Patent Description:
More or less all vehicle seats in motor vehicles are today provided with a seat belt. The seat belt is typically attached to the vehicle body with two connecting points to the floor and one connecting point to the B-pillar. Thereby the inherent rigidity of the vehicle body is used to absorb loads in the event of an accident or a sudden deceleration. This principle of connecting a safety belt is however less suitable in vehicles using human assisted driving (HAD) technology. The HAD technology allows especially the driver to shift focus towards e.g. different types of entertainment systems. This is already true for passengers in today's vehicles. There is hence a growing demand for more comfortable vehicle seats that allow larger adjustment ranges in terms of longitudinal and height adjustments but also in terms of reclining possibilities. This will however have a negative impact on the efficiency of seat belts which are supported by the vehicle body since the connecting points no longer necessarily will fit the position of the vehicle seat and the passenger to be belted. One solution is to instead attach the seat belt to the vehicle seat, often referred to as "belt-in-seat"-technology. <CIT> and <CIT> do each disclose an example of a seat restraint system. There is hence a need for improvements to seat restraint systems and especially seat restraint systems which are used for vehicle seats with integrated safety belts.

It is an object of the present invention to overcome the above described drawbacks, and to provide an improved seat restraint system.

Another object is to provide a seat restraint system that is applicable to a vehicle seat no matter if it is a vehicle seat with an integrated seat belt or a vehicle seat to be used with a seat belt which is supported by the vehicle body.

Yet another object is to provide a retraction arrangement configured to be used in a seat restraint system for a vehicle seat.

These and other objects that will be apparent from the following summary and description are achieved by a seat restraint system according to the appended claims.

According to an aspect of the present invention, there is provided a seat restraint system for use in a vehicle seat, the system comprising:.

Accordingly, a seat restraint system with the features according to claim <NUM> is provided.

The seat restraint system according to the invention uses a connector which in one end is connected to a retraction arrangement and which in another end is connected to one of the seat frame, the guiding rail or the vehicle body. Thereby a great freedom is allowed in terms of the position of the retraction arrangement. The retraction arrangement may in one embodiment be arranged in the guiding rail whereas one end of the connector is connected to the seat frame. In another embodiment, the retraction arrangement may instead be arranged on the seat frame whereas one end of the connector is connected to the guiding rail or directly to the vehicle body.

The retraction arrangement is configured to be activated, upon an activation signal such as from a crash sensor, to eliminate any slack of the connector. The activation signal may be communicated to the seat restraint system via a processor forming part of an Electronic Control Unit (ECU) of the vehicle as a response to a detected emergency situation, such as a frontal crash. The retraction arrangement will, when activated, pull the seat frame by means of the connector, and restrict the upward movement, mainly in the vertical direction, of the seat rear region by constraining the seat frame.

In its ordinary use, the connector will have a free length that allows the seat frame and hence the vehicle seat to be freely adjusted between the maximum and minimum height and longitudinal positions based on the occupant's needs. However, in the event of a frontal crash or a sudden deceleration, which deceleration is determined to fulfil predetermined requisitions for an activation, the retraction arrangement will be activated and substantially eliminate any slack.

It is preferred that one end of the connector is attached to one of the seat frame, the guiding rail or the vehicle body in an area corresponding to a lower rear end portion of the vehicle seat, i.e. an area in and around the junction between the seat portion and the back portion of the vehicle seat. By restricting the movement of the lower rear end portion of the vehicle seat in a substantially upward direction, also the movement of the back of the vehicle seat in a substantially forward direction, will be reduced. Consequently, also the movement of the upper end of the seat back near to the shoulder of an occupant from which point the seat belt exits, either from a belt guide or directly from a retractor, will be reduced.

More precisely, due to the general L-shaped design of the seating portion and the back portion, a displacement as measured in the junction between the seating portion and the back portion will be substantially smaller than a displacement as measured in a position at the shoulder portion. Even small displacements will cause enormous forces to the pelvis, the spine and not at least to the neck of a passenger. Further, the seat belt that runs across the chest of the passenger will cause a compression of the chest bone. By the present invention, it is made possible to reduce the displacement of the seat frame in the event of a frontal crash and especially restrict the upward movement hence also the resulting movement of the upper end of the back portion of the vehicle seat.

The retraction arrangement may in one embodiment be of the type which is disclosed in <CIT>. The retraction arrangement may thus comprise a driver which is arranged in a cylinder chamber, said driver being displaceable in a retraction direction by a pressure which is applied to a first part of said cylinder chamber through an inlet. According to the invention, one end of the connector is connected to the driver whereas the other end of the connector is connected to a part of the seat frame, the vehicle body or the guiding rail. The driver may be a piston, but it may also, with remained function have any other shape that is displaceable received in a cylinder chamber.

The retraction arrangement may be directly or indirectly supported by the slider. The slider may in turn be configured to slidingly engage the guiding rail. Although the slider typically has a substantially horizontal direction, it is to be understood that the driver of the retraction arrangement may have a working direction that differs from the longitudinal extension of the slider.

The retraction arrangement may be mounted to the slider by means of e.g. bolting, riveting or welding. The retraction arrangement may be provided with any suitable brackets.

The retraction arrangement may be configured to extend along a longitudinally extending exterior wall portion of the guiding rail; or
the retraction arrangement may be configured to extend along a longitudinally extending inner wall portion of the guiding rail.

The position of the retraction arrangement is best decided by the specific vehicle seating. It may by way of example be preferred to arrange the retraction arrangement along the exterior wall portion of the guiding rail in the event the guiding is used to contain a power train for the seat adjustment. Correspondingly, it may be suitable to arrange the retraction arrangement along an inner wall portion of the guiding rail to prevent the arrangement from getting entangled with cable bundles and other features that may be arranged under the vehicle seat.

The retraction arrangement may comprise a driver, and the first end of the connector may be connected to the driver and the second end of the connector may be connected to a rear end portion of the seat frame.

The driver may be contained in a cylinder chamber which serves as a guide for the driver during actuation thereof. It is preferred that the driver has a substantially linear movement. By the driver being connected to one end of the connector and the other end of the connector being connected to a rear end portion of the seat frame, a displacement of the driver will cause a tensioning of the connector which eliminates any slack of the connector and hence restricts any pivoting of the rear end of the seat frame.

The retraction arrangement comprises a driver, and the first end of the connector is connected to the driver and the second end of the connector is connected to a reinforcing tube extending in the transverse direction between a respective rear end portion of two opposing longitudinally extending frame members of the seat frame.

The reinforcing tube may be an integral part of the seat frame and contributes to torsional stiffness of the seat frame. The connector may be connected to the reinforcing tube in a number of ways. Non restricting examples are by providing the connector with a loop that encircles the reinforcing tube or by using a bracket.

The retraction arrangement may, according to one embodiment, comprise a driver, and the retraction arrangement may be connected to the seat frame, and further, the first end of the connector may be connected to the driver, and the second end of the connector may connected to the vehicle body or to the guiding rail in an area adjacent a rear end portion of the seat frame.

In this alternative embodiment, the retraction arrangement is supported by the seat frame and the connector is connected to the vehicle body or to the guiding rail in an area adjacent a rear end portion of the seat frame. The guiding rail is typically fixedly mounted, either directly or indirectly, to the vehicle body. No matter position of the retraction arrangement, the same overall principle applies, i.e. a displacement of the driver will cause a tensioning of the connector which eliminates any slack of the connector and hence restricts any upward movement of the rear end of the seat frame.

The connector may be a wire, a belt or a chain. The connector may by way of example be made of metal or a composite material. The connector is preferably made of a rigid, non-elastic material. The connector may be encapsulated in a protective sleeve to thereby reduce noise. Although the connector preferably is made of a rigid, non-elastic material, the skilled person realizes that the high forces applied during a crash may cause a minor, inevitable elastic elongation of the connector.

The driver of the retraction arrangement may be configured to be actuated by a gas pressure generated by a gas generator. The gas generator may be a pyrotechnic gas generator.

According to another aspect of the invention, a vehicle seat is provided with at least one seat restraint system according to any of claims <NUM>-<NUM>. The seat restraint system as such and its advantages have been thoroughly described above. Those arguments are equally applicable to a vehicle seat using such seat restraint system. Thus, in order of avoiding undue repetition, reference is made to the sections above.

The vehicle seat may be used in any type of motorized vehicle. In the event of only one seat restraint system being used, it is preferred that the seat restraint system is arranged on the side of the vehicle seat from where seat belt exits, either from a belt guide or directly from a retractor.

The vehicle seat may comprise two seat restraint systems which are arranged on two longitudinally opposing sides of the vehicle seat and in a rear end portion thereof. The two seat restraint systems are preferably symmetrically arranged.

The vehicle seat may further comprise a seat belt arrangement which is supported by the vehicle seat. Thereby, a greater freedom is provided to adjust the position of the vehicle seat without compromising on occupant safety.

According to yet another aspect, not forming part of the invention, a retraction arrangement configured to be used in a seat restraint system for a vehicle seat is provided. The retraction arrangement comprises: a driver contained in a cylinder chamber, and said driver being configured to be actuated by a gas pressure generated by a gas generator; a connector having a first end connected to the driver and a second end configured to be connected to one of a seat frame, a guiding rail of a vehicle seat or a vehicle body; and wherein the retraction arrangement is configured to, upon an activation signal, be activated to eliminate any slack of the connector.

The retraction arrangement as such and its advantages have been thoroughly described above in the context of its use in a seat restraint system and on a vehicle seat, respectively. Those arguments are equally applicable to a retraction arrangement as a stand-alone product. Thus, in order of avoiding undue repetition, reference is made to the sections above.

According to yet another aspect, method of restricting upward movement of a vehicle seat during a frontal crash is provided. The method comprises the features of claim of claim <NUM>.

The operation and advantages of a seat restraint system comprising such connector and retraction arrangement have been thoroughly discussed above. Those arguments are equally applicable to a method of restricting upward movement of a vehicle seat during a frontal crash. Thus, in order of avoiding undue repetition, reference is made to the sections above.

The disclosure will be described in more detail with reference to the appended schematic drawings, which show an example of a presently preferred embodiment of the disclosure.

The present disclosure will now be described more fully hereinafter with reference to the accompanying drawings, in which currently preferred embodiments of the disclosure are shown. The present disclosure may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided for thoroughness and completeness, and to fully convey the scope of the disclosure to the skilled addressee.

Now turning to <FIG>, a schematic side view of a lower portion of a vehicle seat <NUM> with a seat restraint system <NUM> according to the invention is disclosed. To facilitate the understanding of the invention, the vehicle seat <NUM> is disclosed highly schematically. The vehicle seat <NUM>, which as such is well known in the art, comprises a seat frame <NUM>. The vehicle seat <NUM> is adjustable in the height direction and in the longitudinal direction. To allow the adjustment, the seat frame <NUM> is connected to a slider <NUM>, typically in the form of a sliding rail, via a front link arm <NUM> and a rear link arm <NUM>. The slider <NUM> is in turn slidingly received in a guiding rail <NUM>. The guiding rail <NUM> is typically directly, or indirectly connected to the floor of the vehicle body <NUM>.

The vehicle seat <NUM> is adjustable in the longitudinal direction between a rear end position and a front end position by the slider <NUM> being slidingly received in the guiding rail <NUM>. Further, the vehicle seat <NUM> is adjustable in the height direction between an upper most elevated position as shown in <FIG> and a lower most position as shown in <FIG>. The height adjustment is allowed by each of the front link arm <NUM> and the rear link arm <NUM> being hingedly connected to the seat frame <NUM> and to the slider <NUM> respectively.

The vehicle seat <NUM> is provided with a seat restraint system <NUM> according to the invention. The seat restraint system <NUM> comprises a connector <NUM> and a retraction arrangement <NUM>, each of them to be discussed below.

Starting with the connector <NUM>. The connector <NUM> may be a wire, a belt or a chain. The connector <NUM> is preferably made of a rigid material such as metal or a composite material. It is to be understood that although the material as such is considered as being rigid, the high forces applied during an activation of the restriction arrangement <NUM> may cause a minor, inevitable elastic elongation of the connector <NUM>. It is however preferred that any elongation should be as small as possible. The connector <NUM> may be encapsulated in a protective sleeve to thereby reduce noise.

A first end <NUM> of the connector <NUM> is connected to a driver <NUM>, to be discussed below. The driver <NUM> forms part of the retraction arrangement <NUM>. This connection forms a first connection point.

A second end <NUM> of the connector <NUM> is disclosed as being connected to a rear end portion <NUM> of the seat frame <NUM>. This connection forms a second connection point. More precisely, the second end <NUM> of the connector <NUM> is disclosed as being connected to a reinforcing tube <NUM> that extends in the transverse direction between a respective rear end portion of two opposing longitudinally extending frame members <NUM> of the seat frame <NUM>. To facilitate understanding, only one frame member <NUM> is disclosed. The reinforcing tube <NUM> may be an integral part of the seat frame <NUM> and contributes to torsional stiffness of the seat frame <NUM>. Such reinforcing tube <NUM> is well known in the art and is used in basically all known vehicle seats <NUM>.

The connector <NUM> is disclosed as being connected to the reinforcing tube <NUM> by means of a loop that encircles the reinforcing tube <NUM>. The connector <NUM> may be connected to the reinforcing tube <NUM> in a number of ways with remained function.

The connector <NUM> has a free length, i.e. as measured between the first and second connection points, which has a slack which allows the vehicle seat <NUM> to be adjusted between the minimum and maximum height positions and/or the minimum and maximum longitudinal positions of the vehicle seat <NUM>. It is preferred that the connector <NUM> is overlong, i.e. somewhat longer than required to reach the respective ends position.

The connector <NUM> is in <FIG> illustrated as forming an arc which extends in a forward direction towards a position under the vehicle seat <NUM> in a position when the vehicle seat <NUM> is in its lowest rear position and thus when the slack of the connector <NUM> is the largest. Thereby the connector <NUM> will be hidden under the vehicle seat <NUM> and the risk of the connector <NUM> being entangled with the feet of a passenger sitting behind that vehicle seat <NUM> is reduced. It is to be understood that the connector <NUM> with remained function may be directed in the opposite direction.

The retraction arrangement <NUM> is configured to, upon an activation signal, be activated to eliminate any slack of the connector. This will be further discussed below.

Before going into the details of the invention and how the slack is eliminated, the overall design of the retraction arrangement <NUM> will be disclosed with reference to <FIG>. The retraction arrangement <NUM> is disclosed highly schematically.

Starting with <FIG>, the retraction arrangement <NUM> comprises a driver <NUM> which is contained in a cylindrical chamber <NUM> which serves as a guide for the driver <NUM> during actuation thereof. It is preferred that the driver <NUM> has a substantially linear movement inside the cylindrical chamber <NUM>.

The cylindrical chamber <NUM> is arranged in communication with a gas chamber <NUM> which in turn is connected to a gas generator <NUM>. The driver <NUM> is configured to be actuated by a gas pressure which is generated by the gas generator <NUM>. The gas generator <NUM> may by way of example be a pyrotechnic gas generator. The driver <NUM> is in <FIG> disclosed in its first position which is the default, non-activated position of the retraction arrangement <NUM>. The driver <NUM> connects with the first end <NUM> of the connector <NUM> which end extends into the cylindrical chamber <NUM> via an opening <NUM> in a side wall portion thereof.

The driver <NUM> is configured, upon activation of the retraction arrangement <NUM>, to be longitudinally displaced to a second position, see <FIG>, inside the cylindrical chamber <NUM>. During this displacement, illustrated as X1, the driver <NUM> will pull the connector <NUM> to thereby tension the same. Thus, the displacement of the driver <NUM> will cause a tensioning of the connector <NUM> which eliminates any slack of the connector <NUM>. The effect of the eliminated slack will be that the rear end portion <NUM> of the seat frame <NUM> and hence the rear end of the vehicle seat <NUM> will be pulled downwardly. This will be further discussed below.

Now turning to <FIG>, the driver <NUM> may be configured to be locked in the second position to thereby maintain the tension of the connector <NUM> also after an activation of the retraction arrangement <NUM>. The locking is provided for by a locking arrangement <NUM>. The locking arrangement <NUM> is in the disclosed embodiment provided by the driver <NUM> interacting with a plurality of balls <NUM> which are received in a compartment <NUM> which is defined by a wedge-shaped envelope surface <NUM> of the driver <NUM> and an inner wall <NUM> of the cylindrical chamber <NUM>.

Now turning to <FIG> anew. When activating the retraction arrangement <NUM>, the gas generator <NUM> is activated to thereby generate a flow of pressurized gas, see arrow, which enters the gas chamber <NUM>. The pressure displaces the driver <NUM> in the longitudinal direction, see distance X1 in <FIG>, whereby the connector <NUM> is tensioned. During this displacement, the balls <NUM> will move along. After activation, the gas will be vented from the gas chamber <NUM> via a vent hole <NUM>. As the gas pressure in the gas chamber <NUM> is relieved, the driver <NUM> may in some circumstances be forced to be moved in the opposite direction. Any such movement would cause a new unwanted slack of the connector <NUM>. To reduce this, the balls <NUM> will during such opposite movement of the driver <NUM>, see <FIG>, wedgingly engage the wedge-shaped envelope surface <NUM> of the driver <NUM> and the inner wall <NUM> of the cylindrical chamber <NUM>. This wedging will prevent the driver <NUM> from being further moved towards its original first position and thereby also maintain a tension of the connector <NUM> also after an accident where the retraction arrangement <NUM> has been activated. The displacement of the driver <NUM> in its locked position in view of the driver's first position is illustrated as X2 in <FIG>. The displacement X2 is smaller than the displacement X1.

The retraction arrangement <NUM> comprises a bracket (not disclosed in <FIG>) that is configured to allow the retraction arrangement <NUM> to be mounted to the seat frame <NUM> or to any other support. The mounting may be made e.g. by bolting or welding. The skilled person realizes that the design and position of such bracket depends on the specific vehicle seat <NUM> or vehicle body to which the retraction arrangement <NUM> is intended to be mounted. Each manufacturer of a vehicle seat/vehicle body has their own unique design.

The retraction arrangement <NUM> may be arranged in different positions in view of the seat frame <NUM>. In the following examples of different positions will be given.

Starting with <FIG>, a cross section of the seat restraint system <NUM> is disclosed. The retraction arrangement <NUM> is being disclosed as being arranged inside the slider <NUM> which in turn is configured to be slidingly received in the guiding rail <NUM>. The retraction arrangement <NUM> may be mounted to the slider <NUM> by means of e.g. bolting, riveting or welding. The retraction arrangement <NUM> may be provided with any suitable brackets to facilitate mounting. The slider <NUM> is in turn connected to the seat frame <NUM> via a bracket <NUM>. This mounting may be made by e.g. bolting or welding. In this arrangement, it is preferred that the connector <NUM> is connected to the reinforcing tube <NUM> along a portion thereof that extends between an outer frame member <NUM> of the seat frame <NUM> and the bracket <NUM> to which the slider <NUM> is mounted. Thus, the connector <NUM> is arranged substantially in the same vertical plane as the slider <NUM>.

Turning to <FIG>, an alternative position of the retraction arrangement <NUM> is disclosed. The retraction arrangement <NUM> is disclosed as being arranged along a longitudinally extending exterior wall portion <NUM> of the slider <NUM>. The slider <NUM> is in turn connected to the seat frame <NUM> via a bracket <NUM>. In this arrangement, it is preferred that the connector <NUM> is connected to the reinforcing tube <NUM> along a portion thereof that extends between the two brackets <NUM> (only one disclosed) that are typically used to support the sliders <NUM> of the vehicle seat <NUM>. The slider <NUM> is disclosed as being arranged inside the guiding rail <NUM>.

Now turning to <FIG>, yet another alternative position of the retraction arrangement <NUM> is disclosed. The slider <NUM> is slidingly receive in the guiding rail <NUM>. Also, a power train <NUM> for the seat adjustment is disclosed as being arranged in the cavity that is defined between the slider <NUM> and the guiding rail <NUM>. The retraction arrangement <NUM> is in this embodiment disclosed as being arranged along a longitudinally extending exterior wall portion <NUM> of an outer flange <NUM> which is fixedly arranged, e.g. by welding, to the slider <NUM>. The slider <NUM> may in turn directly or indirectly be connected to the seat frame <NUM> via a suitable bracket (not disclosed). The slider3 is disclosed as being arranged inside the guiding rail <NUM>.

Accordingly, the retraction arrangement <NUM> may be arranged in numerous positions with remained function. The skilled person realizes that the slider must not always be arranged in the guiding rail but may in some embodiments be arranged on an exterior surface of the guiding rail. The retraction arrangement may even be arranged in other positions than on the slider/guiding rail, such as on the floor of the vehicle body. The position of the retraction arrangement is thus best decided by the specific vehicle seating/vehicle body. It may by way of example be preferred to arrange the retraction arrangement along the exterior wall portion of the guiding rail or the slider in the event any of them are used to contain a power train for the seat adjustment. Correspondingly, it may be suitable to arrange the retraction arrangement along an inner wall portion of any of the guiding rail or the slider to prevent the arrangement from getting entangled with cable bundles and other features that may be arranged under the vehicle seat.

Now turning to <FIG>, a highly schematically disclosed vehicle seat <NUM> is disclosed, which is provided with two seat restraint systems <NUM> of the type described above. In the event only one seat restraint system <NUM> is used, it is preferred that the seat restraint system <NUM> is arranged on the side of the vehicle seat <NUM> from where seat belt exits, either from a belt guide or directly from a retractor. The vehicle seat <NUM> may be used in any type of motorized vehicle.

The two seat restraint systems <NUM> are arranged on two longitudinally opposing sides of the vehicle seat <NUM> and in a rear end portion thereof. The seat restraint system(s) <NUM> should preferably be arranged substantially below the back portion of the vehicle seat.

The seat restraint systems <NUM> are preferably symmetrically arranged. The vehicle seat is disclosed as being provided with a seat belt arrangement <NUM> which is supported by the vehicle seat. This technology is often referred to as "belt-in-seat". The invention is however equally applicable in the event the seat belt arrangement <NUM> instead should be supported by the vehicle body.

In the following the operation of the seat restraint system will be discussed.

Starting with <FIG>, the vehicle seat <NUM> is disclosed as being adjusted to its highest position. In its ordinary use, no matter position of the vehicle seat <NUM>, the connector <NUM> has a slack that allows the vehicle seat <NUM> to be freely adjusted between its minimum and maximum positions no matter if it is in the height direction or in the longitudinal direction.

In the event the Electronic Control Unit (ECU) of the vehicle via an integrated processor thereof should determine that there is an emergency situation to be responded to, such as a frontal crash, an activation signal is communicated to the seat restraint system <NUM>, which activates the same. In response to such activation signal, the retraction arrangement <NUM> is activated. Upon activation, the gas generator <NUM> of the retraction arrangement <NUM> is activated, whereby a volume of pressurized gas is developed which in turn causes the driver <NUM> to be moved from its first position, see <FIG>, to its second position, see <FIG>. This displacement is disclosed in <FIG> as X1. Since the first end <NUM> of the connector <NUM> is connected to the driver <NUM>, the displacement of the driver <NUM> will pull the connector <NUM> along and thereby eliminate any slack of the connector <NUM>. Since the second end <NUM> of the connector <NUM> is directly or indirectly connected to the seat frame <NUM>, the retraction arrangement <NUM> will accordingly, when activated, pull the seat frame <NUM> downwardly by means of the connector <NUM>, and thereby restrict the upward movement of the seat rear region which movement is typically the result of a frontal crash.

It is preferred that the first end <NUM> of the connector <NUM> is attached to one of the seat frame <NUM>, the guiding rail <NUM> or even the vehicle body <NUM> in an area which corresponds, to a lower rear end portion of the vehicle seat <NUM>, i.e. an area in and around the junction between the seat portion and the back portion of the vehicle seat. By restricting the movement of the lower rear end of the vehicle seat, also the movement of the back of the vehicle seat will be reduced and consequently also the movement of the upper end of the seat back near to the shoulder of an occupant from which point the seat belt exits either from a belt guide or directly from a retractor.

Now turning to <FIG>. As the gas is vented from the gas chamber, the driver <NUM> will retract somewhat, into a locked position in which the locking arrangement <NUM> substantially maintains a tensioning of the connector <NUM> also after the crash. This displacement is disclosed in <FIG> as X2 where the distance X2 is smaller than X1.

The skilled person realises that a number of modifications of the embodiments described herein are possible without departing from the scope of the disclosure, which is defined in the appended claims.

The guiding rail is typically fixedly mounted, either directly or indirectly, to the vehicle body. No matter position of the retraction arrangement, the same overall principle applies, i.e. a displacement of the driver will cause a tensioning of the connector which eliminates any slack of the connector and hence restricts any upward movement of the rear end of the seat frame.

The restriction arrangement with the driver has been illustrated as having a substantially horizontal working direction. It is to be understood that the driver with remained function may have a different working direction. By providing a mainly horizontal movement, a space is used that is typically available in all types of vehicle seats.

The cylindrical chamber of the restriction arrangement has been disclosed as having a circular cross section. If a circular tube is difficult to package and fasten to the rails, a square or rectangular or any other shaped tube may be used.

Claim 1:
A seat restraint system (<NUM>) for use in a vehicle seat, the system comprising
a vehicle seat (<NUM>) being adjustable in a height direction and in a longitudinal direction, said vehicle seat (<NUM>) comprising a seat frame (<NUM>) with a slider (<NUM>) which slidingly engages a guiding rail (<NUM>) which is configured to be fixedly supported by a vehicle body (<NUM>); and wherein the system further comprises
a retraction arrangement (<NUM>) configured to extend along a longitudinally extending inner or exterior wall portion of the guiding rail (<NUM>); and
a connector (<NUM>) having a free length allowing the vehicle seat (<NUM>) to be adjusted between minimum and maximum height positions and/or minimum and maximum longitudinal positions of the vehicle seat (<NUM>), and the connector (<NUM>) having a first end (<NUM>) connected to a driver of the retraction arrangement (<NUM>), and a second end (<NUM>) connected to a reinforcing tube (<NUM>) extending in the transverse direction between a respective rear end portion of two opposing longitudinally extending frame members (<NUM>) of the seat frame (<NUM>); and
wherein the retraction arrangement (<NUM>) is configured to, upon an activation signal, be activated to eliminate any slack of the connector (<NUM>).