CN115042684A - Seat device for vehicle - Google Patents

Abstract

The invention relates to a seat arrangement (1) for a vehicle, comprising at least one vehicle seat (2) and a fastening device (9) for fastening the vehicle seat (2) to the vehicle, wherein the vehicle seat (2) comprises a seat part (3) having a front end (5) and a rear end (6) on the longitudinal extent thereof, wherein the seat part (3) is connected on the front end (5) to a transverse carrier (8) of the fastening device (9) oriented transversely to the longitudinal extent of the seat part (3). It is provided that the rear end (6) of the seat part (3) is elastically pivotable, and that a damper (14) is connected at one end to the transverse carrier (8) and at the other end to the seat part (3) in a region of the seat part (3) remote from the front end (5) in order to damp pivoting of the seat part (3).

Description

Seat device for vehicle

technical field

The invention relates to a seat arrangement for a vehicle, having at least one vehicle seat, and a fixing device for fixing the vehicle seat on the vehicle, wherein the vehicle seat has a longitudinal direction of the vehicle seat. The seat part extends with a front end and a rear end, wherein the seat part is connected at the front end to a transverse carrier of the fastening device, which is oriented transversely to the longitudinal extent of the seat part.

Background technique

Seat arrangements of the type described are known from the prior art. Therefore, from the publication DE 10 2008 039 166 A1 a vehicle seat is known which is detachably and adjustably fastened to a carrier tube which is fastened in a horizontally projecting manner in the wall region of the vehicle . For this purpose, the vehicle seat has, in particular between the seat part and the backrest or in the foot region below the seat part, a supporting profile which is configured correspondingly to the supporting tube, with which the vehicle seat can be fastened to the supporting surface. tube. A seat arrangement with an unsupported vehicle seat is known from publication US 2005/0046220 A1, wherein in particular the longitudinally extending front end of the seat part of the vehicle seat is connected to the base support structure. on the horizontal carrier connection.

SUMMARY OF THE INVENTION

The technical problem to be solved by the present invention is to provide an improved seat arrangement with a vehicle seat, wherein, advantageously, the comfort of the vehicle occupants when using the vehicle seat is further improved.

The technical problem to be solved by the present invention is solved by a seat device having the features of claim 1 . According to the invention, provision is made here that the rear end of the seat part is elastically pivotable and that the shock absorber is connected at one end to the transverse carrier (or cross member) and at the other end, in the region of the seat part remote from the front end The middle is connected with the seat part so as to cushion the pivoting of the seat part. The arrangement of the vibration damper for damping the pivoting movement of the seat part advantageously ensures that vibrations occurring in particular during driving operation of the vehicle are damped and thus the vibration properties of the vehicle seat are further improved. Therefore, the shock is transmitted to the vehicle occupant sitting on the vehicle seat only in the form of a buffer, so that the vehicle occupant can feel an increase in comfort. Since the shock absorber is here connected to the transverse carrier at one end, no additional support of the vehicle seat or seat part on the vehicle is required, so that an unsupported construction or unsupported vehicle seat is ensured and at the same time The stability of the seat arrangement is advantageously improved. The shock absorber is preferably connected to the seat part at the other end, in a region of the seat part as far as possible from the front end, in particular at or near the rear end of the seat part, so that the stability of the seat arrangement is particularly advantageously increased. Furthermore, it is preferably provided that the shock absorber is connected centrally to the seat part in the transverse extension of the seat part, so that the shock absorber advantageously does not absorb any forces transverse to the damping direction. In order to further increase the stability or to avoid undesired transverse forces it is alternatively provided that at least two dampers are connected to the transverse carrier and the seat part as described above, wherein the dampers preferably extend in the transverse direction of the seat part The center is arranged symmetrically with respect to the center longitudinal axis of the seat part, ie has the same distance from the center or center longitudinal axis in the transverse extension of the seat part, respectively.

According to a preferred development of the invention, the front end of the seat part is pivotably supported on the transverse carrier for pivoting the rear end, and/or the seat part is configured in an elastically deformable manner in its longitudinal extension, with at the rear end of the pivot. The pivotable support of the front end of the seat part and/or the elastic deformability of the seat part in its longitudinal extension advantageously ensures that the pivoting movement of the seat part is optimally damped, or damped, by means of the shock absorber. The displacement path of the actuator along the buffer direction can be optimally utilized. Furthermore, by virtue of the pivotable mounting of the front end of the seat part, the seat part can advantageously be constructed in a non-flexible manner, or at least largely flexurally resistant. On the contrary, due to the elastic deformability of the seat part in its longitudinal extension, additional support of the seat part on the transverse carrier can advantageously be dispensed with.

It is particularly preferably provided that the damper, in particular the vibration spring damper, has a cylinder body and a piston mounted in the cylinder body so as to be axially displaceable, the piston having a piston rod extending axially from the cylinder body and the piston rod being pivotable It is rotatably supported on the seat part or on the transverse carrier, and the cylinder is pivotably supported on the transverse carrier or on the seat part. The pivotable mounting of the piston rod and the cylinder on the seat part or the transverse carrier advantageously ensures that the piston can move in the cylinder without pressing down, since when the seat part is pivoted, the dampers and Variation in angle between seat components or lateral carriers. The vibration damper is in particular designed as a vibration spring damper, so that in the unloaded state it is held in a predetermined position, in particular in a maximum deflection, by a spring force, wherein the piston rod of the piston moves away from the cylinder. The furthest is exported axially. The pivotal movement of the seat part is damped by the piston in the moving cylinder. Here, too, the spring force must be overcome.

According to a preferred development of the invention, the damping properties of the vibration damper can be adjusted in particular electrically. The adjustability of the cushioning properties advantageously ensures that the cushioning can be adapted to the desired comfort level of the vehicle occupant using the vehicle seat. For this purpose, the vehicle occupants are preferably provided with means for adjusting the cushioning properties, in particular in the form of adjustment means arranged on the vehicle seat, so that the user himself can adjust the cushioning properties. Furthermore, it is preferably provided that the damping properties can be adjusted automatically as a function of the variable chassis adjustment of the vehicle. Therefore, the pivoting movement of the seat part is damped significantly more strongly, for example, in the sport mode of the chassis adjustment than in the comfort mode of the chassis adjustment. Alternatively or additionally, the cushioning properties are preferably adjustable, in particular automatically, depending on the weight of the vehicle occupant.

Particularly preferably, it is provided that the vehicle seat has a backrest, the seat part is connected at the rear end to an end of the backrest facing the seat part, and the backrest is pivotably supported on the seat part. The pivotable mounting of the backrest on the seat part advantageously ensures that for vehicle passengers using the vehicle seat, the driving comfort is further increased by the individually adjustable inclination of the backrest relative to the seat part. Preferably, an operating element operable by a vehicle passenger is arranged on the vehicle seat. The backrest preferably has a rotating or locking adjustment element, wherein the inclination of the backrest can be adjusted by means of the rotating or locking adjustment element. The corresponding adjustment element can preferably be actuated by the vehicle occupant and is designed, for example, as a knob or a locking lever. Alternatively, the backrest can be adjusted electrically, for example by controlling an electric motor assigned to the backrest. Furthermore, the backrest can preferably be pivoted into a lying position in which the backrest is aligned in its longitudinal extension with the longitudinal extension of the seat part in one plane. In the lying position, the backrest is preferably located on a seat part of a further vehicle seat arranged behind the vehicle seat. The lying position can advantageously be used either as a lying surface for vehicle passengers or as a flat loading surface.

According to a preferred development of the invention, the transverse carrier is pivotally or rotatably mounted on the fastening device about a longitudinal axis of the transverse carrier oriented transversely to the longitudinal extent of the seat part. The pivotable or rotatable mounting of the transverse carrier about the longitudinal axis advantageously ensures that the position of the seat part can be adjusted independently of the elastic pivoting of the rear end of the seat part, eg for adaptation to traffic Preferred seating positions for vehicle occupants of the tool seat, in particular adapted to the desired inclination of the seat part, or for pivoting the vehicle seat into a position that enables easier access or access An additional vehicle seat is arranged behind the vehicle seat, or the area arranged under the seat part is used as storage space. Preferably, the transverse carrier is pivotably mounted at its ends, ie on the end sides, in particular pivotably about its longitudinal center axis. An advantageous support is thereby provided. Alternatively, the particularly eccentric bearing device is preferably arranged on the end side on the transverse carrier, so that the axis of rotation of the transverse carrier can be moved relative to the transverse carrier, in particular in the direction of the footwell of the vehicle seat, so that it is possible to move the transverse carrier. The desired pivoting movement of the transverse carrier is achieved. The pivotal movement of the transverse carrier is preferably limited, in particular by a pivotal limit. Advantageously, a safe pivoting of the transverse carrier can thereby be achieved. Furthermore, it is preferably provided that the seat part can be locked in the provided position, for example by means of a locking element, in particular in a form-locking manner.

It is particularly preferably provided that the switching device is arranged on the fixing device, the switching device is switchable between a first switching position and a second switching position, and that the switching device limits the pivoting range of the transverse carrier in at least one of the switching positions. By limiting the pivoting range of the transverse carrier in at least one of the switching positions, the advantage is obtained that the desired position of the vehicle component is limited to a range that is meaningful or safe when using the vehicle seat. Preferably, switching between at least one of the two switching positions, in particular by means of the locking device, is only permitted when the vehicle seat is not occupied, eg for reducing injuries due to excessive pivoting of the vehicle seat risk.

According to a preferred development of the invention, the first guide groove is formed in or on the end face of the transverse carrier, the first guide element protruding from the conversion device in the direction of the end side of the transverse carrier is formed on the conversion device, and In the first switching position, the first guide element engages with the first guide groove in order to limit the first pivot range, and in the second switching position the first guide element does not engage with the first guide groove. Alternatively, the first guide groove is formed in or on the conversion device, and the first guide element is formed on the front side of the transverse carrier in such a way that it protrudes from the transverse carrier in the direction of the conversion device. The conditional engagement of the first guide element with the first guide groove results in the advantage that the first pivot range can be reliably limited in the first switching position. Thus, in the first switching position, pivoting beyond the first pivoting range is advantageously prevented in a form-fit manner. The guide groove serves here as a pivot limit. Preferably, in the second switching position, the pivoting range of the transverse carrier is unlimited. Thereby, in the second switching position, the vehicle seat can advantageously be pivoted to the greatest possible extent, in particular into the folded out-of-use position, so that the vehicle seat can be used flexibly.

It is particularly preferably provided that a second guide groove is formed in or on the end side of the transverse carrier, the second guide groove is in particular diametrically opposite to the first guide groove, and that the switching device is formed from the switching device in the transverse direction. A second guide element projecting in the direction of the end side of the carrier and spaced from the first guide element, and in the second switching position, the second guide element in order to limit the second pivot range (which is greater than the first pivot range) ) is embedded in the second guide groove. Alternatively, the first guide groove and the second guide groove are formed on the front side of the transverse carrier so as to protrude from the transverse carrier in the direction of the switching device. The provision of two guide elements and corresponding guide grooves, which in each case engage in one of the two pivoting ranges, results in the advantage that, depending on the switching position, one of the two pivoting ranges can always be reliably delimited . Therefore, pivoting beyond the respective pivoting range is advantageously prevented accordingly in a form-fit manner. For this purpose, the transverse carrier is preferably cylindrical or tubular and has a rotationally symmetrical, in particular circular, cross-section. Advantageously, a less complex configuration of two, in particular diametrically opposed, guide grooves can thereby be achieved.

According to a preferred development of the invention, the first pivot range has a pivot angle of at least 5°, preferably at least 30°, and the second pivot range has a pivot angle of at least 90°, preferably at least 120°. By setting the mentioned pivoting angles the advantage is that the first pivoting range is only suitable for setting a reasonable seating position when used by the vehicle occupants, whereas the second pivoting range is suitable for pivoting the vehicle seat to An upright or non-use position, especially for easier access to further vehicle seats arranged behind the vehicle seat.

Particularly preferably, a controllable actuator, in particular a magnetic actuator, is assigned to the switching device for switching between the first and second switching positions. By assigning the actuator to switch between the two switching positions it is advantageously ensured that the release of the respective switching position can be influenced by suitable control. For example, if it is identified that a vehicle occupant is already sitting on the vehicle seat, then switching to the second transition position, which is suitable for pivoting the vehicle seat to the non-use position, is not permitted. In addition, operator comfort is further improved by using a controllable actuator instead of manual switching.

According to a preferred development of the invention, at least one electric motor for pivoting the transverse carrier is assigned to the transverse carrier. The distribution of the electric motor for pivoting the transverse carrier results in the advantage that the operating comfort for the vehicle occupants is further increased. Furthermore, the release of the adjustment can also be influenced here, for example for safety reasons, so that the possibility of adjustment can be blocked, in particular depending on the switching position and the use of the vehicle seat. For example, if it is identified that a vehicle occupant is already sitting on the vehicle seat, no pivoting movement is allowed in the second transition position, which is suitable for pivoting the vehicle seat to the non-use position. Preferably, two synchronously operating motors are assigned to the transverse carrier, the motors being respectively assigned to the ends of the transverse carrier in the longitudinal extent. As a result, the corresponding electric motor can advantageously be designed with lower electrical power and a smaller design than when only one electric motor is used.

Particularly preferably, provision is made that the gear wheel is arranged in a rotationally fixed manner on the rotor shaft of the electric motor, that at least one segment of the gear wheel (hereinafter also referred to as gear segment segment) is arranged rotationally fixed on the transverse carrier, and that the gear wheel engages with the gear wheel segment. connection for pivoting the transverse carrier. It is advantageously ensured by the engagement of the gears with the gear segments to pivot the transverse carrier that the pivoting movement of the transverse carrier can be carried out accurately and uniformly by appropriately controlling the electric motor. The angle of the gear section preferably corresponds to the maximum pivot angle of the transverse carrier, in particular to the pivot angle of the larger pivot range of the limited pivot range. It is therefore preferable not to arrange on the transverse carrier a complete set of gears whose pivot angle corresponds to one full revolution of the gear, but only gear segments with a limited pivot angle. Advantageously, a space-saving drive for pivoting the transverse carrier is thereby provided. Preferably, depending on the set pivot range, the motor is preset with a rotational speed for rotating the rotor shaft, for example a higher speed for pivoting the vehicle seat into the non-use position, so that the non-use position can be reached more quickly. utilized location. The gear segment is preferably supported on the transverse carrier so as to be displaceable in the longitudinal direction of the transverse carrier or the rotor shaft, or the gear is supported on the rotor shaft so as to be displaceable in the longitudinal direction of the transverse carrier or the rotor shaft, so that the gear segment or the gear is movable in the longitudinal direction of the rotor shaft. , the two are not engaged or separated, so that the transverse carrier can be pivoted manually. This advantageously ensures emergency maneuvering or emergency pivoting in the event of a failure of the electric motor. Preferably, two electric motors, each with a rotor shaft and a gearwheel, are each arranged on the transverse carrier on the end side, wherein a gearwheel segment on the transverse carrier is assigned to each gearwheel, and the gearwheel is engaged with the gearwheel segment.

Description of drawings

Additional advantages and preferred features and combinations of features result in particular from the preceding description and claims. Next, the invention is to be explained in more detail on the basis of the drawings. In the attached image:

1A to 1C show side views of an advantageous seat arrangement with a vehicle seat in different positions;

Figure 2 shows a further side view of the advantageous seat arrangement;

Figure 3 shows a front view of the advantageous seat arrangement;

Figure 4 shows a top view of an advantageous seating arrangement; and

FIG. 5 shows a sectional view of the advantageous seat arrangement along the cutting axis drawn in FIG. 3 .

Detailed ways

FIGS. 1A to 1C each show a side view of an advantageous seat arrangement 1 for a vehicle not shown in detail in different positions. Here, the seat arrangement 1 is shown from the first side.

The seat device 1 has a vehicle seat 2 . The vehicle seat 2 has a seat part 3 and a backrest 4 . The seat part 3 has a front end 5 and a rear end 6 in its longitudinal extension. The seat part 3 is connected to the end 7 of the backrest 4 facing the seat part 3 at the rear end 6 . The backrest 4 is pivotally supported on the seat part 3 . Furthermore, the seat part 3 is connected at the front end 5 to a transverse carrier 8 of the fastening device 9 , which transverse carrier 8 is oriented transversely to the longitudinal extent of the seat part 3 .

The fixing device 9 is used for fixing the vehicle seat 2 on the vehicle. For this purpose, the fixing base 10 of the fixing device 9 is fixed on the guide rail 11 . The guide rail 11 is movably supported in the guide base 12 . The guide seat 12 is fixed on the bottom 13 of the vehicle so that the fixing device 9 and the vehicle seat 2 can be moved in the longitudinal direction of the vehicle.

The transverse carrier 8 is tubular and has a circular cross section. The transverse carrier 8 is rotatably supported on the fastening device 9 about a longitudinal axis of the transverse carrier 8 oriented transversely to the longitudinal extension of the seat part 3 . In the current embodiment, the longitudinal axis is the longitudinal central axis of the transverse carrier 8 .

The rear end 6 of the seat part 3 is elastically pivotable. The shock absorber 14 is connected at one end to the transverse carrier 8 and at the other end to the seat part 3 in a region of the seat part 3 remote from the front end 5 in order to dampen the pivoting of the seat part 3 . The front end 5 of the seat part 3 is pivotally supported on a transverse carrier 8 for pivoting the rear end 6 . Alternatively or additionally, the seat part 3 is configured elastically deformable in its longitudinal extension for pivoting the rear end 6 .

An adjustment element 15 is arranged between the seat part 3 and the backrest 4 . The adjustment element 15 is currently configured as a locking adjustment element in the form of a knob and can be operated by a vehicle passenger. By operating the knob, the backrest 4 is pivoted on the seat part 3 . Instead of such a manual pivot mechanism, it is also conceivable to electrically adjust the adjustment element 15 by means of an electric motor.

The headrest 17 is fastened to the end 16 of the backrest 4 facing away from the seat part 3 . In the current embodiment, the headrest 17 is pivotally supported on the backrest 4 . The headrest 17 can be pivoted by means of further adjustment elements not shown. Alternatively, the headrest 17 is rigidly fixed to the backrest. The cushion element 18 is fastened to the sides of the seat part 3 , the backrest 4 and the headrest 17 facing the vehicle occupant using the vehicle seat 2 . The cushion element 18 is configured to be elastically deformable.

In FIG. 1A , the vehicle seat 2 is in the use position, in which the seat part 3 is oriented horizontally or at least almost horizontally with respect to the bottom 13 in its longitudinal extension. In FIG. 1B , the vehicle seat 2 is in a lying position, wherein the seat part 3 and the backrest 4 are oriented in their longitudinal extension, in a common horizontal plane or parallel to the base 13 . Here, the backrest 4 rests at least partially on the seat part 19 of the other vehicle seat, or at least partially contacts the seat part 19 .

FIG. 1C shows the vehicle seat 2 in an upright or non-use position, wherein the seat part 3 is oriented vertically or nearly vertically relative to the bottom 13 in its longitudinal extension. For this purpose, the backrest 4 is first pivoted very far in the direction of the seat part 3 so that the cushion elements 18 rest against each other at least partially, in particular elastically deformed. Subsequently, the entire vehicle seat 2 is pivoted at least very far about the longitudinal center axis of the transverse carrier 8 , so that access to further vehicle seats or the use of the storage space arranged below the seat part 3 is possible in particular.

FIG. 2 shows a further side view of the advantageous seat arrangement 1 . Here, in contrast to FIGS. 1A to 1C , the seat arrangement 1 is shown from the second side. For the sake of clarity, only the seat part 3 with the cushion element 18 is shown, and the backrest 4 of the vehicle seat 2 is not shown.

The conversion device 20 is arranged on the fixing device 9 . The switching device 20 is switchable between a first switching position and a second switching position. In FIG. 2 the switching device 20 is in a first switching position. The conversion device 20 here limits the first pivoting range of the transverse carrier 8 , as indicated by the double arrow on the rear end 6 of the seat part 3 .

For this purpose, first guide grooves 22 are formed in the end face 21 of the transverse carrier 8 . A first guide element 23 protruding from the conversion device 20 in the direction of the end face 21 of the transverse carrier 8 is formed on the conversion device 20 . In the first switching position, the first guide element 23 engages with the first guide groove 22 to limit the first pivoting range. In the second switching position, the first guide element 23 does not engage with the first guide groove 22 .

Furthermore, second guide grooves 24 , which are diametrically opposite to the first guide grooves 22 , are also formed in the end face 21 of the transverse carrier 8 . A second guide element 25 is formed on the conversion device 20 , which protrudes from the conversion device 20 in the direction of the end face 21 of the transverse carrier 8 and is spaced apart from the first guide element 23 . In the second switching position, the second guiding element 25 is engaged with the second guiding groove 24 to limit the second pivoting range, which is greater than the first pivoting range. By means of the guide elements 23 , 25 and the guide grooves 22 , 24 , pivoting beyond the respective pivoting range is prevented in each case in a form-fitting manner.

For switching between the first switching position and the second switching position, the switching device 20 is assigned a controllable actuator, which is currently designed as a magnetic actuator 26 . By appropriate control of the magnetic actuator 26, the switching device 20 can be moved along a vertical axis shown by the double arrow.

In order to ensure that the switching device 20 cannot be moved beyond the first switching position or the second switching position and can only be moved along the vertical axis, a third guide groove 27 is formed on the switching device 20 , which corresponds to the guide grooves 27 formed on the transverse carrier 8 . The third guide element 28 engages on the end face 21 . The third guide element 28 is arranged here at the level of the longitudinal axis of the transverse carrier 8 about which the transverse carrier 8 is pivotably mounted.

The spring element 29 is connected to the switching device 20 at one end and to the third guide element 28 at the other end, so that the switching device 20 can be displaced against the spring force of the spring element 29 and in particular without actuating the magnetic actuator 26 The lower preload is held in the first switching position or the second switching position.

FIG. 3 shows a front view of the advantageous seat arrangement 1 . As in FIG. 2 , for reasons of clarity, only the seat part 3 with the cushion element 18 is shown, but the backrest 4 of the vehicle seat 2 is not shown. As in FIG. 2 , the switching device 20 is also in the first switching position, in which the first guide element 23 , but not the second guide element 25 , engages with one of the guide grooves 22 , 24 on the transverse carrier 8 .

It can be seen in FIG. 3 that the transverse carrier 8 is supported on both sides by means of support devices, not shown in detail, which are formed in the fixed base 10 . The fixed base 10 is H-shaped. The bearing device is in particular a plain bearing or a rolling bearing. Gear segments 30 are likewise arranged on both sides in a rotationally fixed manner on the transverse carrier 8 , which engage with a corresponding gear 31 for pivoting the transverse carrier 8 . Each toothed wheel 31 is arranged in a rotationally fixed manner on the rotor shaft 32 of the electric motor 33 . Alternatively, each gear segment 30 is assigned a toothed rack which can be moved linearly by means of an electric motor 33 . The two electric motors 33 are connected in communication with a control device 34 , which is designed in particular for the synchronous control of the electric motors 33 .

In FIG. 3 , the two dampers 14 are each connected to radial projections 35 of the transverse carrier 8 . The two dampers 8 are arranged in the longitudinal extension of the transverse carrier 8 symmetrically with respect to the central longitudinal axis of the transverse carrier 8 , ie respectively at the same distance from the center or the central longitudinal axis in the longitudinal extension.

FIG. 4 shows a plan view of the advantageous seat arrangement 1 . The seat part 3 is designed as a seat frame and has a frame 36 . Arranged in the frame 36 is a crossbar 37 which extends parallel to and at a distance from the transverse carrier 8 .

As an alternative to the embodiment shown in FIG. 3 , only one vibration damper 14 is now provided. This damper is arranged centrally in the longitudinal extension of the transverse carrier 8 or on the central longitudinal axis of the transverse carrier 8 . The shock absorber 14 has a cylinder 38 and a piston 39 , which is mounted in the cylinder 38 in an axially displaceable manner. Piston 39 has a piston rod 40 leading out axially from cylinder 38 . The cylinder 38 is pivotably mounted on the axial projection 35 of the transverse carrier 8 . The piston rod 40 is pivotally supported on the crossbar 37 of the seat part 3 .

FIG. 5 shows a sectional view of the advantageous seat arrangement 1 along the cutting axis A drawn in FIG. 3 . The connection of one of the shock absorbers to the transverse carrier 8 and the seat part 3 can be seen in FIG. 5 . As described above, the cylinder 38 of the vibration damper 14 is pivotally supported on the radial projection 35 of the transverse carrier 8 . The piston rod 40 of the shock absorber 14 is pivotally supported on the crossbar 37 of the seat part 3 . It can also be seen in FIG. 5 that the gear section 30 engages with the gear 31 in order to pivot the transverse carrier 8 .

List of reference signs

1 Seat unit

2 vehicle seats

3 seat parts

4 backrest

5 Front end

6 rear end

7 ends

8 Horizontal Carriers

9 Fixtures

10 Fixed base

11 Rails

12 Guide seat

13 Bottom

14 Shock absorber

15 Adjustment element

16 ends

17 Headrest

18 Pad element

19 Seat Parts

20 Conversion device

21 end side

22 First guide groove

23 First guide element

24 Second guide groove

25 Second guide element

26 Magnetic Actuators

27 Third guide groove

28 Third guide element

29 Spring element

30 gear section

31 gear

32 Rotor shaft

33 Electric motor

34 Controls

35 Protrusions

36 frames

37 Lateral bar

38 cylinder

39 Pistons

40 Piston Rod

Claims (13)

Claims 1. A seating arrangement (1) for a vehicle, the seating arrangement having at least one vehicle seat (2), and a fixing for fixing the vehicle seat (2) on the vehicle Device (9), wherein the vehicle seat (2) has a seat part (3) with a front end (5) and a rear end (6) in its longitudinal extent, wherein, The seat part ( 3 ) is connected at the front end ( 5 ) to a transverse carrier ( 8 ) of the fixing device ( 9 ), which is oriented transversely to the longitudinal extension of the seat part ( 3 ), characterized in that the seat part is The rear end (6) of (3) is elastically pivotable and the shock absorber (14) is connected at one end to the transverse carrier (8) and at the other end, at the seat part (3) remote front end ( 5) is connected to the seat part (3) in order to dampen the pivoting of the seat part (3). 2. Seat arrangement according to claim 1, characterized in that the front end (5) of the seat part (3) is pivotably supported on a transverse carrier (8) for pivoting the rear end (6), and/or the seat part (3) is configured elastically deformable in its longitudinal extension for pivoting the rear end (6). 3 . The seat arrangement according to claim 1 , wherein the vibration damper ( 14 ), in particular the vibration spring vibration damper, has a cylinder ( 38 ) and a cylinder ( 38 ). 4 . A piston (39) mounted so as to be axially displaceable in the middle, said piston having a piston rod (40) leading out axially from the cylinder (38), and said piston rod (40) being pivotally supported on the seat part ( 3) or on the transverse carrier (8) and said cylinder (38) is pivotally supported on the transverse carrier (8) or on the seat part (3). 4. Seat arrangement according to any of the preceding claims, characterized in that the damping properties of the shock absorber (14) can be adjusted in particular electrically. 5. Seat arrangement according to any of the preceding claims, characterized in that the vehicle seat (2) has a backrest (4), the seat part (3) at the rear end (6) The upper part is connected to the end (7) of the backrest (4) facing the seat part (3), and the backrest (4) is pivotally supported on the seat part (3). 6. Seat arrangement according to any one of the preceding claims, characterized in that the transverse carrier (8) is movable around a longitudinal axis of the transverse carrier (8) oriented transversely to the longitudinal extension of the seat part (3). It is pivotally or rotatably supported on the fixing device (9). 7. The seat device according to claim 6, characterized in that a conversion device (20) is provided on the fixing device (9), the conversion device (20) being capable of being between the first conversion position and the second conversion position and the switching means (20) limit the pivoting range of the transverse carrier (8) in at least one of the switching positions. 8 . The seat arrangement according to claim 7 , wherein the first guide groove ( 22 ) is formed in or on the end side ( 21 ) of the transverse carrier ( 8 ) from the switching device ( 20 ) towards the transverse carrier. 9 . A first guide element ( 23 ) protruding in the direction of the end side ( 21 ) of ( 8 ) is formed on the switching device ( 20 ), in the first switching position, in order to limit the first guide element ( 23 ) The pivot range engages with the first guide groove (22), and in the second switching position, the first guide element (23) does not engage with the first guide groove (22). 9 . The seat arrangement according to claim 8 , wherein a second guide groove ( 24 ) is formed in or on the end side ( 21 ) of the transverse carrier ( 8 ), the second guide groove In particular, diametrically opposite the first guide groove ( 22 ), a first guide element protruding from the conversion device in the direction of the end side ( 21 ) of the transverse carrier ( 8 ) and aligned with the first guide element is formed on the conversion device ( 20 ). (23) a second spaced-apart guide element (25), and in the second switching position, said second guide element (25) engages with the second guide groove (24) in order to limit the second pivot range, so The second pivoting range is greater than the first pivoting range. 10. Seat arrangement according to any of claims 8 or 9, characterized in that the first pivot range has a pivot angle of at least 5°, preferably at least 30°, and the second pivot range has a pivot angle of at least 5°, preferably at least 30°. The swivel range has a swivel angle of at least 90°, preferably at least 120°. 11. Seat arrangement according to any one of claims 7 to 10, characterized in that for switching between a first switching position and a second switching position, the switching device (20) is assigned a controllable An actuator, especially a magnetic actuator (26). 12. Seat arrangement according to any of claims 6 to 11, characterized in that at least one electric motor (33) is assigned to the transverse carrier (8) for pivoting the transverse carrier (8). 13 . The seat arrangement according to claim 11 , wherein the gear wheel ( 31 ) is arranged in a rotationally fixed manner on the rotor shaft ( 32 ) of the electric motor ( 33 ), and in that the at least one gear wheel segment ( 30 ) is arranged in a rotationally fixed manner. 14 . On the transverse carrier (8), and the gear wheel (31) engages with the gear wheel segment (30) for pivoting the transverse carrier (8).

Images