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
  • B60N2/80—Head-rests
  • B60N2/888—Head-rests with arrangements for protecting against abnormal g-forces, e.g. by displacement of the head-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
  • B60N2/80—Head-rests
  • B60N2/885—Head-rests provided with side-rests

Definitions

• the invention relates to a headrest for a vehicle seat according to the preamble of claim 1.
• Prior art :
• cervical spine whiplash Cervical whiplash
• DE 195 09 014 discloses a headrest in which upper and lateral support bodies are extended in the direction of travel to stabilize the head. Activation of the
• the invention has for its object to provide a headrest for a vehicle seat, with the risk of injury to the vehicle occupants in
• the basic idea of the invention is to absorb the kinetic energy of the head when immersed in a headrest by suitable means and to convert it directly into drive energy for the production of lateral support surfaces.
• the invention is therefore not content with the mere absorption of harmful kinetic energy, as is the case with conventional headrests, but uses the kinetic energy for the introduction of active protective measures for the vehicle occupants such as the production of lateral support surfaces.
• the inventive implementation of this basic idea provides within a headrest according to the invention a kinematic coupling of energy-absorbing and thereby deforming functional components with functional components for the construction of lateral support surfaces.
• the kinematic coupling can be such that the absorption of the kinetic energy and the production of lateral support surfaces takes place within one and the same functional component.
• the functions described are assigned to a plurality of functional components and the example, via a
• a headrest according to the invention considerably simplifies and permits its cost-effective and compact production.
• the simplicity of the design also leads to a high reliability, since the number of possible sources of interference due to the small number of parts is limited from the house.
• Another advantage of the invention results from the immediate construction of the lateral support surfaces already at the beginning of the immersion of a head in the headrest. The resulting completely instantaneous operation ensures that the protective effect of the lateral support areas can develop very early and therefore extremely effective.
• a first part of the inventive embodiments of the invention is based on the utilization of the fin ray effect.
• a support structure is created solely by a special truss-like configuration, the free ends of which move in a deformation of the central region against the deformation direction and thereby generate lateral support surfaces.
• This type of implementation of the invention is therefore feasible without much effort and also has the advantage that the lateral support surfaces automatically adapt to the contour of the head and thus its respective position. This results in a uniform and therefore reduced pressure distribution on the head of a vehicle occupant.
• the truss-like support structure comprises a front support belt and a rear support belt extending
• the two support straps are interconnected.
• the transverse struts advantageously take an inclined position relative to the front belt, which are inclined at an angle ⁇ relative to the front support belt.
• the choice of the angle ⁇ has an influence on the extent of the counter-movement of the support surfaces caused by a deformation and the stresses generated by the deformation in the support structure. At small angles ß there is a large counter-movement and high material tensions. On the other hand, large angles ⁇ cause smaller induced countermovements with less material stress. By suitable choice of the angle ß can thus be determined both the movement of the support surfaces and the material stresses caused thereby. Under
• angles ⁇ in the range of 10 ° to 25 °, preferably from 15 ° to 20 ° have been found to be expedient.
• the angle ⁇ can be used to influence the deformation behavior of the support structure over its longitudinal extent. Small angles ⁇ lead to larger ones
• Curves of the two support straps large angles ⁇ to smaller curvatures.
• angle ⁇ so the profile of the lateral support surfaces can be specified.
• the angle ⁇ of adjacent transverse struts may decrease, as a result of which the free ends of the lateral support surfaces additionally curve and thus the support effect is maintained up to the edge of the support surfaces.
• Angle ⁇ in the range of 30 ° to 75 °, preferably from 40 ° to 65 ° have been found to be suitable.
• such a support structure is formed symmetrically to the median plane of a vehicle occupant and most preferably equipped with a synchronization mechanism.
• the synchronization mechanism ensures a symmetrical deformation of the support structure with respect to the symmetry, even if the head of a vehicle occupant does not centrically hit the headrest, so median plane and plane of symmetry do not coincide.
• all or part of the spaces formed between support straps and cross struts may be filled with an energy absorbing material to control the timing of movement.
• a fluid flow is generated by the immersion of the head in a first functional unit, which causes a movement of at least one further functional unit, are constructed with the lateral support surfaces on the headrest.
• Viscosity and a corresponding selection of the line cross sections for the fluid can be influenced on the speed of the movements.
• Fig. 1a is an oblique view of a headrest according to the invention with it in front
• Fig. 2 is a horizontal section through a first embodiment of a
• FIG. 3 is an oblique view of the headrest shown in Fig. 2,
• Fig. 4 is an oblique view of a truss-like support structure, in the
• Fig. 5 is an oblique view of a second embodiment of an inventive
• FIG. 6 is an oblique view of a support structure which is integrated in the headrest according to FIG. 5, FIG.
• FIG. 7 is a plan view of the support structure shown in Fig. 6, 8 shows an oblique view of the support structure shown in FIG. 6, supplemented by synchronization means, FIG.
• FIG. 9 shows a plan view of the support structure shown in FIG. 8, a plan view of the support structure shown in FIG. 6, supplemented by damping means, FIG.
• 11 is an oblique view of a further, fluid-based embodiment of a
• Headrest according to the invention in a half-broken view before the occurrence of the accident
• FIG. 12 shows the headrest illustrated in FIG. 11 during the accident event
• FIG. 13 shows a horizontal section through an additional fluid-based embodiment of a headrest according to the invention
• Fig. 1a shows the upper portion of a vehicle seat 1, from the backrest 2 two support rods 3 for attachment of a headrest 4 according to the invention protrude.
• the head 5 with cervical spine 6 of a vehicle occupant whose trunk is indicated by the reference numeral 7 can be seen.
• Fig. 1a Three orthogonally arranged spatial axes are shown in Fig. 1a, of which the horizontally pointing in the direction of travel space axis is denoted by X, the vertical axis of space with Z and the transverse to the direction of space axis with Y.
• the axes X and Z span the on related to the vehicle occupants
• FIG. 1a shows the situation before the occurrence of an accident event, in which the head 5 is kept at a clear distance from the headrest 4.
• the area of the headrest 4, which in Direction of travel is behind the head 5, has a central impact zone 8, which is in the Y direction to both sides adjoining area of lateral
• Support surfaces 8 formed, which are at a time before the accident event substantially still in the plane of the impact zone 8.
• FIG. 1 b is a snapshot during an accident event again.
• the head 5 dives in the area of the impact zone 8 in the headrest 4, wherein in the course of immersion means are activated which absorb the kinetic energy of the head 5 and convert it into a driving force for building lateral support surfaces 9 in the X direction.
• FIGS. 2 to 10 relate to embodiments which are based on the implementation of the Fin Ray effect in connection with the activation of the lateral support surfaces 9.
• a first embodiment is shown in FIGS. 2 to 4, in which the headrest 4 is shown transparent for better recognition of the means according to the invention.
• a plurality of truss-like support structures 10, as described in more detail in FIG. 4 are arranged on a common base plate 11 carried by the holding elements 3.
• the base plate in this case has an approximately concentric position relative to the central impact zone 8, the individual truss-like support structures 10 being aligned radially around the center, so that one during the
• FIG. 4 shows an oblique view of an isolated support structure 10 in its initial position, ie before an accident event.
• the support structure 10 has a front support belt 12 and a rear support belt 13 which converge at an acute angle ⁇ (FIG. 7) in the direction of their first ends 13, 14 shown on the left in the drawing plane and are rigidly connected to one another there.
• the linear course of the front support belt 12 and rear support belt 13 in conjunction with the acute angle ß results in that the front support belt 12 and rear support belt 13 are arranged at their opposite second ends 16, 17 at a light distance from each other. Deviating from this, a course of the front support belt 12 and / or rear support belt 13 with slight pre-curvature is possible, provided that in this case the second ends 16 and 17 end at a mutual distance.
• pairs of opposite pivot bearing 18 are arranged, on each of which transverse struts 19 are articulated.
• the two support straps 12 and 13 are not interrupted by the pivot bearing 18, but run over them, so that adjusts the effect of a continuous carrier with respect to the load transfer system.
• Each forming a pair of pivot bearings 18 have a slight offset in the longitudinal direction of the support structure 10, resulting in a slight inclination of the transverse struts 19 at an angle ⁇ relative to the front support belt 12 results.
• the inclination is such that the transverse struts 19 are inclined starting from the front support belt 12 to the free first ends 14, 15 to the outside.
• Embodiment increases the inclination of adjacent transverse struts 19 in the direction of the first ends 14, 15 and is, for example, at the second end 16, 17 forming transverse strut 19 60 ° and the first end 14, 15 closest transverse strut 19 45 °.
• the inclination of intervening transverse struts 19 can be determined by interpolation.
• the transverse struts 19 can also be connected to the front support belt 12 and rear support belt 13 via film hinges
• the thus formed truss-like support structures 10 are connected with their rear support belt 13 in the region of the second ends 16, 17 each with the base plate 1 1 and padded to the front of the headrest 4 out. Dives a head 5, as shown in phantom in Fig. 2, in the impact zone 8 a
• Headrest 4 a causes the force acting on the front support straps 12 compressive force deformation of the support structures 10, in which the first ends 14, 15 respectively against the direction of force, ie in the direction of travel, are moved and in this way for
• Fig. 5 shows a corresponding headrest 4, which is broken in the plane of symmetry in order to clearly illustrate the invention.
• the embodiment according to FIGS. 5 to 7 has three truss-like support structures 20 lying in vertically staggered horizontal planes, which are described in more detail in FIGS. 6 and 7. Instead of three support structures 20, fewer or more support structures 20 may be provided.
• the support structures 20 may also be about the Y-axis for
• the truss-like support structures 20 may be foamed, for example, in the headrest 4, where they are arranged as close as possible in front of the symbolized by the support rods 3 support structure.
• a headrest 4 mainly causes a stabilization of a head 5 in movements about the X and Z axis.
• the truss-like support structure 20 is composed of two support structures 10 ', 10 "according to FIGS. 2 to 4 in a mirror-image arrangement, whose two front support belts 12' and 12" in the plane of symmetry, which normally coincides with the median plane, continuously merge into one another in monolithic fashion, thus forming a common front support belt 2 ', 12 ", whereas the rear support straps 13', 13" are not connected to one another.
• Fig. 7 is a dashed line the deformation of the truss-like support structure
• FIGS. 8 and 9 relate to a
• the support structure 20 according to FIGS. 8 and 9 is supplemented by a holding and
• Synchronization mechanism 22 with which the truss-like support structure 20 is fixed to vertical axes, preferably on the support rods 3 of the headrest 4th
• the holding and synchronizing mechanism 22 comprises two articulated levers 23 which are each rotatably seated on the support rod 3 with their one end and are connected at their other end to the rear support belt 13 ', 13 "of the support structure 20 via a pivot joint 24 Swivel joint 24, each articulated lever 23 has an outwardly widened foot 25 in the direction of the first ends 14 ', 15' or 14 ", 15", which serves as a stop for the pivotal movement rear support belt 13 ', 13 "on.
• the synchronization finally causes a toothed belt 27, which is guided around both gears 26 and thereby wound by 180 °. In this way, even with eccentric immersion of the head 5 in the headrest 4, an absolutely symmetrical deformation of the support structure 20 and thus a symmetrical structure of the lateral support surfaces 9 is ensured.
• FIGS. 5 to 9 shows a modification of the truss-like support structure 20 described in FIGS. 5 to 9, in which the cells formed by front support straps 12 ', 12 ", the rear support straps 13', 13" and transverse struts 19 ', 19 “are provided with an elastically or plastically deformable and thereby energy absorbing material 28, for example with a foam, gel or the like
• the filling material 28 causes a damping of the deformation movement, whereby by selecting a suitable filling material 28 influence on the course of the velocity
• FIGS. 11 to 14 provide for the activation of the lateral support surfaces 9 of a headrest 4 on the basis of a plurality of fluid-filled volumes communicating with one another, wherein
• Volume reduction of a volume of other volumes to form support surfaces 9 increase.
• a plurality of cylinder piston units 29 are arranged like a matrix on a support plate 30 in the direction of travel.
• the support plate 30 is in turn on the support rods
• the individual cylinder piston units 29 are connected to each other via lines 31 and thus form a closed, filled with a fluid such as oil or gas, communicating system, which may be foamed, for example, in a headrest 4. From Fig. 11 it can be seen that in
• FIG. 14 shows the state of the headrest 4 after immersing a head 5 during an accident event. It can be seen that the cylinder piston units 29 arranged in the region of the impact zone 8 have pistons 32 retracted due to the force introduced there. In the course of the inwardly directed piston movement, the volume in the cylinder piston units 29 is reduced and the fluid therein is displaced via lines 31 into less or unstressed cylinder piston units 29. There, the movable piston 32 are extended linearly in the direction of travel by the pressure of the fluid and form due to their anisotropic
• FIGS. 13 and 14 show an embodiment of the invention in which a compressible impact pad 33 filled with fluid, such as oil or gas, is integrated in the region of the central impact surface 8.
• a compressible impact pad 33 filled with fluid such as oil or gas
• Each expansion cushion 34 has an approximately triangular outline in plan view with a first side facing the impact pad 33, a second side facing the front of the headrest 4 and a rear side 37 facing the rear of the headrest 4.
• the rear side 37 Expansion pad 34 is formed in a wave or fold shape to allow expansion of the expansion pad 34 along this side 37.
• Expansion cushion 34 mainly by an extension of the rear side 37 instead, due to their wavy or pleated formation a disability-free

Priority Applications (4)

Applications Claiming Priority (2)

Related Child Applications (1)

Publications (1)

Family

ID=45557998

Family Applications (1)

Country Status (6)

Cited By (2)

Families Citing this family (16)

Citations (4)

Family Cites Families (24)

• 2010
  • 2010-12-15 DE DE102010054651A patent/DE102010054651A1/de not_active Withdrawn
• 2011
  • 2011-12-15 WO PCT/EP2011/006345 patent/WO2012079762A1/de active Application Filing
  • 2011-12-15 EP EP11813868.4A patent/EP2651692B1/de not_active Not-in-force
  • 2011-12-15 ES ES11813868.4T patent/ES2606852T3/es active Active
  • 2011-12-15 CN CN201180060574.2A patent/CN103502048B/zh not_active Expired - Fee Related
• 2013
  • 2013-06-17 US US13/919,183 patent/US8857904B2/en not_active Expired - Fee Related

Patent Citations (4)

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