WO2003045731A1

WO2003045731A1 - Vehicle seat comprising a collapsible back rest

Info

Publication number: WO2003045731A1
Application number: PCT/EP2002/012315
Authority: WO
Inventors: Joachim KÄMMERER; Thomas Kristoffel
Original assignee: Keiper Gmbh & Co.Kg
Priority date: 2001-11-24
Filing date: 2002-11-05
Publication date: 2003-06-05
Also published as: DE10157748C2; EP1453696A1; DE10157748A1

Abstract

The invention relates to a vehicle seat (1), especially a motor vehicle seat, comprising a seat cushion (9), a back rest (15) and a coupling arm (17) which is fixed to the seat cushion (9) and the back rest (15) in an articulated manner. The vehicle seat (1) can be converted from at least one use position to at least one non-use position, by means of collapsing movements of the back rest (15) and the seat cushion (9) which is kinematically coupled to the back rest (15).

Description

Vehicle seat with foldable backrest

The invention relates to a vehicle seat, in particular a motor vehicle seat, with the features of the preamble of claim 1.

A known vehicle seat of this type can be converted from a use position into a non-use position by folding the seat cushion and the backrest forward. For a coordinated movement of the seat cushion and backrest and easier operation, a coupling is provided between a front foot carrying the seat cushion in front and a rear foot connected to the backrest.

The invention is based on the object of improving a vehicle seat of the type mentioned. This object is achieved by a vehicle seat with the features of claim 1. Advantageous refinements are the subject of the dependent claims.

Because the coupling is articulated on the seat cushion and on the backrest, it can absorb forces which are exerted by unpaved cargo, for example in the use position on the backrest and in the non-use position on the seat cushion, and via the respective other seat components in the vehicle structure forward, i.e. as a second possibility parallel to the direct application of force from the affected seat component via its articulation into the vehicle structure. This provides increased protection from cargo. The paddock can be directly on the supporting structure of the seat cushion or the backrest or on a rigid with the Seat cushion or the backrest (or its supporting structure) connected component be articulated, for example on a molded tab element, arm or foot. The coupling enables one-hand operation by kinematically coupling the backrest and the seat cushion, ie the movement (actuation) of the backrest automatically causes the movement of the seat cushion. At the same time, the coupling can absorb loads, for example in the event of a crash. The otherwise usual articulation of couplings on the feet or swinging of the seat frame, extensions of the load-bearing structure of the seat cushion or the backrest or the like does not result in the direct transmission of force as is possible with the coupling according to the invention.

For an optimal application of force both during the transition from the use position to the non-use position and during peak loads, the coupling is sturdy and preferably bent at least once, i.e. the elongated coupling has at least two legs at an angle to one another, each of which is connected via a rounded apex region. To avoid disabilities when sitting in the use position of the vehicle seat, the first leg can run at least approximately along the seat cushion and the second leg can run at least approximately along the backrest.

Depending on the installation space, the coupling can alternatively take on an essentially straight, elongated shape. Designing the belt as an armrest has the advantage that in the non-use position the belt does not require a special receptacle in the vehicle structure and still does not protrude beyond the contour of the backrest and the seat cushion, i.e. leaves the loading area unaffected.

The torque transmission from the backrest to the seat cushion should be as inexpensive as possible for a small amount of force when actuating, ie the lever ratios should be as favorable as possible. The dimensions and he- selected the coupling and their articulation positions on the seat cushion or on the backrest, which also depend on which positions the seat cushion and the backrest are to take in the non-use position, ie whether the folding movements should take place over approximately 90 ° or 180 °. In relation to the position of use, the dome is preferably articulated above the joint serving to articulate the backrest and / or above the articulation serving to articulate the seat cushion.

The use of a four-bar linkage for the seat cushion enables a non-use position in which the seat cushion is folded through 180 °, i.e. comes upside down. A simple joint for articulating the seat cushion is sufficient for an upright arrangement of the seat cushion in the non-use position.

In a preferred embodiment, the coupling is articulated at one end in the direction of travel behind the joint of the seat cushion, preferably on the underside of the seat cushion, for example approximately at the rear end of the front third of the seat cushion, that is to say both above the joint serving to pivot the seat cushion and also behind the same. The other end of the coupling is then preferably articulated approximately at the upper end of the lower third of the backrest, ie above the joint pivoting the backrest.

In a preferred non-use position, on the one hand the back of the backrest points upwards in order to enlarge the loading area while at the same time protecting the backrest cushion, and on the other hand the seat cushion stands upright if the protection against loading is to be improved, or the back or underside of the seat cushion also points upwards if a maximum loading height is to be achieved while protecting the seat cushion pad. The invention is explained in more detail below with the aid of four exemplary embodiments shown in the drawing with three modifications. Show it

1 is a slightly schematic side view of the first exemplary embodiment in the use position,

2 shows a corresponding side view in an intermediate position,

3 shows a corresponding side view in the non-use position,

4 is a slightly schematic side view of the second exemplary embodiment in the use position,

5 is a corresponding side view in the non-use position,

6 is a slightly schematic side view of a modification of the second embodiment in the use position,

7 is a corresponding side view in the non-use position,

8 is a slightly schematic side view of the third embodiment in the use position,

9 is a corresponding side view in the non-use position,

10 is a slightly schematic side view of a modification of the third embodiment in the use position, 11 is a slightly schematic side view of the fourth exemplary embodiment in an intermediate position,

12 is a slightly schematic side view of a modification of the fourth exemplary embodiment in the use position, and

Fig. 13 is a corresponding side view in the non-use position.

A vehicle seat 1 according to the first exemplary embodiment is provided in a rear row of a motor vehicle. A front foot 7 is articulated to the vehicle structure S on both sides of the vehicle seat 1 by means of a first joint 3. The two upright front feet 7 support the front area of a seat cushion 9. The seat cushion 9 lies in its rear area on the vehicle structure S drawn upwards. In the direction of travel behind the rear edge of the seat cushion 9, a second joint 11 is provided on both sides of the vehicle seat 1, by means of which a backrest 15 is articulated to the vehicle structure S. The upper third of the backrest 15 is locked to the vehicle structure S on the back.

In the case of a coupling 17 which is bent on both sides of the vehicle seat and has two legs, the two legs 17 'and 17 "are at a slightly obtuse angle to one another. In the area of the second joint 11 and the rear edge of the seat cushion 9 there is the rounded apex area 17"' the coupling 17. The first leg 17 'runs approximately from the apex region 17 "' over approximately two thirds of the length of the seat cushion 9, where it is articulated on the underside of the seat cushion 9 to a tab 19 fixed to the seat cushion structure by means of a first bearing bolt 21. This bearing point, defined by the first bearing pin 21, is arranged in the use position described above the first joint 3 and - viewed in the direction of travel - behind the latter Leg 17 "runs approximately from the apex region 17"'upwards over about a third of the backrest 15, where it is articulated laterally on the backrest 15 by means of a second bearing pin 23. This bearing point, which is defined by the second bearing pin 23, is arranged above the second joint 11 in the use position described. The coupling 17, the seat cushion 9 with the front foot 7, the vehicle structure S and the backrest 15 each form a four-bar linkage. The dimensions of the coupling 17 are designed for load absorption.

The vehicle seat 1 can be transferred from the use position described, which is suitable for sitting, to a non-use position, which is suitable for taking up loads, by means of one-hand operation. For this purpose, the backrest 15 is first unlocked and folded forward. The coupling 17 articulated on the backrest 15 is thereby pushed forward, specifically with its second leg 17 "downward and with its first leg 17 'initially upward and downward in the further course of the movement. The articulated on the first leg 17' Seat cushion 9 therefore automatically folds forward about the first joint 3, ie counterclockwise in the drawing.

If, after a folding movement of approximately 110 °, the backrest 15 reaches a horizontal position, ie its rear side points upwards, the non-use position is reached. The coupling 17, with its apex region 17 '', fits into a corresponding receptacle of the seat structure S. In the exemplary embodiment, the seat cushion 9 then assumes a raised position, that is to say it is also folded by approximately 90 °. The seat cushion 9 thus offers protection against loading , the joints 3 and 11 and the coupling 17 absorbing the necessary forces and forwarding them into the vehicle structure S. With an appropriate design of the coupling 17, the seat cushion 9 can also pivot about 180 °, so that a larger loading area is available. In a modification of this, an elongated, essentially straight coupling is provided between the two bearing bolts 21 and 23 instead of the curved coupling 17.

A second exemplary embodiment largely coincides with the first exemplary embodiment, which is why the same and equivalent components have reference numbers that are higher by 100. As in the first exemplary embodiment, in this vehicle seat 101, the seat cushion 109 is articulated with its front foot 107 to the vehicle structure S by means of a first joint 103, while the backrest 115 is articulated to the vehicle structure S by means of a second joint 111. The coupling 117 is in turn articulated by means of a first bearing pin 121 to the structure of the seat cushion 109 and by means of a second bearing pin 123 to the backrest 115. The coupling 117 in turn has legs which are at an angle to one another with rounded apex regions in between.

In contrast to the first exemplary embodiment, the coupling 117 is bent twice and is designed as an armrest. Starting from a first leg arranged on the first bearing pin 121, which rises obliquely upwards, it is followed by an almost horizontally running second leg, which in turn merges into a leg running parallel to the backrest 115, rounded apex areas being provided in between as transition areas ,

The mode of operation of the second exemplary embodiment corresponds to the first exemplary embodiment, unless otherwise described below, ie by unlocking and folding forward the backrest 115 as part of a one-hand operation, the seat cushion 109 is folded forward via the coupling 117, in the present case also, for example, into a folded-up position of approximately 90 ° Position. The seat cushion 109 then also offers protection against charging via the coupling 117. The special shape of the coupling 117 now offers the advantage that it fits the contours of the assemblies in a very space-saving manner. is fitted, in particular does not protrude beyond the backrest 115 or occupies a space in the vehicle structure S below the backrest 115.

In a modification to this, which is shown in FIGS. 6 and 7, the seat cushion is divided into a seat cushion front part 109 ', which, as in the exemplary embodiments, is pivotable and coupled to the backrest 115, and into a seat cushion rear part 109 ", which is fixed to the vehicle structure In the non-use position, the front seat cushion part 109 'does not protrude beyond the contour of the backrest 115, so that an enlarged loading area is available. The simply curved coupling 117', which in turn is designed as an armrest, is by means of its first bearing bolt 121 articulated on the front foot 107, which is fixed in the front of the seat cushion, while it is articulated on the backrest 115 by means of the second bearing pin 123 as in the exemplary embodiments, the first bearing pin 121 being in the position of use again above the first joint 103 and at least slightly behind it in the direction of travel arranged, while the second bearing pin 123 above the second joint 111 is provided. In a modification, the coupling 117 'could be articulated even closer to the front seat cushion part 109'.

Unless otherwise described below, a third exemplary embodiment is similar to the second exemplary embodiment, which is why the same and equivalent components have reference numbers that are 100 higher. In this vehicle seat 201, the seat cushion 209 is articulated to the vehicle structure S by means of a four-bar linkage 203, which consists of two crossed rockers. The backrest 215 is articulated on the vehicle structure S by means of a second joint 211. A coupling 217, which in turn has legs that are at an angle to one another with rounded apex regions in between, is articulated on a rocker arm of the four-bar linkage 203 by means of a first bearing pin 221 and on the backrest 215 by means of a second bearing pin 223. The coupling 217 is bent twice as in the second exemplary embodiment and at the same time is designed as an armrest. By articulating the seat cushion 209 by means of the four-bar linkage 203, the seat cushion 209 can cover a larger swivel angle of 180 ° during the transition into the non-use position. The non-use position is thus a flat floor position, in which the seat cushion 209 and the backrest 215 lie one behind the other flat on the vehicle structure S. The coupling 217, which enables one-hand operation by pulling the backrest 215 forward, is again not beyond the contour of the backrest 215, ie a maximum loading height is available.

In a modification to this, which is shown in Fig. 10, the coupling 217 'has approximately the shape of the coupling of the first embodiment, i.e. it is simply bent and not designed as an armrest. The functions, in particular the non-use position provided as the floor position, correspond to those of the vehicle seat 201 of the third exemplary embodiment. In the non-use position, the apex area of the coupling 217 'is taken up by the vehicle structure S.

Unless otherwise described below, a fourth exemplary embodiment is partly the same as the first exemplary embodiment and partly the modification of the second exemplary embodiment, which is why the same and equivalent components have reference numbers that are 300 or 200 higher. In this vehicle seat 301, the seat cushion is again formed in two parts, the front seat cushion 309 'being articulated to the vehicle structure S with its front foot 307 by means of a first joint 303 and the rear cushion part 309 "being fixed to the vehicle structure, while the backrest 315 is connected to the vehicle structure by means of a second joint 311 Vehicle structure S. The coupling 317 is articulated by means of a first bearing pin 321 on the front foot 307 which is fixed to the front of the seat cushion and by means of a second bearing pin 323 on the backrest 315. The double-curved coupling 317 in turn has legs at an angle to one another with rounded apex regions in between , In the non-use position, the seat cushion front part 309 'does not protrude, or only insignificantly, beyond the contour of the backrest 315, that is to say its back, laid flat, so that the loading area is enlarged again. The coupling 317 is in turn received by the vehicle structure S with its lowest area.

In a modification of this, which is shown in FIGS. 12 and 13, the seat cushion rear part 309 "is attached to the slightly modified coupling 317 ', so that the seat cushion rear part 309" is lowered during the transition into the non-use position and together with this area the Coupling 317 'is received by the vehicle structure S. As a result, the backrest 315 can assume a lower position than in the exemplary embodiment, which increases the loading height.

Bezugszeichenϊiste

1, 101, 201, 301 vehicle seat

3, 103, 303 first joint, 107, 307 front foot

9, 109, 209 seat cushion

11, 111, 211, 311 second joint

15, 115, 215, 315 backrest

17, 117, 117 ', 217, 217', 317, 317 'coupling

17 'first leg

17 "second leg

17 '"crown area

19 tab

21, 121, 221, 321 first bearing pin

23, 123, 223, 323 second bearing pin

109 ', 309' seat cushion front

109 ", 309" back cushion

203 four-bar linkage

S vehicle structure

Claims

claims

1. Vehicle seat, in particular motor vehicle seat, with a seat cushion (9; 109; 109 ', 109 "; 209; 309', 309"), a backrest (15; 115; 215; 315) and a coupling (17; 117; 117 '; 217; 217'; 317; 317 '), with the backrest (15; 115; 215; 315) and the seat cushion (9; 109; 109.) Kinematically coupled to the backrest (15; 115; 215; 315) ', 109 "; 209; 309', 309") the vehicle seat (1; 101; 201; 301) can be converted from at least one position of use to at least one position of non-use, characterized in that the coupling (17; 117; 117 '; 217 ; 217 '; 317; 317') is articulated on the seat cushion (9; 109; 109 ', 109 "; 209; 309', 309") and on the backrest (15; 115; 215; 315).

2. Vehicle seat according spoke 1, characterized in that the coupling (17; 117; 117 '; 217; 217'; 317; 317 ') is at least once curved.

3. Vehicle seat according to claim 1 or 2, characterized in that the coupling (17; 117; 117 '; 217; 217'; 317; 317 ') has at least two legs (17', 17 ") at an angle to one another.

4. Vehicle seat according spoke 3, characterized in that between the legs (17 ', 17 ") a rounded apex region (17'") is formed.

5. Vehicle seat according to spoke 3 or 4, characterized in that in the use position of the vehicle seat (1; 301) the first leg (17 ') of the coupling (17; 217'; 317, 317 ') at least approximately along the seat cushion (9 ; 209; 309 ', 309 ") and the second leg (17") runs at least approximately along the backrest (15; 215; 315).

6. Vehicle seat according to one of claims 1 to 4, characterized in that the coupling (117; 117 '; 217) is designed as an armrest.

7. Vehicle seat according to one of claims 1 to 6, characterized in that the seat cushion (9; 109; 109 ', 109 "; 309', 309") around a first joint (3; 103; 303) relative to the vehicle structure (S ) is pivotable, one end of the coupling (17; 117; 117 '; 317; 317') above the first joint (3; 103; 303) and / or behind it on the seat cushion (9; 109; 109 ', 109 " ; 309 ', 309 ") is articulated, based on the position of use.

8. Vehicle seat according to one of claims 1 to 6, characterized in that the seat cushion (209) by means of a four-bar linkage (203) is pivotable relative to the vehicle structure (S), one end of the coupling (217; 217 ') on the four-bar linkage (203 ) is articulated.

9. Vehicle seat according to one of claims 1 to 8, characterized in that the backrest (15; 115; 215; 315) about a second joint (11; 111; 211; 311) is pivotable relative to the vehicle structure (S), wherein a End of the coupling (17; 117; 117 '; 217; 217'; 317; 317 ') above the second joint (11; 111; 211; 311) is articulated to the backrest (15; 115; 215; 315) to the use position.

10. Vehicle seat according to one of claims 1 to 9, characterized in that in the non-use position of the vehicle seat (1; 301) the coupling (17; 217 '; 317; 317') is at least partially received by the vehicle structure (S).