section 13 preferably (at least essentially) comprises lateral wings 28 which (each) form a corresponding support surface 29 (for supporting the impact shield 12). Between the third and fourth connection points 26, 27, the belt 20 (in the side view shown or a lateral projection) runs at least essentially parallel to the (respective) support surface 29 (or a contact line between the support surface 29 and a lateral section 30 of the impact shield 12).
  • FIG. 2 shows the seat according to FIG. 1 in an oblique view.
  • a seat area 32 of the seat section 13 can be seen here, as well as a support section 33 on each side (left and right), which forms the respective support surface 29 .
  • the impact shield has a central section 34 (bent to this, in particular angled downwards) (on each side) a lateral section 30 .
  • the middle section 34 is designed to support the child, particularly to restrain it in the event of a crash.
  • the lateral sections 30 are provided in order to hold the child laterally (for example the child's thighs) and/or to enable the impact shield to be supported on the support section 33 .
  • At a center of a front portion of the seat portion 32 is a bulge (bulge) 36 recognizable. Through this increase 36, the child can effectively
  • FIG. 3 shows (highly) schematically a child seat 10 that is installed on a vehicle seat 100 .
  • the child seat 10 can be designed with further structural details like the child seat shown in FIGS. 1 and 2, or can be designed in a different (specific) way.
  • the catching body 12 can rotate relative to the main body 11 via a first catching body rotation axis 41 and (at least in principle also via) a second catching body rotation axis 42 .
  • the child seat 11 is attached to the vehicle seat 100 via the first attachment means 16 (specifically, this attachment can be configured as an Isofix attachment).
  • FIG. 3 shows a state of the child seat 11 and the vehicle seat 100 when the vehicle is stationary or during normal driving (without unusually high accelerations).
  • the vehicle seat has an inclination 43 with respect to the horizontal.
  • the child seat 10 is also inclined at the same angle relative to the horizontal.
  • the angle shown in FIG. 3 can also be smaller (or possibly also larger) or it can also be zero.
  • a center of gravity S of a child K is (slightly) below a level of the second impact body axis of rotation 42 and above a level of the first impact body axis of rotation 41.
  • the center of gravity S is behind the second impact body Axis of rotation 42 and in front of the first axis of rotation 41.
  • FIG. 4 now shows the child seat from FIG. 3 at the beginning of an event of (sudden) deceleration (for example in the case of a frontal collision).
  • the entire child seat 10 now begins to rotate about a child seat axis of rotation 45 (in particular specifically about the Isofix connections), so that a padding of the vehicle seat 100 is compressed.
  • a rotation of the arresting body 12 in relation to the main body 11 has not yet started (at least not yet significantly).
  • child K and impact shield 12 prevent the rotation of the entire child seat 10 or the main body 11 about the child seat axis of rotation 45 participate.
  • the center of gravity S of the child K is still (at least slightly) below the second (upper) impact shield axis of rotation 42, but less far below than in the position according to FIG. 3.
  • FIG. 5 shows a situation (briefly) after that of FIG. 4.
  • the rotation of the child seat 10 about the child seat axis of rotation 45 has continued.
  • impact shield 12 and child K with a rotational movement relative to the main body 11 began.
  • the catching body 12 does not rotate (at least essentially) about the first catching body axis of rotation 41 (in particular due to being supported by the respective support surface 29). Rather, the impact shield rotates (at least essentially) about the second impact shield axis of rotation 42.
  • the child K rotates together with the impact shield and thus in a direction under the impact shield (or in such a way that a front end of the impact shield goes at least slightly upwards ).
  • the center of gravity S of the child K is here (at least approximately) in a horizontal plane in which the second impact body axis of rotation 42 lies and also (comparatively significantly) above a horizontal plane in which the first impact body axis of rotation 41 lies.
  • the impact shield 12 and child K rotate counterclockwise (opposite to the main body) in a view of the right side of the child seat 10 .
  • the relative rotation of the catching body with respect to the main body can be recognized in particular by the fact that the support surface is no longer aligned exactly parallel to the catching body.
  • Fig. 6 shows a situation (briefly) after that in Fig. 5.
  • the rotation of the child seat 10 around the child seat axis of rotation 45 is now complete (e.g. because the seat portion of the child seat 10 reaches a fixed support structure of the motor vehicle seat, e.g. a frame of the same).
  • the impact shield 12 now rotates clockwise (when looking at the right side of the child seat) about the second impact shield axis of rotation 42 (since the center of gravity S of the child K is at least slightly above a horizontal plane in which the second impact shield axis of rotation 42 lies).
  • FIG. 7 shows (highly schematically) a child seat 10 in a normal position (when the vehicle is stationary or in a normal driving situation without excessive acceleration), which is mounted on a vehicle seat 100 (analogous to FIGS. 3 to 6).
  • the child seat 10 and vehicle seat 11 can generally be designed (but this is not mandatory) as shown in FIGS. 1 and 2 and FIGS. 3 to 6, respectively. Differences in comparison are explained below.
  • the catching body 12 is here fixed (at least stationary) relative to the main body 11. Specifically, the catching body 12 can be brought into engagement with the main body 11 where this is shown (for example as shown in FIG. 7). , a (e.g. upwardly projecting) projection 50 can be provided (alternatively or additionally, the catch body 12 can also have a corresponding projection which can be brought into engagement with a recess on the main body).
  • a stationary connection can be realized in a different way (ie in particular a connection that can be set in such a way that at least no rotation, possibly also no translation, is possible).
  • the impact shield 12 has a rear upper edge that defines a child rotation axis 51 (about which the child rotates in the event of forward acceleration relative to the vehicle seat 100).
  • a center of gravity S of the child K is below this child axis of rotation. Also in FIG. 7 (as explained in connection with FIGS.
  • the child seat 100 can preferably rotate about a child seat axis of rotation 45, so that the center of gravity S of the child K and the child's axis of rotation 51 move towards one another as the deceleration process progresses (in particular before, possibly shortly after, a rotation about the child's axis of rotation has begun), so that the rotation of the child K about the child's axis of rotation 51 takes place, if necessary, directly in a direction above the impact shield 12 (or from a rotation in a direction below the impact shield 12 is inverted into a direction above the impact shield 12) wherein, upon rotation under the impact shield 12, a corresponding child axis of rotation may be defined by a lower rear edge of the impact shield 12.
  • FIGS. 1 and 2 or 3 to 6 show a further (highly schematic) illustration of a further embodiment of a child seat in a normal use situation, installed on a vehicle seat 100.
  • the child seat 10 can optionally be designed as in connection with FIGS. 1 and 2 or 3 to 6 (taking into account the differences explained below).
  • the catching body 12 can only be rotated about a single catching body axis of rotation 60 relative to the main body 11 .
  • a projection 50 can be provided on the main body (possibly at least in a side view or in cross section as in Fig. 7), with the impact shield 12 being attached, for example, via a rod and/or at least one pin this projection is stored.
  • the rotation of the child seat 10 about the child seat rotational axis 45 can move the center of gravity S and the impact shield axis of rotation 60 (which can also form a child axis of rotation) relative to one another before (or shortly after) rotation about the impact shield axis of rotation 60 has begun, such that the child's rotation about the impact shield axis of rotation 60 is (immediately) in a direction above the impact shield 12, or has progressed from rotation in a direction below of the impact shield (about an axis which may be defined by a rear lower corner of the impact shield 12) is inverted to rotate in a direction above the impact shield.

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  • Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Child & Adolescent Psychology (AREA)
  • General Health & Medical Sciences (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)

Abstract

L'invention concerne un siège pour enfant (10), le siège pour enfant comprenant un corps principal (11) destiné à recevoir un enfant (K) et une protection contre les impacts (12) destinée à maintenir l'enfant, le siège pour enfant étant conçu de sorte qu'un centre de gravité (S) de l'enfant, au moins dans un état initial au début d'une brusque décélération du véhicule automobile et/ou au début d'une rotation de l'enfant par rapport au siège de véhicule et/ou au début d'une rotation de l'enfant par rapport au corps principal lors d'une brusque décélération du véhicule automobile, par exemple en cas de choc frontal, est au moins approximativement égal ou inférieur, de préférence légèrement inférieur, à un niveau auquel un axe de rotation de l'enfant (51) est situé, autour duquel l'enfant tourne par rapport au corps principal, dès que l'enfant commence à tourner par rapport au corps principal, et/ou est au moins approximativement égal ou inférieur, de préférence légèrement inférieur, à un niveau auquel au moins un axe de rotation de protection contre les impacts (41, 42, 60) est situé autour duquel la protection contre les impacts peut tourner par rapport au corps principal.
EP21802219.2A 2020-10-30 2021-10-25 Siège pour enfant comprenant une protection contre les impacts destinée à être montée sur un siège de véhicule automobile Pending EP4237282A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202020106242.5U DE202020106242U1 (de) 2020-10-30 2020-10-30 Kindersitz mit einem Fangkörper zur Anbringung auf einem Kraftfahrzeugsitz
PCT/EP2021/079526 WO2022090147A1 (fr) 2020-10-30 2021-10-25 Siège pour enfant comprenant une protection contre les impacts destinée à être montée sur un siège de véhicule automobile

Publications (1)

Publication Number Publication Date
EP4237282A1 true EP4237282A1 (fr) 2023-09-06

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP21802219.2A Pending EP4237282A1 (fr) 2020-10-30 2021-10-25 Siège pour enfant comprenant une protection contre les impacts destinée à être montée sur un siège de véhicule automobile

Country Status (7)

Country Link
US (1) US20230373363A1 (fr)
EP (1) EP4237282A1 (fr)
JP (1) JP2023550272A (fr)
KR (1) KR20230096089A (fr)
CN (1) CN117083200A (fr)
DE (1) DE202020106242U1 (fr)
WO (1) WO2022090147A1 (fr)

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DE2147248C2 (de) * 1971-09-22 1982-09-02 Daimler-Benz Ag, 7000 Stuttgart Schalenförmiger Kindersitz für Fahrzeuge, insbesondere Kraftwagen
FR2318056A1 (fr) * 1975-07-17 1977-02-11 Peugeot Dispositif de retenue pour passager de vehicule
JPS5936520Y2 (ja) * 1981-10-23 1984-10-08 二村 鉦治 自動車用シ−ト用幼児用椅子
US5427432A (en) * 1993-11-18 1995-06-27 Lisco, Inc. Adjustable shield for car seat
DE102012100707B4 (de) 2012-01-30 2022-11-17 Cybex Gmbh Kindersitz für ein Fahrzeug

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DE202020106242U1 (de) 2022-02-01
JP2023550272A (ja) 2023-12-01
WO2022090147A1 (fr) 2022-05-05
US20230373363A1 (en) 2023-11-23
CN117083200A (zh) 2023-11-17
KR20230096089A (ko) 2023-06-29

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