WO2004022384A1 - Dossier de siege dote d'un absorbeur de choc - Google Patents

Dossier de siege dote d'un absorbeur de choc Download PDF

Info

Publication number
WO2004022384A1
WO2004022384A1 PCT/IL2003/000729 IL0300729W WO2004022384A1 WO 2004022384 A1 WO2004022384 A1 WO 2004022384A1 IL 0300729 W IL0300729 W IL 0300729W WO 2004022384 A1 WO2004022384 A1 WO 2004022384A1
Authority
WO
WIPO (PCT)
Prior art keywords
panel
seat back
section
back according
deformable element
Prior art date
Application number
PCT/IL2003/000729
Other languages
English (en)
Inventor
Amitai Ben-Horin
Jacob Goldenberg
Original Assignee
'ar Kal' Plastic Products Bet Zera (1973)
Isinex Ltd.
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
Priority claimed from IL15161302A external-priority patent/IL151613A0/xx
Application filed by 'ar Kal' Plastic Products Bet Zera (1973), Isinex Ltd. filed Critical 'ar Kal' Plastic Products Bet Zera (1973)
Priority to AU2003256056A priority Critical patent/AU2003256056A1/en
Publication of WO2004022384A1 publication Critical patent/WO2004022384A1/fr

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
    • B60N2/42—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
    • 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
    • B60N2/686—Panel like structures

Definitions

  • This invention relates to foldable seats of vehicles, and particularly to seat backs equipped with energy (shock) absorbing mechanisms.
  • Such seat back usually comprises two or three sections having latches for locking the sections to the car frame, to each other, and for blocking the rotation in the base axis.
  • the lateral sections of the seat back are fixed to the car frame in three points: two point at the base defining the axis of rotation, and one upper point at the side of the car frame.
  • the central section if any, is fixed in two points at the base and in two upper points at the adjacent lateral sections.
  • the seat back sections can be unlocked and folded independently of each other.
  • the rear seat is usually equipped with safety belts for three people and at least the center belt is attached to the seat back.
  • the seat back has to match some structural criteria during normal operation and in accidents. During normal operation, the seat back must endure weight and inertia loads due to the seat occupants as an essentially elastic body. During accidents, the seat back must protect the occupants from movable masses in the trunk (luggage compartment) and, in a serious incident, must deform and eventually break down absorbing much mechanical energy, thereby preventing fatal damage on the passengers.
  • a conventional structure of the seat back comprises a ribbed or deep pressed steel or aluminum alloy sheet lined with plastic foam material.
  • the steel sheet behaves essentially as an elastic body under normal operational loads. Under loads typical for an accident, the steel sheet undergoes plastic deformation and absorbs mechanical energy. However, the steel sheet is heavy and car designers are trying to substitute it with plastic materials whenever possible. It is possible to manufacture a strong and light panel for the seat back from plastic that will endure the normal operational loads. However, plastic materials are less ductile than metals and a plastic panel tends to break down as a fragile body, thereby absorbing less mechanical energy in an accident.
  • a car seat back section comprising a carrying panel and at least one shock absorbing mechanism (SAM), the panel being mountable to a car frame, wherein the SAM comprises two members adapted to perform a relative motion with respect to each other if a shock load of predetermined minimal strength is applied to the panel. At least one of the two members is adapted to undergo, during the relative motion, plastic deformation due to a contact with the other member, before any other part of the carrying panel undergoes plastic deformation or breakdown due to the shock load.
  • SAM shock absorbing mechanism
  • the panel constitutes a rigid plastic shell, which may be assembled from two molded parts.
  • the plastic shell is preferably reinforced by separate metallic parts.
  • the carrying panel is of generally rectangular shape and is mountable for rotation to the car frame in two lower corners of the panel and has a lock adapted to lock an upper corner thereof to the car frame.
  • the SAM is adapted to operate when the panel is mounted in the car and the upper corner is locked to the car frame. The SAM allows the panel a rotational motion by predetermined angle from the locked position, during which the plastic deformation is performed.
  • the car seat back section comprises also a second SAM and a second lock adapted to lock a second upper corner of the panel to the car frame.
  • the SAM comprises a die with a profiled opening and an elongated deformable element, and is integrated with the lock. The die is fixed to the car frame. A first end of the deformable element is passed through said profiled opening and is fixed to the panel when the panel is locked to the car frame.
  • a portion of the deformable element defined between said profiled opening and a second end thereof has a cross section different from the profiled opening so that the panel is urged to the car frame if loaded by a load less than said minimal strength, while a load greater than said minimal strength would rotate the panel together with the first end and would draw said portion of the deformable element through the profiled opening of the die deforming said cross-section.
  • the deformable element is a flat metallic strip, while the profiled opening is circular, so that the deformable element is bent into a circular channel or tube when drawn through the die.
  • the SAM comprises a hard curved lip formed in the panel, and an elongated deformable element, such as a strip, integrated with the lock.
  • a first end of the element formed as a latch of the lock is fixed to the car frame, while the element passes over the curved lip with a bend tangent thereto and with a second end constrained in the panel but free to slide over the lip following its curvature.
  • a portion of the deformable element is defined between the bend and the second end when the panel is locked to the car frame, so that when shock load is applied, the panel rotates and the curved lip is drawn along that portion performing the plastic deformation.
  • the hard curved lip is a roller mounted in the panel and adapted to rotate when drawn along the deformable element.
  • the SAM is also integrated with the lock, and comprises a hard pin of predetermined diameter and an elongated deformable element with a channel having a width less than the pin diameter and a swelling of the channel adapted to receive snugly said pin. The pin is fixed to the panel and received in the swelling of the channel when the panel is locked to the car frame.
  • the deformable element is mounted for rotation to the car frame, in a point remote from the axis of rotation of the panel, so that the panel is fixed to the car frame if loaded by a load less than said minimal strength, while a load greater than said minimal strength would rotate the panel together with the pin and would draw said pin through the channel of the deformable element deforming said channel.
  • the carrying panel is formed as a rigid frame defining a window therein.
  • the first of the two members is a deformable element firmly attached to a first portion of the rigid frame and slidingly attached to a second portion of the rigid frame, so as to bridge said window.
  • the second of the two members is a die element attached to the second portion in contact with the deformable element.
  • the deformable element has a first area within the window and a second area including a zone of the contact, so that when the shock load is applied to the first area, the deformable element is able to sink into the window by sliding past the die element and to undergo plastic deformation in the zone of contact, during the sliding.
  • the deformable element may be an elongated strip, a wire, a rope, a flat sheet, a woven mesh, a knitted mesh, or a piece of fabric.
  • the plastic deformation may include tearing or cutting.
  • the second area of the deformable element may be formed with varying strength in the direction of sliding, thereby allowing to regulate, in a predetermined way, the proportion of the shock load transferred to the frame.
  • the varying strength may be achieved by forming the second area of the deformable element with variable cross-section along the direction of sliding.
  • the deformable element is a flat sheet, the second area thereof further including an additional part disposed so that, during sliding, the additional part enters the zone of contact and undergoes the plastic deformation.
  • the second area of the flat sheet is formed with a plurality of openings, while the die element comprises a plurality of protrusions received in the openings and forming the zone of contact.
  • the protrusions are formed as rivets urging the flat sheet to the rigid frame and adapted to cut or tear through the flat sheet during sliding. formed as rivets urging the flat sheet to the rigid frame and adapted to cut or tear through the flat sheet during sliding.
  • the additional part of the flat sheet is formed with cutouts or indents so that each protrusion of the die, during sliding, will produce a deformation path of predetermined length in the flat sheet thereby allowing to regulate, in a predetermined way, the proportion of the shock load transferred to the frame.
  • the seat back of the present invention comprising shock absorption mechanisms
  • the shock absorbing mechanisms of the present invention are very simple and effective in production and operation. They allow an easy replacement of the deformable element after an accident with a new reliable certified part.
  • Fig. 1 is perspective view of the seat back panel of the present invention with activated shock absorption mechanism (SAM).
  • SAM activated shock absorption mechanism
  • Fig. 2 A, B and C are views of the die and the deformable element of the SAM in Fig. 1.
  • Fig. 3 is an exploded view of the constituent plastic shells of the seat back panel of Fig. 1.
  • Figs. 4A to 4D illustrate the action of an outer side SAM and lock in respective positions A to D.
  • Figs. 5A to 5D illustrate the action of an inner side SAM and lock in respective positions A to D.
  • Fig. 6 is a perspective view of a seat back panel with inner common column.
  • Figs. 7A to 7C illustrate the action of an inner side SAM and lock in the seat back panel of Fig.6, in respective positions A to C.
  • Fig. 8 is an exploded view of a seat back panel with SAM using a slit metal foil.
  • Fig. 9 is a schematic sectional view of the SAM of Fig. 8.
  • Fig. 10 is a developed view of the slit metal foil used in the SAM of Figs. 8 and 9.
  • Fig. 11 is frontal view of the seat back panel of the present invention with "roller” SAM.
  • Fig. 12 is longitudinal sectional view of the "roller" SAM in Fig. 11.
  • Fig. 13 is transverse sectional view of the "roller” SAM in Fig. 11.
  • Figs. 14A to 14C illustrate the action of the "roller” SAM and lock, in respective positions A to C.
  • the seat back panel 10 of the present invention comprises a reinforced plastic panel 12, a lateral base bracket 14, an inner base bracket 16, a lateral shock absorber 18, and an inner shock absorber 20.
  • the panel 12 is assembled of two extruded shells 22 and 24 made of reinforced plastic (for example, PP-GF 30-03) with metal inserts at the anchoring points such as areas 26.
  • the seat back panel is 10 mounted to the car frame 28 in two base points by means of the brackets 14 and 16 so that it can be rotated about a horizontal axis H.
  • the seat back panel 10 is connected to the car frame also in a third upper point, by means of a lateral lock 30 with a latch 32.
  • the lateral shock absorber 18 (see Figs. 4A to 4D) is integrated with the lock 30 and comprises a deformable strip 34, a die 36, a base plate 38, the latch 32 and a latch grip 42.
  • a first, narrow, end 43 of the strip 34 is passed through an opening 35 of the die 36 and fixed in the latch 32.
  • the rest portion of the strip 34 between the die and the second end 44 has a cross-section 45 which cannot normally pass through the opening 35.
  • the second end 44 is somewhat wider than the rest portion.
  • the die 36 is mounted to the base plate 38, which is firmly fixed to the car frame 28.
  • the seat back section 10 In a normal operative position of the seat back (Fig. 4A), the seat back section 10 is biased to the base plate 38, the latch 32 is in the seat back and is fixed therein by the latch grip 42.
  • the latch grip 42 may be withdrawn and the latch 32 released by a release lever (not shown), whereby the seat back 12 may be folded forward, as shown in Fig.4B.
  • the shock absorber behaves according to purely elastic model. Therefore the seat back (including the shock absorber) returns its form after the force subsides. In case of an incident, the force applied on the seat back and the shock absorber may exceed the predeterrriined value. This force may be due to the inertial mass of an occupant strapped to the seat back by a safety belt or may be due to a luggage freely moving in the luggage compartment behind the seat. In such case, the shock absorber behaves according to a plastic model.
  • the seat back starts to turn about the axis H, drawing the deformable strip 34 through the opening 35 of the die 36, as shown in Fig. 4C.
  • the seat back may turn until the swollen end 44 reaches the die 36, as shown in Fig. 4D, or may stop earlier.
  • the cross-section of the strip 34 acquires an arcuate form compliant with the opening 35 (see Fig. 2C).
  • the energy generated during accident in one case kinetic energy of the occupant body, in other case kinetic energy of the luggage
  • the loads acting on the seat back during an accident are significantly reduced and the forces applied by the seat back on the car frame are reduced also.
  • the inner shock absorber 20 comprises a metal column 46 inserted into the plastic panel 12 at the seat back inner edge.
  • the lower edge of the column 46 is connected to the bracket 16 by two pins, the first one constituting an axle 48 on the axis H, while the second pin 49 may be pulled out (like in known designs for metal seat backs).
  • the upper edge of the column 46 is connected to the plastic shell 12 by the shock absorber 20 which is similar to the above one and further comprises a deformable strip 34 and a die 36.
  • the operation of the shock absorber 20 is as follows.
  • the normal operative position of the seat back and the shock absorber 20 is with the second pin 49 in place, whereby the seat back is locked in the position of Fig. 5 A.
  • the second pin 49 is pulled out and the seat back is released for swinging together with the column 46, as shown in Fig. 5B.
  • the seat back starts to turn about the axis H, drawing the deformable strip 34 through the opening 35 of the die 36, as shown in Figs. 5C and 5D, similar to the above-described shock absorber 18.
  • a tubular metallic column 50 is mounted for rotation about the axis H to the floor bracket 16 outside the inner edge of the seat back section 12.
  • a tubular element 54 is telescopically inserted in the column 50 and is assembled for rotation, by means of a U-shaped plate 56, to the bracket 16 about an axis G remote from the axis H.
  • the element 54 and the column 50 are connected to each other by an axially movable lock pin 58.
  • the tubular element 54 has a channel 60 at each side, the cannel being more narrow than the diameter of the lock pin 58.
  • the pin 58 is received in a swelling 62 of the channels 60.
  • the ends of the lock pin 58 are received in a seat back panel at either side of the column 50, and a lever (not shown) allows the pin 58 to be shifted to either side thereby releasing the connection to one of the seat back sections.
  • the column 50, the tubular element 54, and the bracket 16 constitute a static triangle with vertices H, G and the pin 58, thereby holding firmly the seat back against normal loads.
  • the pin 58 is withdrawn towards the other seat and the static triangle is opened.
  • the tubular element 54 freely sliding in the column 50, as shown in Fig. 7B.
  • the seat back starts to turn about the axis H, forcibly drawing the lock pin 58 through the channel 60, as shown in Fig. 7C and the close-up D.
  • the edges of the channel 60 are deformed and the energy generated during the accident is absorbed mostly as plastic work.
  • the lock pin 58 is preferably made of harder material than the tubular element 54.
  • a seat back panel 70 comprises a reinforced plastic frame 72 assembled of two extruded shells 74 and 76, a lateral base bracket 14, an inner base bracket 16, a central beam 78, and a metal foil sheet 80.
  • the frame 72 follows the outside contour of the seat back and encloses a wide window in the seat back.
  • the sheet 80 is mounted firmly to the frame 72 at one side thereof (left side in Figs. 8 and 9) and bridges the window of the frame.
  • the sheet 80 is attached to the central beam 78 by means of rivets 82. As will be explained further, this attachment allows sliding of the sheet 80 out of the beam 78 under certain circumstances.
  • the sheet 80 is also attached slidingly to the other two sides of the frame 72.
  • the sheet 80 has two areas: a first area 84 bridging the window in the frame 72, and a second area 86 freely disposed in the beam 78.
  • the sheet 80 has a plurality of openings 88 to receive therethrough the rivets 82, and to form therewith a zone of contact 92.
  • the sheet 80 further has a plurality of slits 90 with different length, each slit corresponding to an opening 88.
  • the sheet 80 and the rivets 82 constitute a shock absorber working in the zone of contact 92, as will be seen below.
  • the seat back panel 70 In a normal operative position, the seat back panel 70 is fixed to the car frame at the brackets 14 and 16, the bracket 16 stopping also the pivoting motion by means of a pin 95.
  • the seat back panel 70 may be additionally fixed to the car frame by a latch in the upper outer corner 97.
  • the shock absorber e.g. the sheet 80
  • the sheet 80 behaves according to purely elastic model. Therefore, the sheet returns its form after the force subsides.
  • pieces of luggage freely disposed in the trunk of the car may slam onto the seat back 70 hitting the sheet 80 with a force 96 exceeding the minimal predetermined value.
  • the thickness and the material of the foil sheet 80 are selected so that in such case, the foil sinks in the window and starts to slide out of the central beam 78 while the rivets 82 start to cut (tear) the sheet in the zone of contact 92 along paths of deformation 94 (see Fig. 10).
  • the kinetic energy of the falling luggage is dissipated as plastic work in the tearing foil.
  • the loads acting on the seat back during an accident are significantly reduced and the forces applied by the seat back on the car frame are reduced also.
  • each slit 90 When a cutting rivet, making its way along a path 94, reaches a slit 90, it stops to dissipate energy.
  • the length and offset of each path of deformation 94 may be adjusted and the load on the seat back frame and the car frame may be controlled in a simple and effective manner. It is understood that such slit may comprise more than one part disposed along the path of deformation 94.
  • a “roller” embodiment of the inventive SAM is shown in Figs. 11 to 14.
  • a seat back panel 100 comprises a reinforced plastic panel 102, a lateral base axle 104, an inner base axle 106, and a shock absorber 108.
  • the seat back panel 100 is mounted for rotation to the car frame by the axles 104 and 108 defining horizontal axis H.
  • the seat back panel 100 is connected to the car frame also in a third upper point, by means of a lateral lock 110 with a bolt 112.
  • the lateral shock absorber 108 (see Fig. 14A) is integrated with the lock 110 and comprises a deformable strip 114, a rotary roller 116, and the bolt 112.
  • a first end of the strip 114 is formed as a latch 118 with an opening 120 for the bolt 112.
  • the second end 122 of the strip is passed through an opening 124 above the roller 116.
  • the strip 114 makes a bend 126 over the roller 116 so that the second end 122 extends down the plastic panel.
  • the second end is thus constrained by the panel and the roller so that the strip can be drawn out of the panel only by bending over the roller in each point of the portion 128.
  • the seat back section 100 In a normal operative position of Fig. 14A of the seat back, the seat back section 100 is locked to the car frame, the latch 118 being in the lock 110, fixed therein by the latch bolt 112.
  • the strip 114 is sufficiently rigid to hold the seat back
  • This shock absorber may be built with a curved lip of hard material fixed to the panel, instead of the roller 116.
  • the seat back of the present invention comprising shock absorption mechanisms significantly reduces loads acting on a seat back during an accident and thereby allows construction of seat backs from plastic materials with reduced weight. Besides, it also provides better safety for the seat occupant and reduces forces applied by the seat back on the car frame.
  • the shock absorbing mechanisms of the present invention are very simple and cheap in production and operation. They allow an easy replacement of the deformable element after an accident with a new reliable certified part.
  • the first shock absorber could be modified so that the die is fixed to the seat back and the deformable strip is fixed to the car frame.
  • the shock absorber with a sheet spanning the rigid frame of the seat back may be also carried out in various manners.
  • the sheet may consist of a number of ropes, wires, strips or belts; it may be made of fabric, woven mesh, knitted net, etc.
  • the cutting rivets may be formed as protrusions in a part of the seat back frame. Also, the sheet may be pressed between a number of protrusions and depressions so as to deform without being cut or torn.

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

Abstract

Une section d'un dossier de siège d'automobile comprend un panneau support et un mécanisme absorbeur de choc (SAM), le panneau étant montable sur un châssis de voiture. Le SAM comprend deux éléments conçus pour réaliser un déplacement l'un par rapport à l'autre si une charge de choc d'une force minimale prédéterminée est exercée sur le panneau. Au moins un des deux éléments est conçu pour subir, pendant ce mouvement relatif, une déformation plastique due au contact avec l'autre élément, avant que tout autre élément du panneau support ne subisse une déformation plastique ou un écrasement dus à la charge du choc. Si le panneau est monté pivotant sur le châssis de voiture, un des éléments peut être fixé au panneau et l'autre au châssis de voiture. Si le panneau est fixé au châssis de voiture, un des éléments peut être une partie rigide du panneau, l'autre pouvant être une partie déformable du panneau.
PCT/IL2003/000729 2002-09-04 2003-09-04 Dossier de siege dote d'un absorbeur de choc WO2004022384A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003256056A AU2003256056A1 (en) 2002-09-04 2003-09-04 Seat back with shock absorber

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
IL15161302A IL151613A0 (en) 2002-09-04 2002-09-04 Seat back with shock absorber
IL151613 2002-09-04
IL15255902A IL152559A0 (en) 2002-09-04 2002-10-30 Seat back with shock absorber
IL152559 2002-10-30

Publications (1)

Publication Number Publication Date
WO2004022384A1 true WO2004022384A1 (fr) 2004-03-18

Family

ID=29781668

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IL2003/000729 WO2004022384A1 (fr) 2002-09-04 2003-09-04 Dossier de siege dote d'un absorbeur de choc

Country Status (3)

Country Link
AU (1) AU2003256056A1 (fr)
IL (1) IL152559A0 (fr)
WO (1) WO2004022384A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3014379A1 (fr) * 2013-12-09 2015-06-12 Faurecia Sieges Automobile Dossier de siege de vehicule et siege comportant un tel dossier

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2205864A5 (fr) * 1972-10-31 1974-05-31 Gen Motors Corp
DE2612263A1 (de) * 1976-03-23 1977-09-29 Volkswagenwerk Ag Sitzanordnung fuer fahrzeuge, insbesondere kraftfahrzeuge
DE2747398A1 (de) * 1976-10-22 1978-05-03 Stig Martin Lindblad Rueckhaltevorrichtung fuer fahrzeugsitze
DE3813557A1 (de) * 1988-04-22 1989-11-02 Porsche Ag Fahrzeugsitz mit einem zugeordneten sicherheitsgurtsystem
EP0556884A2 (fr) * 1992-02-18 1993-08-25 General Motors Corporation Siège de véhicule
US5290089A (en) * 1992-12-28 1994-03-01 General Motors Corporation Seat bellows energy absorber
EP0689955A1 (fr) * 1994-06-27 1996-01-03 Ford Motor Company Limited Siège de passager avec siège d'enfant intégré
FR2744961A1 (fr) * 1996-02-16 1997-08-22 Renault Agencement d'un dispositif de limitation de l'effort de retenue d'un occupant dans un siege de vehicule automobile muni d'une ceinture de securite
US5669661A (en) * 1994-12-19 1997-09-23 Bertrand Faure Equipements Sa Vehicle seat backs
US5746467A (en) * 1995-09-28 1998-05-05 Mongkol Jesadanont Automatic safety car seat using tension springs
US6367859B1 (en) * 1999-10-15 2002-04-09 Daimlerchrysler Ag Vehicle seat with load carrying backrest
US6416126B1 (en) * 1997-09-10 2002-07-09 Autoliv Development Ab Vehicle seat

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2205864A5 (fr) * 1972-10-31 1974-05-31 Gen Motors Corp
DE2612263A1 (de) * 1976-03-23 1977-09-29 Volkswagenwerk Ag Sitzanordnung fuer fahrzeuge, insbesondere kraftfahrzeuge
DE2747398A1 (de) * 1976-10-22 1978-05-03 Stig Martin Lindblad Rueckhaltevorrichtung fuer fahrzeugsitze
DE3813557A1 (de) * 1988-04-22 1989-11-02 Porsche Ag Fahrzeugsitz mit einem zugeordneten sicherheitsgurtsystem
EP0556884A2 (fr) * 1992-02-18 1993-08-25 General Motors Corporation Siège de véhicule
US5290089A (en) * 1992-12-28 1994-03-01 General Motors Corporation Seat bellows energy absorber
EP0689955A1 (fr) * 1994-06-27 1996-01-03 Ford Motor Company Limited Siège de passager avec siège d'enfant intégré
US5669661A (en) * 1994-12-19 1997-09-23 Bertrand Faure Equipements Sa Vehicle seat backs
US5746467A (en) * 1995-09-28 1998-05-05 Mongkol Jesadanont Automatic safety car seat using tension springs
FR2744961A1 (fr) * 1996-02-16 1997-08-22 Renault Agencement d'un dispositif de limitation de l'effort de retenue d'un occupant dans un siege de vehicule automobile muni d'une ceinture de securite
US6416126B1 (en) * 1997-09-10 2002-07-09 Autoliv Development Ab Vehicle seat
US6367859B1 (en) * 1999-10-15 2002-04-09 Daimlerchrysler Ag Vehicle seat with load carrying backrest

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3014379A1 (fr) * 2013-12-09 2015-06-12 Faurecia Sieges Automobile Dossier de siege de vehicule et siege comportant un tel dossier
WO2015086976A1 (fr) * 2013-12-09 2015-06-18 Faurecia Sièges d'Automobile Dossier de siège de véhicule et siège comportant un tel dossier

Also Published As

Publication number Publication date
IL152559A0 (en) 2003-05-29
AU2003256056A8 (en) 2004-03-29
AU2003256056A1 (en) 2004-03-29

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