DE102023121904A1 - Passenger contact area of a vehicle seat, vehicle seat and vehicle with a row of seats consisting of at least two vehicle seats - Google Patents

Abstract

A passenger contact area (1) of a vehicle seat (2) is described, which has a contact center area (4) and contact side areas (5, 6) which are each laterally adjacent to the contact center area (4). Contours of outer sides (5E, 6E) of the contact side areas (5, 6) and/or an outer side (4E) of the contact center area (4), which each face a passenger using the vehicle seat (2), can be varied via at least one actuating unit (4D, 5D, 6D). The actuating unit (4D, 5D, 6D) is integrated into the passenger contact area (1). In a first operating state of the actuating unit (4F1, 4F2, 5F, 6F), the outer sides (5E, 6E) of the contact side regions (5, 6) and the outer side (4E) of the contact center region (4) each form a common, at least approximately flat surface. In a second operating state of the actuating unit (4F1, 4F2, 5F, 6F), the outer sides (5E, 6E) of the contact side regions (5, 6) each protrude laterally beyond the outer side (4E) of the contact center region (4) and form lateral supports for a passenger. Furthermore, a vehicle seat (2) and a vehicle with a row of seats consisting of at least two vehicle seats and a method for operating the vehicle are proposed.

Description

The invention relates to a passenger contact area of a vehicle seat, which has a contact center area and contact side areas that adjoin the contact center area. The invention also relates to a vehicle seat with a seating area and a backrest, as well as to a vehicle with a row of seats consisting of at least two such vehicle seats.

The DE 10 2005 032 692 A1 states that the general state of the art of vehicle bench seats is that known vehicle bench seats generally have side bolsters on the outside of the two outer seats to provide lateral support for the seat occupants. The area between the outer seats remains free of side bolsters so that the seating comfort is not impaired when the bench is fully occupied. However, bench seats are often only occupied by two people who then lack lateral support on the inside when sitting on the outer seats.

In order to be able to provide the outer seats as full-fledged seats with lateral support for a seat occupant on both sides, complementary side bolsters that can be extended from the middle seat are provided for the insides of the seat parts and/or the backrests of the outer seats. For this purpose, the seat surface of the seat part of the middle seat corresponds to the back of a bridge member that can be pivoted upwards and backwards from the seat part against the backrest of the middle seat about a pivot axis formed on its support structure. Side bolsters are formed integrally with the underside of the bridge member, with one of the side bolsters being assigned to one outer seat and another side bolster to the other outer seat. When the bridge member rests on the seat part, the side bolsters are immersed in it so that they are not visible from the outside and do not impair the seating comfort of the middle seat.

In a further embodiment, in addition to the complementary side bolsters for the backrests of the outer seats, complementary side bolsters are also provided for the seat parts of the outer seats. The side bolsters of the seat parts are each connected to a base part of the seat part of the middle seat via a front link and a rear link. The links are pivotally attached to the base part via lower pivot points and pivotally connected to the side bolsters of the seat parts via upper pivot points. The four-bar linkages thus formed are each connected via a coupling rod to a support structure of the bridge member that can pivot about the pivot axis. When the bridge member is pivoted from its non-use position to its use position, tension is exerted on the four-bar linkages via the coupling rods, causing the links to pivot. This causes the side bolsters to emerge from the seat part of the middle seat.

The bench seats are each designed with a complex structure. Furthermore, the complementary side bolsters for the inside of the backrests and/or the side sections of the outer seats can only be extended and retracted when the middle seat is not occupied.

The object of the present invention is to provide a passenger contact area of a vehicle, such as a seating area and/or a backrest, as well as a vehicle seat, which are structurally simple and can be provided in a simple manner either with a flat surface or with lateral supports. Furthermore, a vehicle with a row of seats consisting of at least two such vehicle seats and a method for operating the vehicle are to be created.

According to the invention, this object is achieved with a passenger contact area, with a vehicle seat, with a vehicle and with a method having the features of patent claims 1, 13, 14 and 15.

The passenger contact area of a vehicle seat according to the invention comprises a contact center area and contact side areas that are laterally adjacent to the contact center area. Contours of outer sides of the contact side areas and/or an outer side of the contact center area, which face a passenger using the vehicle seat, can be varied via at least one actuating unit that is integrated into the passenger contact area.

In a first operating state of the actuating unit, the outer sides of the contact side areas and the outer side of the contact center area each form a common, at least approximately flat surface. In a second operating state of the actuating unit, the outer sides of the contact side areas protrude laterally beyond the outer side of the contact center area and form lateral supports for a passenger.

The passenger contact area according to the invention is structurally simple and can be designed with a flat contact surface in order to be able to provide a high level of seating comfort. Furthermore, the surface of the passenger contact area or the contour of the surface of the passenger contact area can be changed as required. This makes it possible for a passenger to find sufficient lateral support in the passenger contact area during driving, for example, which is expected by passengers in particular during sporty driving. The passenger contact area can be changed independently of use by a passenger.

In an advantageous development of the passenger contact area according to the invention, the actuating unit comprises at least one pump. The pump can be used to change the volume of an elastic central body within the contact central area and/or the volumes of elastic side bodies within the side contact areas. In other words, an elastic central body within the contact central area and an elastic side body within the side contact areas can be filled with medium by the pump or a corresponding medium can be sucked out of them by the pump. This allows the outer sides of the contact central area and the contact side areas of the passenger contact area to be aligned with one another or the contact side areas can be set up as side cheeks opposite the contact central area and provide a passenger who is in contact with the passenger contact area with corresponding lateral support.

Such a medium can be, for example, a gas, such as air or the like, or a liquid or even a more viscous fluid, such as gel or the like, for changing the volume of the central body and/or the volumes of the elastic side bodies.

It is possible that the interior of the central body and/or the interiors of the side bodies can be connected to a suction side and/or a pressure side of the pump.

In a design of the vehicle contact area that is structurally simple and can be operated with little effort, the pump can be designed to be reversible and arranged in a line area between the elastic central body and the elastic side bodies. The pump can then guide medium from the interior of the central body into the interior of the side bodies or from the interiors of the side bodies into the interior of the central body in order to align or adjust the outsides of the contact side areas and the outside of the contact central area for a high level of seating comfort and to provide lateral support for a passenger or seat occupant.

In a further embodiment of the vehicle contact region according to the invention, the actuating unit comprises at least one adjusting element which is assigned to one of the side bodies and is designed to be pivotable about a fixed axis of rotation via a drive unit.

In this case, it can be provided that the adjustment element is arranged in a pivot position in the first operating state of the actuating unit, in which the outer sides of the contact side areas and the outer side of the contact center area each form a common, at least approximately flat surface. In addition, there is the possibility that the adjustment element is pivoted by the drive unit about the fixed axis of rotation into a second pivot position in the second operating state of the actuating unit, in which the outer sides of the contact side areas protrude laterally beyond the outer side of the contact center area and form lateral supports or side cheeks for a passenger.

The axis of rotation can be arranged in a region of the contact side body facing the contact center region or in a region of the contact side body facing away from the contact center region and can run in the longitudinal direction of the contact center region and the contact side region.

In a further embodiment of the vehicle contact region according to the invention, the actuating unit of the contact center region has at least one adjusting element that can be adjusted at least approximately vertically to the outside of the contact center region via at least one drive unit. This ensures that the outside of the contact center region has the same orientation in the first operating state of the actuating unit and in the second operating state of the actuating unit.

At least the part of the outside of the contact center region and at least the parts of the outsides of the contact side regions, each of which is arranged in a field of vision of a passenger, can be formed from an outside of a flexible tensile material. This ensures that the outside of the vehicle contact region is provided with a visually high-quality appearance that is essentially wrinkle-free.

At least another part of the outside of the contact center area, which is outside the field of vision of a passenger, can be formed by an outside of an elastic material. The outside of the contact center area is then covered to the desired extent by the adjustment unit without causing unacceptably high stresses in the flexible, tensile material. Length changes on the outside of the contact center area caused by the adjustment movement of the outside of the contact center area are then compensated by elastic length changes in the area of the elastic material, which is only reversibly deformed or lengthened in each case.

In a further development of the vehicle contact area according to the invention, the outside of the contact center area and the parts of the outside of the contact side areas, which are each arranged in the field of vision of a passenger, are formed from an outside of a flexible, tensile material. The other parts of the outside of the contact side areas, which are each outside of the field of vision of a passenger, can be formed from outside of an elastic material in order to avoid inadmissible tensile stresses in the area of the flexible, tensile material during the adjustment of the adjustment units between the first operating state and the second operating state.

The outside of the contact center area and the parts of the outside of the contact side areas that are within the field of vision of a passenger can be formed by an outside of a continuous flexible tensile material. It can also be provided that the flexible tensile material is guided around deflection rollers between the contact center area and the contact side areas. The deflection rollers can each be arranged in areas that are set back from the outside of the contact center area. It can be provided that areas of the flexible tensile material can be guided around the deflection rollers in a tensioned state in the direction of the contact center area and in the direction of the side contact areas.

In other words, it can be provided that the outer sides of the contact side areas and the outer side of the contact center area are formed from a continuous, flexible, tensile material and are held in a tensioned state via the deflection rollers. By operating the actuating units between the first operating state and the second operating state, areas of the flexible, tensile material are pulled either from the area of the contact center area around the deflection rollers in the direction of the side contact areas or from the areas of the side contact areas around the deflection rollers in the direction of the contact center area.

The vehicle contact area can be designed as a seat area of a vehicle seat, wherein the contact center area is then a seat surface center area and the contact side areas are each designed as seat surface side areas or retractable and extendable side bolsters.

In addition, it is possible for the vehicle contact area to be designed as a backrest, with the contact center area then being a backrest center area and the contact side areas being designed as backrest side areas.

A vehicle seat according to the invention is designed with at least one vehicle contact area described in more detail above or with a vehicle contact area designed as a seat area and a backrest. In the first operating state of the actuating unit, the vehicle seat has a flat seat surface and a flat backrest surface. In the second operating state of the at least one actuating unit, the seat surface side areas and the backrest side areas each provide appropriate lateral support for a passenger.

The invention further relates to a vehicle with a row of seats or with an at least two-part bench seat consisting of at least two vehicle seats described in more detail above, which are arranged next to one another in the transverse direction of the vehicle. It is possible for their seat surface side areas and their backrest side areas, which each face one another, to lie against one another without a gap in the transverse direction of the vehicle in the first operating states of the actuating units and to be spaced apart from one another in the transverse direction of the vehicle in the second operating states of the actuating units.

This ensures that the vehicle seats form a continuous bench seat in the first operating states of the actuating units, which offers a high level of seating comfort and, for example, a so-called lounge feeling for passengers who sit next to each other on the seats. At the same time, in the vehicle according to the invention, sufficient lateral support can be provided for the passengers in the area of the row of seats during driving, particularly during a sporty driving style.

In addition, the invention relates to a method for operating a vehicle with such a row of seats, wherein the actuating units are transferred, preferably automatically, to the first operating state in the parking operating state of the vehicle and to the second operating state in the driving operating state. This creates an adjustable upholstery that is dependent on the vehicle operating state. of seats or a row of seats consisting of at least two vehicle seats according to the invention.

Using the method according to the invention, the upholstery, which provides lateral support when the vehicle is in the so-called parking mode, is essentially lowered into the seat, so that a continuous, flat seat surface and a flat, continuous backrest are created in the transverse direction of the vehicle. When the vehicle is put into operation, a setting, preferably stored in a memory, which defines the variable second operating state of the actuating units, is used to transfer the actuating units to the individually specified second operating states and to be able to provide passengers with the desired lateral support while the vehicle is in operation.

Furthermore, it can also be provided that the seats in the parking mode and in the driving mode are each controlled depending on a setting that is stored for the driver's seat. Alternatively or in addition to this, it is also possible for the adjustment of a so-called passenger seat to be controlled independently of the stored setting for the driver's seat.

In general, the embodiments of the passenger contact area described in more detail here can be designed such that the contact side areas and the contact center area arranged between them form a continuous flat contact surface, in particular a flat seat surface or a flat backrest for a passenger in the first operating state of the at least one actuating unit. In the second operating state of the at least one actuating unit, the contact side areas can be designed with such a curvature upwards in the vertical direction of the vehicle that they offer a passenger appropriate lateral support in the transverse direction of the vehicle.

Due to the stronger upward curvature, the contact side areas can have a smaller width in the second operating states of the actuating units in the transverse direction of the vehicle. The curvature of the contact side areas can cause side surfaces of contact side areas of passenger contact areas that previously lay gap-free against one another, which are mounted next to one another in a vehicle in the transverse direction of the vehicle and form a row of seats, to be spaced apart from one another in the transverse direction of the vehicle and a gap with a gap width forms between the contact side areas of the passenger contact areas.

The gap makes it easy to adjust the two passenger contact areas in the vehicle's longitudinal direction relative to each other without obstruction, so that the positions of the passenger contact areas in the longitudinal direction can be individually adapted to the needs of the passenger sitting on them.

Furthermore, it is also possible for the contact center areas and the contact side areas of the passenger contact areas arranged next to each other to be individually controlled and for a lateral stop to be set independently of each other.

In addition, the passenger contact areas can be designed to be adjustable in relation to a vehicle floor in the vehicle vertical direction, in the vehicle transverse direction and/or in the vehicle longitudinal direction. In addition, it can also be provided that the angle of inclination between the upper sides of the contact center area and the contact side areas and a vehicle horizontal plane can be individually varied via one or more adjustment mechanisms.

Further advantages and advantageous developments of the invention emerge from the patent claims and the embodiments described in principle with reference to the drawing, wherein in the following description and in the drawing the same reference numerals are used for structurally and functionally identical components for the sake of clarity.

• 1 eine stark schematisierte Schnittansicht einer ersten Ausführungsform eines als Sitzbereich ausgebildeten Fahrzeugkontaktbereiches in zwei verschiedenen Betriebszuständen;
• 2 eine 1 entsprechende Darstellung einer zweiten Ausführungsform des als Sitzbereich ausgeführten Fahrgastkontaktbereiches in einem ersten Betriebszustand;
• 3 eine weitere Ausgestaltung des Fahrgastkontaktbereiches in zwei verschiedenen Betriebszuständen; und
• 4 eine 1 entsprechende Darstellung einer weiteren Ausführungsform zweier Fahrgastkontaktbereiche, die jeweils als Sitzbereiche ausgeführt sind und in einer Sitzreihe in Fahrzeugquerrichtung nebeneinander angeordnet und in verschiedenen Betriebszuständen dargestellt sind.

It shows:

• 1 a highly schematic sectional view of a first embodiment of a vehicle contact area designed as a seating area in two different operating states;
• 2 one 1 corresponding representation of a second embodiment of the passenger contact area designed as a seating area in a first operating state;
• 3 a further design of the passenger contact area in two different operating states; and
• 4 one 1 corresponding representation of a further embodiment of two passenger contact areas, each designed as seating areas and arranged next to each other in a row of seats in the transverse direction of the vehicle and shown in different operating states.

1 shows a highly schematic sectional view of a passenger contact area 1 of a Vehicle seat 2. The passenger contact area 1 represents a seat area in the present case and can also be a backrest depending on the particular application. The passenger contact area 1 comprises a contact center area 4 and contact side areas 5, 6 which adjoin the contact center area 4 in the transverse direction Y of the vehicle.

Both the contact center area 4, which in this case is a seat surface center area, and the contact side areas 5, 6, which are each seat surface side areas and form side bolsters of the vehicle seat 2 in the manner described in more detail below, are each designed with an elastic center body 4B or with elastic side bodies 5B and 6B in their interiors 4A or 5A and 6A. Both the center body 4B and the side bodies 5B and 6B are in the 1 In the embodiment shown, the passenger contact area 1 is designed as an air cushion. The central body 4B is assigned a pump 4C and the side bodies 5B, 6B are each assigned a pump 5C or 6C, which are each part of actuating units 4D, 5D and 6D. The actuating unit 4D is arranged in the contact central area 4, the actuating unit 5D in the contact side area 5 and the actuating unit 6D in the contact side area 6.

The interior 4A of the contact center area 4 is surrounded in the vertical direction Z of the vehicle and laterally by a flexible tensile material 7. The interior spaces 5A and 6A are also surrounded by the flexible tensile material 7 in the field of vision of a passenger and outside the field of vision by flexible or elastic covering material 8, 9, which is each connected to the flexible tensile material 7. In this case, an upper outer side 7A of the flexible tensile material 7 corresponds to an outer side 4E of the contact center region 4. Furthermore, outer sides 5E, 6E of the contact side regions 5, 6, which each face the field of vision of a passenger, are equal to the outer side 7A of the flexible tensile material 7. The other outer side regions of the contact side regions 5 and 6, which face away from the field of vision of a passenger, are each formed by outer sides 8A and 9A of the elastic material 8 and 9.

The internal volumes of the central body 4B and the side bodies 5B, 6B can be changed or varied by the pumps 4C to 6C in the manner described in more detail below in such a way that the outer side 4E of the contact central area 4 and the outer sides 5E, 6E of the contact side areas 5 and 6, which face the passenger's field of vision, form a common, at least approximately flat surface on which a passenger can sit on the seat area 3 with a high level of comfort, regardless of a seating position in the vehicle transverse direction Y. The contours of the contact central area 4 and the contact side areas 5 and 6 or the outer sides 4E or 5E and 6E of the contact central area 4 and the contact side areas 5 and 6 correspond in the flat state to the top of the passenger contact area 1 in 1 the courses of the solid lines of the flexible tensile material 7 and the elastic materials 8, 9. The seat area 3 has this operating state, for example, during a parking operating state of a vehicle equipped with the vehicle seat 2.

As soon as the vehicle equipped with the vehicle seat 2 is put into operation, i.e. when a drive engine is started, for example, the pumps 4C to 6C are activated. The pump 4C then reduces the volume of the central body 4B, so that the outer side 4E of the contact central area 4 is lowered downwards in the vertical direction Z of the vehicle, at least in the middle, in the manner shown by the arrow 10. The outer side 4E of the contact central area 4 then has a course or a contour that corresponds to the course of the dashed line 4E'.

At the same time, the pumps 5C and 6C pump air into the side bodies 5B and 6B, so that their volumes increase. This causes the contact side areas 5 and 6 to straighten up in the vehicle's vertical direction Z and at the same time their width in the vehicle's transverse direction Y to decrease. When the side bodies 5B and 6B are inflated, the contours of the outer sides 5E and 6E of the contact side areas 5 and 6 have a cross-sectional shape that corresponds to the shape of the dashed line 5E' or 6E'.

The middle body 4B and the side bodies 5B and 6B are arranged on the underside on a so-called support structure 11, which in turn is attached to a receiving structure 12, which in turn is operatively connected on the underside to seat rails 13. The vehicle seat 2 is guided in the vehicle longitudinal direction X via the seat rails 13 in a manner known per se along vehicle-side fixed and in 1 seat rails not shown in detail.

A support structure region 11B assigned to the contact side region 6 has a substantially horizontal course below the contact side region 6, which is why the side body 6B is designed to be larger than the side body 5B of the contact side region 5. This is the case because a support structure region 11A below the contact side region 5 in the vehicle transverse direction Y and is designed to run diagonally upwards in the vehicle vertical direction Z and thus extends further to the upper side of the seating area 3.

The flexible tensile material 7 is guided around deflection rollers 14, 15, which are arranged set back in the vertical direction Z of the vehicle relative to the outer sides 4E, 5E and 6E, both in the area between the contact center area 4 and the contact side area 5 and between the contact center area 4 and the contact side area 6. The deflection rollers 14 and 15 place tension on both the flexible tensile material 7 and the elastic material sections 8 and 9 in all operating states of the vehicle seat 2. This means that it is achieved with little effort that the outer sides 4E, 5E and 6E of the passenger contact area 1 or the seat area facing the field of vision of a passenger each have an upper side that is as wrinkle-free as possible.

In addition, when the seat area 1 transitions from the flat seat surface formed by the outer sides 4E to 6E to the contoured surface which offers a passenger sitting on the seat area 1 appropriate lateral support, the flexible tensile material 7 is pulled from the area of the contact center area 4 in the direction of the contact side areas 5 and 6 by the arching of the contact side areas 5 and 6 and the lowering of the outer side 4E around the deflection rollers 14 and 15. Lowering the outer side 4E of the contact center area 4 does not cause any folds or distortions of the flexible tensile material in the area of the outer side 4E of the contact center area 4, which would impair a high overall visual impression, due to the flexible tensile material 7 being under too little stress. Furthermore, this also ensures that in the area of the contact side areas 5 and 6, no unacceptably high tensile stresses occur in the flexible tensile material 7 or in the elastic material 8 and 9, which would impair the service life of the vehicle seat 2 to an undesirable extent.

2 shows a further passenger contact area 21, which is again designed as a seating area, but can also be designed as a backrest. The passenger contact area 21 according to 2 has essentially the same functionality as the passenger contact area 1 according to 1 Therefore, in order to avoid repetition, the following description will essentially only discuss the differences between the passenger contact area 1 and the passenger contact area 21 in more detail and with regard to the basic structural design and the functioning of the passenger contact area 21, reference is made to the above description. 1 referred to.

Instead of the pumps 4C to 6C, the passenger contact area 21 has drive units 4F1, 4F2 or 5F and 6F designed as linear drives in the area of the actuating units 4D to 6D. The linear drives 4F1 and 4F2 of the contact center area 4 of the passenger contact area 21 are provided for adjusting an actuating element 16, wherein the actuating movement of the actuating element 16 is provided in the vertical direction Z of the vehicle or perpendicular to the outside 4E of the contact center area 4.

The linear drive 5F of the contact side area 5 engages an actuating element 17 in the interior 5A and the linear drive 6F is operatively connected to an actuating element 19. The actuating element 17 is rotatable about a rotation axis 18 fixed to the support structure area 11A and the actuating element 19 is rotatable about a rotation axis 20 fixed to the support structure area 11B from the 2 shown position into an erected position. The linear drives 5F and 6F are each arranged in the vehicle transverse direction Y between the axes of rotation 18 and 20 and the contact center area 4, so that the areas of the adjusting elements 17 and 19 facing the contact center area 4 pivot about the axes of rotation 18 and 20. In the erected positions of the adjusting elements 17 and 19, the outer sides 5E and 6E of the contact side areas 5 and 6 protrude beyond the outer side 4E of the contact center area 4 and have a stronger curvature than in the retracted positions of the adjusting elements 17 and 19 in order to be able to provide appropriate lateral support. The axes of rotation 18 and 20 run essentially in the vehicle longitudinal direction X.

3 shows a further embodiment of the passenger contact area 31, which has essentially the same structural design as the passenger contact area 21. The essential difference between the passenger contact area 21 and the passenger contact area 31 is that the rotation axes 18 and 20 of the contact side areas 5 and 6 are each positioned in the vehicle transverse direction Y between the linear drives 5F and 6F and the contact center area 4. This causes the actuating elements 17 and 19 of the contact side areas 5 and 6 to be moved from the 3 under the reference numerals 17 and 19 retracted positions into the raised positions identified in more detail under the reference numerals 17' and 19', in which the areas of the adjusting elements 17 and 19 spaced from the contact center area 4 point obliquely upwards in the vehicle vertical direction Z. In the raised positions 17' and 19' of the adjusting elements 17 and 19, the Outer sides 5E and 6E of the contact side areas 5 and 6 each have the bulges that provide lateral support. At the same time, the adjusting element 16 of the contact center area 4 is adjusted downwards in the vehicle vertical direction Z and the outer side 4E of the contact center area 4 is lowered downwards in the vehicle vertical direction Z.

In 4 Two further passenger contact areas 41L and 41R are shown, which have the same structural design and form a bench seat 100 or row of seats. The passenger contact areas 41L and 41R comprise contact side areas 5L, 6L or 5R, 6R as well as a contact center area 4L or 4R. The contact side areas 5L and 6R are designed like the contact side areas 5 and 6 of the passenger contact area 21 and the contact center areas 4L and 4R are designed like the contact center area 4 described in more detail above. The contact side areas 6L and 5R of the passenger contact areas 41L and 41R are structurally identical and comprise adjusting elements 19L and 17R, each of which is designed as elastic cushions. The elastic cushions 19L and 17R are designed to be at least approximately elliptical in cross-section in the region of their upper sides 19LA and 17RA, when the outer sides 6LE and 5RE of the contact side regions 6L and 5R with the outer sides 4LE and 4RE of the contact center regions 4L and 4R and with the outer sides 5LE and 6RE of the contact side regions 5L and 6R essentially form a flat surface of the seat bench 100.

In the vehicle vertical direction Z, linear drives 6RF and 5LF are arranged below the elastic cushions 19L and 17R, which interact with the elastic cushions 19A and 17B. Thickened outer areas 19L1 and 17R1 of the elastic cushions 19L and 17R can be adjusted by the linear drives 6LF and 5RF in the vehicle transverse direction Y in the direction of the contact center area 4L and 4R respectively. The adjustment of the thickened outer areas 19L1 and 17R1 causes a deformation of the elastic cushions 17B and 19A. The upper sides 19LA and 17RA of the elastic cushions 17B and 19A as well as the outer sides 6LE, 5RE of the contact side areas 6L and 5R bulge upwards in the vehicle vertical direction Z. The contact side areas 6L and 5R then form side walls for a passenger and provide lateral guidance or lateral support. The bulging of the contact side areas 6L and 5R means that side surfaces 22 and 23 of the contact side areas 6L and 5R, which previously lay next to one another without a gap, are spaced apart from one another in the vehicle transverse direction Y and a gap 24 with a gap width SB24 is formed.

The gap 24 makes it possible in a simple manner to ensure that the two passenger contact areas 4L and 4R or the vehicle seats 2A and 2B designed therewith can be adjusted relative to one another in the vehicle's longitudinal direction X without hindrance in order to be able to individually adapt a position of the vehicle seat 2A and a position of the vehicle seat 2B in the vehicle's longitudinal direction X to the needs of the passenger sitting thereon.

list of reference symbols

1

passenger contact area

2

vehicle seat

2A

vehicle seat

2B

vehicle seat

4

contact center area

4A

interior of the contact center area 4

4B

center body of the contact center area 4

4C

pump of the contact center area 4

4D

contact center area adjustment unit 4

4E

outside of the contact center area 4

4F1

Linear drive of the contact center area 4

4F2

Linear drive of the contact center area 4

4L

contact center area

4LE

outside of the contact center area 4L

4R

contact center area

4RE

outside of the contact center area 4R

5

contact page area

5A

interior of the contact page area 5

5B

side body of the contact side area 5

5C

pump of the contact side area 5

5D

actuator of the contact side area 5

5E

outside of the contact side area 5

5F

Linear drive of the contact side area 5

5L

contact page area

5LE

outside of the contact side area 5L

5R

contact page area

5RF

linear drive of the contact side area 5R

6

contact page area

6A

Interior of the contact page area 6

6B

side body of the contact side area 6

6C

pump of the contact side area 6

6D

actuator of the contact side area 6

6E

outside of the contact side area 6

6F

Linear drive of the contact side area 6

6L

contact page area

6LE

outside of the contact side area 6L

6LF

Linear drive of the contact side area 6L

6R

contact page area

6RE

outside of the contact side area 6R

7

flexible, tensile material

7A

outside of the material 7

8

elastic material

8A

outside of the material 8

9

elastic material

9A

outside of the material 9

10

Arrow

11

support structure

11A

support structure area of the contact side area 5

11B

support structure area of the contact side area 6

12

recording structure

13

seat rails

14

pulley

15

pulley

16

actuator of the contact center area 4

17

actuator of the contact side area 5

17R

actuator of the contact side area 5R

17RA

top of the actuator 17R

17R1

thickened area of the adjusting element 17R

18

axis of rotation of the adjusting element 17

19

actuator of the contact side area 6

19L

actuator

19LA

top of the actuator 19L

19L1

thickened area of the adjusting element 19L

20

axis of rotation of the adjusting element 19

21

passenger contact area

22

side surface of the contact side area 6L

23

side surface of the contact side area 5R

24

gap

31

passenger contact area

41L

passenger contact area

41R

passenger contact area

100

bench

SB24

gap width of the gap 24

X

vehicle's longitudinal direction

Y

vehicle transverse direction

Z

vehicle vertical direction

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• DE 10 2005 032 692 A1 [0002]

Claims (15)

Passenger contact area (1; 21; 31; 41L, 41R) of a vehicle seat (2; 2A, 2B) which has a contact center area (4; 4L, 4R) and contact side areas (5, 6; 5L, 6L, 5R, 6R) which are each laterally adjacent to the contact center area (4; 4L, 4R), characterized in that contours of outer sides (5E, 6E; 5LE, 6LE, 5RE, 6RE) of the contact side areas (5, 6; 5L, 6L, 5R, 6R) and/or an outer side (4E; 4LE, 4RE) of the contact center area (4; 4L, 4R), which each face a passenger using the vehicle seat (2; 2A, 2B), are controlled via at least one actuating unit (4D, 5D, 6D), which is integrated in the passenger contact area (1; 21; 31; 41L, 41R), can be varied such that the outer sides (5E, 6E; 5LE, 6LE, 5RE, 6RE) of the contact side areas (5, 6; 5L, 6L, 5R, 6R) and the outer side (4E; 4LE, 4RE) of the contact center area (4; 4L, 4R) each form a common, at least approximately flat surface in a first operating state of the actuating unit (4D, 5D, 6D), and the outer sides (5E, 6E; 5LE, 6LE, 5RE, 6RE) of the contact side regions (5, 6; 5L, 6L, 5R, 6R) each protrude laterally beyond the outer side (4E; 4LE, 4RE) of the contact center region (4; 4L, 4R) in a second operating state of the actuating unit (4D, 5D, 6D) and form lateral supports for a passenger. Vehicle contact area after claim 1 , characterized in that the actuating unit (4D, 5D, 6D) comprises at least one pump (4C, 5C, 6C), by means of which a volume of an elastic central body (4B) within the contact central region (4; 4L, 4R) and/or volumes of elastic side bodies (5B, 6B) within the side contact regions (5, 6) can be changed. Vehicle contact area after claim 2 , characterized in that the interior (4A) of the central body (4B) and/or the interiors (5A, 6A) of the side bodies (5B, 6B) can be connected to a suction side and/or a pressure side of the pump (4C, 5C, 6C). Vehicle contact area after claim 1 , characterized in that the adjusting unit (5D, 6D) of at least one of the contact side regions (5, 6) comprises an adjusting element (17, 19) which is designed to be pivotable about a fixed axis of rotation (18, 20) via a drive unit (5F, 6F). Vehicle contact area after claim 4 , characterized in that the axis of rotation (18, 20) is arranged in a region of the contact side body (5, 6) facing the contact center region (4) or in a region of the contact side body (5, 6) facing away from the contact center region (4) and runs in the longitudinal direction (X) of the contact center region (4) and the contact side region (5, 6). Vehicle contact area according to one of the preceding Claims 1 until 5 , characterized in that the adjusting unit (4D) of the contact center region (4) has at least one adjusting element (16) which can be adjusted at least approximately vertically to the outer side (4E) of the contact center region (4) via at least one drive unit (4F1, 4F2). Vehicle contact region according to one of the preceding claims, characterized in that at least the part of the outer side (4E) of the contact center region (4) and at least the parts of the outer sides (5E, 6E) of the contact side regions (5, 6), which are each arranged in a field of vision of a passenger, are formed by an outer side (7A) of a flexible tensile material (7). Vehicle contact area after claim 7 , characterized in that at least a further part of the outer side (4E) of the contact center region (4), which lies outside a field of vision of a passenger, is formed by an outer side of an elastic material. Vehicle contact area according to one of the preceding claims, characterized in that the outer side (4E) of the contact center area (4) and the parts of the outer sides (5E, 6E) of the contact side areas (5, 6), which are each arranged in the field of vision of a passenger, are formed by an outer side (7A) of a flexible tensile material (7), while the other parts of the outer sides (5E, 6E) of the contact side areas (5, 6), which are each outside the field of vision of a passenger, are formed by outer sides (8A, 9A) of an elastic material (8, 9). Vehicle contact area according to one of the preceding claims, characterized in that the outer side (4E) of the contact center area (4) and the parts of the outer sides (5E, 6E) of the contact side areas (5, 6) which are within a field of vision of a passenger are formed by an outer side (7A) of a continuous flexible tensile material (7), wherein the material (7) is guided between the contact center area (4) and the contact side areas (5, 6) around deflection rollers (14, 15) which are each arranged in areas which are set back from the outer side (4E) of the contact center area (4) and around which areas of the flexible tensile material (7) are arranged in a tensioned state in the direction of the contact center. ten area (4) and in the direction of the side contact areas (5, 6). Vehicle contact region according to one of the preceding claims, characterized in that the vehicle contact region (1; 21; 31; 41L, 41R) is designed as a seat region, wherein the contact center region (4; 4L, 4R) is a seat surface center region and the contact side regions (5, 6; 5L, 6L, 5R, 6R) are each designed as seat surface side regions. Vehicle contact area according to one of the preceding claims, characterized in that the vehicle contact area (1; 21; 31; 41L, 41R) is designed as a backrest, wherein the contact center area (4; 4L, 4R) is a backrest center area and the contact side areas (5, 6; 5L, 6L, 5R, 6R) are designed as backrest side areas. Vehicle seat (2,; 2A, 2B) provided with a seating area according to claim 11 and with a backrest according to claim 12 trained. Vehicle with a row of seats (100) consisting of at least two vehicle seats (2A, 2B) according to patent claim 13 , which are arranged next to one another in the vehicle transverse direction (Y), wherein their seat surface side regions (5, 6; 5L, 6L, 5R, 6R) and backrest side regions (5, 6; 5L, 6L, 5R, 6R), which each face one another, rest against one another without a gap in the vehicle transverse direction (Y) in the first operating states of the actuating units (4D, 5D, 6D) and are spaced apart from one another in the vehicle transverse direction (Y) in the second operating states of the actuating units (4D, 5D, 6D). Method for operating a vehicle according to patent claim 14 , characterized in that the actuating unit (4D, 5D, 6D) is transferred to the first operating state in the parking operating state of the vehicle and to the second operating state in the driving operating state.

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