Source: http://www.google.com/patents/US20040174053
Timestamp: 2017-05-28 03:24:05
Document Index: 365478408

Matched Legal Cases: ['art 3', 'art 4', 'art 3', 'art 5', 'art 4', 'art 5', 'art 5', 'art 5', 'art 4', 'art 4', 'art 5', 'art 5', 'art 3', 'art 5', 'art 5', 'art 5', 'art 5', 'art 5', 'art 4', 'art 5', 'art 5', 'art 5', 'art 4', 'art 5', 'art 5', 'art 5', 'art 5', 'art 5', 'art 5', 'art 5', 'art 4', 'art 4', 'art 6', 'art 6', 'art 5', 'art 6', 'art 6', 'art 5', 'art 4', 'art 4', 'art 6', 'art 6', 'art 5', 'art 5', 'art 5', 'art 6', 'art 5', 'art 5', 'art 5', 'art 5', 'art 5']

Patent US20040174053 - Safety device that prevents accident-related injuries of a user of a vehicle ... - Google PatentsSearch Images Maps Play YouTube News Gmail Drive More »Sign inPatentsA protection device that prevents accident-related injuries of a user of a vehicle seat, having a device which, in the event of a vehicle impact, in particular a rear impact, moves a component of the vehicle seat, in particular an upper backrest part of a backrest, from a normal operational position...http://www.google.com/patents/US20040174053?utm_source=gb-gplus-sharePatent US20040174053 - Safety device that prevents accident-related injuries of a user of a vehicle seat and mechanical system for detecting a vehicle impactAdvanced Patent SearchTry the new Google Patents, with machine-classified Google Scholar results, and Japanese and South Korean patents.Publication numberUS20040174053 A1Publication typeApplicationApplication numberUS 10/477,342PCT numberPCT/EP2002/004930Publication dateSep 9, 2004Filing dateMay 4, 2002Priority dateMay 8, 2001Also published asDE20107765U1, EP1387780A1, WO2002090141A1Publication number10477342, 477342, PCT/2002/4930, PCT/EP/2/004930, PCT/EP/2/04930, PCT/EP/2002/004930, PCT/EP/2002/04930, PCT/EP2/004930, PCT/EP2/04930, PCT/EP2002/004930, PCT/EP2002/04930, PCT/EP2002004930, PCT/EP200204930, PCT/EP2004930, PCT/EP204930, US 2004/0174053 A1, US 2004/174053 A1, US 20040174053 A1, US 20040174053A1, US 2004174053 A1, US 2004174053A1, US-A1-20040174053, US-A1-2004174053, US2004/0174053A1, US2004/174053A1, US20040174053 A1, US20040174053A1, US2004174053 A1, US2004174053A1InventorsUwe SchmaleOriginal AssigneeUwe SchmaleExport CitationBiBTeX, EndNote, RefManPatent Citations (5), Referenced by (5), Classifications (8), Legal Events (1) External Links: USPTO, USPTO Assignment, EspacenetSafety device that prevents accident-related injuries of a user of a vehicle seat and mechanical system for detecting a vehicle impact
BRIEF DESCRIPTION OF THE DRAWINGS [0017] The invention will be explained in greater detail and by way of example with reference to the drawing, in which: [0018] [0018]FIG. 1 shows a perspective, partially schematized side view of a backrest with a protection device according to the invention, [0019] [0019]FIG. 2 shows a side view of a preferred embodiment of a backrest with a protection device according to the invention and including the illustration of a seat user, [0020] [0020]FIG. 3 shows a perspective illustration of the upper part of the backrest illustrated in FIG. 2, [0021] [0021]FIG. 4 shows a lateral sectional view through the upper part (illustrated in FIG. 3) of the backrest in a central region (plane IV-IV-IV-IV), with a detailed illustration of a preferred embodiment of the mechanical system designed in accordance with the invention for detecting a vehicle impact.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [0022] In the various figures of the drawing, identical parts are always provided with the same reference numbers, and so they are generally also only described one in each case. [0023] As emerges first of all from FIG. 1, a vehicle seat 1 comprises a backrest 2 in which a protection device according to the invention is integrated, and a seat part 3. In the embodiment illustrated, the protection device according to the invention serves to protect a person using the vehicle seat 1 against accident-related injuries, in particular against cervical vertebra syndrome or whiplash trauma, in the event of a rear impact. The backrest 2 has a lower backrest part 4 which is connected to the seat part 3 and an upper backrest part 5 which can be pivoted relative to the lower backrest part 4 about an axis X-X running transversely with respect to the longitudinal axis of the vehicle in the backrest 2, from a normal operational position (shown by a solid line in FIG. 1) in a pivoting direction S, which points in the direction of travel F, and through an angled region into a safety position (shown by a chain-dotted line in FIG. 1) by means of a torque which acts in the pivoting direction S. [0024] The protection device has, firstly, a device 6 which, irrespective of whether the vehicle seat 2 is occupied, produces the torque (arrow M in FIG. 1) which: acts in the pivoting direction S on the upper backrest part 5 and, secondly, has means 7 for detecting a rear impact. The torque-producing device 6 may be designed differently and the means 7 for detecting a rear impact are designed as a mechanical system according to the invention, as is explained in detail below with reference to FIG. 4. These parts of the backrest 2 (torque-producing device 6, means 7 for detecting the rear impact) are shown first of all in FIG. 1 only in a schematized manner (as small boxes). [0025] The torque-producing device 6 can advantageously be formed, for example, by a force or energy accumulator, in particular by a prestressed spring element or a plurality of prestressed spring elements. In the illustrated embodiment of the invention, which is shown in FIGS. 2 to 4, the torque-producing device 6 is designed as a leaf-shaped torsion spring (torsion spring 6 a) which lies in the pivoting axis X-X, which runs transversely with respect to the longitudinal direction of the vehicle, of the upper backrest part 5, advantageously has a very small neutral acceleration and, while having the same effect, only requires a small amount of structural space in comparison to tension or compression springs (cf. FIG. 3, in particular). [0026] The detecting means 7 are in operative connection with the torque producing device 6 in such a manner that, in the event of the rear impact, the device 6 is activated and the pivoting movement of the upper backrest part 5 is initiated. In this case, the lower backrest part 4 remains in its original (normal operational) position. [0027] In order to ensure optimum protection of the seat user, the lower backrest part 4 and the upper backrest part 5 can preferably be coordinated with each other in their respective lengths (not referred to specifically) in a defined manner and the axis X-X which runs transversely with respect to the longitudinal axis of the vehicle and about which the upper backrest part 5 can be pivoted can be arranged at a defined height H in the shoulder region of a seat user, preferably approximately 400 to 500 mm above the seat part 3. [0028] A head restraint 8 is fastened in or on the upper backrest part 5 and, in the case of a rear impact, is moved from a comfort position (shown by a solid line in FIG. 1), in which its distance (A1 in FIG. 2) from the head of a seat user is approximately 80 to 120 mm, into an intercepting position (shown by a chain-dotted line in FIG. 1), in which its distance (A2 in FIG. 2) from the head of a seat user is zero or virtually zero. [0029] Furthermore, locking means 9 for fixing the upper backrest part 5 in the normal operational position are provided. This fixing is illustrated by the arrow A in FIG. 1. These locking means 9 are formed by a lever system, as will be described in greater detail below with reference to FIGS. 3 and 4. It is indicated by means of the arrow B in FIG. 1 that the locking means 9 block the effect of the torque-producing device 6. [0030] The means 7 for detecting a rear impact are in operative connection (arrow U in FIG. 1) with the locking means 9 for fixing the upper backrest part 5 in the normal operational position in such a manner that, in the event of the impact, the fixing A of the upper backrest part 5 in the normal operational position and the blocking B of the torque-producing device 6 are cancelled. [0031] Further locking means 10, the action of which is illustrated by the arrow K in FIG. 1 and which will be explained by way of example below with reference to FIG. 4, can advantageously be provided to fix the upper backrest part 5 against moving back from the safety position into the normal operational position. [0032] In the described embodiment of the invention, the novel protection device which is not referred to specifically as a whole and which is integrated in the backrest 2 of the vehicle seat 1 is therefore formed by the lower backrest part 4, the upper backrest part 5 which can be pivoted about the axis X-X and has the head restraint 8, the torque-producing device 6, the means 7 designed according to the invention for detecting a rear impact, the locking means 9 which are designed as a lever system and are intended for fixing the upper backrest part 5 in the normal operational position, and the locking means 10 for fixing the upper backrest part 5 against moving back from the safety position into the normal operational position. [0033] [0033]FIG. 3, which shows an enlarged detail of the backrest 2 (illustrated in FIG. 2) in the region of the transition from the lower backrest part 4 to the upper backrest part 5, illustrates one preferred, specific embodiment for the device 6 which, irrespective of whether the vehicle seat 2 is occupied, produces the torque M which acts in the pivoting direction S on the upper backrest part 5, and, firstly, in the form of an overview, for the locking means 9 which are designed as a lever system and are intended for fixing the upper backrest part 5 in the normal operational position. [0034] As has already been mentioned, the torque-producing device 6 according to FIG. 3 is designed as a prestressed spring element—to be precise, as a leaf-shaped torsion spring 6 a which is mounted in the upper backrest part 5. A torsion spring 6 a of this type advantageously enables very high actuating forces or a very high torque M to be produced madding it possible for the upper backrest part 5 to pivot within milliseconds. It has been proven advantageous for the spring element if it has a falling characteristic line which, in order to produce a pronounced acceleration, has a high initial force, but only a very low end force. This takes account, in particular, of the fact that owing to its arrangement in the vehicle, the upper backrest part 5 experiences, due to the crash, an acceleration which is opposed to the action of the spring element. It is in particular extremely advantageous if the torque-producing device 6 is designed in such a manner that, in the event of its activation, the upper backrest part 5 is accelerated in the pivoting direction S by a greater amount than a measured or, preferably, an empirically determined, average amount of the acceleration a which the vehicle eat 2 experiences because of the rear impact, this being able to be set by the spring characteristic (thickness and material of the torsion spring 6 a). [0035] [0035]FIG. 3 reveals—as known per se—retaining rods 8 a, 8 b of the head restraint 8 which are provided for setting the height position and by means of which the head restraint 8 is mounted in the backrest 2 level with the shoulder region of the seat user in a manner such that it can be tilted about an axis X-X running transversely with respect to the vehicle axis (for the height position of the axis X-X see H in FIG. 1). For this purpose, an upper transverse strut 5 a of the backrest 2, which strut supports the restraining rods 8 a, 8 b, is mounted pivotably (pivoting direction S) about the axis X-X, in which the torsion spring 6 a lies, in respective upper fastening sections 4 a, which protrude over the lower backrest part 4, on two side struts 4 b which are connected fixedly to the lower backrest part 4 the torsion spring 6 a itself is clamped laterally at its ends in the fastening sections 4 aand is connected fixedly to the transverse strut 5 a approximately centrally via a retaining part 6 b. It can therefore be prestressed in the normal operational position by rotating it counter to the pivoting direction S which is indicated. [0036] A lever system which is supported by two side walls (not referred to specifically) of the retaining part 6 b, which, in particular, is of pocket-like design, and which acts as an interlocking or frictional latch, is provided as locking means 9 for fixing the upper backrest part 5 in the normal operational position. [0037] As FIG. 4 shows in greater detail in this respect, in the embodiments illustrated, the lever system comprises two interacting levers 9 a, 9 b which are mounted pivotably in the retaining part 6 b. A first lever, in particular of single-armed design (catch 9 a) is mounted laterally in bearings 9 c of the retaining part 6 b, the bearing axis Y-Y running parallel to the axis of rotation X-X of the upper backrest part 5, and supports the pivotable transverse strut 5 a, which is prestressed by the torsion spring 6 a, with respect to a fixed counterbearing 4 c. The counterbearing 4 c is situated here at the upper end of a supporting part 4 d, which is connected at the other end fixedly to the lower backrest part 4 and protrudes into the pocket-like retaining part 6 b, and is formed by a stop surface for a lug 9 d of the catch 9 a, which lug is arranged, for example, at the free lever end. In a blocking position of the catch 9 a, the lug 9 d bears against the counterbearing 4 c. [0038] The second lever (locking lever 9 b) serves for locking the catch 9 a in its blocking position. It is mounted laterally in bearings 93 of the retaining part 6 b, the bearing axis Z-Z again running parallel to the axis of rotation X-X of the upper backrest part 5, and engages in its blocking position with a blocking lug 9 f in an interlocking manner in the catch 9 a in such a manner that said catch cannot move out of its blocking position. The illustration of FIG. 4 shows the blocking positions of the catch 9 a and locking lever 9 b in a fat solid line in each case and the unblocked position in a thin solid line. [0039] When the need arises (rear impact), the locking lever 9 b is pivoted counterclockwise about its bearing axis Z-Z—according to the illustration in FIG. 4, in which case the interlocking engagement of the blocking lug 9 f in the catch 9 a is cancelled and the catch 9 a is released for a pivoting movement about its axis Y-Y (likewise counterclockwise according to the illustration in FIG. 4). In this case, the locking lever 9 b can be released with just a very small actuating force. [0040] After the catch 9 a is released by the locking lever 9 b, it is pivoted (counterclockwise according to the illustration selected) about its bearing axis Y-Y from its blocking position into its release position solely under the effect of the torsion spring 6 a. In the process, the friction between the fixed stop surface of the counterbearing 4 c and the supporting surface on the lug 9 f of the catch 9 a is overcome. The transverse strut 4 a pivots with the head restraint 8 in the direction of the back of the vehicle occupant's head (intercepting position of the head restraint 8). The positions assumed in the process by the upper backrest part 5 and the head restraint 8 are—as already mentioned—shown by chain-dotted lines in FIG. 1. [0041] The means 7 for detecting the rear impact are formed by a mechanical system 20 which is designed according to the invention and has mechanical parts which—accelerated by the action of the rear impact—disengage the locking lever 9 b, i.e. bring it into an unlocked position. This corresponds to a direct operative connection U (FIG. 1) of the means 7 for detecting the rear impact with the locking means 9. [0042] The system 20 is formed from a rigid pendulum-type lever 21 which is connected mechanically to the locking means 9 and to the free end of which a mass element 22 is fastened. In particular, the pendulum-type lever 21 is connected in a rotationally fixed manner to the pivotably mounted locking lever 9 b. The pendulum axis of the pendulum-type lever 21 is aligned here coaxially with the pivoting axis Z-Z of the pivotably mounted locking lever 9 b. The mass element 22 at the free end of the pendulum-like lever 21 is arranged below the pivoting axis Z-Z of the pivotably mounted locking lever 9 b. [0043] In the case of a rear impact, the free end of the pendulum-type lever 21 with the mass element 22 is pivoted counter to the direction of travel about the pendulum axis Z-Z under the effect of the acceleration forces which occur, as a result of which the locking lever 9 b, which is connected in a rotationally fixed manner to the pendulum-type lever, is likewise pivoted—in the above-described manner—about the axis Z-Z, the interlocking engagement of the blocking lug 9 f in the catch 9 a is cancelled and the catch 9 a is released for a pivoting movement, so that it can be pivoted from its blocking position into its release position under the effect of the torsion spring 6 a. [0044] Like the lever system forming the locking means 9 for fixing the upper backrest part 5 in the normal operational position, the pendulum-type lever 21 can be retained in the region of its pendulum axis Z-Z in the two side walls (not referred to specifically) of the retaining part 6 b, which, in particular, is of pocket-like design. [0045] For an efficient manner of operating the system 20, it is advantageous if the mass element 22 has a mass in the region of approximately 50 g to 300 g. In particular, the size of the mass of the mass element 22 at the free end of the pendulum lever 21 and a characteristic length L of the pendulum-type lever 21 between its pendulum axis Z-Z and a mass center of gravity MCG at the free end for detecting a vehicle impact should be coordinated with each other in such a manner that, when accelerations a in the region of approximately 3 g to 20 g, in particular in the region of approximately 40 to 80 m/s2, occur, the locking means 9 are brought by the pendulum-type lever 21 into an unblocked position. This takes place when the pendulum-type lever 21 is deflected by a predetermined amount. If these values are dimensioned precisely, the type of construction of the vehicle and of the vehicle seat 1 are also significant. [0046] As the locking means 10 for fixing the upper backrest part 5 against a movement back of the upper backrest part 5 from the safety position into the normal operational position and of the head restraint 8 from the intercepting position into the comfort position, various embodiments are possible, one of which is illustrated in FIG. 4. This embodiment shows a design of the locking means 10 for fixing the upper backrest part 5, in particular the transverse strut 4 a, as a rolling-body blocking device. The rolling-body blocking device comprises a toothed ring 10 d which is arranged concentrically about the pivoting axis X-X of the upper backrest part 5 and is arranged within a cylindrical casing 10 e, and rolling bodies 10 g which are arranged between the teeth 10 of the toothed ring 10 d and between the toothed ring 10 d and casing 10 e. The torsion spring 6 a is connected fixedly to the toothed ring 10 d. the tooth flanks of the teeth 10 f of the toothed ring 10 d are designed in such a manner that the rolling-body blocking device permits the pivoting (pivoting direction S) into the safety position of the upper backrest part 5 and into the intercepting position of the head restraint 8, since the rolling bodies 10 g can roll freely between the toothed ring 10 d and casing 10 e while, in the event of an opposing movement, the rolling bodies 10 g become jammed between the toothed ring 10 d and casing 10 e, which prevents this movement back. [0047] As already revealed from the above description, the invention is not restricted to the exemplary embodiment illustrated but rather also comprises all of the embodiments acting identically within the meaning of the invention. Thus, the mechanical system according to the invention for detecting a vehicle impact, in which a part responding to acceleration is formed from a pendulum, in particular from a pendulum-type lever, to the free end of which a mass element is fastened, could also, if the need arises, be used for detecting a frontal impact. It is therefore understood that the “acceleration” a may also concern negative values, i.e. a “deceleration”. the abovedescribed further lever which is connected to the pendulum-type lever does not have to be a locking lever, but could also be a different type of release lever. [0048] The lever system could also, for example, be designed in a different manner than illustrated and than described and could be arranged at a different location. In respect of further possible details, reference is made in full to WO 01/12465 A1 which is mentioned at the beginning. [0049] Furthermore, the invention is also not yet confined to the combination of features defined in claim 1 but can also be defined by any other desired combination of particular features of all disclosed individual features. This means that, in principle, virtually any individual feature of claim 1 can be omitted or replaced by at least one individual feature disclosed elsewhere in the application. To this extend, claim 1 is to be understood merely as a first attempt at formulating the invention. Patent CitationsCited PatentFiling datePublication dateApplicantTitleUS3908782 *Sep 20, 1973Sep 30, 1975Lang Davis Ind IncAutomatic stability control systemUS4022998 *Apr 17, 1975May 10, 1977Foehl ArturAcceleration and retardation responsive electric control deviceUS4429919 *Mar 9, 1981Feb 7, 1984Keiper Recaro, Inc.Composite inertia latch for vehicle seat backUS6478373 *Aug 17, 2000Nov 12, 2002Johnson Controls Technology CompanyAutomotive seat—seat back with integrated protective device and process to prevent injuries caused by accidentUS6802562 *Aug 16, 2000Oct 12, 2004Johnson Controls Technology CompanySeat back for a vehicle seat comprising an integrated protective device* Cited by examinerReferenced byCiting PatentFiling datePublication dateApplicantTitleUS8141945 *Apr 4, 2008Mar 27, 2012Toyota Boshoku Kabushiki KaishaVehicle seatUS8205941Jul 28, 2009Jun 26, 2012Trw Vehicle Safety Systems Inc.Active head restraint for a vehicle seatUS20100026061 *Jul 28, 2009Feb 4, 2010Trw Vehicle Safety Systems Inc.Active head restraint for a vehicle seatUS20100117410 *Apr 4, 2008May 13, 2010Toyota Boshoku Kabushiki KaishaVehicle seatCN102371922A *Aug 17, 2010Mar 14, 2012焦志毅Vehicle-mounted safety automatic massage pillow* Cited by examinerClassifications U.S. Classification297/216.12International ClassificationB60N2/42, A47C7/38, B60N2/48Cooperative ClassificationB60N2/4885, B60N2/4838European ClassificationB60N2/48W, B60N2/48C3Legal EventsDateCodeEventDescriptionApr 22, 2004ASAssignmentOwner name: JOHNSON CONTROLS GMBH, GERMANYFree format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:SCHMALE, UWE;REEL/FRAME:015248/0792Effective date: 20040123RotateOriginal ImageGoogle Home - Sitemap - USPTO Bulk Downloads - Privacy Policy - Terms of Service - About Google Patents - Send FeedbackData provided by IFI CLAIMS Patent Services