APPARATUS FOR OPERATING AN ADJUSTMENT DEVICE OF A SEAT, SEAT, IN PARTICULAR VEHICLE SEAT, AND VEHICLE

Abstract

An apparatus for operating a longitudinal seat adjustment device of a vehicle seat may have one drive unit for the adjustment device, a control unit for controlling the at least one drive unit, a main power supply unit for providing a main supply voltage during normal operation and a rechargeable, emergency power supply unit which is configured to provide during emergency operation an emergency supply voltage for the control unit and the drive unit. A vehicle having such an apparatus for operating the adjustment device is also provided.

Claims

1-10. (canceled)

11. An apparatus for operating a longitudinal seat adjustment device for a vehicle seat, comprising: one drive unit for the adjustment device, a control unit for controlling the at least one drive unit, a main power supply unit for providing a main supply voltage during normal operation and a rechargeable, emergency power supply unit which is configured to provide during emergency operation an emergency supply voltage for the control unit and the drive unit.

12. The apparatus according to claim 11, wherein the emergency power supply unit is in the form of at least one supercapacitor.

13. The apparatus according to claim 11, wherein the emergency supply voltage is less than the main supply voltage.

14. The apparatus according to claim 11, wherein the control unit is constructed to continuously detect and/or to check a charging state of the emergency power supply unit.

15. The apparatus according to claim 11, wherein the control unit is constructed to charge the emergency power supply unit if a value falls below a predetermined, minimum charging state via the main power supply unit.

16. The apparatus according to claim 11, further comprising a housing, in which at least the emergency power supply unit and the control unit are arranged.

17. The apparatus according to claim 11, wherein the control unit is constructed to identify emergency operation if an emergency situation of the vehicle is detected and/or a failure of the main supply voltage is detected and/or it is detected that a value falls below a threshold value for the main supply voltage and to generate a control signal, when emergency operation is identified, to apply the emergency supply voltage of the emergency power supply unit to the adjustment device.

18. A vehicle seat, having an apparatus according to claim 11, wherein the emergency power supply unit is configured to provide the emergency supply voltage during emergency operation, particularly in the event of detection of an emergency situation of the vehicle and/or in the event of failure of the main supply voltage and/or if a value falls below a threshold value for the main supply voltage, in particular to supply electrical energy to the control unit and the at least one drive unit.

19. The seat according to claim 18, wherein the adjustment device is configured to automatically place, during emergency operation, at least one component of the vehicle seat into a predetermined position by electrical energy of the emergency power supply unit.

20. A vehicle having at least one seat according to claim 18 and having the apparatus for operating an adjustment device of the vehicle seat.

Description

DESCRIPTION OF THE FIGURES

[0033] Embodiments of the invention are explained in greater detail with reference to drawings, in which:

[0034] FIG. 1 schematically shows a seat, in particular a vehicle seat, having a longitudinal seat adjustment device and an apparatus for operating the longitudinal seat adjustment device,

[0035] FIG. 2 schematically shows the seat according to FIG. 1 with the apparatus for operating the longitudinal seat adjustment device in an emergency situation.

DETAILED DESCRIPTION

[0036] Mutually corresponding components are referred to in all the Figures with the same reference numerals.

[0037] FIG. 1 schematically shows a seat 10, in particular a vehicle seat, having an adjustment device 1 and an apparatus 2 for operating the adjustment device 1, in particular for the emergency operation thereof. A vehicle which is not illustrated in greater detail may comprise one or more seats 10 as an individual seat or a bench type seat.

[0038] The seat 10 which is illustrated by way of example and in a highly simplified manner in FIGS. 1 and 2 is described below using spatial directions which extend perpendicularly to each other. A longitudinal direction X extends substantially horizontally in a seat 10 which is fitted in the vehicle and preferably parallel with a longitudinal vehicle direction which corresponds to the usual travel direction of the vehicle. A transverse direction Y which extends perpendicularly to the longitudinal direction X is also orientated horizontally in the vehicle and extends parallel with a transverse vehicle direction. A vertical direction Z extends perpendicularly to the longitudinal direction X and perpendicularly to the transverse direction Y. In a seat 10 which is fitted in the vehicle, the vertical direction Z extends parallel with a vertical vehicle axis.

[0039] The position indications and direction indications used, such as, for example, front, back, top and bottom, relate to a viewing direction of an occupant who is sitting on the seat 10 in a normal seat position, wherein the seat 10 is fitted in the vehicle, in a position for use which is suitable for conveying persons, with an upright backrest and is orientated as conventional in the travel direction. However, the seat 10 can also be fitted or moved in a different orientation, for example, transversely relative to the travel direction.

[0040] The seat 10 is electrically adjustable, in particular pivotable in a longitudinal direction X, in a vertical direction Z and/or in portions in a longitudinal direction X.

[0041] According to the present embodiment, the adjustment direction 1 is in the form of a longitudinal seat adjustment device and is referred to below as a longitudinal seat adjustment device 1. Alternatively or additionally, the adjustment device may be a seat height adjustment device and/or backrest inclination adjustment device. For example, a backrest 11 can be arranged pivotably on a seat member 12 of the seat 10. To this end, the seat 10 can comprise a fitting, in particular a rotary fitting, such as, for example, a lock fitting or wobble fitting.

[0042] The apparatus 2 according to the invention for operating the longitudinal seat adjustment device 1 comprises at least one drive unit 2.1 for the longitudinal seat adjustment device 1, a control unit 2.2 for controlling the at least one drive unit 2.1, a main power supply unit 5 for providing a main supply voltage during normal operation and an emergency supply unit 2.3, which is in particular rechargeable and which is configured to provide during emergency operation an emergency supply voltage for the control unit 2.2 and the drive unit 2.1.

[0043] For example, the main power supply unit 5 is an on-board network having a main battery or a main battery of the vehicle. The emergency power supply unit 2.3 is in particular a rechargeable emergency battery and/or a rechargeable supercapacitor.

[0044] The control unit 2.2 is or can be electrically connected to the main power supply unit 5, in particular the on-board network or the main battery of the vehicle, in order to control the at least one drive unit 2.1 during normal operation. The emergency power supply unit 2.3 is a separate energy storage unit. The emergency power supply unit 2.3 is electrically disconnected from the main power supply unit 5. The control unit 2.2 is or can be electrically connected to the emergency power supply unit 2.3, in particular an emergency battery or a supercapacitor, in order to control the at least one drive unit 2.1 during emergency operation.

[0045] FIG. 1 illustrates the seat 10 with the apparatus 2 in a normal position.

[0046] FIG. 2 illustrates the seat 10 with the apparatus 2 according to FIG. 1 both in a normal position, for example, the comfort position P1, and in an exit position P2 (illustrated with broken lines), in particular in an emergency exit position which is adjusted in the longitudinal direction X.

[0047] The longitudinal seat adjustment device 1 comprises, for example, a rail system having a rail pair 3 or two rail pairs 3 for long displacement paths so that the seat 10 can be positioned along the rail pair 3 or the rail pairs 3, in particular in a longitudinally adjustable manner. The seat 10 is arranged on a vehicle body 4 by the longitudinal seat adjustment device 1.

[0048] The longitudinal seat adjustment device 1 has for the seat 10, for example, two rail pairs 3 which are arranged parallel with each other. The respective rail pair 3 comprises an upper rail 3.1, also referred to as the rail runner or seat rail, and a lower rail 3.2, also referred to as the guide rail or base rail. In the embodiment, the lower rail 3.2 is constructed to be comparatively long. In a possible embodiment, the lower rail 3.2 is in the form of a common lower rail 3.2 for two longitudinal seat adjustment devices 1 of two seats 10 each having an associated short upper rail 3.1. The respective upper rail 3.1 can be adjusted relative to the lower rail 3.2 in a longitudinal direction X. The upper rail 3.1 is fixed to the seat member 12. The lower rail 3.2 is fixed to a structural element of the vehicle, for example, a vehicle base or the vehicle body 4.

[0049] The upper rail 3.1 is arranged on the lower rail 3.2 so as to be longitudinally adjustable between a front end position and a rear end position. This adjustability allows a longitudinal adjustment of the position of the seat 10 in a longitudinal direction X. Particularly during normal operation or normal use (Comfort Adjustment), the seat 10 can be positioned in a longitudinally adjustable manner by the longitudinal seat adjustment device 1 in a region which is ideal and desired for an occupant on the seat 10, for example, in and counter to a travel direction, that is to say, in the longitudinal direction X, in particular along the lower rail 3.2.

[0050] The longitudinal seat adjustment device 1 further comprises at least one locking element which is not illustrated in greater detail. In this case, each rail pair 3 may comprise an associated locking element 3.3. A movement of the upper rail 3.1 in the lower rail 3.2 is blocked by the locking element 3.3. For example, the locking element 3.3 is in the form of a locking plate or pivot plate.

[0051] The respective seat 10 is releasably fixed to the associated rail pair 3, in particular to the upper rail 3.1, by suitable fixing elements which are not illustrated in greater detail, in particular locking hooks or claws.

[0052] The apparatus 2 which is associated with the respective seat 10 has at least the one drive unit 2.1 for the adjustment device 1, in particular for the longitudinal seat adjustment device 1, the control unit 2.2, which is or can be electrically connected to the main power supply unit 5 of the vehicle, in order to control the at least one drive unit 2.1, and the energy storage unit or emergency power supply unit 2.3 which is electrically disconnected from the main power supply unit 5 of the vehicle and which, in the event of detection of an emergency situation of the vehicle, supplies the control unit 2.2 and the at least one drive unit 2.1 with electrical energy.

[0053] According to the present embodiment, the apparatus 2 has one drive unit 2.1, in particular an electromotive drive unit, for operating the longitudinal seat adjustment device 1 per rail pair 3, for example, in the form of an electrical servomotor, and a gear mechanism unit which is connected to the drive unit 2.1 and which is not illustrated in greater detail for connection to the movable upper rail 3.1. The seat 10 is displaceably supported by the drive units 2.1 and the gear mechanism units along the lower rail 3.2 which is associated with the seat 10. For example, the longitudinal seat adjustment device 1 comprises a spindle arrangement for longitudinally adjusting the seat 10. The number of drive units 2.1 and/or the gear mechanism units can vary in accordance with an embodiment of the seat 10 and/or the longitudinal seat adjustment device 1.

[0054] In a possible embodiment, the drive units 2.1, the control unit 2.2 and/or the emergency power supply unit 2.3 can be in the form of a compact assembly module which can be fixed to the seat 10, in particular to a lower side of the seat 10. In this case, at least the control unit 2.2 and the emergency power supply unit 2.3 can be arranged in a housing 2.4.

[0055] A longitudinal adjustment path 6, in particular in the longitudinal direction X, for longitudinally adjusting the seat 10 into one or more comfort positions P1 is indicated by an arrow.

[0056] An emergency longitudinal adjustment path 7, in particular in the longitudinal direction X, for longitudinally adjusting the seat 10 into a predetermined exit position P2, in particular an emergency exit position, which is illustrated by a broken line is indicated by an arrow. In this case, the exit position P2 denotes a position of the seat 10, in which occupants who are sitting behind the seat 10 can get out of the vehicle in an unimpeded manner.

[0057] The apparatus 2 further has a control unit 2.2 which is shown in FIG. 1 and which is connected to the drive units 2.1 of the rail pairs 3 in particular in technical signal terms and technical current supply terms. The drive units 2.1 can be controlled by the control unit 2.2 so that the seat 10 can be electrically adjusted in the direction of the longitudinal adjustment paths 6, 7 into a respective desired comfort position P1 and into the exit position P2.

[0058] The seat 10 is particularly electrically adjustable, wherein comparatively great adjustment paths with more precise seat rail positions and at high adjustment speeds can be achieved via the control unit 2.2.

[0059] Adjustments of the upper rails 3.1 of the respective seat 10 are intended to be synchronised with each other in order to longitudinally adjust the seat 10. This synchronisation is carried out via the control unit 2.2. In particular, the drive units 2.1 are controlled by the control unit 2.2 for the synchronisation.

[0060] Electric current is supplied to the drive units 2.1 and the control unit 2.2 via a vehicle current supply, in particular the main power supply unit 5, as shown in FIG. 1. In particular, electrical energy is supplied centrally via the main power supply unit 5 to the control unit 2.2.

[0061] The electric current can be supplied to the drive units 2.1 during normal operation, for example, directly via a respective current line 5.1 by the main power supply unit 5 and/or the control unit 2.2. To this end, the respective current line 5.1 electrically connects the drive units 2.1 to the main power supply unit 5 and/or to the control unit 2.2.

[0062] Furthermore, the current line 5.1 between the respective drive unit 2.1 and the control unit 2.2 can comprise, in addition to a power supply line, a signal line, via which the control unit 2.2 controls the drive units 2.1. Alternatively, a combined current line and signal line may also be provided both for electrical power supply and for control between the respective drive unit 2.1 and the control unit 2.2.

[0063] In the embodiment according to FIG. 1, the drive unit 2.1 is connected during normal operation to the main power supply unit 5 via an associated current line 5.1 directly and additionally indirectly via the control unit 2.2.

[0064] For emergency operation, the drive unit 2.1 and the control unit 2.2 are each connected via an associated emergency current line 5.2 directly to the emergency power supply unit 2.3.

[0065] FIG. 2 shows the seat 10 according to FIG. 1 with the apparatus 2 for operating the longitudinal seat adjustment device 1 during emergency operation.

[0066] In order nevertheless to position the seat 10 in a predetermined exit position P2, the emergency exit position, during emergency operation of the vehicle, for example, in the event of a failure of the main power supply unit 5, for example, as a result of a collision of the vehicle, the apparatus 2 is constructed as described below.

[0067] After an accident and/or a failure of the vehicle current supply, that is to say, the main power supply unit 5, the seat 10 is intended to be displaced into the predetermined exit position P2, in particular into the emergency exit position, in order to allow occupants of seating positions behind the seat 10 to leave so that they can save themselves, in particular in the event of a collision of the vehicle.

[0068] To this end, the apparatus 2 has the electric current source which is electrically disconnected from the main power supply unit 5 at the vehicle side in the form of the emergency power supply unit 2.3. In this case, the emergency power supply unit 2.3 and the control unit 2.2 can be arranged in the housing 2.4 of the apparatus 2, in a so-called control box. These portions, arranged in the housing 2.4, of the apparatus 2 may be in the form of an assembly module of the apparatus 2. The emergency power supply unit 2.3 can also be integrated in the control unit 2.2.

[0069] The drive units 2.1 and the control unit 2.2 each comprise a separate electrical connection with respect to the emergency power supply unit 2.3 via the emergency current line 5.2, in particular an individual, integrated emergency power supply unit 2.3 which in the event of detection of an emergency situation supplies electrical energy to the drive units 2.1 and the control unit 2.2.

[0070] As described above, electrical energy is supplied centrally to the control unit 2.2 via the main power supply unit 5. The control unit 2.2 is used for control and synchronisation of the drive units 2.1. To this end, a corresponding control logic SL is implemented in the control unit 2.2.

[0071] The emergency power supply unit 2.3 is permanently charged, wherein a charging state is detected and monitored by the control unit 2.2. A current supply of the drive units 2.1 and the control unit 2.2 for minimum functions, at least for safety functions, can be ensured during emergency operation, in particular after an accident and/or after a failure of the main power supply unit 5, by the electrical energy which is made available by the emergency power supply unit 2.3.

[0072] For example, the charging state of the emergency power supply unit 2.3 can be derived by the control unit 2.2 from a voltage measurement, a current measurement and a temperature measurement of the emergency power supply unit 2.3.

[0073] Furthermore, the control unit 2.2 can be constructed to charge the emergency power supply unit 2.3 if a value falls below a predetermined, particularly minimum, charging state via the main power supply unit 5, for example, via the on-board network of the vehicle. To this end, a charging line 5.0, in particular a switchable charging line, is provided between the emergency power supply unit 2.3 and the main power supply unit 5.

[0074] For example, there is predetermined for the emergency power supply unit 2.3 such a minimum charging state, at which during emergency operation the positioning of the vehicle seat into a predetermined emergency position, such as, for example, the exit position P2 (also referred to as the emergency exit position) can be reliably adjusted.

[0075] The control unit 2.2 is connected to the drive units 2.1 via the current line 5.1. The energy is thereby supplied during normal operation. The current line 5.1 comprises, for example, the power supply line and a signal line, that is to say, a control line. Alternatively, a combined power supply line and control line can be provided. This line is used both for electrical supply and for signal transmission for controlling and synchronising the drive units 2.1. The drive units 2.1 and the control unit 2.2, in particular the control logic SL, are connected to each other by the current line 5.1 in technical signal terms and technical power supply terms. Alternatively, the control logic SL of the control unit 2.2 is connected to the drive units 2.1 via at least one additional control line.

[0076] If a separate emergency current line 5.2 is not provided between the control unit 2.2 and the drive units 2.1, the current line 5.1 is then used as the emergency current line 5.2 between the control unit 2.2 and the drive units 2.1 during emergency operation by the current line 5.1 being switched off between the control unit 2.2 and the main power supply unit 5 and the emergency current line 5.2 being switched on between the emergency power supply unit 2.3 and the control unit 2.2.

[0077] Alternatively, the control unit 2.2 can be connected with the implemented control logic SL to the emergency power supply unit 2.3 via an additional, in particular separate, emergency power line 5.2. For example, the emergency current line 5.2 comprises a power supply line and a control line. Alternatively, this line is in the form of a combined power supply line and control line.

[0078] The control unit 2.2 and the emergency power supply unit 2.3 are connected to each other by the separate emergency current line 5.2 in technical signal terms and technical power supply terms. Alternatively, the control unit 2.2 is connected to the emergency power supply unit 2.3 via the separate emergency current line 5.2, in particular power supply line, electrically and via at least one additional control line in technical signal terms.

[0079] During normal use, the electric current is supplied via the main power supply unit 5. In the case of detection of an emergency situation, the electric current is supplied to the control unit 2.2, in particular the control logic SL, via the emergency power supply unit 2.3 and the separate emergency current line 5.2.

[0080] In another embodiment, the drive units 2.1 are electrically connected to the main power supply unit 5 via the current line 5.1 and additionally to the emergency power supply unit 2.3 via the emergency current line 5.2. In addition, the drive units 2.1 are connected in technical signal terms to the control unit 2.2, in particular to the control logic SL, via a control line which may be part of the current line 5.1.

[0081] The emergency power supply unit 2.3 may be in the form of a supercapacitor. A plurality of such supercapacitors can also be constructed as an emergency power supply unit 2.3 of the apparatus 2. Such supercapacitors can be charged comparatively rapidly and have a relatively high power density, if required. Alternatively or additionally, a different suitable energy supplier which has a service-life, for example, that of the vehicle and/or the vehicle seat, can also be used as the emergency power supply unit 2.3.

[0082] During normal use of the longitudinal seat adjustment device 1, a charging state of the emergency power supply unit 2.3 is permanently checked and where applicable corrected via the control logic SL. In particular, the charging state of the emergency power supply unit 2.3 is adapted, where applicable, by the unit being charged, for example, when a value falls below a minimum charging voltage and/or a minimum charging state.

[0083] The monitoring of the charging state of the emergency power supply unit 2.3 is carried out, for example, via the additional emergency current line 5.2, via which the emergency power supply unit 2.3 is connected to the control unit 2.2, or via an additional control line which is not shown. For example, such a minimum charging state, after reaching which the emergency power supply unit 2.3 is automatically charged, is predetermined. In this case, this predetermined minimum charging state is selected so that, even when this minimum charging state is reached, at least one one-off positioning of the seat 10 in the predetermined exit position P2, in particular an emergency exit position, continues to be possible.

[0084] The control unit 2.2 further comprises a logic unit for the charging management of the emergency power supply unit 2.3. The control unit 2.2 is constructed, for example, to charge the emergency power supply unit 2.3 if a value falls below a predetermined minimum charging state via the main power supply unit 5.

[0085] During emergency operation, for example, after an accident and/or a failure of the main power supply unit 5, the control unit 2.2 and the drive units 2.1 are automatically disconnected electrically from the main power supply unit 5 by the control unit 2.2 and automatically connected electrically to the emergency power supply unit 2.3. Consequently, access can be immediately afforded to the emergency power supply unit 2.3 in an emergency situation in order to displace the seat 10 (Emergency Exit Adjustment) which is fixed to the upper rails 3.1 as far as the defined exit position P2 (Emergency Exit Position), in and/or on the lower rails 3.2 which are fixed to the floor, in particular relative thereto, in particular forwards in the longitudinal direction X, in order to allow the occupant who is sitting behind to get out of the vehicle.

[0086] In particular, the control unit 2.2 is constructed to detect a failure of the main power supply unit 5 as an emergency situation. For example, it is possible to assess by a circuit and a logic unit which forms a corresponding basis whether an electric current source for supplying electric current to the control unit 2.2 and consequently also to the drive units 2.1 is available. If it is detected that no current source is available because the main power supply unit 5 has failed, electric current is supplied to the drive units 2.1 and the control unit 2.2 via the emergency power supply unit 2.3 which is electrically disconnected from the main power supply unit 5.

[0087] For example, it is also possible for a sudden voltage decrease to be detected by the control unit 2.2. Alternatively or additionally, if a collision of the vehicle is detected, in particular if a predetermined collision severity is exceeded, the main power supply unit 5, such as, for example, an on-board network, is automatically switched off. A risk of injury to occupants, for example, by vehicle components which conduct electric current, can thereby be reduced. If the main power supply unit 5 is switched off as a result of the collision severity established, the electrical energy required to position the seat 10 in the exit position P2 is immediately made available by the emergency power supply unit 2.3.

LIST OF REFERENCE NUMERALS

[0088] 1 Adjustment device/longitudinal seat adjustment device

[0089] 2 Apparatus

[0090] 2.1 Drive unit

[0091] 2.2 Control unit

[0092] 2.3 Emergency power supply unit

[0093] 2.4 Housing

[0094] 3 Rail pair

[0095] 3.1 Upper rail

[0096] 3.2 Lower rail

[0097] 3.3 Locking element

[0098] 4 Vehicle body

[0099] 5 Main power supply unit

[0100] 5.0 Charging line

[0101] 5.1 Current line

[0102] 5.2 Emergency current line

[0103] 6 Longitudinal adjustment path

[0104] 7 Emergency longitudinal adjustment path

[0105] 10 Seat

[0106] 11 Backrest

[0107] 12 Seat member

[0108] P1 Comfort position

[0109] P2 Exit position

[0110] SL Control logic

[0111] X Longitudinal direction

[0112] Y Transverse direction

[0113] Z Vertical direction