A device for preventing a submarine phenomenon in a fold and dive seat for a vehicle includes a seat cushion side frame, a seat back frame fastened to a rear end portion of the seat cushion side frame in a manner that is rotatable backward and forward, a seat cushion main-frame fastened between the seat cushion side frame and the seat back frame in a tiltable manner, and a dive link fastened by a hinge mechanism between a front end portion of the seat cushion main-frame and a front end portion of the seat cushion side frame, in which a stopper link rotatably mounted on the seat cushion side frame is rotated by an inertial force when a head-on collision occurs, and thus holds the dive link in place.

A crash-arresting unit for a vehicle seat may have a locking element and an actuating unit. The locking element can be brought into form-fitting engagement with a mating element via the actuating unit. The actuating unit may be an electromechanical actuating unit having a fusible wire, where destruction of the fusible wire frees a movement of the locking element in the direction of the mating element.

An airplane seat device includes at least one functional unit that is configured at least for a locking, a controlling and/or a movement of at least one airplane seat element, wherein the functional unit includes at least one actuatable shape-memory element.

Embodiments related to active seat suspensions as well as their methods of operation are disclosed. In one particular embodiment, a failure state of an active seat suspension may be detected after which operation of one or more actuators of the active seat suspension may be limited in response to the detected failure state. In another embodiment, a crash or imminent crash of a vehicle may be detected and an active seat suspension may be operated to lower a seat connected thereto to lower the seat toward an underlying portion of the vehicle. In yet another embodiment, operation of an active seat suspension may be limited to reduce a temperature of the active seat suspension when a rate of change and/or a magnitude of a sensed temperature of an actuator of an active seat suspension is greater than a predetermined threshold.

The invention relates mainly to a seat comprising a backrest carrying on a rear face side a tray table that can be moved between a deployed position and a stowed position, said tray table comprising a latch that can be moved between an unlocked position and a locked position,
characterized in that said tray table further comprises a locking system configured to hold the tray table in a stowed position following the deformation of said seat during an impact.

A longitudinal adjuster for a vehicle seat having at least one pair of rails. The at least one pair of rails may be formed from a first seat rail for connecting to a seat structure, and from a second seat rail for connecting to a vehicle structure. The seat rails of the pair of rails are displaceable in the longitudinal direction relative to each other and mutually engage around each other to form an inner channel. A securing profile, which is fastened to the first seat rail, is arranged in the inner channel. A rack which is fixed relative to the second seat rail is arranged in the inner channel. The securing profile and the rack are normally spaced apart from each other and enter into engagement with each other in a form-fitting manner in reaction to a predetermined action of force.

A seating system for a vehicle includes a seat back and a seat bottom selectively rotatable between a design position and a stowed position. A latch arrangement has a first cam with first and second surfaces, a support structure with first and second surfaces, and a second cam. The latch arrangement has a first locking position wherein the first surface of the first cam engages the first surface of the support structure so that movement of the seat bottom from the design position to the stowed position is inhibited. The latch arrangement also has a second locking position wherein the second cam engages a portion of the support structure so that movement of the seat bottom from the stowed position to the design position is inhibited.

A rail assembly includes a track assembly with a retaining lip and a carriage assembly that is received within the track assembly. The carriage assembly includes a body portion, an exterior surface of the body portion, and a retaining bracket fastened to the exterior surface. The retaining bracket extends outwardly from the point at which the retaining bracket is fastened to the exterior surface. The retaining bracket defines a notch that receives the retaining lip of the track assembly.

A vehicle seat having a drive device for driving a adjustment kinematics of the vehicle seat may have an adjustment arm, and a tensioning device. The drive device may have a pinion which can be rotated about a pinion rotation axis and which is in toothed engagement with a tooth segment of the adjustment arm. The tensioning device pretensions the adjustment arm so that the tooth segment is pretensioned in the direction of the pinion. The tensioning device has at least one sliding element which is in abutment with the adjustment arm. During an actuation of the height adjustment kinematics, the at least one sliding element slides along the adjustment arm. The sliding element is resiliently pretensioned by a resilient element.

An electrical system includes a movable component configured for selective connection with and selective removal from a mounting surface. The movable component may include a first electronic control unit (ECU), and an electromechanical interface configured for selectively locking the movable component with said mounting surface. The electrical system may include a second ECU configured to communicate with the first ECU, and/or a third ECU configured to detect a potential dynamic event via one or more sensors. The third ECU may be configured to provide dynamic event information to the second ECU. The second ECU may be configured to provide disable information corresponding to the dynamic event information to the movable component. The first ECU may be configured to lock the movable component with the mounting surface according to the disable information.