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WO2008001071A2 - Siège - Google Patents

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Publication number
WO2008001071A2
WO2008001071A2 PCT/GB2007/002384 GB2007002384W WO2008001071A2 WO 2008001071 A2 WO2008001071 A2 WO 2008001071A2 GB 2007002384 W GB2007002384 W GB 2007002384W WO 2008001071 A2 WO2008001071 A2 WO 2008001071A2
Authority
WO
WIPO (PCT)
Prior art keywords
seat
seat according
occupant
seat back
axis
Prior art date
Application number
PCT/GB2007/002384
Other languages
English (en)
Other versions
WO2008001071A3 (fr
Inventor
Steven Cousins
Christopher Owen
Original Assignee
Cranfield University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Cranfield University filed Critical Cranfield University
Priority to EP07733377A priority Critical patent/EP2038140A2/fr
Publication of WO2008001071A2 publication Critical patent/WO2008001071A2/fr
Publication of WO2008001071A3 publication Critical patent/WO2008001071A3/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/4207—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats characterised by the direction of the g-forces
    • B60N2/4214—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats characterised by the direction of the g-forces longitudinal
    • B60N2/4221—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats characterised by the direction of the g-forces longitudinal due to impact coming from the front
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/427—Seats or parts thereof displaced during a crash
    • B60N2/42727—Seats or parts thereof displaced during a crash involving substantially rigid displacement
    • B60N2/42745—Seats or parts thereof displaced during a crash involving substantially rigid displacement of the back-rest
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
    • B60N2/42—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles the seat constructed to protect the occupant from the effect of abnormal g-forces, e.g. crash or safety seats
    • B60N2/427—Seats or parts thereof displaced during a crash
    • B60N2/42727—Seats or parts thereof displaced during a crash involving substantially rigid displacement
    • B60N2/42754—Seats or parts thereof displaced during a crash involving substantially rigid displacement of the cushion
    • B60N2/42763—Seats or parts thereof displaced during a crash involving substantially rigid displacement of the cushion with anti-submarining systems

Definitions

  • the present invention relates to seats for supporting an occupant and particularly, but not exclusively, to seats for use in vehicles.
  • GB2284393 discloses a car seat having a yielding seat back and deforming seat pan in a so-called
  • Totani To accommodate the deforming seat pan, Totani requires a collapsing vehicle floor or a unoccupied volume such as a storage bin located under the seat. Apart from being impractical for retrofit applications, the lack of seating support as the seatback and pan drop away may cause further injury.
  • the system of Totani may also be expensive, using as it does a central processing unit (CPU) , collision sensor and battery to deploy the system.
  • CPU central processing unit
  • ⁇ catcher's mitt' arrangements deploy by means of cheaper yielding locking mechanisms. However, these too lack any control of the deploying seating structures once the locking mechanism has yielded. Moreover, such yielding structures or seatback designs may not address the difference in seated occupant mass and may not deploy for lighter occupants. Other ⁇ catcher's mitt' arrangements also do not address how the occupant is to be restrained after seatback/seat pan deployment: as the occupant is displaced into the seat, there is a change in the relationship between the occupant's reference points and the location of the restraint system's anchorage and belt runs. This could result in the occupant being unrestrained during any subsequent vehicle impacts, for example an impact with a vehicle in front following an initial shunt from behind.
  • the present invention has as an objective the mitigation of one or more of the above disadvantages.
  • a seat for supporting an occupant in the event of a significant force being applied to the seat in the same, first, direction as the occupant is facing; the seat comprising a seat back rotatable substantially about a first axis lying substantially transverse to the first direction and higher than the H-point reference of the seat ; the seat further comprising control means for allowing controlled rotation of the seat back about said axis in the event of said significant force being applied.
  • the H-point measurement is a datum or reference point used in the verification of seat construction and defined as the pivot centre of the torso and the thigh of the 3-D H-machine (Regulation 14, 2004 - Uniform Provisions Concerning the Approval of Vehicles with Regard to Safety- belt Anchorages, ISOFIX Anchorages Systems and ISOFIX Top Tether Anchorages.
  • SRP Seating Reference Point
  • the seat may also comprise a seat pan rotatable substantially about a second axis lying substantially parallel to the first axis and forward of the H-point of the seat when viewed in said first direction. Such an arrangement can provide the occupant with greater support.
  • the seat pan may be kinematically linked to the seat back so that movement of the seat back also results in motion of the seat back and, optionally, vice versa.
  • the control means may be means for absorbing energy transmitted by rotation of the seat back about the first axis .
  • the control means may be configured to resist rotation of the seat back about the first axis up to a threshold and, above said threshold, to absorb the energy of rotation of said seat back.
  • the rotation of the seat back or seat pan about their respective axes takes place about a pivot.
  • the control means may be fixed between the seat pan or seat back and a point fixed relative to the vehicle.
  • the control means may have a rotational action.
  • the control means may be mounted about a respective axis of rotation of the seat pan or seat back.
  • the control means may have a linear action. It may be mounted between the seat pan or seat back and a point fixed relative to the vehicle. This point may be on a frame for attachment to the vehicle and about which the seat pan and seat back can rotate.
  • the control means may comprise a spring.
  • the elastic element of the spring may be a solid and/or a gas .
  • the spring may be pre-loaded, either in tension or compression, and the seat may comprise means for adjusting the pre-loading.
  • the seat may further comprise means restricting the seat back or seat pan to rotation in one direction only, thereby preventing the spring once loaded from unloading into the occupant.
  • Such means may comprise locking devices, e.g. a ratchet, which may also be releasable.
  • the control means may comprise a damper, which may use gas as the damping fluid and which may also include a valve configured to prevent damping gas flow until such time as the significant force is applied, thereby allow the means to act as a gas spring in the meantime.
  • the valve may be configured to be controlled by a sensor located remotely of the seat.
  • the control means may comprise a plastically deformable element.
  • the element may be configured to deform in compression and may have a honeycomb structure of the kind conventionally used in crash impact absorbing structures. Alternatively, the element may be configured to deform plastically in tension. Where the seat has a frame, the plastically deformable element may be incorporated into that frame.
  • the seat may also comprise a seat pan rotatable substantially about a second axis lying substantially parallel to the first axis and forward of the H-point of the seat when viewed in said first direction. Such an arrangement can provide the occupant with greater support.
  • the seat pan may be kinematically linked to the seat back so that movement of the seat back also results in motion of the seat back and vice versa.
  • the occupant seat belt may also be configured to move downwards in the event of said significant force being applied.
  • the first axis may lie behind the H-point of the seat when viewed in said first direction.
  • the second axis may lie below the H-point of the seat.
  • the seat back may comprise a head restraint located higher than the first axis.
  • the seat may comprise means for controlling the position of one of the seat pan or seat back in dependence on the position of the other of the seat pan or seat back.
  • the means may be a mechanical linkage system.
  • the seat may comprise support means configured to support the occupant in the region between the seat pan and the seat back in the event of said significant force being applied.
  • the support means may be attached to the seat pan and/or the seat back.
  • the support means may be slidably mounted within one of the seat pan and seat back and pivotally mounted to the other of the seat pan and seat back.
  • the support means may be substantially planar and configured to support the occupant in a direction substantially perpendicular to the plane.
  • the occupant seat belt anchor may be attached to the support.
  • the seat may comprise all of the anchor points of the seat belt, resulting in a restraint system that is fully integrated into the seat.
  • a restraint system that is fully integrated into the seat.
  • an upper seat belt support is anchored to a B-pillar of a car
  • such an arrangement may result in a reduced amount of exposed seat belt webbing. This in turn may reduce the amount of belt elongation during an impact event.
  • the upper seat belt support or supports in such an integrated arrangement will typically be located more closely to the occupant's shoulders, with the result that the occupant experiences effective restraint earlier into the impact event.
  • effective restraint of the occupant will be maintained. This is in contrast to arrangements in which the upper seat belt support is attached to the B- pillar and where a gap may open between the occupant and the belt as the seat frame deforms.
  • Figures IA and B are diagrammatic illustration of a seat according to a first aspect of the present invention.
  • Figures 2A and B show the envisaged occupant response resulting from the first aspect of the invention
  • Figures 3A and B show an embodiment of the seat according to the present invention when set up for a light person
  • Figures 4A and B show an embodiment of the seat according to the present invention when set up for a heavy person
  • Figures 5A and B are detailed perspective views of a weight adjuster mechanism in low and high pre-tension positions;
  • Figures 6A and B are perspective views, pre- and post- impact, of a gas spring element utilized in an embodiment of the present invention;
  • Figures 7A to C are diagrammatic illustrations of the operation of the seat incorporating the element of figure 6;
  • FIGS. 8A and B are diagrammatic illustrations of a further embodiment of the present invention.
  • Figures 8C and D are perspective views, pre- and post impact respectively, of a further embodiment of the first aspect of the invention.
  • Figure 9A is a post-impact side view of a seat according to a further embodiment of the invention.
  • Figure 9B is a detail perspective view of the seat of figure 9A;
  • Figures 1OA and B are pre- • and post-deployment side views of a further embodiment of the invention.
  • Figures 11A and B are perspective rear detail views, pre- and post-deployment, of a further embodiment of the invention.
  • Figures HC and D are front perspective views illustrating two different types of support
  • Figures 12A and B are side views illustrating the operation of a second aspect of the invention.
  • Figures 13A and B are perspective views from the rear of a further embodiment of the second aspect of the invention.
  • Figure 14 is a perspective detail view of figure 13;
  • Figures 15A and B show perspective views of a three point belt implementation in pre- and post-impact conditions respectively;
  • Figures 16A to C illustrate further seat belt arrangements with which the invention can be used;
  • Figures 17A and B are perspective views illustrating advantageous constructions of the seat with and without seat pan and seat back elements;
  • Figures 18A to C are perspective views of seat frames supporting various sizes of seat back section.
  • Figures 19 and 20 illustrate alternative arrangements for supporting a seat in accordance with the present invention
  • Figure IA is a diagrammatic illustration of a seat 10 for supporting an occupant facing in a direction A.
  • the seat incorporates a seat back 12 rotatable about a pivot 16 on a rigid outer frame 14, the axis of the pivot lying substantially transverse to direction A and forward of the H-point of the seat when viewed in that direction. As shown, the axis also lies behind the H-point when viewed in the first direction.
  • Resistance to rotation of the seat back is provided by a linear action spring 20 attached at one end to the base of the deforming back section 12 and at the other end to the seat frame or some other point fixed relative to the vehicle.
  • the spring may alternatively have a rotational action, for example a spiral spring, and may be located around the pivot 16.
  • Seat pan 22 is rotatable on the frame 14 about a pivot 26 having an axis also substantially transverse to the direction A, i.e. parallel to the axis of pivot 14, and located higher, in use, than the H-point of the seat. As shown, the axis also lies below the H-point.
  • Rotation of the deforming seat pan 22 is controlled by a spring element 24 located between the seat pan 22 and the vehicle floor 28 or alternatively incorporated within the pivotal joint 26 as a rotational spring.
  • the control means 20,24 allow controlled rotation, indicated by arrows R, of the seat back and seat pan in the event of a significant force being applied to the seat as indicated by arrow F.
  • the seat pan When deployed, the seat pan typically drops by 10 degrees and the seat back rotates rearward by 8 degrees, although other angles of deployment may be set depending upon the desired response and installation considerations.
  • Figures 2A and B shows the envisaged occupant response pre- and post-impact respectively.
  • the seat back 12 and pan 22 rotate, the seated occupant 29 adopts a more favourable seated configuration during impact.
  • the H-point moves rearwards and, in the case of a pivoted seat pan, lower, resulting in an occupant seating position that can be beneficial in reducing ramping and associated whiplash injuries.
  • the stiffness of the springs will control the response of the seating system and therefore the occupant's acceleration time history during rear impact events or post frontal impact events (i.e. an occupant rebounding off a deployed front mounted airbag) .
  • the spring control means will also absorb energy transmitted by rotation of the seat pan and the seat back about their respective axes.
  • Seat pan 22 can be connected by a linkage system to the seatback in such a way that its deployment angle is a function of the seatback rotation.
  • Locking devices e.g. ratchets with quick release handles, can be employed to restrict the seat back, or seat pan to rotation in only one direction, thereby preventing seatback and seat pan rebound and tensioned springs unloading into the occupant.
  • the springs may incorporate adjustment means 30,32 to pre-load the springs so as to resist rotation of the seat pan and the seat back about their respective axes up when in normal use. Only in impact situations, in which the • load applied exceeds the preload, will the springs deform further to allow rotation of the seat back and absorb the energy of that rotation.
  • spiral springs are used, these can be secured at one end to a rotating shaft allowing the seated occupant to adjust the amount of tension on the spring.
  • Figures 3A and B illustrate dormant and deployed positions respectively of a seat according to the present invention and having a weight adjuster mechanism 32 running under the seat pan 22 to allow the seated occupant to pre-tension a linear motion spring 20 to adjust the rotational properties of the seatback section 12.
  • Figures 3A and B illustrate show how, for a light person, less pretension adjustment is required than that for a heavier person as shown in figures 4A and B.
  • Figures 5A and B are detailed perspective views of the weight adjuster mechanism 30 in low and high pretension positions respectively.
  • the mechanism consists of a threaded shaft 34 carrying a threaded block 36 to which the spring element 20 is attached.
  • the block 36 moves forward (arrow U), putting the spring 20 in tension.
  • the spring block 36 runs along a slider guide (not shown) to ensure that that it remains in the correct plane.
  • a mounting structure 40 is required to support the shaft and handle assembly.
  • FIGS. 6A and B are perspective views, pre- and post-impact respectively, of a spring 42 in which the elastic element is a gas, in this case air.
  • Spring 42 consists of a top and bottom plate (not shown) that contains an air bag 44 constructed, for example, from a cylinder of heavy-duty elastomer material. Such springs are manufactured e.g. by Continental of Germany and commonly used in cab seat suspension systems (so called ⁇ Wegfedern' ) . The air spring can be inflated to predetermine levels to provide a resistance to the rearward motion of a seated occupant during a rear impact event.
  • spring 42 is mounted to the vehicle at 50 and pressurised via air hose 48 by a small compact compressor unit 46, powered e.g. from the vehicle power supply. Inflation can be controlled manually by the seated occupant, or in response to a signal from an embedded sensor switch (not shown) integrated into the supporting seat structure. For a light seated occupant it is envisaged that less pressure is required that that for a heavy occupant. Experiments suggest that the seatback would need to withstand an applied loading of 0.38 kN (based on 70 % th effective mass of a 50 percentile dummy) in the pre- impact condition. For a cylindrical air spring of the kind shown in figure 6A and having a nominal diameter of 40mm, only 3 bar of pressure is required initially, to provide such support during normal use.
  • seat back 12 rotates in controlled manner determined by the air spring 42.
  • the movement of the bottom of the seat back should preferably be limited to 100mm.
  • a method of preventing the deployed inner seatback from imparting the stored elastic energy upon the seated occupant is required. This may be achieved by a control valve (not shown) within the air spring circuit which can exhaust some of the air in the spring once a predetermined load or pressure is reached. As such, the element 42 behaves as a damper using gas as a damping fluid. Not only does this allow the impact energy to be dissipated rather than rebounded on the occupant, it may also allow further compression of the spring without further increase in spring rate.
  • Figure 7C shows a corresponding arrangement for the seat pan 22.
  • control valve may be controlled in response to crash (acceleration) sensors within the seat or elsewhere in the vehicle. Once a signal greater than a predetermined level is detected, the valve opens, allowing air to escape from the spring and the pivoting sections to deploy.
  • Another energy management concept utilises plastic deformation to control the rotation of the seat back and absorb the occupant's impact energy. Whilst such devices are not reusable and will need to be replaced after each impact event, they have an advantage over reusable mechanical spring and air spring systems in that they can be designed to behave at predetermined loading conditions.
  • FIGS 8A and B show a first implementation of the proposed principle in pre- and post-crash conditions respectively.
  • An energy absorbing honeycomb structure 60 is located between the deforming seatback 12 a rigid mounting plate or part of the vehicle structure 50, or integrated into the space below the seat pan (not shown) .
  • honeycomb structure 60 As the occupant loads the seat during the rear impact event, shown by arrow N in figure 8B the honeycomb structure 60 is crushed, absorbing the occupant crash energy and repositioning the seat back 12.
  • the honeycomb structure 60 can be constructed so that it is tailored to the 5 th , 50 th and 95 th percentile occupant.
  • composite elements in particular cellular beam structures as described in WO0114128, may be considered. The latter structures have the advantage that they can be incorporated into the actual seating structure during production of the proposed frame elements.
  • Figure 8C shows a second implementation of the proposed principle in a pre-impact state.
  • One or more strips 62 of material such as metal are attached between the outer frame 14 and the seat back 12.
  • these strips are loaded and yield as illustrated in the detail view of figure 8D.
  • the yield properties of the strip may be tailored to a particular range of occupants.
  • some means of preventing the inner seatback 12 from rotating in an uncontrolled manner e.g. a tether strap (not shown) may also be included.
  • Figure 9A is a post-impact side view of a further embodiment of a seat according to the present invention and incorporating an insert 70 slidingly mounted at one end in the seat back or, as shown, under the seat pan 22.
  • the other end of the insert 70 is pivotally mounted at 71 to the seat back 12 (or seat pan) and is deployed with the movement of the seat back.
  • the substantially planar insert supports the occupant in a direction substantially perpendicular to its plane, thereby providing the occupant with support in the region between the seat pan and the seat back and preventing uncontrolled occupant drop- through onto the vehicle floor or interior fittings. It will be seen that once the seat back 12 and seat pan 22 are deployed, no gap exists, unlike other proposed ⁇ catchers-mitt' concepts.
  • the embodiment of figure 9 also has a head restraint 72 integrated into the inner seatback 12 and above the rotation axis 16 so that, as the inner seatback section rotates under the occupant's applied load, the backset, i.e. the distance between the front face of the head restraint and the back of the seated occupant's head, is automatically reduced.
  • the backset i.e. the distance between the front face of the head restraint and the back of the seated occupant's head
  • FIG. 9B is a detailed perspective view of the insert 70 showing rollers 74 on which the insert runs inside the seat pan and the connection links 76 by means of which the insert is connected to the seatback.
  • Figure 1OA is a pre-deployment side view of a preferred embodiment incorporating the air spring assembly
  • Assembly 42 is connected at one end 77 to seat back 12 via link 78 and supported at its other end
  • FIG. HA is detail perspective view from the rear of a further embodiment of the present invention.
  • Rotation of the seat pan 22 is controlled by first pins 79' which abut and are supported by corresponding second pins or supports 79 provided on the rotatable seat back 12.
  • pins 79' and 79 are provided on portions remote from the respective pivots, i.e. at the rear of the seat pan 22 and at the bottom of the seat back 12.
  • FIG HC illustrates a first solution to this issue, namely a flexible panel 80 attached to the rear end of the seat pan 22 and the bottom end of the seat back 12, thereby providing support to the occupant and ensuring no gap between the seat pan and seat back in their deployed state.
  • the panel is made from webbing material and folded upon itself prior to deployment.
  • Figure HD shows a second solution to the issue. It is similar to the embodiment of figure 9 in that it employs a seat pan insert 82 mounted slidably in seat pan 22 and attached to the seat back 12 e.g. via a linkage 84. When the seat back 12 deploys to the position shown in figure HD, insert 82 is pulled out by the link bar 84 to ensure that the occupant still has supporting structure to sit on and to ensure that the gap between the rotating seatback and the seat pan is closed.
  • Figure 12 is a similar view to that of figure 9A but illustrating a second aspect of the invention, namely an occupant seat belt anchor configured to move in the opposite direction to the force F (from point 88 to point 88 ' ) .
  • FIG. 13A and B This is advantageously implemented as shown in the pre- and post-impact perspective views of figures 13A and B, namely by attaching the lower restraint anchorages / anchor points 90 to the sliding seat pan insert 70.
  • This allows the correct positioning of the seat belt 92 to be maintained during all stages of seat deployment. This not only involves motion in the opposite direction to the force but also motion downwards.
  • a detailed perspective view of the insert 70 is shown in figure 14 and incorporates connecting linkage arms 76, two sets of rollers 74 and the anchorage attachment shaft 94.
  • FIGS 13A and B show perspective views of a three point belt implementation in pre- and post-impact conditions respectively.
  • ⁇ anchor point' is meant any point at which a restraining force is applied to the belt.
  • a three-point implementation of the kind shown in figure 15 may have two lower anchor points on the seat (the belt being fixedly attached to one anchor point and attached by means of a releasable buckle to the other) and one upper anchor point attached to the B-pillar of the vehicle.
  • the belt is typically not fixedly attached to either the buckle or the B-pillar anchor points but instead passes through a loop attached to these points. Such loops apply a restraining force to the seat belt harness in the event of impact yet also allow the seat belt harness to adapt to the occupant.
  • tension in the harness is typically maintained by a inertia reel tensioner which is attached at the foot of the B-pillar, below the upper anchor point.
  • all the anchor points 90 of the seat belt may be incorporated into the seat rather than the vehicle, resulting in a restraint system that is fully integrated into the seat. Legislation governing such integrated restraints requires stronger seat structures.
  • research has shown that such integration, particularly with four point restraint arrangements of the kind shown in figures 16B and C, can reduce occupant injury in front, rearward, side impact and vehicle rollover.
  • the seat of the invention can be made using conventional automotive seating materials such as steel.
  • the seat from the fibre-reinforced cellular beam structure according to the aforementioned WO0114128.
  • Corresponding embodiments of the seat frame 14 and seat frame 14 incorporating seat back 12 and seat pan 22 structures are shown in figures 17A and B respectively.
  • Figures 18A to C show seat frames 14 supporting large, medium and small seat back sections 12 respectively. Smaller seat back sections facilitate the inclusion in the frame of one or more cross-members 96 to increase the lateral stiffness of the seat. Front cross- member 97 also increases lateral stiffness
  • FIG. 19 illustrates an alternative embodiment in which the seat pan 22 and back 12 are pivotable about arms 111,112 attached to the wall 113 of the vehicle.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)

Abstract

La présente invention concerne un siège (10) pour supporter un occupant en cas d'application d'une force significative (F) sur le siège dans la même première direction (A) que celle à laquelle l'occupant fait face, comprenant un dossier de siège (12) pouvant tourner pour l'essentiel autour d'un premier axe (16) essentiellement perpendiculaire à la première direction et supérieur au point de référence H (H) du siège, et des moyens de commande (20) pour permettre la rotation contrôlée du dossier de siège autour dudit axe en cas d'application de ladite force significative.
PCT/GB2007/002384 2006-06-27 2007-06-26 Siège WO2008001071A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP07733377A EP2038140A2 (fr) 2006-06-27 2007-06-26 Siège

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0612662.7 2006-06-27
GB0612662A GB0612662D0 (en) 2006-06-27 2006-06-27 Seat

Publications (2)

Publication Number Publication Date
WO2008001071A2 true WO2008001071A2 (fr) 2008-01-03
WO2008001071A3 WO2008001071A3 (fr) 2008-03-27

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2007/002384 WO2008001071A2 (fr) 2006-06-27 2007-06-26 Siège

Country Status (3)

Country Link
EP (1) EP2038140A2 (fr)
GB (1) GB0612662D0 (fr)
WO (1) WO2008001071A2 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011054960A1 (de) * 2011-10-31 2013-05-02 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Coburg Sitzbauteil zur Abstützung eines Sitzpolsters und Kraftfahrzeugsitz
DE102013005859A1 (de) * 2013-04-08 2014-10-09 Zim Flugsitz Gmbh "Fluggastsitz mit einem Gestell"
CN104284800A (zh) * 2012-05-07 2015-01-14 约翰逊控制技术公司 车辆座椅
JP2020040584A (ja) * 2018-09-12 2020-03-19 トヨタ自動車株式会社 後向き乗員保護装置
US12330211B2 (en) 2018-06-20 2025-06-17 Relativity Space, Inc. Multi-diameter wire feeder

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Publication number Priority date Publication date Assignee Title
DE1906813C3 (de) * 1969-02-12 1979-06-28 Klippan Gmbh Sicherheitsgeraete, 2000 Norderstedt Fahrzeugsitz, der um eine horizontal liegende Querachse drehbar gelagert ist
US3802737A (en) * 1972-07-07 1974-04-09 Heizer K Safety seat, particularly for automotive vehicles
US5449214A (en) * 1993-10-27 1995-09-12 Totani; Hideo Safety system for an occupant of an automotive vehicle
WO1997010117A1 (fr) * 1995-09-14 1997-03-20 Autoliv Development Ab Siege pour vehicule
US5626203A (en) * 1995-11-01 1997-05-06 Habib; Mostafa S. Active control of a vehicle occupant's body in frontal collision

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011054960A1 (de) * 2011-10-31 2013-05-02 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Coburg Sitzbauteil zur Abstützung eines Sitzpolsters und Kraftfahrzeugsitz
CN104284800A (zh) * 2012-05-07 2015-01-14 约翰逊控制技术公司 车辆座椅
DE102013005859A1 (de) * 2013-04-08 2014-10-09 Zim Flugsitz Gmbh "Fluggastsitz mit einem Gestell"
US9174736B2 (en) 2013-04-08 2015-11-03 Zim Flugsitz Gmbh Air passenger seat having a frame
EP2803579B1 (fr) 2013-04-08 2016-03-23 ZIM Flugsitz GmbH Siège d'avion pour passager avec châssis
US12330211B2 (en) 2018-06-20 2025-06-17 Relativity Space, Inc. Multi-diameter wire feeder
JP2020040584A (ja) * 2018-09-12 2020-03-19 トヨタ自動車株式会社 後向き乗員保護装置
JP7099210B2 (ja) 2018-09-12 2022-07-12 トヨタ自動車株式会社 後向き乗員保護装置

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EP2038140A2 (fr) 2009-03-25
WO2008001071A3 (fr) 2008-03-27

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