Source: https://patents.google.com/patent/WO2001064470A1/en
Timestamp: 2018-09-21 03:00:39
Document Index: 662331525

Matched Legal Cases: ['art 20', 'art 20', 'arts 13', 'art\n20', 'art 20', 'art.\n19']

WO2001064470A1 - Motor vehicle seat adapted to receive a safety belt - Google Patents
WO2001064470A1
WO2001064470A1 PCT/FR2001/000611 FR0100611W WO0164470A1 WO 2001064470 A1 WO2001064470 A1 WO 2001064470A1 FR 0100611 W FR0100611 W FR 0100611W WO 0164470 A1 WO0164470 A1 WO 0164470A1
PCT/FR2001/000611
Societe De Recherches D'etudes Et De Valorisation
"Motor vehicle seat adapted to receive a seat belt"
The present invention relates to a motor vehicle seat adapted to receive a safety belt and comprising a seat portion and a backrest portion from both sides of a hinge region, each of said portions comprising a frame with two arms ending in the hinge region, the two arms respectively forming seat side members and back uprights.
The mechanisms of articulation of motor vehicle seats allowing the backrest portion tilt adjustment are not provided to support the important efforts transmitted by the seat belts in an accident. The transmission of such efforts require significant oversizing of these mechanisms.
This is why, generally, the upper anchoring point of the belt is not fixed to the seat but to the vehicle body, generally arranged at floor level by the lateral columns, so-called foot-right, of the body structure. Such an arrangement requires the arrangement of attachment points and a separate and successive mounting of the seats and seat belts, which increases the assembly time on the assembly line.
The choice of top anchor point is even more difficult for removable seats of vehicles like minivans or utilities.
Furthermore, the offset position of a high anchor point secured to the backrest portion relative to the axial plane of the seat promotes deformation by twisting of the backrest portion, greatly reducing its ability to absorb a tensile force on the anchoring point of the seat belt.
The object of the present invention is a seat in which the force transmitted mainly by a single amount of the backrest portion receiving the top of the seat belt anchor is distributed equally over the two seat side members of the seat withstand dynamic forces of about 400 decanewton meter; thanks to this arrangement, the seat belts may be mounted by forming an integral sub-assembly of the seat.
According to the invention, a motor vehicle seat adapted to receive a safety belt and comprising a seat portion and a backrest portion from both sides of a hinge region, each of said portions comprising a frame with two arms ending to the articulation zone, the two arms respectively forming seat side members and amounts record, is characterized in that the ends of both arms of one of said portions and the ends of the two arms of the other part are each mounted rotatably via a pivot in a bearing, the pivot being carried by one portion and the bearing by the other party, an energy absorbing means being provided between at least one pivot bearing and corresponding.
Advantageously, a cross-stiffening is arranged between the pivots carried by the ends of the arms of said one side.
Preferably, the energy absorbing means comprises at least one elastic element.
Advantageously, the energy absorbing means comprises two elastic members adapted to act, the one instantly without play, the other a delayed manner as a result of a displacement determined by a play.
Preferably, is assigned to the intervening elastic means delayed manner some play in one direction and a different set in the other.
Advantageously, the cross member being tubular, the energy absorbing means is disposed inside this cross member. Preferably the absorption means comprises at least one recessed torsion bar at one of its ends in bearings and coupled by a coupling nut to the cross tube.
Advantageously, the tubular cross member of generally cylindrical shape comprises at least one helical ramp which interacts with at least one corresponding groove on the coupling nut, the torsion bar passing through this nut with a non-circular section blocking any relative rotation between nut and bar, but allowing them free relative sliding.
Preferably, the nut being pierced by a tapped hole, a screw parallel to the axis, free to rotate but wedged in translation and accessible from the outside by at least one of its ends is a fine adjustment means, said continuous, the inclination of the backrest portion. Advantageously, said screw is adapted to be controlled by one and / or the other of its ends.
Preferably, the non-circular cross-sectional shape of torsion bar having one end embedded in a bearing is engaged by the other of its ends in a housing formed in the other bearing with a similar shape but of larger dimensions so to block this rotational end only beyond a certain angle of rotation.
Advantageously, the square cross section torsion bar is engaged by its other end in a housing section delimited by two squares centered on the axis and angularly offset by a predetermined angle of movement, the rotating movement of each vertex of the section of the bar being limited by two flat bearing surfaces connected along an arc of circle of diameter at least equal to the diagonal of the square section of the bar.
Preferably, a formed gap between the distances separating the coupling block on both ends of the bar is used as a means of influencing the distribution of the stresses applied by shocks on the seat side members.
Advantageously, the sleeves fitted into the tubular cross member or on the torsion bar limit the axial displacements of the coupling nut.
Preferably, the sleeves mounted on the torsion bar are adapted to guide the nut control rod.
Advantageously, said at least one helical ramp extends over a fraction of the length of the crossbar. Preferably, one end of the ramp is designed as a stop limiting the axial displacement of the nut, while the other end is shaped to facilitate insertion of the nut.
Advantageously, a manual selection device of the angle of inclination of the backrest portion is interposed between at least one of the bearings carrying said one of the parts and the end of the corresponding arm of said other portion.
Preferably, the limited device select the angle of inclination of the backrest portion having a number of angular locking positions, the fine adjustment means is adapted to cover continuously one adjustment range over an angular extent to the gap between two successive positions of angular adjustment of the selection device.
Advantageously, the or each energy absorbing means is an elastic element adapted to undergo crash permanent deformation.
Preferably, the elastic member is divided into at least two parts, one at least of these portions having undergone a treatment modifying its elastic limit.
Advantageously, the ends of the two uprights of the backrest portion being joined by cross stiffening the ends, extending outside the uprights of the back portion, form hinge pivots in two bearings fitted on said ends, each of these bearings has embossed on its external face a means of wedging adapted to cooperate by complementarity of shape with a receiving means provided in the articulation zone of the corresponding seat side member.
To better understand the object of the invention, will now be described, for example, purely illustrative and non-limiting embodiment shown in the accompanying drawings.
In these drawings: - Figure 1 is a perspective view of a seat according to the invention;
- Figure 2 is a partial sectional view of the seat hinge zone of Figure 1;
- Figure 3 is a view according to III-III of Figure 2;
- Figure 4 is a partial sectional view of an end of the variant hinge region of the seat of Figures 1 to 3;
- Figure 5 is a view similar to Figure 1 and relates to a seat variant according to the invention;
- Figure 6 is a partial sectional view of the articulation zone of the seat of Figure 5; - Figure 7 is a view along VII-VII of Figure 6;
- Figure 8 is a diagram illustrating the tilt adjustment positions of the backrest part relative to the seat portion of a seat according to the invention; - Figure 9 is a partial end view showing a stepwise adjustment means of the backrest portion;
- Figure 10 is a partial sectional view with respect to Figure 9, the pawl not being shown; - Figures 11 and 12 are partial sectional views showing the torsion bar section variations;
- Figures 13 and 14 show a cross variant according to the invention, Figure 14 being a view according to XIV-XIV of Figure 13;
- Figures 15 and 16 are partial sectional views showing the stroke limiting means of the nuts and guiding the adjustment rod, respectively;
- Figure 17 is a partial view illustrating the mounting of the back part of the seat portion;
- Figure 18 is a partial sectional view with respect to Figure 17; - Figures 19 and 20 are views similar to Figures 17 and 18, respectively, illustrating an alternative arrangement;
- Figures 21 and 22 are schematic views of an embodiment equipped with an energy absorption means working in bending, Figure 22 being a section along XXII-XXII of Figure 21; - Figures 23 and 24 are views of an alternative embodiment, Figure 24 being a section XXIV-XXIV of Figure 23;
- Figures 25 and 26 are similar views of an embodiment equipped with an energy absorption means employing compression springs, Figure 26 being a section on XXVI-XXVI of Figure 25; - Figures 27 and 28 show another variant, figure 28 being a section along XXVIII-XXVIII of Figure 27.
Referring to Figures 1 and 2 show a motor vehicle seat comprises a seat portion 10 and backrest portion 20.
The seat portion 10 comprises a U-frame which the core 11 connects two arms forming beams 12 and 13; analogously, the backrest part 20 comprises a frame U whose web 21 connects two arms forming posts 22 and 23. The ends of the two arms of one of the portions are rotatably mounted relative to the ends of the two arms of the other party, respectively, around the axis 1 of articulation.
Here, the ends of spars 12, 13 seat wear of the bearings 14, 15 in which are rotatably mounted on pivots 24, 25 carried by the ends of the uprights 22, 23 file.
In the form described and illustrated, pivots 24, 25 are constituted by the ends of a crosspiece 30 of stiffening connecting the ends of the uprights 22, 23 of the backrest portion 20 to which it is fixed, here by welding.
The crosspiece 30 of tubular shape is preferably carried out according to techniques of cold hammering mandrel that accomplish such a part having local thickened portions with good accuracy.
Here, the end 24 includes three dishes 26 between three litters 27 cylindrical trunnion; dishes 26 facilitate the positioning and welding of the end 24 of the upright 22. The other end of the cross member 30, namely the end 25, is cylindrical and is bounded axially by a local increase in diameter 28 which facilitates positioning and welding of the end 25 of the upright 23. on at least one part of its length, the cross member 30 is provided with internal ribs 31 for example on behalf of three regularly distributed at 120 degrees.
With these ribs 31 co-operating grooves 53 formed at the outer periphery of a nut 50. The nut 50 is rotationally integral with a torsion bar 40; for this purpose, here the bar 40 is of square section and the through hole 51 of the nut 50 which receives said bar 40.
One end of the torsion bar 40, the end 41, is integral with the bearing 15, so here fixed in rotation and immobilized in translation by being welded to said bearing 15; the other end 42 is free to rotate relative to the bearing 14; it can be stopped axially, as shown by a welded washer at the end of the bar 40 whose end 42 emerges relative to the bearing 14. Thus, through the bearing 15 and the crosspiece 30, the bar torsion spring 40 is an energy absorbing means, via the nut 50, arranged between the parts file 20 and seat 10 and adapted to absorb impact energy in case of collision, the backrest portion 20 is then urged to move relative to the seat portion 10 by the onboard said safety belt carried by the seat.
Of course, it is possible to participate in the absorption of energy the two sections of the bar 40 arranged on either side of the nut 50.
Thus, according to a first variation not shown, both ends 41 and 42 of the bar 40 are fixed to the bearings 13 and 14, respectively.
It is also possible to shift in time participation: Figure 4 shows an alternative bearing 14 that the housing section 16 which receives the square end 42 of the bar 40 is delimited by two squares centered on the axis 1 and angularly shifted by a predetermined deflection angle; thus, the movement of each vertex of the square of the section of the bar 40 is limited by two flat bearing surfaces 17 with which the sides of said square cooperate; the flat bearing surfaces 17 are connected for example 18 according to a circular arc which is centered on the axis; of course, the diameter of this circle is at least equal to the length of a diagonal of the square of the section of the bar 40.
The enabled movement is for example 39 degrees; break, the backrest portion is positioned such that it has a possibility of clearance in both directions; in case of a frontal collision, the end 42 of the bar is the contact of a face 17 of the bearing housing 14 after a deflection of 13 ° and, in case of rear impact, the contact of a face 17 after a deflection of 26 °.
The backrest part 20 may thus be required to transmit to the rod 40 via nut 50 a torque estimated e.g. 400 decanewton meter without exceeding a maximum angle of for example 26 degrees as forward during a frontal impact, that rearwardly during a rear impact.
According to one embodiment, the nut 50 is not at mid-length of the bar 40: the length of the section 43, Figure 2, the end 41 is fixedly mounted relative to the bearing 15 is twice that of the portion 44 whose end 42 is mounted with the possibility of movement, Figure 4, relative to the bearing 14; thanks to this arrangement, the angular twisting of a torsion bar being proportional both to the torque to be transmitted to the requested length of the bar, during a frontal collision, after the first 13 degrees of travel, the bearing 15 supports 100 decanewton meter transmitted by the first portion 43 while the second portion 44 does not transmit any torque to the bearing 14; after 26 degrees of permitted movement, the first section 43 transmits 100 decanewton meter over a total of 200 decanewton meter and the second section 44 being the half of section 43 transmits to the same angle of 13 °, between + 13 ° and + 26 °, the same effort decanewton 200 meter.
In the event of rear impact, after 26 degrees of travel, the first section 43 transmits 200 decanewton meter while the second portion 44 does not transmit any torque to the bearing 14; beyond this effort, the portion 44 comes into abutment at its end 42 and acts as a safety. As shown, a gap formed between the distances separating the coupling nut 50 the two ends 41, 42 of the bar 40 is used as a means of influencing the distribution of stresses applied by shocks on the rails 12, 13 seat.
The arrangement according to the invention also has the advantage of allowing adjustment of the relative angular position of seat 10 and backrest 20 portions.
Thus, referring to Figures 5 to 7, it is seen that the torsion bar 40 is shifted radially relative to the axis one hinge to permit the interposition between itself and the inner wall of the cross member 30 a means for adjusting the axial position of the nut 50, here a threaded rod 60 whose thread
61 cooperates with a tapping screw 52 through the nut 50; advantageously, the ends of the adjusting rod 60 through the bearings 14, 15 as to exceed so that the rod 60 can be understood from one side or the other of the seat. Here, the internal ribs 31 of the crosspiece 30 are rails of helical type, as well of course the external grooves 53 of the nut 50.
As it is easy to understand that, by turning the adjusting rod 60 locked axially, the nut 50 is moved axially with respect to the cross member 30; thanks to the ramps 31, said 50, nut prevented from rotating relative to the 40 clamped torsion bar on the bearings 14, 15 themselves fitted on the rails 12, 13 seat, rotates the crosspiece 30, so the amounts 22, 23 to which it is linked. By choosing an extended walk to the helical ramps 31 so that they have a low helix angle absorbing a minimum of effort and not suitable for the screw to its high reduction ratio of the axial movement of the nut 50, is obtained an adjustment angle of the backrest portion 20 continuous linear and very accurate. Such adjustment by rotation of a rod allows easily to adapt to the seat adjustment devices known electrically controlled.
When the control is manual, it is desirable that the maneuver, for example a knurled knob, is carried out in the same direction of rotation as that desired of the inclination of the backrest portion. This is achieved very simply by combining a right-hand or left of the thread 61 of the threaded rod 60 with a right-hand or left of the helical ramps 31 of the crosspiece 30.
Such an arrangement is well suited for seating equipping transit vehicles having a backrest portion of which the setting angle is usually limited.
For an angle larger, it is advantageous to combine a continuously adjustable adjusting rod as above and adjusting the batch type.
The angular positions diagram of Figure 8 shows an example of a joint adjusting seatback manual having a discontinuous adjustment of known type, in increments of 19 ° and a continuous linear adjustment according to the invention further roughly 11 ° in any position, requiring only a control roughly 3 turns about the adjusting rod. To cover all of the intended setting angle can be infinitely adjusted according to the invention have a range for example of 22 °, or slightly greater than the pitch between two successive positions of stepwise adjustment, here for example 19 °. The axis A of the reference pitch preferably equal to the standard angle of 25 ° is representative of the usual position of a reference file. Continuous adjustment will sweep roughly 11 ° relative to this angle and thereby cover the normal positions of use with a limited number of operating revolutions. For larger angular displacements back to the "relax" or "sleeper" position, or forward, especially to allow access to the rear seats in two-door vehicles, the discontinuous adjustment may be used alone, without the need using the continuous adjustment, which remains however available to correct the setting of the stepwise adjustment. A storage is preferably provided for automatically stopping the file in the standard position of 25 °. One may also consider a lock continuously adjustable so that it can be used only for the standard position of 25 °, in the ranges plus or minus 11 °.
Figures 9 and 10 briefly show an example of discontinuous adjustment device.
In these figures, a beam of the seat portion 10, here in two parts 13A and 13B, carries a bearing 15 which is not fixed rigidly to said beam but can be locked relative to it in various positions, here in two positions: to do this, two notches 19 are adapted to receive the spout 36 of a pawl 35 rotatably mounted about an axis 37.
Thanks to the presence of continuous adjustment described above, the positions corresponding to the stepwise adjustment may be spaced from one another so that, in the example shown, the spout 36 and the material between the notches 19 may have a circumferential significant development so that the stresses induced during impact can be supported.
In the examples described and shown, the torsion bar 40 is full and of square cross-section; Of course, variations are possible.
He obviously enough that its outer wall is not circular; Figures 11 and 12 show hollow torsion bar 45 longitudinal grooves, four grooves 11 and two grooves 12.
Figures 13 and 14 show a variant of crosses. Here, a cross member 130, made according to the techniques of cold hammering mandrel comprises four helical ramps 131 extending over a portion of the length of the cross member 130; one end 132 of the rails 131 is enlarged so as to form an end stop for the nut 50, while the other end 133 is chamfered to facilitate engagement of said plug 50.
A polygonal section 134 is arranged at one end of the cross member 130 by a necking operation on a cylindrical mandrel to form a hub; this end is of variable thickness, the greater the angles of the polygon until the middle of the flat faces.
The polygonal section is indexed with respect to the rails 131 so that the backrest portion 20 after assembly is tilted back 25 degrees with respect to the vertical, as is customary. In the example shown, the polygonal section 134 is a square with rounded corners as a fulcrum, visible in broken lines in Figure 13; four ramps 131 and the square being arranged in a rotationally symmetrical, the establishment of the crosspiece 130 can be interchanged using four of its angular positions. Thus, advantageously, the polygonal cross section is a polygon having a number of faces equal to the number of ramps evenly distributed circumferentially.
Connections 136 to the effect that the polygonal section 134 adjoins the outer surface of the crosspiece 130 form axial positioning abutment thereof with respect to the upright 23 of the back part
20; at the other end, this function is performed in respect of the other upright
22, by a bead 137.
Means other than the enlarged end 132 of rails 131 may be provided to limit axially the axial displacement of the nut 50; in Figure 15, a sheath 46, matching the shape of the torsion bar is provided; sleeves 46 of different lengths are used to vary the abutment position of the nut 50.
The sheath, as the sheath 146 of Figure 16 may be so arranged to also ensure the guidance of the adjusting rod 60. Other stop means for the plug 50 are possible, such as abutments reported directly on the crosspiece 30, such as screws for example, or the sleeves nested force inside of the crosspiece 30. When the ends of the two uprights 22, 23 of the back part 20, Figure 2, are joined by cross stiffening 30, and the ends thereof which extend outside the said uprights 22 and 23 form the pivots 24, 25 pivot in the two bearings 14, 15 fitted on said ends, it is advantageous to providing said bearings 14, 15 of wedging means, figures 17 to 20, extending in relief on their outer face and adapted to cooperate by complementarity of shape with a receiving means made in the hinge region of the seat side member 12 or 13, corre ing, said receiving means being preferably accessible vertically; thanks to this arrangement, it may constitute a subassembly comprising the backrest portion
20, the crosspiece 30 and which is associated therewith, as well as the bearings 14, 15; it is then possible to mount the seat in the vehicle by first installing the seat portion 10 then there reporting the subset file down the wedging means of this subset in the receiving means provided on the longitudinal beams 12 , 13; it is sufficient to fasten timing means and receiving means.
Figures 17 and 18, the wedging means 38 is a generally rectangular terrain and the receiving means 39 a notch generally of the same shape. wedging means 38 and receiver 39 are here joined together by welding.
Figures 19 and 20, the wedging means and reception are similar but here they are secured by screwing.
As noted above, the energy absorbing means, eg in the form of a torsion bar, is elastic in nature. If we do not want this energy absorption means can reproduce it after the impact, that is to say if we want to prevent a sudden return of the seat back and forth after its projection towards forward by the weight of the occupant in the event of a frontal impact of the vehicle, such a return may be harmful both for the seat occupant than for a possible rear passenger himself projected forward where the folder returns abruptly, it is desirable to limit the folder displacement amplitude. Mechanical blocking of the torsion bar, for example by pin will take the stress without the return and avoid this catapult effect. A solution may also consist of a suitable thermal treatment of only a portion of the torsion bar, for example its central portion or its ends or its central part and one end; the untreated portions, more malleable, then deform permanently during the twisting of the bar, thus ensuring non-return function; of course, this can be combined or not with provisions that the tubular bar has a variable thickness or a variable diameter.
Figures 21 and 22 are schematic views respectively front elevational and lateral view of embodiment of the seat according to the invention. A tubular cross member 201 is attached here with the seat side members 202, 203 while the bearings 204, 205 carried by the backrest portion
206 journalled on the projecting ends of the cross tube 201 pivot. On the back part, it was reported in the anchoring zone 207 of the seat belt. On the arm 208 of the frame of the backrest portion which is closest to the anchoring region 207 is fixed, through a tilt adjustment mechanism 209 operable at A, the bearing 204, or by not part of the mechanism 209, which is equipped here with an energy absorbing means by bending constituted by a radial extension forming a lever 210 engaged without play between two lugs 211, 212 provided for this purpose on the seat side member 202 .
The other bearing 205 is attached directly on the second arm 208 'of the file. So here we have only one energy absorption means 210 associated with the single arm 208 of the backrest portion which is closer to the anchoring zone 207.
In the variant illustrated in Figures 23 and 24, the second arm 208 'of the file is also equipped with an adjustment mechanism 209' of the backrest coupled to the other mechanism 209 via an axis coupling 219. the bearing 215 then replacing the previous bearing 205 is in turn equipped here with a lever 210 ', similar to the lever 210, constituting a second energy absorbing means by intervening flexing but this time with the game, due to angular displacement of the contact cams 211 'and 212' of x and y values ​​selected respectively for the case of front and rear shock.
In the embodiment illustrated in Figures 25 and 26, a cross tube 301 include integral with the two arms 302, 303 to a back frame 304 on which are found the location 305 of the belt anchor zone .
The projecting ends of the cross tube 301 are journalled in bearings 306, 307 made integral with the seat side members 311, 312. The attachment of the bearing 306 with the beam 311 is effected by means of a mechanism 309 for adjusting control tilt diagrammatically at A.
The bearing 306 located closest to the anchoring zone 305 is equipped with the energy absorbing means formed here by a rigid radial arm 313 resulting in a hand 314 adapted to move along a guide bar 315 arc of a circle centered on the axis of the tubular cross member 301 and extending between two stop flanges 316, 317 formed projecting on an extension 302 'of the arm 302 of the folder. The hand 314 is normally held in the middle of the guide bar 315 by two coil springs 321, 322 respectively supported on the stops 316, 317 on the one hand, and the hand 314, on the other hand, with the interposition of each side thereof with a locking washer 320 known anti return type. The springs 321, 322 are subjected to a predetermined compressive stress and calculated for supporting, by crushing in case of impact, a pair of drive also predetermined. A frontal collision with e.g. overwrites the spring 321, the latter is maintained in the collapsed condition by the corresponding washer 320 which, by gripping by its configuration to the guide bar 315 remains immobilized.
In the variant illustrated in Figures 27 and 28, a second adjustment mechanism 309 'controllable B being provided between the bearing 307' and the seat side member 312 ', a second similar energy absorbing device is provided in the preceding complement thereof with delayed action: one finds in fact a rigid arm 313 'with one hand 314' on a guide bar 315 'carried by the extension 303' of the arm 303 of the file, but with a single coil spring 321 'for adding its effect to that of the spring 321 if needed in a second absorption stage of a frontal collision.
As will be understood, any type of absorption means disposed between the bearing and pivot appropriate, whether mechanical, hydraulic, pneumatic, electric or otherwise.
1. Motor vehicle seat adapted to receive a safety belt and comprising a seat portion (10) and a backrest portion (20) on either side of a hinge region, each of said portions (10,20 ) having a frame with two arms (12-13, 22-23) leading to the articulation zone, the two arms (12-13, 22-23) forming respectively spars (12,13) ​​and seat uprights ( 22,23) file, characterized in that the ends of both arms (22,23) of one (20) of said portions and the ends of two arms (12,13) ​​of the other (10) part are each mounted rotatably via a pivot (24,25) in a bearing (14,15), the pivot (24,25) being carried by a portion (20) and the bearing (14,15) the other part (10), an energy absorbing means (40) being provided between at least one pivot (25) and its bearing (15).
2. Seat according to claim 1, characterized in that a cross member
(30) stiffening is formed between the pivots (24,25) carried by the ends of the arms (22,23) of said one (20) of the parts.
3. Seat according to one of claims 1 or 2, characterized in that the energy absorbing means (40) comprises at least one elastic element.
4. Seat according to claim 3, characterized in that the energy absorbing means (40) comprises two elastic elements (43,44) adapted to intervene, one (43) instantly without play, the other (44) a delayed manner as a result of a displacement determined by a play.
5. Seat according to claim 4, characterized in that it affects the elastic means (44) delayed manner intervening some play in one direction and a different set in the other.
6. Seat according to claim 2, characterized in that the crosspiece (30) being tubular, the energy absorbing means (40) is disposed inside this cross member (30).
7. Seat according to claim 6, characterized in that the absorption means comprises at least one torsion bar (40) embedded by one (41) of its ends in (15) of the bearings and coupled by a nut ( 50) for coupling to the cross member (30) tubular.
8. Seat according to Claim 7, characterized in that the cross tube (30) of generally cylindrical form comprises at least one helical ramp (31, 131) cooperating with at least one corresponding groove (51) formed on the nut (50 ) coupling, the torsion bar (40) passing through the nut (50) with a noncircular cross section blocking any relative rotation between nut (50) and bar (40) but allowing their free relative sliding.
9. A seat according to Claim 8, characterized in that, the nut (50) being traversed by a threaded hole (52), a screw (60) parallel to the axis (1), free to rotate but wedged in translation and accessible from the outside by at least one of its ends, constitutes a fine adjusting means said continuous inclination of the backrest portion (20).
10. A seat according to Claim 9, characterized in that said screw (60) is adapted to be controlled by one and / or the other of its ends.
11. A seat according to Claim 7, characterized in that the torsion bar (40) of non-circular section is engaged by the other of its ends (42) in a form similar housing but larger dimensions so to block the end (42) rotating only beyond a certain angle of rotation.
12. A seat according to Claim 11, characterized in that the torsion bar (40) of square cross-section is engaged by its other end in a housing (16) section delimited by two squares centered on the axis and angularly offset d a predetermined angle of movement, the rotating movement of each vertex of the bar section being delimited by two flat bearing surfaces (17) connected along a circular arc (18) of diameter at least equal to the diagonal of the section square of the bar (40).
13. A seat according to Claims 7 and 11 taken together, characterized in that a gap formed between the distances separating the coupling nut (50) of the two ends (41, 42) of the bar (40) is used as means of action on the distribution of the stresses applied by shocks on the side members (12,13) ​​seat.
14. Seat according to any one of claims 7 to 13, characterized in that sleeves fitted in the tubular cross member (30) or on the torsion bar (40) limit the axial displacements of the nut (50) of coupling.
15. Seat according to one of Claims 13 or 14, characterized in that sleeves (146) mounted on the torsion bar (40) are adapted to guide the control rod (60) of the nut (50) .
16. A seat according to Claim 8, characterized in that said at least one helical ramp (31, 131) extends over a fraction of the length of the crosspiece (30).
17. A seat according to Claim 16, characterized in that one end (132) of the ramp (131) is in abutment limiting the axial displacement of the nuts (50).
18. Seat according to any one of claims 1 to 17, characterized in that a manual selection device of the angle of inclination of the backrest portion (20) is interposed between at least one (15) of the bearings carrying said one (20) of the parts and the end of the corresponding arm (13) of said other (10) part.
19. Seat according to Claims 9 and 18 in combination characterized in that, the device for selecting the angle of inclination of the backrest portion (20) having a limited number of angular locking positions, the adjusting means end is adapted to continuously cover an adjustment range on an upper angular extent in the gap between two successive positions of angular adjustment of the selection device.
20. Seat according to any one of claims 1 to 19, characterized in that the or each energy absorbing means is an elastic element adapted to undergo crash permanent deformation.
21. A seat according to Claim 20, characterized in that the elastic element is divided into at least two parts, one at least of these portions having undergone a treatment modifying its elastic limit.
22. Seat according to one of Claims 2 to 21, characterized in that the ends of the two uprights (22,23) of the backrest portion (20) being joined together by the crossbar (30) stiffening the ends, extending outside the uprights (22,23) of the backrest portion (20) form the pivots (25,26) pivot in two bearings (14,15) fitted on said ends, each of these bearings has in relief on its external face a wedging means (38) adapted to cooperate by complementarity of shape with a receiving means (39) provided in the area of ​​articulation of the seat side member (12,13) ​​corresponding.
PCT/FR2001/000611 2000-03-03 2001-03-01 Motor vehicle seat adapted to receive a safety belt WO2001064470A1 (en)
FR00/10313 2000-08-04
US10220423 US6779841B2 (en) 2000-03-03 2001-03-01 Motor vehicle seat adapted to receive a safety belt
DE2001625724 DE60125724T2 (en) 2000-03-03 2001-03-01 Vehicle seat suitable for recording a seatbelt
JP2001563346A JP2003525163A (en) 2000-03-03 2001-03-01 Automotive seat of safety belt accept design
EP20010911819 EP1259394B1 (en) 2000-03-03 2001-03-01 Motor vehicle seat adapted to receive a safety belt
DE2001625724 DE60125724D1 (en) 2000-03-03 2001-03-01 Vehicle seat suitable for recording a seatbelt
WO2001064470A1 true true WO2001064470A1 (en) 2001-09-07
DE (2) DE60125724T2 (en)
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