WO2015135906A1

WO2015135906A1 - Vehicle seat and method for absorbing energy in the event of a crash

Info

Publication number: WO2015135906A1
Application number: PCT/EP2015/054904
Authority: WO
Inventors: Jörg Linnenbrink; Ingo Kienke; Matthias Goebel; Michael Czech; Gerhard Rothstein; Peter Gruedl
Original assignee: Johnson Controls Gmbh
Priority date: 2014-03-14
Filing date: 2015-03-10
Publication date: 2015-09-17
Also published as: DE102014206983A1; DE102014206983B4

Abstract

The invention relates to a vehicle seat comprising a seat part (2) and a backrest (3), wherein said backrest can be pivoted about a first rotational axis (A) with respect to the seat part (2) and/or the body of the vehicle, and said backrest can be moved about a second axis (B). The invention also relates to a method for absorbing energy in the event of a crash.

Description

Vehicle seat and method for energy absorption in the event of accidents

The present invention relates to a vehicle seat with a seat part and a

Backrest, wherein the backrest is rotatable relative to the seat part and / or to the body of the vehicle about a first axis of rotation and the backrest is movable about a second axis. Furthermore, the present invention relates to a method for

Energy absorption in accidents.

Such vehicle seats are already well known. In case of an accident with

Rear impact, while considerable inertial forces act on the vehicle seat. Therefore, to meet the safety requirements, the vehicle seat must be stably constructed accordingly. On the other hand, vehicle seats should be made of ever lighter materials.

In addition, there is a risk of a rear impact for an occupant

Whiplash due to the impact of the head on the headrest.

It was therefore an object of the present invention to provide an improved vehicle seat, which absorbs energy by targeted movement in an accident with a rear impact and reduces the risk of injury to occupants.

The object is achieved with a vehicle seat with a seat part and a backrest, wherein the backrest is rotatable relative to the body of the vehicle about a first axis of rotation and the backrest is movable about a second axis, which is arranged displaceably above the first axis of rotation, wherein the Backrest is movably mounted about a third axis, which is arranged in particular between the first axis of rotation and the second axis of rotation.

The statements made on this subject of the present invention apply to the inventive method for energy absorption in accidents alike and vice versa.

The present invention relates to a vehicle seat with a seat part and a

Backrest, wherein the backrest is rotatable relative to the seat part about a first axis of rotation. This adjustment can be carried out, for example, for comfort and / or easy-entry purposes and / or in a reclining position. For example, the first axis of rotation is therefore a Lehnenneigungsverstellmechanismus, preferably a

so-called computer, in particular a Taumelrastversteller or a Latch adjuster includes. Thus, the inclination of the backrest is adjustable relative to the seat part. The seat part of the vehicle seat is connected to the body of the vehicle, preferably displaceable. For this purpose, the vehicle seat preferably has a longitudinal adjuster, which in particular comprises two rails slidably mounted one inside the other.

According to the invention, the backrest can be moved, in particular pivoted, about a second axis which is displaceably arranged above the first axis of rotation. This second axis is already in the normal use of the vehicle, preferably in the region of the upper half, particularly preferably in the upper third of the backrest. By the

displaceable second axis is in particular a combination of rotational and translational movement of the backrest possible, which can be carried out sequentially and / or simultaneously. As a result, the backrest can advantageously be moved upwards and at the same time and / or subsequently in the head region in the direction of a

Vehicle occupants are pivoted. Thus, the accidental path traveled by the occupant's head as a result of an accident is reduced, and thus advantageously, whiplash avoided. In addition, an accidental ascension of the occupant's body is prevented, thereby significantly reducing the risk of injury. The person skilled in the art will understand that the mobility of the backrest about the second axis in the event of an impact achieves, in particular, a kinematic separation of the backrest from the seat part. In a rear impact, the pelvis of the seat occupant pushes the backrest rearward, thereby shifting it all the way up about the second axis and rotating it counterclockwise about the second axis. According to the invention, the backrest is now one, in particular between the first

Rotary axis and the second axis arranged, third axis movably mounted. This advantageously makes it possible for part of the energy released in the event of an accident to be converted and / or absorbed by the movement of the vehicle seat, thus reducing the structural load on the vehicle seat and / or the occupant. This third axis is neither identical nor arranged in the same place as the first and / or second axis. The first, second and third axes are preferably provided parallel to one another. Thus, the vehicle seat is in comparison to a conventional vehicle seat in

advantageous manner with constant stability of lighter materials produced. A whiplash and a rising of the vehicle occupant is avoided and also allows a subsequent, further movement of the backrest, which advantageously serves to absorb more energy. The backrest adjustment mechanism must only be designed for a fraction of the loads occurring during a rear impact. Preferably, during the movement of the backrest about the second and / or the third axis, the energy of the impact in the accident is at least partially converted.

For example, the kinetic energy can be converted into deformation energy by plastically changing the shape of the first and / or the second fitting and / or at least one of the second and third axes. Alternatively or additionally, the energy can be destroyed by friction between the moving parts of the backrest. Preferably, the vehicle seat on at least a first fitting part and a second fitting part, wherein particularly preferably the first fitting part is connected at one end about the first axis of rotation rotatably connected to the seat part or the body. These

Movement is used in particular for backrest tilt adjustment for comfort and / or easy-entry purposes. At the opposite end of the fitting part, the second fitting part, in particular about the third axis movable, with the first

Fitting part connected. Most preferably, the second fitting part is connected at one end about the third axis movable with the first fitting part and connected at its opposite end movable with the backrest, in particular on the second axis. This means in particular that the seat part is connected via the first fitting part and the second fitting part with the backrest.

Preferably, the first fitting part and the second fitting part are made in one piece. In this case, in particular, the second axis as nominal deformation, preferably as

Sollknickstelle, realized.

According to a further preferred embodiment, the second fitting part is U-shaped, with the base of the Us extending parallel to the axes, while the legs of the Us extend to the right and left of the backrest. According to yet another embodiment, the second fitting part extends along the narrow side surface of the backrest.

Preferably, the vehicle seat has a headrest connected to the backrest, in particular a crash-active headrest. As a result, it is advantageously possible to prevent whiplash of the vehicle occupant even better by further reducing the distance between the head of the vehicle occupant and a contact surface of the headrest. The headrest is preferably in the region of the upper end of Backrest attached. This attachment only has to absorb comparatively low forces, because the kinematics of the backrest mean that the forces with which the occupant's head is pressed against the headrest in a rear impact are comparatively low.

Preferably, the Lehnenverstellmechanismus is provided such that it is bridged automatically or manually load-free at a minimum load. That's it

advantageously possible that no more load over the

Lehnenverstellmechanismus must be included and thus damage the Lehnenverstellmechanismus is prevented or this can be constructed with a relatively low load bearing, without the safety of the seat occupant would be compromised.

Preferably, the Lehnenverstellmechanismus is arranged on the first fitting part and / or the first fitting part is part of the Lehnenverstellmechanismus.

Preferably, the movement of the first fitting part is limited by a load fuse. This load protection can be designed, for example, in the form of a link in the first fitting part and a pin or the like, which engages in the link. This load securing acts in particular when the backrest in their

Use position is located. The load fuse then allows movement of the

Backrest for comfort adjustment. For the easy entry and / or reclining function, this load securing is preferably overridden, for example by the pin is removed from the backdrop. The load securing device is preferably dimensioned such that the first fitting part does not move beyond the desired area relative to the seat part even in the event of accident loads.

The second axis of rotation may preferably be provided on the second fitting part. According to a further preferred embodiment, the second axis is at the

Backrest provided.

Preferably, the second axis is already arranged prior to their displacement or at least after their displacement in the upper half, particularly preferably in the upper third of the backrest. As a result, a movement of the backrest which is coordinated with the accident-related movement of the vehicle occupant is made possible in a particularly advantageous manner and / or the energy conversion is improved. Preferably, the third axis is disposed substantially in the middle of a distance between the first rotation axis and the second axis. Particularly preferably, the third axis is arranged in the lower third of the distance between the first axis of rotation and the second axis. As a result, the movement of the backrest is even better matched to the movement of the vehicle occupant and / or the

Energy conversion further improved.

Preferably, the direct distance between the first and third axes of rotation is <30%, preferably <20%, more preferably <15% and most preferably <1 1%, of the direct distance between the second and third axes of rotation.

Preferably, the vehicle seat, in particular the second fitting part, a guide, in particular a slotted guide, via which the second axis is slidably mounted on the second fitting part.

Preferably, the second axis is mounted on the second fitting part, that kinetic energy is dissipated during a movement of the second axis relative to the second fitting part. This can be done for example in the form of a deformation of the second axis and / or the second fitting part and / or by friction in their

Relative movement.

Preferably, the first axis of rotation, the second axis and / or the third axis are provided in parallel. Particularly preferably, the first axis of rotation, the second axis and / or the third axis are not provided in parallel. Non-parallel is intended in particular to mean that at least one of the axes with a plane that is perpendicular to at least one of the other axes, an angle not equal to 90 degrees. Most preferably, the angle is between 85 and 95 degrees, more preferably between 87 and 92 degrees. As a result, a shear moment occurs in addition, whereby the energy conversion is advantageously further improved.

Preferably, the movements about the second axis and / or the third axis are provided only after exceeding a predetermined minimum load. This is synonymous with a force-controlled movement, in particular the or about the second axis and / or about the third axis. More preferably, the minimum load is a factor of two, three, four, five, six or seven greater than a maximum operating load. The skilled person understands that the maximum operating load is in particular the load that at a

intended use of the vehicle usually maximum occurs. All Particularly preferably, the predetermined minimum loads for the first axis of rotation, the second axis and / or the third axis are different. This is possible for example by a corresponding different structural design of the affected components, in particular by a suitable choice of the torsional rigidity of the components. This makes it possible in a particularly advantageous manner, the kinematics of the invention

Vehicle seat to customize and / or adapt. The movement of the backrest then takes place according to the loads occurring in the respective accident.

Preferably, the backrest is rotatably mounted about the third axis, in particular via a joint. Alternatively or additionally, the third axis is provided as a set deformation, for example as a setpoint bend and / or as a setpoint torsion point.

Preferably, between the first and the second fitting part a

Energiedissipationsmittel provided that, for example, during the relative movement between the first and the second fitting part at least partially irreversible, i. plastic, deformed.

Preferably, the vehicle seat comprises energy absorbing materials, in particular energy absorbing foam materials. Particularly preferably, the backrest, the headrest and / or the seat part energy-absorbing materials. For example, the flock cushion and / or the seat cushion at least partially made of an energy-absorbing foam material. This will reduce the burden on the

Vehicle seat structure in a rear impact advantageously further reduced. The vehicle seat is preferably made essentially of lightweight materials, in particular aluminum, magnesium, titanium, high-strength steel and / or fiber composite materials. Particularly preferably, the vehicle seat structure, in particular the first fitting part and / or the second fitting part, is made of a lightweight material. This allows a low weight of the vehicle seat with constant stability.

Another object of the present invention is a method for energy absorption in accidents, in particular for a vehicle seat according to the invention, wherein the

Backrest is moved about the second axis and the second axis is moved and wherein the backrest moves about the third axis, in particular rotated, is. Due to the targeted movement of the vehicle seat accidentally acting on the vehicle seat and / or the vehicle occupant energy is converted and / or absorbed and at the same time the risk of injury of a

Vehicle occupant by a vote of the movement of the vehicle seat on the movement of the vehicle occupant at least reduced, in particular, an ascent of the vehicle occupant and a whiplash is prevented.

The statements made with respect to the method apply to the vehicle seat according to the invention and vice versa.

Preferably, the method according to the invention is triggered by a rear impact, in particular passive. In the context of the present invention, passively is to be understood as caused by the inertia of the moving masses, in particular the mass of the vehicle occupant. Alternatively or additionally, the method according to the invention is actively triggered, for example by an electrical, electromagnetic, mechanical,

pneumatic and / or hydraulic drive. Such a drive is preferably activated by a sensor, in particular by an acceleration sensor.

Preferably, the backrest is first pivoted about the first axis of rotation, which in particular deforms elastically and / or plastically. Particularly preferably, the backrest is pivoted away from the seat part. Particularly preferably, the backrest is pivoted by 2 to 10 degrees, in particular by 5 degrees, or elastically deformed. Preferably, the upper part of the backrest is pivoted to the seat part and the lower part pivoted away from the seat part. Particularly preferably, the second axis is displaced away from the seat part and / or the vehicle floor. Most preferably, the movement of the second axis of rotation on a vertical and a horizontal component, more preferably, the vertical and / or the horizontal component of the seat part and / or the vehicle floor is directed away. Preferably, the backrest is simultaneously and / or sequentially by 10 to 30 degrees, in particular by 12 to 17 degrees, pivoted and / or the second axis by 10 mm to 80 mm, in particular by 20 to 30 mm, displaced in the vertical direction. Preferably, a lower end of the backrest is moved a predetermined distance away from the seat part or relative to the body. This is particularly preferred lower end by a distance of between 50 mm and 300 mm, most preferably between 1 10 mm and 150 mm, in particular by 120 mm, moved.

Preferably, the backrest is then moved away from the seat part, in particular rotated in a clockwise direction. Particularly preferably, the backrest is pivoted by 20 to 80 degrees, in particular by 30 to 60 degrees.

Preferably, the Lehnenverstellmechanismus remains during the movement of

Backrest locked in an accident and is bridged in particular load-free. For this, the vehicle seat particularly preferably has a bridging mechanism.

Preferably, the movement about the second axis is carried out within 0 to 100 ms, particularly preferably within 0 to 80 ms, in particular within 0 to 60 ms, after the accident.

Preferably, the movement about the second axis is performed prior to the movement about the third axis. Particularly preferably, the movements are carried out at least partially simultaneously. The method is preferably carried out when a predetermined minimum load acting on the vehicle seat is exceeded. Particularly preferably, the second step is performed only after exceeding a predetermined minimum load and / or after a certain period of time, which is in particular higher than a required minimum load for the first step. Most preferably, the predetermined minimum load for the method and / or the second step by a factor of two, three, four, five, six or seven greater than the maximum operating load. Even more preferably, the required minimum load, in particular in the pelvic region of a vehicle occupant, in particular in the lower region of the backrest, acts. The skilled person understands that this means in particular that acting in the lower region of the backrest minimum load the

Movements of the vehicle seat triggers.

The inventions will be explained below with reference to FIGS. 1 to 12. These

Explanations are merely exemplary and limit the general

Inventive idea not one. The explanations apply equally to all articles of the present invention. Figure 1 shows the case of a rear impact on a vehicle seat

acting forces.

FIG. 2 shows typical movements of a vehicle occupant in a vehicle

Accident.

Figure 3 shows schematically a vehicle seat according to the prior

Technology.

FIG. 4 shows a vehicle seat according to the prior art.

FIGS. 5a and 5b schematically show the movements of a vehicle seat according to the prior art after a rear impact and a front impact.

Figure 6 shows an embodiment of a vehicle seat according to the present invention in a perspective view.

Figure 7 shows an embodiment of a vehicle seat according to the present invention in a side view.

FIGS. 8a and 8b show the simulation of a device according to the invention

Vehicle seat before and after a rear impact. Figures 9a and 9b show schematically the movements of a

Inventive vehicle seat after a rear impact in two different time periods.

Figures 10a, 10b and 10c show an embodiment of a method according to the present invention.

Figures 11a, 11b and 11c show an embodiment of a method according to the present invention with a vehicle occupant.

Figures 12a, 12b and 12c show another embodiment of the method according to the present invention. Figures 13a, 13b and 13c show another embodiment of a method according to the present invention with a vehicle occupant.

FIG. 14 shows a further embodiment of a vehicle seat

according to the present invention in a side view.

FIG. 15 shows a further embodiment of a vehicle seat

according to the present invention in a detailed view. Figures 16a, 16b and 16c show another embodiment of the method according to the present invention.

Figures 17a, 17b and 17c show another embodiment of a method according to the present invention with a vehicle occupant.

FIG. 18 shows a comparison of important material properties of

Composite material and steel.

FIGS. 19-22 show a further embodiment of the invention

Vehicle seat or the method according to the invention.

FIG. 23 shows yet another embodiment of the invention

Inventive vehicle seat or the

inventive method.

FIG. 1 shows the forces acting on a vehicle seat 1 during a rear impact. A known vehicle seat 1 has a seat part 2 and a backrest 3, and usually a headrest 5. In a rear-end collision, the body of a vehicle occupant is accelerated to the rear, ie towards the rear of the vehicle, because of its inertia. In doing so, usually different ones occur over the course of time

Movements on. In particular, different body parts of the vehicle occupant exert a maximum force on different elements of the vehicle seat 1 at different times. Often, a vehicle seat 1 has a longitudinal adjuster. Would this be at one

Rear impact is not locked, the vehicle seat 1 by the inertial mass of the vehicle seat 1, in particular of the seat part 2, along the Längsverstellers in the direction of Tails accelerated. The inertial force acting in this way is already maximal after approx. 20-30 ms.

Then, the vehicle occupant in the pelvic area is pressed against the lower end portion of the backrest 3 with a maximum inertia force after about 40-65 ms. The torso of the vehicle occupant is pressed against the backrest 3 after about 60-80 ms with a maximum inertial force.

A maximum inertial force of the backrest 3 accelerates the vehicle seat 1 after about 70-90 ms after the impact.

Lastly, usually the head of the vehicle occupant strikes the headrest 5. The maximum inertia force acts in this case after about 70-130 ms. In order to ensure the safety of the vehicle occupant, therefore, on the one hand, the vehicle seat 1 must be designed such that it can structurally absorb the forces acting. This is done in a conventional vehicle seat 1, for example, by a correspondingly stable, but therefore also heavy construction. On the other hand, the springback of the head and the subsequent impact on the headrest 5 can lead to serious injuries.

for example, a whiplash. It is also known that a rear impact can lead to an ascent of the vehicle occupant in the vehicle seat, ie to a movement of the vehicle occupant along the backrest 3 upwards, whereby the stable seating position of the vehicle occupant is compromised and threaten further injury.

According to the present invention, the vehicle seat 1 is now provided such that in the event of a rear impact by targeted movements, it absorbs the kinetic energy of the impact and converts it into other forms of energy, thus reducing the load to be absorbed by the material of the vehicle seat 1 and further reducing the movements of the vehicle Vehicle occupant anticipates to reduce in particular the zurückzulegenden way of the head to the headrest 5. Furthermore, an upward movement of the vehicle occupant is prevented by a targeted movement.

FIG. 2 shows typical movements of a vehicle occupant in an accident involving a rear impact. In particular, FIG. 2 illustrates the ascending of the vehicle occupant already explained in connection with FIG. Due to the acceleration of the vehicle occupant to the rear, in the direction of the stern, the vehicle occupant is due to the inclination of the backrest 3 and / or its elasticity along this upwards, in the direction of the vehicle roof, moved. This hinders him in conventional Vehicle seats 1 essentially only a seat belt. Should this break due to the high forces occurring, uncontrolled movements of the vehicle occupant are possible and the risk of injury is very high. Even in the event that the seat belt should not break, there is a risk that the head of the vehicle occupant protrudes beyond the headrest and thus by a possible hyperextension of the head or the

Cervical spine further injuries may occur.

FIG. 3 schematically shows a vehicle seat 1 according to the prior art. It is known from the prior art, in connection with Figure 1 and FIG

2 to reduce problems by the vehicle seat 1 is rotatably mounted about a virtual axis of rotation V and thus at least passes through a portion of a circular path, shown here by a dashed circle. As can be seen below, such a movement is made possible by a mounting of the vehicle seat 1 in correspondingly curved slide guides.

FIG. 4 shows a vehicle seat 1 according to the prior art. On the left in the drawing, a perspective schematic drawing of a seat of a vehicle seat 1 is shown. In this case, the vehicle seat 1 substantially corresponds to the vehicle seat 1 described in connection with FIG. Therefore, on the relevant

References.

Right in the drawing, various positions of the vehicle seat 1 are shown. In the lower part of the illustrations, the slide guides are visible. Shown schematically in FIGS. 5a and 5b are the movements of a vehicle seat 1 according to the prior art in a rear impact and a front impact. In Figure 5a, the movement of a vehicle seat 1 is shown at a rear impact, while the rear of the two positions corresponds to a use position of the

Vehicle seat 1, while the front position corresponds to a position of the vehicle seat 1 during the rear impact. The seat part 2 is displaced to the rear as a result of the rear impact and moved in the area of the backrest 3 upwards. The vehicle seat 1 thus rotates about a virtual axis of rotation V, which is arranged in front of the torso of a vehicle occupant. In Figure 5b, the movement of the same vehicle seat 1 as in Figure 5a at a

Front impact shown. In this case, the rear position in the drawing corresponds to a position of the vehicle seat 1 during a frontal impact. The seat part 2 is doing forward and displaced upward in the front region, whereby the headrest 5 and the backrest 3 perform a movement to the rear and below.

FIG. 6 shows an embodiment of a vehicle seat 1 according to the present invention in a perspective view. The vehicle seat 1 has a seat part 2 and a backrest 3. The person skilled in the art recognizes that such a seat part 2 usually has at least one support structure and a seat cushion connected to the support structure. Likewise, the backrest 3, for example, a backrest frame and an associated backrest cushion. The backrest 3 is provided here as a component. Furthermore, the vehicle seat 1 preferably has a headrest 5 connected to the backrest 3, wherein the connection is not shown here. It is well known to attach a headrest 5, for example via paired, longitudinally displaceable support rods at the top of the backrest 3.

Preferably, the seat part 2 in its front region, the area of

Thigh support, an insert made of an energy absorbing material,

for example, a foam material. As a result, the inventive

Energy conversion in a rear impact further improved and thus reduces the structural load of the vehicle seat 1.

The seat part 2 and / or the body of the vehicle is connected to a first fitting part 7, wherein the first fitting part 7 is rotatable about a first axis of rotation A. The other end of the first fitting part 7 is connected to a third axis C with a lower end of a second fitting part 8, wherein the second fitting part 8 is rotatably mounted in particular about the third axis C. Here, the first fitting part 7 is connected via a further fitting part with the seat part 2. Alternatively, the first fitting part 7 is connected directly to the seat part 2.

According to a particularly preferred, not shown, embodiment, the first fitting part 7 and the second fitting part 8 are integrally provided, wherein on the third axis C a joint or a predetermined deformation, in particular predetermined bending point is provided.

According to the embodiment shown here, the first fitting part 7 and the second fitting part 8 are provided, for example, as rockers or levers. The backrest 3 is connected via a second axis B with the second fitting part 8. In this case, the second axis B is arranged in the upper third of the backrest 3. The third axis C is here located approximately in the middle of the distance between the first axis of rotation A and the second axis B. The choice of the aspect ratio of the fitting parts 7, 8 can also be chosen differently. Preferably, the fitting 8 is longer than the fitting. 7

The second fitting part 8 has at its upper end a guide, here a

Slotted guide 6, in which a cross bar 4 is guided displaceably. In this guide, the second axis of rotation moves upward. At this cross bar 4, the backrest 3 is fixed according to the illustrated embodiment. The second axis B therefore runs here along the crossbar 4. This makes it possible that in the event of a rear impact, the backrest 3 is substantially kinematically separated from the first fitting part 7 and at least partially from the second fitting part eighth

The second axis B and the third axis C are provided such that rotation about the respective axis is prevented or at least only selectively permitted, as long as the predetermined minimum loads or torques are not exceeded.

In Figure 7, an embodiment of a vehicle seat 1 according to the present invention is shown in a side view. The illustrated corresponds

Embodiment of the explained in connection with Figure 6 embodiment, so that reference is made to the relevant embodiments.

FIGS. 8a and 8b show the simulation of a vehicle seat 1 according to the invention before and after a rear impact. FIG. 8a shows a position of use, as it is present, for example, before the rear impact. FIG. 8b shows the situation after a rear impact. The vehicle occupant has been accelerated to the rear, against the backrest 3. As can be seen just in comparison to Figure 8a, the backrest 3 has been moved in the lower region to the rear and in the upper region, ie in the region of the headrest 5, forward and at the same time upwards.

As a result, part of the kinetic energy of the vehicle occupant is absorbed and converted, for example, into heat by friction and / or by a plastic deformation of the components and the redirection of some of the forces upwards. For this purpose, the vehicle seat 1 preferably has at least one damping element which absorbs or at least converts a part of the energy by internal friction and / or plastic deformation. The movement of the headrest 5 forward, the way the head of the

Vehicle occupant must cover to rest on the headrest, reduced.

FIGS. 9a and 9b schematically show the movements of a

inventive vehicle seat 1 after a rear impact in two different time periods ti, t.2 shown. In FIG. 9a, the movement of a vehicle seat according to the invention is shown immediately after a rear impact, that is to say in a first time interval ti, which for example ranges from 0 to 85 ms after the impact. In this first period ti, the main load acts on the lower area of the backrest 3. Die

Backrest 3 is now moved according to the invention in the lower region to the rear and in the upper region forward, in particular in the sense of rotation about a second axis B. Both the main load and the movements of the vehicle seat 1 are symbolized by arrows. Energy is converted by the movement of the seat back 3, thus reducing the structural load on the vehicle seat material, as well as minimizing or preventing possible whiplash of the vehicle occupant by reducing the distance traveled by the head of the vehicle occupant.

In Figure 9b, the movements of the vehicle seat 1 in a second, subsequent to the first period of time ti, period t.2 are shown. This time interval t.2, for example, ranges from 85 ms to approximately 150 ms after the impact. In this time, the main load now acts on the upper region of the backrest 3. To accommodate this load, the backrest is now moved according to the invention about a third axis C, so that the upper portion of the backrest 3 to the rear and the lower portion of the backrest 3 after front, on the seat part 2 to, is moved. In all movements of the backrest is preferably as much kinetic energy in heat and / or deformation

transformed.

FIGS. 10a, 10b and 10c show an embodiment of a method according to the present invention. General reference is made to the previous statements. FIGS. 10a and 10b show the movements during the first time interval ti, which for example lasts approximately from 0 to 60 ms after the rear impact, while FIG. 10c shows the movements of the vehicle seat 1 during the subsequent, second time interval t.2. Those shown in Figures 10a and 10b Movements are preferably carried out successively. Alternatively, it is also possible to provide the vehicle seat 1 in such a way that the movements shown are carried out at least partially simultaneously. As shown in Figure 10a, immediately after the rear impact, the backrest 3 is first pivoted to the rear about the first axis of rotation A relative to the seat part 2, preferably at an angle of 5 degrees. This happens, for example, by a plastic deformation of the vehicle seat in the region of the first axis of rotation A. As a result, a part of the energy is already converted. Then, as shown in Figure 10b, the backrest 3 is pivoted about the second axis B and preferably the second axis B is simultaneously displaced by a displacement of the crossbar 4 in the slide guide 6. This translation of the second axis B takes place at the same time to the rear and above, wherein the vertical component is for example about 30 mm. The angle of the

Tilting of the backrest 3 is for example 20 degrees and is provided such that the headrest 5 is moved to the head of the vehicle occupant and the lower end of the backrest 3 by a distance L, for example, 180 mm, moves away from the seat part 2 and / or is shifted relative to the body of the vehicle.

Preferably, it is provided that a Lehnenverstellmechanismus that in the

Use position allows rotation of the backrest 3 about the first axis of rotation A, from a translation of the lower end of the backrest 3 by a predetermined

Partial distance is bridged without load. As a result, the Lehnenverstellmechanismus must take no further loads and damage to the Lehnenverstellmechanismus is prevented or the Lehnenverstellmechanismus can only for the normal

Use occurring loads are designed.

In the second period t.2, the backrest 3 is now moved about the third axis C. More specifically, the second fitting part 8 is pivoted relative to the first fitting part 7 about the third axis C, for example, kinked. The angle of rotation is for example 25 degrees. The rotation takes place in such a way that the headrest 5 and the upper region of the backrest 3 are moved to the rear, ie in particular away from the seat part 2. The tilting about the third axis C is triggered by the exceeding of a predetermined minimum load and / or after a certain period of time, in particular ti. Alternatively, the movement is released by a locking mechanism.

FIGS. 11 a, 11 b and 11 c show an embodiment of a method according to the present invention with a vehicle occupant. Essentially corresponds the illustrated embodiment of the explained in connection with the figures 10a to 10c embodiment. Reference is therefore made to the relevant statements. It can be seen clearly from the comparison of FIGS. 11 a and 11 b that the distance between the head of the vehicle seat 1 is determined by the movement of the vehicle seat 1

Vehicle occupants and the headrest 5 is reduced. It is also drawn in each sketch on the right edge of a line, the maximum possible deflection of the

Vehicle seat 1, in particular the headrest 5, features, which is available in the vehicle. Furthermore, in FIGS. 11b and 11c, a first angle .alpha. And a second angle .beta. Are marked, which in each case designate the angle between the backrest 3 and the seat part 2 in the different positions. The second angle ß in the second

Period t.2 here is greater than the first angle α towards the end of the first period ti. FIGS. 12a, 12b and 12c show a further embodiment of the method according to the present invention. In essence, the illustrated corresponds

Embodiment of the explained in connection with the figures 10a to 10c

Embodiment, therefore, reference is made to the relevant embodiments. The embodiment shown here differs from that in FIGS. 10a to 10c

illustrated embodiment in that in the first step, the translation of

Backrest L in the lower area is only 120 mm, whereas the tilt about the second axis B is 23 degrees. In the third step, the backrest 3 on the third axis C is tilted or tilted by 52 degrees. As a result, the backrest 3 is aligned significantly flatter, relative to the vehicle floor, whereby the energy conversion is further improved. The person skilled in the art can see directly that a correspondingly larger installation space in the vehicle must be available for this purpose. An embodiment according to the illustration in FIGS. 10a to 10c builds more compactly, but converts less energy even with the same structural design. Furthermore, the first time interval ti now extends to the range between 0 and 66 ms after rear impact.

FIGS. 13a, 13b and 13c show an embodiment of a method according to the present invention with a vehicle occupant. In essence, the illustrated embodiment corresponds to the embodiment explained in connection with FIGS. 12a to 12c. Reference is therefore made to the relevant statements. In Figure 14, another embodiment of a vehicle seat according to the present invention is shown in a side view. In essence, the illustrated embodiment corresponds to the embodiment explained in connection with FIG. 7. Reference is therefore made to the relevant statements. According to the embodiment shown in FIG. 14, the third axis C is arranged here on one third of the distance between the first axis of rotation A and the second axis B. This means that the third axis C is two thirds of the distance between the first axis of rotation A and the second axis B from the second axis B away. FIG. 15 shows a further embodiment of a vehicle seat according to the present invention in a detailed view. The illustrated embodiment corresponds substantially to the embodiment explained in connection with FIG. Reference is therefore made to the relevant statements. The relative arrangement of the axes A, B, C is clearly visible here.

FIGS. 16a, 16b and 16c show a further embodiment of the method according to the present invention. In essence, the illustrated corresponds

Embodiment of the embodiment explained in connection with Figures 10a to 10c and Figures 12a to 12c, reference is therefore made to the relevant embodiments. The embodiment shown here differs from the embodiment shown in Figures 10a to 10c in that in the first step, the translation of the backrest L in the lower region is 130 mm, whereas the tilt about the second axis B is 19 degrees. In the third step, the backrest 3 on the third axis C is tilted or bent by 48 degrees. As a result, the backrest 3 is aligned significantly flatter, relative to the vehicle floor, whereby the energy conversion is further improved. Furthermore, the first time interval ti now extends to the range between 0 and 68 ms after rear impact.

FIGS. 17a, 17b and 17c show another embodiment of a method according to the present invention with a vehicle occupant. In essence, the illustrated embodiment corresponds to the explained in connection with the figures 16a to 16c embodiment. It is therefore on the relevant

References. FIG. 18 shows a comparison of important material properties of composite material and steel. On the ordinate the strength σ is plotted and on the abscissa the elasticity ε. The left curve indicates the material properties of a Composite material, while the right curve denotes an exemplary steel. It can be seen that composite material has higher strength but less elasticity than steel. Figures 19 to 22 show yet another embodiment of the invention

Vehicle seat or the method according to the invention. Essentially, reference may be made to the statements made above. In the present case this is

Fitting 8 U-shaped executed, the base of the Us in the upper part of

Backrest is located and the legs of the Us are provided to the right and left of the backrest. In its upper area, in particular in the area where the base of the Us is connected to the legs, a guide, here a gate 6 is provided, in which the axis B, which is mounted in the present case on the backrest is received. At the end of the legs, the fitting part 8 is connected to the fitting part 7 along the axis C. In addition, in particular in the right-hand illustration, the axis of rotation A can be seen, around which the comfort adjustment of the seat or the rotation of the backrest into the easy-entry position and / or lying position takes place. In the present case, the fitting part 7 has a load securing device 9, which in the present case is designed as a circularly curved slot. As can be seen in particular Figure 20, engages in the slot 9, a further component 1 1 of the load protection, here a pin.

In combination with the slot, this pin prevents the backrest from being adjusted outside of the comfort adjustment range, here +/- 16 degrees. For an adjustment in the easy-entry position and / or a reclining position of the backrest, the pin must be removed from the load safety device. In Figure 21, the representation a) shows the normal position of use of the seat. In the figures b) and c) the sequences are shown in a rear impact. As already explained, first the component 7 is twisted, in particular by its elastic deformation. Simultaneously or sequentially, the axis B is moved along the slide 6 and the backrest rotates about the axis B counterclockwise. The displacement of the axis B along the guide 6 is preferably carried out by converting / absorbing energy, in particular by the fact that friction is generated and / or that a deformation of the fitting part 8 and / or the axis B takes place. Subsequently, the backrest is rotated about the rotation axis C in a clockwise direction, which in turn kinetic energy is converted into heat or deformation.

FIG. 22 again takes up the positions of the backrest in the positions already shown in FIG. 21, in which case the component 12 is additionally provided here is arranged, for example, between the fitting part 7 and the backrest and that during the movement of the backrest relative to the fitting part 7 energy, for example by deformation or friction, irreversibly converts. At the fitting 7, the component 12 is preferably provided in the region of the axis of rotation A.

FIG. 23 also shows an embodiment of the vehicle seat according to the invention. In essence, reference may be made to the statements made so far. Important for this example, but also for the embodiment according to Figures 19 to 22, the aspect ratio between the fitting parts 7 and 8. In the present case, the lever 7 only 10% of the length of the fitting part 8, whereby the forces in particular act on the adjustment mechanism, could be reduced again. Otherwise, reference may be made to the statements already made.

LIST OF REFERENCE NUMBERS

1 vehicle seat

2 seat part

3 backrest

4 crossbar

5 headrest

6 tour, slide guide

7 first fitting part

8 second fitting part

9 Load protection, recess

10 seat shell

1 1 load fuse, pin

12 energy dissipation agents

A first axis of rotation

B second axis

C third axis

L Translation backrest

V virtual axis of rotation ti first period t ₂ second period σ strength

elasticity

α first angle

ß second angle

Claims

claims

1 . Vehicle seat (1) having a seat part (2) and a backrest (3), wherein the backrest (3) is rotatable relative to the body of the vehicle about a first axis of rotation (A), and the backrest (3) about a second axis (FIG. B) is movable, characterized in that the second axis (B) is arranged displaceably above the first axis of rotation (A) and the backrest (3) about a third axis (C) is movably mounted, in particular between the first axis of rotation (A ) and the second axis of rotation (B) is arranged.

2. Vehicle seat (1) according to claim 1, characterized in that it comprises at least a first fitting part (7) and a second fitting part (8), wherein preferably the first fitting part (7) at one end about the first axis of rotation (A) rotatable is connected to the body of the vehicle and at its opposite end, in particular about the third axis (C) movable, with the second fitting part (B) is connected.

3. Vehicle seat (1) according to one of the preceding claims, characterized in that the first fitting part (7) and the second fitting part (8) are made in one piece, wherein in particular the second axis (B) is realized as a desired deformation, in particular as a predetermined bending point ,

4. Vehicle seat (1) according to one of the preceding claims, characterized in that the third axis (C) substantially in the middle of a distance between the first axis of rotation (A) and the second axis (B) and / or in the lower third of Distance between the first axis of rotation (A) and the second axis (B) is arranged.

5. Vehicle seat (1) according to one of the preceding claims, characterized in that the distance between the first and the third axis of rotation <30%, preferably <20%, more preferably <15% and most preferably <1 1%, of the distance between the second and the third axis of rotation.

6. Vehicle seat (1) according to one of the preceding claims, characterized in that the backrest (3) about the third axis (C) is rotatably mounted and / or the third axis (C) is provided as a torsion axis.

7. Vehicle seat (1) according to one of the preceding claims, characterized in that the vehicle seat (1), in particular the second fitting part (8), a guide, in particular a slide guide (6), in which the second axis (B)

is slidably mounted.

8. Vehicle seat (1) according to claim 7, characterized in that the guide a

Having energy dissipation agent.

9. Vehicle seat (1) according to one of the preceding claims, characterized in that the axis of rotation A has a means for comfort and / or easy-entry adjustment.

10. Vehicle seat (1) according to claim 9, characterized in that the means for comfort and / or easy-entry adjustment is provided only for a fraction of the forces occurring in a rear impact.

1 1. Vehicle seat (1) according to one of the preceding claims, characterized in that the rotational movement of the fitting part (7) about the first axis of rotation (A) by a load safety device (9, 1 1) is limited.

12. Vehicle seat (1) according to one of the preceding claims, characterized in that between the seat part (2) and the pivot point (A) an energy dissipation means (12) is provided.

13. Vehicle seat (1) according to one of the preceding claims, characterized in that it consists essentially of lightweight materials, in particular aluminum,

Magnesium, titanium, high strength steel and / or fiber composites.

14. A method for energy absorption in the event of accidents for a vehicle seat (1), in particular according to one of the preceding claims, characterized in that the

Backrest (3) about the second axis (B) moves, in particular rotated, and the second axis (B) and / or previously moved relative to a guide (6) and the backrest (3) about the third axis (C ) is moved, in particular rotated.

15. The method according to claim 14, characterized in that the backrest (3)

is first pivoted about the first axis of rotation (A), in particular by elastic deformation of the fitting (7) is pivoted.

16. The method according to any one of claims 14 or 15, characterized in that the method is executed when exceeding a vehicle seat (1) acting, predetermined minimum load, wherein the movement about the third axis (C) at a higher and / or later Load as the movement about the second axis (B) takes place.

17. The method according to any one of claims 14-16, characterized in that the first axis of rotation is loaded only with a fraction of the loads acting on the second and / or third axis of rotation.