ARMREST ARRANGEMENT FOR A MOTOR VEHICLE

Abstract

An armrest arrangement having an armrest structure supported in a pivotably movable manner relative to a fixed carrier structure and having an inclination adjustment device which has at least one rotationally movably supported adjustment element which can be displaced along a fixed guide path. The armrest arrangement has an actuation device for activating the inclination adjustment device which is operationally connected to a mechanical coupling in order to release or to block the adjustment element for a rotational movement. A mechanical forced control device which switches an activation of the coupling by the actuation device for a limited inclination angle range of the armrest structure relative to the carrier structure without effect is associated with the coupling.

Claims

1. An armrest arrangement for a motor vehicle having an armrest structure which is supported in a pivotably movable manner relative to a fixed carrier structure and having an inclination adjustment device which has at least one rotationally movably supported adjustment element which can be displaced along a fixed guide path, and having an actuation device for activating the inclination adjustment device which is operationally connected to a mechanical coupling in order to release or to block the adjustment element for a rotational movement, wherein a mechanical forced control device which switches an activation of the coupling by the actuation device for a limited inclination angle range of the armrest structure relative to the carrier structure without effect, in particular between 0° and 5°, is associated with the coupling.

2. The armrest arrangement according to claim 1, wherein the forced control device is operationally connected to the coupling in such a manner that the coupling is moved into the idle position thereof by the forced control device over the limited inclination angle range.

3. The armrest arrangement according to claim 1, wherein the coupling has a mechanical wrap spring which couples a fixed bearing of the inclination adjustment device to a movable bearing.

4. The armrest arrangement according to claim 3, wherein the wrap spring is arranged coaxially relative to a rotation axis of the adjustment element and the forced control device has a control sleeve which is arranged coaxially relative to the rotation axis and which is coupled to the wrap spring in a rotationally engaging manner.

5. The armrest arrangement according to claim 4, wherein the control sleeve is connected in a rotationally secure manner to a control member which is supported on a fixed control path in a slidingly movable manner.

6. The armrest arrangement according to claim 5, wherein the fixed control path has a control projection which is arranged on the carrier structure and which brings about a radial control of the control member relative to a pivot axis of the armrest structure.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Additional advantages and features of the invention will be appreciated from the claims and the following description of a preferred embodiment of the invention which is illustrated with reference to the drawings, in which:

[0013] FIG. 1 shows an exploded illustration of an embodiment of an armrest arrangement according to the invention;

[0014] FIG. 2 shows an enlarged illustration of a part-region of the exploded illustration according to FIG. 1;

[0015] FIGS. 3 to 6 show different functional states of an armrest structure of the armrest arrangement according to FIGS. 1 and 2 between a horizontal rest position and an upwardly pivoted intermediate position;

[0016] FIGS. 7 to 10 show a sectional illustration, displaced in the transverse vehicle direction relative to the sectional illustrations according to FIGS. 3 to 6, of the functional states according to FIGS. 3 to 6; and

[0017] FIG. 11 shows an enlarged sectional view of a part-region of the armrest arrangement according to FIGS. 1 to 10.

DETAILED DESCRIPTION

[0018] An armrest arrangement according to FIGS. 1 to 11 is provided for use in a vehicle interior of a passenger motor vehicle. The armrest arrangement is positioned in an intermediate space between a driver's seat and a passenger seat in a state mounted ready for operation and therefore in the region of a central console of the vehicle interior. The armrest arrangement has an armrest structure 1, 2 which is provided as a cover of a storage compartment, which is not illustrated, in the region of the central console of the vehicle interior. The armrest structure 1, 2 is supported in a pivotably movable manner on a carrier structure 3 which is fixed to the vehicle about a pivot axis which is elongate in the transverse vehicle direction and which is not described in greater detail between an at least substantially horizontal closed position and a release position which extends upwards in a vertical direction of the vehicle. In the closed position, the armrest structure 1, 2 closes the upwardly open storage compartment of the central console. In the release position, the armrest structure 1, 2 is pivoted upwards so far that free access to an interior of the storage compartment is provided. In the closed position, the armrest structure 1, 2 is further locked in a manner not illustrated in greater detail to an edge region of the storage compartment fixed to the vehicle by a locking device which is also not illustrated in greater detail.

[0019] In addition to the described pivot movement of the armrest structure 1, 2, the armrest structure 1, 2 can additionally be adjusted within limited angle ranges between an angle of 5° relative to a horizontal and an angle less than 30° relative to the horizontal by an inclination adjustment device, which can readily be seen in FIGS. 1 and 2, and can be blocked in the adjusted inclination position. This additional function is provided to achieve an individually adjustable arm support for a driver or a passenger in the vehicle interior by the armrest structure, by means of which an elbow or a forearm of the respective person can be supported at a desired, ergonomically favourable height on a corresponding upholstery item of the armrest structure. In an angle range between 0° and 5° relative to the horizontal, no blocking by the inclination adjustment device is possible, as will be set out below.

[0020] In the region of the carrier structure 3, the inclination adjustment device has two support arms 4 which can be locked in a manner fixed to the vehicle and which comprise a toothed rack 5 which acts as a guide path and which is curved in the manner of a circular arc. The two toothed racks 5 are curved concentrically relative to the pivot axis of the armrest structure 1, 2. The two toothed racks 5 are part of a kidney-shaped surround of the respective support arm 4. The two support arms 4 are locked to the carrier structure 3 so as to be fixed to the vehicle for the function of the inclination adjustment device. In order to be able to pivot the armrest structure 1, 2 beyond this limited inclination adjustment angle range, however, the two support arms 4 are releasable from the position thereof locked to the carrier structure 3 and can be pivoted together with the armrest structure 1, 2 in the direction of the release position. The unlocked functional position of the support arms 4 can be seen in FIGS. 6 and 10.

[0021] Two toothed pinions 6 which act as adjustment elements and which are retained together in a rotationally secure manner on an axle rod 7, which is in the form of a multi-sided longitudinal profile, mesh with the toothed racks 5 which act as a fixed guide path. The toothed pinions 6 including the axle rod 7 are supported in a rotationally movable manner relative to the armrest structure 1, 2 about a rotation axis D which is orientated parallel with the pivot axis of the armrest structure 1, 2. The toothed pinions 6 are driven in a rotation direction by a spring motor 11 which is provided coaxially relative to the rotation axis D in the region of a bearing (described in greater detail below) of the toothed pinions 6. This bearing has a fixed bearing 8 which is retained in a rotationally secure manner in a fixed bearing receiving member 9 of the armrest structure 1, 2. A movable bearing 10 which is connected in a rotationally secure manner to the toothed pinions 6 and the axle rod 7 is rotatably supported about the rotation axis D in a manner coaxial to the fixed bearing 8. The spring motor 11 acts on this movable bearing 10 with permanent pretensioning.

[0022] The spring motor 11 and therefore a rotational ability to move of the movable bearing 10 relative to the fixed bearing 8 can be blocked by a wrap spring 12 which is arranged coaxially relative to the rotation axis D on a cylindrical outer covering of the fixed bearing 8, on the one hand, and a cylindrical outer covering of the movable bearing 10, on the other hand. The wrap spring 12 acts as a non-positive-locking coupling and therefore, in this instance, as a non-positive-locking brake between the fixed bearing 8 and the movable bearing 10. In a clamped position of the wrap spring 12 acting as a wrap brake, corresponding spring turns of the wrap spring 12 engage around both the cylindrical outer covering of the fixed bearing 8 and the complementary cylindrical outer covering of the movable bearing 10 in a non-positive-locking manner so that no relative rotation is possible between the movable bearing 10 and the fixed bearing 8. In order to release the wrap spring 12 and therefore to release the wrap brake, the armrest structure 1, 2 is associated with an actuation device 13 to 15 which comprises an actuation rod 13 which is displaced approximately radially relative to the rotation axis D in the armrest structure 1 and which is longitudinally displaceable to a limited extent. With a rear end region 15, the actuation rod 13 can contact a radially protruding wrap spring end 16 of the wrap spring 12 in order to allow at least one spring turn of the wrap spring 12 to be opened. An opposite front end 14 of the actuation rod 13 is coupled in a manner not illustrated in greater detail to an actuation handle which is movably supported on the armrest structure 1, 2. During operation of the actuation handle, consequently, the wrap spring end 16 can be displaced in a circumferential direction, whereby a corresponding spring turn of the wrap spring 12 resiliently increases together with directly adjacent spring turns. The non-positive locking connection acting on the cylinder covering of the movable bearing 10 is thereby cancelled and the spring motor 11 can rotationally move the toothed pinions 6. The toothed pinions 6 thereby climb along the toothed racks 5 upwards as far as an upper end position.

[0023] In order to switch the actuation device and the coupling in the form of the wrap spring 12 in a lower inclination angle range between 0°, that is to say, an orientation of the armrest structure 1, 2 in the closed position, and in this case 5° relative to the horizontal (see FIGS. 4 to 6) without action, the inclination adjustment device is further associated with a forced control device which is described in greater detail below.

[0024] Two forwardly projecting control projections 20 which are part of a control path, which is fixed to the vehicle and therefore fixed in position, are provided on the carrier structure and therefore in a manner fixed to the vehicle at corresponding carrier fittings of the carrier structure 3. Furthermore, a control sleeve 17 which is rotationally movably supported coaxially relative to the rotation axis D relative to the fixed bearing 8 and which is connected to the wrap spring end 16 of the wrap spring 12 in a rotationally engaging manner is associated with the movable bearing 10. Furthermore, a control member 18 which has a fine tooth arrangement ring orientated coaxially relative to the control sleeve 17 and a lever arm which projects radially and therefore eccentrically and which is formed-on integrally, is connected to the control sleeve 17 in a rotationally secure manner. The control sleeve 17 has a fine tooth arrangement which complements the fine tooth arrangement ring and via which the control member 18 and the control sleeve 17 can be fitted together axially in a desired orientation and thus can be connected to each other in a rotationally secure manner. The control pin 19 of the control member 18 projects parallel with the rotation axis D in the transverse vehicle direction laterally from the lever arm of the control member 18. The control pin 19 is integrally formed on the lever arm which acts as a control lever. The control pin 19 is permanently supported in the state mounted ready for operation on a support portion which is fixed to the vehicle, that is to say, depending on the position of the armrest structure 1, 2 on the control projection 20 of the fitting of the carrier structure 3 or on a circular-arc-shaped abutment contour of the support arm 4. The abutment contour and the control projection 20 define a control path according to the invention on which the control pin is supported in a slidingly movable manner. Depending on the position of the control pin 19, consequently, the control member 18 and therefore also the control sleeve 17 are rotated relative to the rotation axis D to a greater or lesser extent. In the more powerfully rotated functional position of the control member 18 and the control sleeve 17, the control sleeve 17 carries the wrap spring end 16 in the opening direction so that the wrap spring 12 is moved into a release position, in which the movable bearing 10 is released for a rotational movement relative to the fixed bearing 8. The wrap brake is opened. This release position is defined by a position of the control pin 19 on the control projection 20, as can be seen in FIGS. 3, 7 and 11. As soon as the control pin 19 according to FIG. 11 has reached the abutment contour in the region of the support arm 4, the control sleeve 17 is rotated backwards again to such an extent that the wrap spring end 16 is again in the blocking position of the wrap spring 12.

[0025] In the limited inclination angle range between 0° and 5° (see FIGS. 3 and 4 and 7, 8), consequently, operation of the actuation handle, coupled to the actuation rod 13, of the actuation device is ineffective since the wrap spring 12 is already opened by the control sleeve 17. As soon as the control pin 19 has reached the position according to FIGS. 4 and 8, however, the control sleeve 17 is rotated backwards so far that the wrap spring end 16 is again in the blocking position fixing the fixed bearing and movable bearing relative to each other. From this inclination angle, consequently, the actuation device again also engages as soon as the actuation handle is operated accordingly. The actuation rod 13 opens the wrap spring end 16 in the event of operation of the actuation handle and therefore the wrap spring 12 again, wherein the actuation device also necessarily rotates the control sleeve 17 again in a simple manner. This is because, since the wrap spring end 16 is coupled to the control sleeve 17 in a rotationally engaging manner, the control sleeve 17 necessarily also rotates therewith. In this case, the control pin 19 is necessarily also moved away from the corresponding control path again, for example, therefore, away from the abutment contour on the support arm 4. However, it remains inoperative.