VEHICLE WITH AN OCCUPANT PROTECTION SYSTEM WITH AN ENLARGED FREE SPACE AVAILABLE IN THE VEHICLE INTERIOR

Abstract

A vehicle with a vehicle seat arranged in the vehicle interior, which is paired with an occupant protection system, which has at least one crash detection sensor system that detects at least one acceleration value in the event of a crash, which influences the vehicle in the event of a crash so that inertial forces act on the vehicle seat connected to the vehicle and on the occupant sitting on the vehicle seat on the basis of an acceleration value, wherein the acceleration value is used for the crash-adaptive specification, over time, of said displacement travel of the occupant secured with a belt system on the vehicle seat. A total displacement travel of the vehicle seat in the travel direction comprises an additional, exclusively crash-active displacement travel adjoining a displacement travel of the vehicle seat for seat length adjustment in the travel direction.

Claims

1. A vehicle comprising: a vehicle seat arranged in a vehicle interior; and an occupant protection system, the vehicle seat being paired with the occupant protection system that has at least one crash detection sensor system, which detects at least one acceleration value in the event of a crash and in the event of a crash influences the vehicle such that inertial forces act on the vehicle seat connected to the vehicle and on the occupant sitting on the vehicle seat on the basis of the detected acceleration value, wherein the at least one acceleration value is used for the crash-adaptive specification of at least one displacement travel of the vehicle seat, over time, permitted by at least one force absorption component, wherein a total displacement travel of the vehicle seat in the travel direction comprises an additional, exclusively crash-active displacement travel adjoining a displacement travel of the vehicle seat for adjusting the seat length in the travel direction, and wherein the additional exclusively crash-active displacement travel is produced by an enlargement of a free space in the vehicle interior of the vehicle available in the travel direction in front of the vehicle seat.

2. The vehicle according to claim 1, wherein the enlargement of the free space additionally available in the travel direction in front of the vehicle seat is achieved due to the elimination of a front crash airbag system in a dashboard of the vehicle, which is reduced counter the driving direction.

3. The vehicle according to claim 1, wherein the vehicle comprises at least frontal crash-active, in particular extendable, adaptive structures which reduce the acceleration value.

4. The vehicle according to claim 1, wherein a free displacement travel available within the total displacement travel is detected by at least one interior sensor system, which detects the free space available between a front side of the vehicle seat and the dashboard facing the vehicle seat.

5. The vehicle according to claim 1, wherein the crash detection sensor system predicts an accident occurring prior to a crash time (pre-crash) and/or detects an accident occurring at the time of the crash, so that the vehicle seat with the seated occupant is displaced by a displacement travel intended for seat length adjustment and for crash-active displacement prior to the time of the crash counter the travel direction in order to further extend the total displacement travel available at the time of the crash in the travel direction beyond the displacement travel available along the displacement travel.

6. The vehicle according to claim 1, wherein the free displacement travel available within the total displacement travel, which is carried out prior to the time of the crash counter in the driving direction, is detected by at least one interior sensor system, which detects the available free space between a rear of the vehicle seat and an object behind the vehicle seat.

7. The vehicle according to claim 1, wherein the vehicle seat has a seat connection, which comprises at least one force absorption component, which absorbs the inertial forces within the total displacement travel over time, and wherein the vehicle seat with the seated occupant is decelerated within the total displacement travel, over time, with an optimized delay to reduce the biomechanical stress values.

8. The vehicle according to claim 1, wherein the vehicle seat has a seat connection comprising at least one force output component, which outputs forces over time within the total displacement travel, wherein the vehicle seat with the seated occupant is accelerated within the total displacement travel, over time, with an optimized acceleration.

9. The vehicle according to claim 4, wherein, via the at least one force absorption component, forces are absorbed, over time, within the detected total displacement travel in dependence of the detected acceleration value by setting a force/displacement characteristic curve that is adjusted, over time, to the acceleration value and the detected total displacement travel.

10. The vehicle according to claim 7, wherein the at least one force absorption component is a deformation element and/or a tension rod and/or a torsion rod and the at least one force absorption component is at least one pyrotechnic system and/or at least one spring system, wherein the at least one component is matched to the mass of the seated occupant, which is determined via a weight detection sensor system assigned to the vehicle seat.

11. The vehicle according to claim 1, wherein the vehicle seat is a seat with an integrated seat belt provided with an integrated belt system or a vehicle seat provided with a three-point belt system attached to a B-pillar.

12. The vehicle according to claim 1, wherein the vehicle seat comprise at least one crash-active catching mechanism for the legs and/or arms and/or hands of the occupant.

13. The vehicle according to claim 1, wherein a backrest part of the vehicle seat or of a swivel seat, has a headrest which surrounds the head of the occupant by means of headrest side bolsters in a crash-active manner.

14. The vehicle according to claim 10, wherein the belt system of the vehicle seat comprises a reversible, in particular electromotive belt tensioner and/or an irreversible, in particular pyrotechnic belt tensioner.

15. The vehicle according to claim 1, wherein, in the vehicle interior, an interior sensor system is arranged, which determines, by monitoring the occupant when a rebound phase is reached within the crash, so that at this time further displacement of the vehicle seat in the travel direction is prevented.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The present invention will become more fully understood from the detailed description given hereinbelow and the accompanying drawings which are given by way of illustration only, and thus, are not limitive of the present invention, and wherein:

[0039] FIG. 1 shows an occupant protection system with a belt system of a seat with an integrated belt;

[0040] FIG. 2 shows an occupant protection system with a belt system attached to a B-pillar, wherein the vehicle seat is arranged in front of the B-pillar;

[0041] FIG. 3 shows an occupant protection system with a belt system attached to the B-pillar, wherein the vehicle seat is arranged behind the B-pillar.

DETAILED DESCRIPTION

[0042] FIG. 1 shows a vehicle seat 100A as a seat with an integrated seat belt, which has a first belt system 10A for securing the occupant 200 on the seat with an integrated seat belt 100A. The belt system 10A has a belt buckle lock on the seat part side, a belt clamping tongue, a chest belt and a lap belt, as well as a belt retractor 10A-1, which as a rule comprises a belt tensioner and a belt force limiter.

[0043] Starting from a connection 12-1 on the seat part side in concert with the lap belt, the chest belt is guided by means of the belt buckle lock on the seat part 12 via a backrest-side deflector 14-1 of the backrest part 14 to the belt retractor 10A-1 in the backrest part 14, wherein the chest belt ends in the belt retractor 10A-1. On the opposite side of the connection 12-1 (not visible in FIG. 1), the end of the lap belt of the seat with an integrated seat belt 100A is firmly connected to the seat part 12.

[0044] FIGS. 2 and 3 show a vehicle seat 100B that has a second belt system 10B for securing the occupant, which is fastened on the one hand to the B-pillar and on the other hand to the vehicle seat 100B.

[0045] The second belt system 10B can be designed in two embodiment variants, wherein a first embodiment variant is shown in FIGS. 2 and 3.

[0046] Second embodiment in a first embodiment variant (shown in FIGS. 2 and 3):

[0047] The second belt system 10B also comprises a seat part-side belt buckle lock, a belt clamping tongue, a chest belt and a lap belt, and a belt retractor, which as a rule comprises a belt tensioner and a belt force limiter.

[0048] Starting from a connection 12-1 to the seat part 12 on the seat part-side in concert with the lap belt, the chest belt is attached via a backrest-side deflector 14-1 and via a further deflector B-1 to the B-pillar at an attachment point on the B-pillar B provided for this purpose, wherein the chest belt is guided along the B-pillar B to a belt retractor 10B-1, which is attached to the B-pillar at an attachment point B-2, the chest belt ending at the attachment point B-2.

[0049] The end of the lap belt is attached to the B-pillar B at a further attachment point B-3 and is deflected at the seat part 12 by means of a seat part-side deflector 12-2 arranged on the opposite side of the seat part 12 and is guided to the connection 12-1 on the seat part-side shared with the chest belt, in particular for belt buckle locking of the seat part 12, wherein the lap belt and chest belt are releasably locked together in the belt buckle lock.

[0050] Second embodiment in a second embodiment variant (not shown):

[0051] In the other, second embodiment variant, not shown, the lap belt is not guided to the B-pillar B, but the end of the lap belt is fixedly connected to the seat part 12, analogous to a seat with an integrated seat belt (see FIG. 1) on the opposite side of the connection 12-1 (not shown in FIG. 2). The attachment point B-3 on the B-pillar B is therefore eliminated in this second embodiment variant.

[0052] In most embodiments and the described embodiment variants with the belt tensioner of the belt retractor 10A-1, 10B-1, the belt strap of the chest strap is mostly rolled up by a spring force and, counter the retraction force, a partial length of the belt strap of the chest strap is released so that overall, the length of the chest and lap belts lies tightly against the body of the seated occupant 200 in a known manner.

[0053] When the vehicle seat is shifted in the /+x direction, the belt tensioner always ensures that no belt slack occurs, that is, the occupant 200 is always held tight in the belts against the vehicle seat 100A, 100B, in particular against the seat part 12 and against the backrest part 14.

[0054] The following explanations relate to a seat with an integrated seat belt 100A according to FIG. 1 and a vehicle seat 100B according to FIG. 2.

[0055] The starting point of the invention is a vehicle with sensors for automated driving and crash detection sensors, with which a crash can be predicted and detected.

[0056] A vehicle, not shown in more detail, has sensor systems, a first sensor system enabling automated driving and a second sensor system being able to predict and detect crash or accident situations.

[0057] The second sensor system makes it possible to control crash-active structures arranged in the front area of the vehicle, wherein, for example, an inflatable side rail and/or at least one extendable side rail and/or at least one extendable bumper and/or at least one inflatable bumper can be used as crash-active structures, which in the event of a crash are matched to the occupant load and generate an optimal deceleration pulse for the vehicle and thus also for the occupant.

[0058] Depending on the severity of the crash, the deceleration for the occupant 200 within the vehicle interior can be optimized by an occupant protection system beyond the optimal deceleration pulse for the vehicle as a whole, as will be explained further below.

[0059] According to the invention, it is provided that the vehicle interior does not contain a frontal crash airbag system.

[0060] According to FIG. 1, the occupant protection system for an occupant 200 sitting on a vehicle seat relates to an occupant protection system for the occupant 200, who is sitting on the seat with an integrated seat belt 100A, who is buckled in by means of a belt system 10A (first embodiment), or to an occupant protection system for the occupant 200, who is sitting on a vehicle seat 100B according to FIGS. 2 and 3 and is buckled in by means of the belt system 10B (second embodiment).

[0061] According to the invention, it is provided in each of the occupant protection systems that the vehicle seat 100A, 100B shifts forward in the x direction in the event of a crash.

[0062] The maximum available path of the vehicle seat 100A, 100B, which can be moved forward in the x direction in the event of a crash, is increased by eliminating the front crash airbag system in the front instrument panel 1 in the vehicle, as compared to conventional vehicles.

[0063] According to the invention, the frontal crash airbag system and the support structures belonging to the frontal crash airbag system are eliminated. It is provided that the dashboard 1 in the vehicle interior is smaller in the +x direction than before. Due to the elimination of the airbag system and the associated support structures, the panel cross member can also be reduced in size or even eliminated entirely, which, in addition to the elimination of the front crash airbag system and the associated support structures, also creates additional space which is available for the vehicle seat 100A, 100B to be moved to the maximum in the x direction.

[0064] In other words (see FIGS. 1 to 3), the total displacement travel xG for moving beyond the previously customary foremost position xV, starting from a rearmost position xH of the vehicle seat 100A, 100B in the vehicle interior, is greater in the inventive vehicle than in conventional vehicles, since according to the invention the vehicle seat 100A, 100B can be moved by an additional path x2 up to a foremost maximum position x0, as explained below.

[0065] To explain this, it is assumed that the vehicle seat 100A, 1006 is located at a so-called starting position xAP, which is located between the previously customary rearmost position xH and the foremost position xV in relation to a vertical central axis Z of the seat part 12 of the vehicle seat 100A, 100B, whereby a maximum displacement travel x1 can be realized to the front in the x direction and a maximum displacement travel x3 can be realized to the rear in the +x direction.

[0066] Due to the elimination of the frontal crash airbag system and the associated support structures as well as the partial or complete elimination of the panel cross member, the available total displacement travel xG between the starting position xAP and the foremost position xV is an additional path x2 greater than in conventional vehicles.

[0067] It is provided according to the invention that the seat connection acts like a force limiter when the vehicle seat 100A, 100B is displaced in the x direction.

[0068] It is provided that the vehicle seat 100A, 1006, in particular the vehicle front seat, is displaceably connected to the chassis K. The displacement takes place, for example, via a seat rail system 20, the lower rail (s) of which is firmly connected to the chassis K, so that the upper rail (s) connected to the vehicle seat 100 can be reversibly displaced in the +/x direction relative to the lower rail (s).

[0069] The seat rail system 20 permits, as explained, a displacement with a maximum body-mounted displacement travel x1 of the vehicle seat 100 to the front in the x direction in the event of a crash according to a first embodiment.

[0070] In a second embodiment, it is provided that the vehicle seat 100A, 100B is moved in the extension of the seat rail system 20 extending in the x direction.

[0071] Various options are available for shifting the vehicle seat 100A, 100B further in the x direction.

[0072] An additional travel length adjuster can be paired with the seat rail system 20 of the vehicle seat 100A, 1006, which is released in the event of a crash, when the displacement travel by x2 is to be available. The crash-dependent release is also referred to as exclusively crash-active.

[0073] The vehicle seat 100A, 100B can, for example, also be disengaged from the seat rail system 20 and displaced in a guide device 30 by the additional displacement travel by the maximum amount x2.

[0074] In any case, it is ensured that the vehicle seat 100A, 1006, guided after the corresponding release, can be moved by the additional displacement travel by the maximum amount x2.

[0075] In other words, the guide device 30 ensures that the vehicle seat 100A, 100B is moved forward by x2, beyond the previously possible maximum displacement travel x1 made possible by the seat rail system 20, and further up to the foremost maximum position x0 in the x direction (as illustrated in FIGS. 1 to 3 by the respective arrow P-x).

[0076] The guided release of the vehicle seat 100A, 100B can provide a maximum additional value of the displacement travel of, for example x2=100 to 200 mm, which (see FIGS. 1 to 3), starting from the starting position xAP of the vehicle seat 100A, 1008, represents an extension of the maximum displacement travel x1 advantageously achieved by the corresponding measures.

[0077] The inertial force resulting from the weight of the vehicle seat 100 and the occupant 200 in the event of a crash can, according to the invention, be at least partially or completely absorbed via the displacement travel x1 or x1 plus x2. In other words, the inertial forces occurring at the time of the crash are absorbed as completely as possible or at least partially by the respective occupant protection system.

[0078] Functionally, a force limiter function is provided within the respective occupant protection system, which acts advantageously within the vehicle seat connection on the chassis K during the displacement travel x1 (first embodiment variant) and also within the vehicle seat guide during the displacement travel x2 (second embodiment variant).

[0079] Within the vehicle seat connection and/or the vehicle seat guide of the guide device 30, the vehicle seat 100A, 100B is provided with at least one force absorption component for absorbing the inertial forces.

[0080] This at least one force absorption component is able, on the one hand, to absorb the inertial forces occurring during the crash and, on the other hand, to release enough of the displacement travel in the x direction (x1 or x1 plus x2) such that, depending on the accident situation, a kinematic change in the position of the vehicle seat 100 with the seated occupant 200 is made possible over time by an optimal, predefined displacement travel within the available displacement travel (x1 or x1 plus x2).

[0081] The force absorption component is a spring element or a damping element or a tension rod or a torsion spring or a deformation element or the like.

[0082] It is provided that in order to achieve optimal deceleration of the occupant 200 within the displacement travel (x1 or x1 plus x2), a force curve of the force absorption is predetermined over time. It is proposed to make the force curve of the force absorption switchable over time on the basis of characteristic curves, so that by switching the force curve of the force absorption within the at least one force absorption component, depending on the crash severity, an optimal deceleration characteristic curve is selected and the occupant 200 is optimally protected by the occupant protection system.

[0083] According to the invention, a first interior sensor system S1 (see figures) that senses the free space in the x direction is provided, which is arranged on the front of the vehicle seat 100.

[0084] A second interior sensor system S2 (see figures) that senses the free space in the +x direction can also be arranged, which is disposed in the dashboard 1.

[0085] The interior sensor systems S1, S2 can be used in combination, so that redundant determination and monitoring of the possible displacement travel x1 or x1 plus x2 is possible.

[0086] At least one of the interior sensor systems S1, S2 determines the possible displacement travel x1 or x1 plus x2 in that, in the event of a crash, the free space for possible displacement of the vehicle seat 100A, 1006 in the vehicle interior between the front side of the dashboard 1 facing the occupant 200 and the front of a seat part 12 of the vehicle seat 100 closest to the dashboard 1 is determined.

[0087] In this case, it is provided that the displacement travel x1 or x1 plus x2 is chosen on the basis of the determined free space. If the maximized displacement travel x1 or x1 plus x2 is not usable in its entirety, because there is an object between the front of the dashboard 1 and the front of the vehicle seat 100, only the displacement travel x1f, x2f available within the maximum possible displacement travel x1 or x1 plus x2 is used, wherein it is provided that the force/displacement characteristic curve, and therefore the force/displacement characteristic curves of the defined displacement travel, are adjusted accordingly over time, in particular manually controlled.

[0088] It is provided that the vehicle seat 100A, 100B, as already explained, comprises a catching mechanism (not shown in more detail) for the legs and/or arms and hands of the occupant 200, so that at the moment when the vehicle seat 100A, 100B is moved forward in the x direction, the legs and/or arms and hands of the occupant 20 are fixed in the respective catching mechanism against the vehicle seat 100A, 100B and as a result cannot be bent or pinched.

[0089] It is provided that the vehicle seat 100A, 100B can also have a rotary function about its vertical central axis Z, so that the vehicle seat 100 is a swivel seat that can be rotated by 360, in particular by 180, so that the occupant sits in the vehicle counter the travel direction.

[0090] In the event of a crash, according to the invention, the swivel seat is locked in any rotational position, wherein it can assume any of the possible rotational positions because, unlike previously, no adverse effects from a triggering airbag of a front crash airbag system are to be expected, so that occupant protection is also ensured if the occupant occupies a seating position that deviates from the usual seating position.

[0091] Thus, for example, the driver and/or the front passenger seat can be arranged rotated by 180. In the event of a rear-end crash, it is proposed that a rotated seat, in particular a vehicle seat 100A, 100B rotated by 180 as explained in the description, is displaced in the event of a rear-end crash in the longitudinal direction of the seat counter the usual travel direction +x, or displaced only in the usual travel direction x (for which there is a correspondingly greater total displacement travel xG than was available thus far due to the elimination of the dashboard in the interior of the vehicle) and only then is moved counter the travel direction +x.

[0092] It is also ensured that the respective swivel seat in the respective rotational position, within the vehicle seat connection to the chassis K, remains in a locked state during the displacement travel x1.

[0093] When the swivel seat is advanced within the vehicle seat guide of the guide device 30 relative to the chassis K along the displacement travel x2 in the arrow direction of the arrow P-x, it is also ensured that the swivel seat does not start to rotate.

[0094] The backrest part 14 of the swivel seat also has a head restraint (not shown in more detail) which engages around the head of the occupant 200 in a crash-active manner by means of head restraint side bolsters, so that the head of the occupant 200 cannot be thrown when the seat is turned sideways in the event of a crash.

[0095] As previously stated, the vehicle has sensor systems, wherein the first sensor system enables automated driving and the second sensor system is able to predict and detect crash or accident situations.

[0096] An accident prior to the crash (pre-crash) and/or an accident occurring at the time of the crash can be sensed by means of the second sensor system.

[0097] In the sensed pre-crash event, the vehicle seat 100A, 100B according to the invention, starting from its position, for example, starting from its starting position xAP with the aid of an adjusting unit (not shown in detail), in particular a displacement motor, is displaced as far back as possible in the +x direction to the position xH in order to extend the displacement travel forward in the x direction still further by a maximum of x3f, as shown by the arrow P+x.

[0098] In order to check whether there is sufficient free space behind the vehicle seat 100A, 1006, a further third interior sensor system S3, in particular a camera and/or a touch sensor, is arranged between the dashboard 1 and the front of the vehicle seat 100 in the rear of the vehicle seat 100A, 1006, analogously to the first and second interior sensor systems S1, S2, which determines the available free space by which the vehicle seat 100A, 1006 can be moved in the direction of the arrow P+x.

[0099] In this case, it is provided that the free displacement travel x3f of the maximum possible displacement travel x3 available between the respective position of the vehicle seat 100A, 100B up to the position xH is selected on the basis of the determined free space.

[0100] If, for example, the maximum displacement travel x3 between the starting position of the vehicle seat 100 and the rearmost position xH is not fully usable because, for example, there is an object between the rear of the vehicle seat 100 and the front of the object lying behind the vehicle seat in the +x direction, only the free displacement travel x3f available within the maximum displacement travel x3 is utilized, wherein it is provided to adjust, in particular manually control, the force/displacement ID and consequently the force/displacement characteristic curves of the defined displacement travel over time.

[0101] By monitoring the occupant 200, a still further fourth interior sensor system S4 determines when the rebound phase has been reached within the crash, so that at this point in time, further displacement of the vehicle seat 100A, 100B in the direction of the arrow P-x is prevented.

[0102] As already explained, FIGS. 2 and 3 show, in contrast to FIG. 1, a vehicle seat 100B with the second belt system 10B according to the second embodiment in the first embodiment variant in different positions.

[0103] The vehicle seat 100B according to FIGS. 2 and 3 is fastened to the B-pillar B by means of the second belt system 10B, in contrast to the seat with an integrated seat belt 100A, whereby according to the invention some technical details come into play.

[0104] According to the invention, in both embodiments and in the respective embodiment variants, it is provided that in a predicted or recognized crash, the belts of the first and second belt systems 10A, 10B are held tightly against the body of the occupant 200 in parallel to the displacement of the respective vehicle seat 100A, 100B in the +x direction by x3, at the latest at the detected time of the crash occurred, as follows.

[0105] In the predicted crash (pre-crash) or in the event of a crash, the belts of the first and second belt systems 10A, 10B in both embodiments and the respective embodiment variants are reversibly tightened andas long as no crash occursagain relieved by means of the belt tensioner of the respective belt retractor 10A-1, 10B-1 by a fast drive, in particular an electric motor. The associated electric motor drive is preferably integrated in the respective belt retractor 10A-1, 10B-1.

[0106] In the predicted crash event (pre-crash) or in the event of a crash, the belt is irreversibly tightened in both embodiments and in the respective embodiment variants by means of the belt tensioner of the respective belt retractor 10A-1, 10B-1 by a pyrotechnically designed belt tensioner of the retractor 10A-1, 10B-1. The associated pyrotechnic drive is preferably integrated in the respective belt retractor 10A-1, 10B-1.

[0107] In other words, the respective belt tensioner of the belt retractor 10A-1, 10B-1 of the belt systems 10A, 10B of both embodiments and of the respective embodiment variants has at least one reversible drive for belt tensioning and/or one irreversible drive for belt tensioning. The corresponding drive (s) is/are preferably integrated in the respective belt retractor 10A-1, 10B-1.

[0108] FIG. 2 shows the occupant protection system with a second belt system 10B attached to the B-pillar B (second embodiment) in the first embodiment variant, wherein the vehicle seat 100B is arranged in a position in front of the B-pillar, while the vehicle seat 100B according to FIG. 3 is arranged in a position behind the B-pillar according to the first embodiment variant.

[0109] If, as previously explained, the vehicle seat 100B, for example, starting from its starting position xAP according to FIG. 2 in the pre-crash with the aid of the adjustment unit, not shown in detail, in particular a displacement motor, is moved to the rear in the +x direction along the displacement travel x3 according to FIG. 3, as is illustrated by the arrow P+x, a displacement is guided rearward, behind the B-pillar B running in the vertical z direction, possibly to a so-called slack of the belt of the second belt system 10B.

[0110] As already explained, the total displacement travel xG is extended by the displacement along the displacement travel x3. However, according to the invention, appropriate measures have been taken to ensure that there is no slack in the belt, so that the belt is always held sufficiently tight against the body of the occupant 200.

[0111] In the second belt system 10B, according to the invention, the backrest-side and seat part-side deflectors 14-1 and 12-2 are arranged as measures for tightening the belt (see FIGS. 2 and 3), which always hold the belt close to the body of the occupant 200 regardless of the position of the vehicle seat 100B.

[0112] If the vehicle seat 100B is moved behind the B-pillar B in the sensed pre-crash, the belt tensioning is automatic due to the displacement movement in the +x direction, so that a reversible pre-tensioning may not be necessary.

[0113] Depending on the distance of the vertical central axis Z (see FIG. 3) of the seat part 12 of the vehicle seat 100B from the vertical axis of the B-pillar B, the belt is released via the reversible drive during the pre-crash displacement movement in the +x direction, behind the B-pillar B (again see FIG. 3).

[0114] If the vehicle seat 100B is moved forward again in the sensed event of a crash, starting from the position behind the B-pillar B, the belt seat is automatically tensioned by the displacement movement of the vehicle seat 100B in the x direction, but only once the vehicle seat 100B has passed the B-pillar B.

[0115] As a result, the belt is tensioned according to the invention by the conventional belt tensioner or additionally by the reversible (electromotive) belt tensioner and/or by the irreversible (pyrotechnic) belt tensioner when the vehicle seat 100B is displaced forward in the event of a crash, so that in no caseuntil the vehicle seat 100B has reached the B-pillar Bthe belt loosens on the body of the occupant 200.

[0116] Depending on the distance between the vertical central axis Z of the seat part 12 of the vehicle seat 100B and the vertical axis of the B-pillar B, according to the invention, the belt of the second belt system 10B loosens via the reversible (electromotive) drive of the belt tensioner during the further displacement movement carried out in the event of a crash in the x directionpast the B-pillar Bthus, in front of the B-pillar B (see FIG. 2=to the right of the B-pillar).

[0117] Depending on the severity of the crash, it is therefore possible to use the reversible (electromotive) belt tensioner, the irreversible (pyrotechnic) belt tensioner or a combination of the belt tensioners in order to secure the occupant 200. In the second belt system 10B, the belt is also released.

[0118] In a preferred embodiment, the irreversible (pyrotechnic) belt tensioner can be moved incrementally and triggered based on need, depending on the crash severity and/or the necessary tensioning of the belt.

[0119] The previous description also applies to the second embodiment variant of the second embodiment, since the only difference is that the lap belt is not guided to the attachment point B-3 on the pillar foot of the B-pillar B (see FIGS. 2 and 3), but instead the end of the lap belt is firmly connected to the seat part 12 on the opposite side of the connection 12-1 (not shown in FIG. 2), analogous to a seat with an integrated seat belt (see FIG. 1).

[0120] These measures for avoiding belt slackwhen the vehicle seat 100A is shifted in the +x direction behind the B-pillar B of the vehicleare only necessary for the two embodiment variants of the second embodiment, and therefore not necessary for a seat with an integrated seat belt 100A according to FIG. 1, because no belt slack is formed here since the seat system with an integrated belt 10A is not attached to the B-pillar B.

[0121] In the described embodiments and the respective embodiment variants, thus, optimal acceleration of the occupant 200 within the available displacement travel (x3 plus x1 or x3 plus x1 plus x2) can be achieved, taking into account a high level of safety for the occupant 200, wherein in turn a force curve of the force output is predetermined over time.

[0122] It is proposed here that the force curve of the force output also be switchable over time, so that depending on the crash conditions, optimum acceleration of the occupant 200 in the x direction is achieved by the activated force curve of the force output in the forward direction.

[0123] In a preferred embodiment, it is provided that the vehicle seat 100 can also be accelerated forward in the x direction. This acceleration in the x direction can be brought about by a pyrotechnic system and/or a spring system as a force output component, which is arranged between the respective vehicle seat 100A, 100B and the chassis, so that the head of the occupant 200 is prevented from pitching forward.

[0124] The invention being thus described, it will be obvious that the same may be varied in many ways. Such variations are not to be regarded as a departure from the spirit and scope of the invention, and all such modifications as would be obvious to one skilled in the art are to be included within the scope of the following claims.