WO2007065646A1 - Adapting a vehicle seat to the driving needs - Google Patents

Abstract

The invention relates to a vehicle seat (10) that has a modifiable geometry in order to adjust the same to a user's driving needs. Said vehicle seat comprises at least one seat part (12) with a seat part cushion (12B) forming a sitting area (12A) and lateral seat part cheeks (12D) embodying lateral seat part support areas (12C) as well as at least one backrest (14) with a backrest cushion (14B) embodying a resting area (14A) and lateral backrest cheeks (14D) embodying lateral backrest support areas (14C). The geometry (height, contour, position) and/or the hardness of at least one of the components (12B, 12D, 14B, 14D) embodying the vehicle seat (10) can be statically modified in an automatic manner to positions (AusP, KP, SP) adapted to the driving mode in accordance with a driving mode (AutoP-FW) that can be predefined at the transmission end and/or in a manual manner to positions (AusP, KP, MP, SP) adapted to the driving mode independently of the transmission, or the geometry (height, contour, position) and/or the hardness of at least one of the components (12B, 12D, 14B, 14D) embodying the vehicle seat (10) can be statically modified in an automatic fashion to positions (KP, SP) adapted to the chassis setting in accordance with a chassis setting (Auto P- FW E) that can be predefined and/or in a manual fashion to positions (KP, SP) adapted independently of the chassis setting by means of at least one associated adjusting assembly (16, 18, 20, 22, 24)

Description

 description

Adaptation of a vehicle seat to the driving needs

The invention relates to a vehicle seat with the features mentioned in the preamble of claims 1, 4, 13 and 14.

Motor vehicle seats of this type are known in different configurations. It is known both to mount side bolsters on seat parts of a motor vehicle seat pivotably about horizontal axes, and to arrange side bolsters pivotable about vertical axes on motor vehicle backrests. Adjustable side bolsters on the seat parts and / or backrest serve to offer the user of the seat lateral guidance and support which can be individually adjusted to the user.

The adjustable sidewalls can basically be classified into different groups based on the adjustment arrangements and the actuators used, namely purely mechanical, electromechanical, hydraulic or pneumatically actuable and crash-related expanding sidewalls that are gas-pressure controlled via pyrotechnic release devices.

The prior art accordingly offers mechanical solutions for actuating side bolsters on motor vehicle seats. For example, DE 100 57 449 A1 discloses a side cheek for a seat which has a resilient cushion part which is placed on a carrier which can be attached along one side of the seat, the cushion part having on its inside an adjusting device with which the position of the side cheek against an adjacent seat is adjustable. This solution is characterized in that the carrier is designed as an elongated bracket that is prestressed in a first starting position at a maximum or minimum distance in relation to an adjacent seat, and that a first pulling device acts on the bracket with which the bracket counteracts the Preload is movable relative to the side of the seat, and / or that the carrier is designed as an elongated bracket which is biased into a second starting position in which it is retracted maximally or minimally in relation to the front of the seat, and that the bracket is attacked by a second pulling device, with which the bracket can be moved against the bias in relation to the front of the seat. Furthermore, from DE 27 21 539 C2 a solution is known in which an electromechanical drive, in particular a swivel drive, makes the adjustment via a common spindle which has threads with opposite directions of pitch on different sides. Rotation of the threaded spindle leads to the approach or removal of threaded nuts arranged on the corresponding threaded areas, which are operatively connected to the side cheeks.

From DE 199 15 326 C2 a further electromechanical solution with a crank mechanism for the adjustment of side walls is known. Here, a motor vehicle seat with a seat part and backrest and two sideways on the seat part and / or on the backrest about a pivot axis extending in the longitudinal direction of the seat part or backrest is known to be synchronously pivoted inwards and outwards in the opposite direction, the side bolsters being actuated by a link mechanism having an actuation area, which is driven by a crank mechanism, the bearing axis of which is arranged transversely to the swivel axis of the side cheeks, the actuating region of the link mechanism being adjustable parallel to the swivel axis.

It is also known for the purpose of the adjustability of side cheeks to use elongated air chambers in the side cheeks which admit or let out compressed air as required. In this way, the volume of the side cheeks is increased or reduced, so that the side cheeks protrude more or less strongly from the seat and then lie on the body of the user depending on the degree of filling. With such side bolsters, however, it is difficult to control the air chambers in their interior in such a way that the side bolster actually lies against the body of the user of a seat in the desired shape. In addition, a complex technology is necessary for this, which would have to be changed by the motor vehicle driver depending on the driving style. Such pneumatic solutions, which are mostly controlled electrically, are described, for example, in DE 100 12 032 A1 by the applicant and DE 41 06 863C2 and DE 35 05 088 C1.

The side disclosures DE 199 50 702A1 and DE 43 05 295 A1 describe inflatable side walls that can be inflated by means of airbag-like airbags.

In addition, for the seat parts and backrest parts arranged between the side bolsters, there are various adjustment options with regard to hardness and contour, which are realized in the patent specification DE 1091 06 357 B4 via a spring system and the published patent application DE 100 61 346 A1 via a flexible support part. In addition to the division into different groups according to the actuators of the adjustment arrangements, the known solutions each describe boundary conditions, when they occur, the adjustable components, the side bolsters on the seat part or the backrest or the seat part and the backrest should be adjusted themselves.

Two essential boundary conditions are taught in summary. On the one hand, a crash-related adaptation of the components is carried out as a first boundary condition, as proposed, for example, in DE 35 05 088 C1, DE 43 05 295 A1, DE 40 32 381 A1 and DE 199 50 702 A1.

A further boundary condition is the comfort of the user, which is the focus, for example, in document DE 41 06863 C2.

Vehicle seats with crash-related and comfort-related adaptation options emerge in combination from the applicant's published patent application DE 100 61 346 A1.

It is desirable to have backrests and seat parts as well as the associated side bolsters, which adapt themselves quickly and easily to the needs of the user using simple boundary conditions.

DE 100 12 032 A1 from the applicant, which describes a sensor system for changing the geometry of the components, which detects operating parameters such as the lateral acceleration of the vehicle and property parameters such as the weight and / or size of an occupant, offers the first possible solutions.

Further proposals can be found in the patent DE 101 06 357 B4, which also describes the driving style, in addition to the weight of the person, while evaluating a driven speed as boundary conditions for the static and / or dynamic adaptation of a seat part.

However, the known solutions, such as weight measurement, can only be implemented in a very complex manner in practice. In addition, the comfort of the components cannot be clearly linked to the speed used as a constraint, because slow driving off-road, for example, may mean a different setting of the components than driving equally slowly on a flat road, so that here too a rather disadvantageous rather than not clear, solution for adapting components is offered. Starting from the known prior art, the invention is therefore based on the object of finding a simple solution for adapting components of a vehicle seat to the driving needs of the seat user.

This object is achieved in a first alternative by a vehicle seat in conjunction with the features of the preamble of claim 1 with the features mentioned in the characterizing part in that at least one of the components forming the vehicle seat, namely at least one seat part and / or at least one seat part side bolster and / or at least one backrest and / or at least one backrest side bolster, automatically depending on a driving style that can be specified on the transmission side, in positions adapted to the driving style (exit, comfort, sport) and / or on the transmission side positions that are manually adjusted to the driving style (exit, comfort, medium) , Sport) can be changed statically in their geometry (height, contour, position) and / or hardness by at least one associated adjustment arrangement.

In a preferred embodiment of the invention, the automatic transmission-side setting can be predetermined by "auto-positioning" on a control console, as a result of which the transmission-side driving style of a transmission selector lever selected on a transmission shift console becomes effective, its parking position automatically an exit position, its permanent setting automatically a comfort position and its sport setting automatically a sports position effects at least one of the components of the vehicle seat statically in its geometry and / or hardness by at least one of the associated adjustment arrangements.

In a further preferred embodiment of the invention, manually predeterminable positions of the components which are adapted to the driving style can be set independently of the gearbox-side driving style selected, the exit position, the comfort position and the sport position and additionally a selectable middle position between the comfort position and the sport position at least a component of the vehicle seat can each be achieved statically in its geometry and / or hardness by at least one associated adjustment arrangement.

The object is achieved in a second alternative by a vehicle seat in conjunction with the features of the preamble of claim 4 with the features mentioned in the characterizing part in that at least one of the components forming the vehicle seat, namely at least one seat part and / or at least one seat part side bolster and / or at least one backrest and / or at least one backrest side cheek, depending on a predeterminable chassis setting automatically in positions adapted to the driving style (comfort, sport) and / or manually in positions adapted to the driving style (comfort, sport), each of which can be statically changed in its geometry (height, contour, position) and / or hardness by at least one associated adjustment arrangement is.

It is in turn preferred that the automatic setting can be specified by an "auto-positioning ^11" on an operating console chassis, as a result of which the chassis setting that can be set on a chassis-setting button is effective for the "auto-positioning", its comfort-oriented or its sporty chassis setting being the comfort position or the Sports position automatically adjusts at least one component of the vehicle seat by at least one associated adjustment arrangement, each statically in its geometry and / or hardness.

Finally, a manually predeterminable position of the components which is adapted to the chassis setting can be set independently of the chassis setting button ("manual positioning"), the comfort position or the sports position of at least one component being statically in their geometry and / or hardness by at least one associated adjustment arrangement can be effected manually.

According to the invention, different adjustment arrangements can be assigned to both alternative boundary conditions - driving style or chassis setting - which, with their automatic and / or manual settings or actuations, lead to adjustments of the at least one component of the vehicle seat.

In a preferred embodiment of the invention, the vehicle seat comprises a first adjustment arrangement which, depending on the driving style and / or the suspension setting, essentially effects an adjustment of the at least one backrest side cheek by at least one first carrier plate or extending essentially in the x direction on the flat side An air chamber is arranged between the surfaces of the first and a second carrier plate which runs essentially in the x-direction within the backrest side cheek and which, by draining and filling, changes the position, contour and hardness of the at least one backrest side cheek such that at least one comfort position is a middle position and a Sport position of the vehicle seat is adjustable.

This solution can of course also be adapted for seat part side bolsters, in which case the air chamber is then arranged on the flat side of the first carrier plate running essentially in the x direction or between the surfaces of the first and the second carrier plate running essentially in the x direction within the seat part side bolster. In a preferred embodiment of the invention, the vehicle seat comprises a second adjustment arrangement which, depending on the driving style and / or the setting of the undercarriage, essentially brings about an adjustment of the at least one backrest side cheek by at least one third support plate running essentially in the y direction or between An air chamber is arranged on the surfaces of the third and a fourth carrier plate running essentially in the y direction within the backrest side cheek, which essentially changes the height, contour and hardness of the backrest side cheek by draining and filling such that at least one exit position, one comfort position, one middle position and a sport position is adjustable.

This solution, in turn, can also be adapted equally to at least one seat part side cheek, the air chamber then on the flat side of the third carrier plate running essentially in the y direction or between the surfaces of the third and fourth carrier plates running essentially in the y direction within the Seat part side cheek is arranged.

In a preferred embodiment of the invention, the vehicle seat comprises a third adjustment arrangement which, depending on the driving style and / or the suspension setting, essentially effects an adaptation of at least one strut-like substructure, which runs with its pivot axis essentially in the x-direction within at least one seat part side wall, in that An adjustment gear is arranged near or on a seat frame, which essentially changes the height and position of the seat part side cheek in such a way that at least one exit position, one comfort position, one middle position and one sport position can be adjusted.

This third adjustment arrangement can in turn also be used for backrest side bolsters, in that an adjustment gear is arranged on or near a backrest frame, which essentially changes the height and position of the backrest side bolsters through its actuation. In this case, the pivot axis of the strut-like substructure for adjusting the backrest side cheeks runs essentially in the z direction, and in the embodiment of the seat part side cheek it is oriented essentially in the x direction. This adjustment arrangement can be transferred to seat side bolsters.

In a further preferred embodiment of the invention, the vehicle seat comprises a fourth adjustment arrangement which, depending on the driving style and / or the chassis setting, brings about essentially an adjustment of the seat part cushion of the seat part by arranging at least one tensioning band in the seat part cushion, preferably in foam its relaxation or relaxation essentially changes its height, contour and thus the H-puncture position (hip point position) and the hardness of the seat cushion so that at least one comfort position, a middle position and a sport position can be adjusted.

The arrangement in the backrest cushion can be carried out analogously according to the invention.

Furthermore, in a preferred embodiment of the invention, the vehicle seat has a fifth adjustment arrangement which, depending on the driving style and / or the chassis setting, essentially effects an adjustment of the seat part cushion of the seat part by arranging a flexible mat underneath the seat part cushion, which fixes on the one hand in the seat underframe and on the other hand, via a rotating adjustment shaft running transversely to the vehicle seat, the height and thus the H-point position (hip point position) and the hardness of the seat part cushion are essentially changed in such a way that at least one comfort position, a middle position and a sport position can be adjusted.

In addition, an adjustment of the flexible mat is conceivable not only in height (z direction), but also in the transverse direction (y direction). The directions of movement can also be carried out in combination.

Analogously, an air cushion or a gel cushion can be used instead of the flexible mat. These cushions are inflated or emptied again by pneumatics, so that an H point position of the seat part cushion of the seat part is caused by this adjustment

is changeable. It is also conceivable here to change the hardness properties by pumping up and emptying the air cushion or air cushions that run in the y direction. In this embodiment, a half-filled air cushion preferably corresponds to the comfort position and an unfilled air cushion corresponds to the sports position. In the sport position, the user sits at the lowest point in his seat when the H point is adjusted downwards (emptying), preferably between the adjustable side bolsters.

These solutions can be used without problems in a backrest cushion with appropriate adjustment, in which case, in addition to depth (x-direction) and hardness of the backrest, the lordosis position of the back of a user and not the hip point position can be changed.

Finally, the vehicle seat is designed according to the invention in such a way that the movement of the at least one seat part with the seat part cushion forming a seat surface relative to the seat part side cheeks forming the seat part side support surfaces and the at least one backrest with the backrest cushion forming a rest surface relative to the Backrest side cheeks forming backrest side holding surfaces can be reached through a parting joint arranged between them and / or a joint separating the components.

The invention comprises a technical circuit solution and [operating consoles, which are explained in more detail in the exemplary embodiment.

Further preferred embodiments of the invention result from the other features mentioned in the subclaims.

The invention is explained in more detail using an exemplary embodiment with reference to the accompanying drawings. Show it:

1 shows a section in a plan view of a backrest with a

 Backrest side cheek and a first adjustment arrangement;

Figure 2 shows a further section in a plan view of a backrest with a

 Backrest side cheek with a second adjustment arrangement;

Figures show a perspective view of a seat part with a seat part side cheek and

3A to 3C a third adjustment arrangement in different positions of the

 Seat part side cheek;

Figures show a schematic representation of a seat part with seat part side bolsters and

4A to 4C a fourth adjustment arrangement for adapting the seat part cushion and at the same time the possibility of adapting the seat part side cheek by one of the

Adjustment arrangement according to Figure 1, 2, 3A, 3B, 3C;

Figures show a schematic representation of a seat part and a fifth

 5A to 5B adjustment arrangement for adapting the seat part cushion;

FIG. 6 shows a schematic illustration of the possible operating instructions and circuit-related relationships for adapting the components as a function of the driving style and / or the suspension setting in a block diagram;

FIG. 7A is a perspective view of a seat part with an illustration of the

Seat part side cheek and the associated third adjustment arrangement according to Figures 3A to 3C. combined with the adjustment arrangement for adapting the Part of the seat cushion and the associated fifth adjustment arrangement according to FIGS. 5A and 5B;

Figure 7B is an enlarged perspective view of details of Figure 7A;

FIG. 7C shows a detailed illustration of a tensioning device of the fifth adjustment arrangement in a first embodiment variant for tightening and / or elongating the flexible mat according to FIGS. 5A to 5B and 7A;

FIG. 7D shows a detailed illustration of a tensioning device of the fifth adjustment arrangement in a second embodiment variant for tightening and / or elongating the flexible mat according to FIGS. 5A to 5B and 7A;

FIG. 7E shows a perspective bottom view of the third adjustment arrangement according to FIGS. 3A to 3C and 7A in a first embodiment variant (motor and transmission lying on the x-axis);

FIG. 7G shows a perspective bottom view of the third adjustment arrangement according to FIGS. 3A to 3C and 7A in a second embodiment variant [motor and transmission lying on the y axis];

7H shows a perspective view from the front into the backrest with the third

 Adjustment arrangement for a backrest side cheek arranged in the backrest in a first embodiment variant and

Figure 7J is a rear perspective view of the backrest with the third

 Adjustment arrangement for a backrest side cheek arranged in the backrest in a second embodiment variant.

To explain the relationships, reference is first made to FIG. 6.

FIG. 6 shows in a type of block diagram the circuitry-related relationships for adapting components of a vehicle seat 10, which are represented in FIG. 6 by their adjustment arrangements 16, 18, 20, 22, 24. The adjustment arrangements 16, 18, 20, 22, 24 have actuators for the adjustment, which can be of different types and are formed by different solutions on the drive side. The drive solutions that can be used here are electromotive, pneumatic, hydraulic and electromagnetic solutions or gas-operated spring elements and the like conceivable. By means of at least one adjustment arrangement 16, 18, 20, 22, 24, which is described with reference to the reference numerals and which will be discussed in more detail later, at least one seat part cushion 12B and / or at least one seat part side bolster is provided depending on a driving style FW and / or a chassis setting FWE 12 D and / or at least one backrest cushion 14B and / or at least one backrest side cheek 14D can be changed.

The change or adaptation of at least one component 12B, 12D, 14B, 14D of a vehicle seat 10 takes place in terms of circuitry via a control unit seat setting 36. This control unit seat setting 36 receives the corresponding commands either from a control console driving style 28 to adapt to the driving style and / or an operating console chassis 46 for adaptation to a chassis setting.

On the one hand, both control consoles 28, 46 have control panels which are used for manual adaptation of at least one component 12B, 12D, 14B, 14D.

The control panel driving style 28 has the control panels SP (sporty positioning), MP (middle positioning) and KP (comfortable positioning), AusP (exit positioning), while the control panel chassis 46 only has the control panels SP (sporty positioning) and KP (comfortable Positioning).

In addition to the manual control panels, each control panel 28, 46 on the other hand has an automatic control panel, which automatically adjusts at least one component 12B, 12D, 14B, 14D of the vehicle seat 10 to the driving style and / or the chassis setting of the vehicle.

Thus, the control console 28 has a control panel AutoP-FW "autopositioning driving style", while the control console chassis 46 has an automatic control panel AutoP-FWE "autopositioning chassis setting" by means of which an automatic adjustment of at least one component 12B, 12D, 14B, 14D to the suspension setting can be effected.

As FIG. 6 shows, the signals from the manual control panels of the control consoles 28, 46 are passed directly to the control unit seat adjustment 36 via data bus lines 38, so that at least one component 12B, 12D, 14B, 14D can be positioned and adapted manually as desired by the vehicle user the adjustment arrangements 16, 18, 20, 22, 24 is possible. The auto positions AutoP-FW, AutoP-FWE are, however, transmitted to a control unit gear 34 or to a control unit undercarriage 42. Either the selector lever gear 32 or a chassis adjustment button 44 is assigned to or connected to these control units.

As FIG. 6 also shows, the selector lever transmission 32 can be shifted into the positions P, R, N, D ₁ S, as in known vehicles with an automatic transmission. These positions are transmitted to the control unit transmission 34 via data bus lines 38.

The chassis adjustment button 44 is arranged for the chassis adjustment and enables a choice between a comfort-oriented or a sporty adjustment of the chassis by lifting or lowering. According to the invention, these signals are transmitted to control unit chassis 42 via data bus lines 38.

If at least one of the auto-positioning control panels AutoP-FW, AutoP-FWE on the operating consoles 28, 46 is actuated, the control unit seat adjustment 36 receives the automatic command from either the control unit transmission 34 or the control unit undercarriage 42, the adaptation of at least one component 12B , 12D, 14B, 14D, which triggers the corresponding adjustment commands via control lines 40 on the drives, the actuators of the respective adjustment arrangement 16, 18, 20, 22, 24

In the case of auto-positioning of the AutoP-FWE chassis setting, the adjustment to a comfort position 'or a sports position' 'of the respective component 12B, 12D, 14B, 14D takes place analogously to the comfort-oriented or sporty setting that is set on the chassis setting button 44.

If the autopositioning driving style AutoP-FW of the control console 28 is actuated, the query is made of a gear lever 32 which is connected to the control unit gear 34.

Depending on the position of the selector lever gear 32 set on the gear shift console 30, as shown in FIG. 6, the corresponding assignment of the positions takes place.

A parking position P is assigned the exit position 'AusP, a permanent setting D of the gear selector 32 is assigned the comfort position KP and a sport setting S of the transmission is assigned to the sports position SP, so that when the auto-positioning AutoP-FW is actuated on the control console 28, it is automatic from the transmission side The result is a preselection-dependent static adaptation of the components 12B, 12D or 14B, 14D via the control unit seat adjustment 36. Of course, there is the possibility to combine the controls in a common control console.

A precise configuration can preferably be stored in the control unit 36, which of the components 12B, 12D or 14B, 14D is to be moved in the case of auto-positioning AutoP-FW, AutoP-FWE. In addition, the corresponding positions (SP, MP, KP, AusP) into which the selected components 12B, 12D or 14B, 14D are to be moved can be stored in the configuration.

According to the invention, a corresponding subdivision is also conceivable, which can be carried out on the control unit seat adjustment 36, so that only the manual positioning (SP, MP, KP, AusP) in the case of auto-positioning FW, AutoP-FWE and / or each of the selected positions one of the predeterminable components 12B, 12D, 14B, 14D can be moved via the adjustment arrangements 16, 18, 20, 22, 24 or the adaptation is to take place according to a predefinable configuration. The configuration of several components 12B, 12D, 14B, 14D or individual components 12B, 12D, 14B, 14D can be preset in the factory on the basis of statistical data and then changed by the customer, so that specific data regarding the stature of the seat user can be entered.

A priority position can be carried out on the control panels in such a way that actuation of the control panels SP, KP on the control panel 46 or the control panels SP, MP, KP, AusP on the control panel 28 interrupts the auto-positioning AutoP-FWE, AutoP-FW and on manual Adjustment is switched. For example, it is conceivable that the driver selected, for example, a sporty chassis setting and on the chassis setting button 44 and AutoP-FWE on the control console 46, which would automatically result in a sporting position SP through auto-positioning AutoP-FWE, but the driver would then the control panel KP on the control console 28 or 46 is actuated, as a result of which the auto-positioning AutoP-FWE, AutoP-FW is reset and the comfort-oriented position KP is set despite the sport-oriented suspension setting.

FIGS. 1 to 5 now show the adjustment arrangements 16, 18, 20, 22, 24 according to the invention either on the backrest side bolsters 14D (FIGS. 1 and 2) or on the seat part side bolsters 12D (FIGS. 3A to 3C) and on the seat part bolsters 12B (FIGS. 4A to 4C and FIG. 4) 5A to 5B), FIGS. 4A to 4C representing combinations of the adjustment arrangements 16, 18, 20, 22, 24 on seat part side bolsters 12D and the associated seat part cushion 12B. In the explanations for the adjustment arrangements 16, 18, 20, 22, 24, the respectively adjustable positions of the components 12B, 12D, 14B ₁ 14D are identified differently. The exit position is identified with the reference symbol AusP, while the comfort position is identified with 'the middle position with' and the sport position with ''.

FIG. 1 shows a backrest 14 with a backrest side cheek 14D in a top view with a first adjustment arrangement 16. Inside the backrest side cheek 14D, a first carrier plate 16A is arranged, on which an air chamber 16C is arranged on the inner surface of the first carrier plate 16A. This air chamber 16C can either be completely drained or partially or completely filled. The air chambers or the air chamber 16C, viewed in the z direction, are arranged over the entire backrest side cheek region or preferably only in the middle, the supply by means of compressed air and the discharge devices being arranged in the region of the backrest 14 and preferably using air from the environment via a pneumatic pump.

By inflating and deflating, as shown in FIG. 1, the contour can be changed essentially in the Y direction and thus the position of the backrest side cheek 14D. At the same time, depending on the filling of the air chamber 16C, the hardness of the upholstery of the backrest side cheek 14D, which is arranged above the air chamber 16C, changes. The air chamber 16C thus occupies the positions 16C, 16C "and 16C" which, based on the filling rate, corresponds to a predeterminable position, namely a comfort position ', a middle position "or a sport position" ".

There is also, in a further variant, the possibility of arranging a second supporting plate 16B, and then 16C is disposed between the first supporting plate 16A and the second supporting plate 16B, the air chamber and turn "or 16C" can be filled or drainable in the various positions 16C ₁ 16C so that a displacement of the second carrier plate into the positions 16B ', 16B ", 16B'" about the pivot axis 16D is possible. In this case too, essentially a change in the contour and position of the upholstery of the backrest side cheek 14D acting in the Y direction is brought about, the hardness setting likewise being predeterminable by the degree of filling of the air chamber 16C.

FIG. 2 shows a second adjustment arrangement 18, by means of which an exit position AusP, a comfort position ', a middle position "and a sport position""of the backrest side cheek 14D can be set. The second adjustment arrangement 18 shown in FIG. 2 essentially results in a displacement of the backrest side cheek 14D in the X direction, the second adjustment arrangement 18 having a third carrier plate 18A, on which in turn a corresponding air chamber 18C can be arranged in the positions 18C, 18C ", 18C" which can be reached by inflation and deflation.

To realize the exit position AusP, the air in the air chamber 18C is completely let out. Analogously to this, the air chamber in the sports position "" is completely filled (FIG. 18C) and a changed contour of the cushion of the backrest side cheek 14D with a large increase relative to the backrest cushion 14B of the backrest 14 can be caused. The corresponding intermediate positions 18C, 18C "of the air chamber 18C effect the comfort position 'or middle position".

As FIG. 2 further shows, a solution is equally conceivable in which not only the third carrier plate 18A but also a fourth carrier plate 18B is arranged, the air chamber 18C then being arranged between the carrier plates 18A, 18B. The exit position AusP then results in the lowest position of the fourth carrier plate 18B.

Analogously to this, the fourth carrier plate is moved into the positions 18B '/ comfort position, 18B' '/ middle position and 18B' '/ sport position by lowering or filling the air chamber 18C, 18C ", 18C".

The third and fourth carrier plates 18A, 18B are held by a support structure arranged in the backrest side cheek 14D.

According to the invention, there is also the possibility of combining the adjustment arrangements 16, 18 according to FIGS. 1 and 2 in one adjustment arrangement.

The solution shown also applies in principle to use on seat part side bolsters 12D. A further possible adjustment arrangement is explained below on the basis of the seat part side bolsters 12D, which in turn can also be used analogously for backrest side bolsters 14D.

FIGS. 3A, 3B and 3C show the seat part side cheek 12D on a seat frame 26, FIG. 3A shows the exit position AusP, in which the strut-like construction of the seat part side cheek 12D is arranged essentially horizontally along the X axis within the cushion of the seat part side cheek 12D, not shown and is connected by a vertical bracket to an adjustment gear 2OA.

The seat part _{side cheek} 12D is from the position 12D _AusP about a pivot axis 2OC into the positions 12D 'and 12D "according to FIG. 3B and according to FIG. 3C into the position 12D'" around the Swivel axis 2OC swiveling. For this purpose, the adjustment gear 2OA is arranged, which adjusts the seat part side cheek 12D to the positions 2OA ', 2OA "and 2OA'" after appropriate adjustment. In the position according to FIG. 3A of the exit position 12D, a support member 2OB is designed _from p to suit a seat frame 26, so that it supports the seat part side cheek 12D on the seat frame 26. The support member 2OB is shown in FIGS. 3B and 3C by adjustment to the positions comfort position ', middle position "and sport position'" lifted from the seat frame 26.

The described possibility of adjusting the seat part cheek 12D naturally also applies to the backrest side cheeks 14D.

FIGS. 4A, 4B and 4C show a fourth adjustment arrangement 22, by means of which the height contour and thus the H point position (hip point position) of the seat part cushion 12B can essentially be adjusted into the positions 12B ', 12B "and 12B"'.

In FIG. 4A, the seat part side bolsters 12D are initially shown unchangeable.

The hardness and suspension properties of the seat part cushion 12B or the foam of the seat part cushion 12B are realized by at least one arranged band 22A or by a band 22A integrated in the foam. The bracing of the belt 22A results in a harder foam, so that the vehicle occupant gains a sportier driving experience. When the belt 22A is relaxed, for example for longer journeys, a softer seat cushion 12B can be adjusted, which results in greater seating comfort for longer journeys. The positions', ", '" represent the comfort position', the middle position "and the sport position" ", which can be achieved by differently tensioning the band 22A. This fourth adjustment arrangement 22 can of course also be used analogously for the backrest 14.

Simultaneously with this adjustment of the seat part cushion 12B via the tensioning strap 22A, the seat part side bolsters 12D can also be adapted, as shown in FIG. 4B. According to FIG. 4, a third adjustment arrangement 18, for example, is arranged in the seat part side bolsters 12D, as has already been explained above in connection with FIG. 2. As described above in connection with FIG. 6, the adaptation is carried out manually or automatically, pressure valves or pressure sensors being able to be used to switch the air system for the air chamber 18C in the corresponding positions, with a predefined pressure also serving as the optimal pressure for the lateral support in the respective position (comfort position ', middle position ", sport position"', exit position AusP) can be specified. FIG. 4C shows the representation analogous to FIG. 4A ₁ , seat part side bolsters 12D being embodied here, in which, for example, a first and third adjustment arrangement 16, 20 are arranged. The first and third adjustment arrangements 16, 20 have already been described in connection with FIGS. 1 and 3, although FIG. 1 describes a backrest side cheek 14D, but the same technique can also be used in seat part side cheeks 14D. Depending on the arranged adjustment arrangement, the first adjustment arrangement 16 or the third adjustment arrangement 20, a more or less comfortable exit of the occupant from the vehicle seat 10 can be realized.

FIGS. 4A to 4C also show seat frame connections which serve to hold the tensioning strap 22A suitably on a seat frame 26 in the tensioned or untensioned position.

Furthermore, FIGS. 4A to 4C show a parting line 48 between the seat part cushion 12B and the cushion of the backrest side cheek 14B, which is also shown explicitly in FIGS. 1 to 2, but also applies to FIGS. 3A to 3C and FIGS. 5A and 5B. This is because it is possible to arrange such a parting line 48 in order to make the corresponding adjustments between the side walls 12D and 14D. According to the invention, a continuous joint 50 can also be provided between components 12B, 12D and 14B ₁ 14D.

Finally, FIG. 5 shows a fifth adjustment arrangement which likewise enables the adjustment of the seat part cushion 12B and thus an adjustment of the seat surface 12A. For this purpose, a flexible mat 24B can be arranged below the seat part cushion 12B, which is shown in FIG. 5A in the comfort position 24B '. The flexible mat 24B is attached to the seat frame 26 in a suitable manner on the one hand via second seat frame connections 24C. For this purpose, the mat 24B is suspended on both sides in cross struts (not specified). On the one hand, the second seat frame connection 24C is made possible by means of holding clips which are suspended in a first cross strut and the seat frame 26, while on the other hand a connection 24E is realized between an adjustment shaft 24A and the second cross strut near the adjustment shaft 24A.

The adjusting shaft 24A engages with links on the circumference of the adjusting shaft 24A on the second cross strut as a connection 24E, the adjusting shaft in turn having a third seat frame connection 24D on the seat frame 26. The adjusting shaft 24A causes the flexible mat 24B to be tightened or elongated by appropriate rotation about its axis. The flexible mat 24B can be tightened from the comfort position 24B 'by rotating the adjusting shaft 24A, so that a middle position 24B "or a sports position 24B'" according to FIG. 5B can be generated. As a result, the height of the hip point position and the hardness of the seat part cushion 12B can be adjusted to the desired positions. The change in Hip puncture is explained in detail in connection with FIG. 7C. A rotation of the adjustment shaft 24A counterclockwise causes the flexible mat 24B to be lowered in addition to the tightening, while a rotation of the adjustment shaft 24A clockwise causes the flexible mat 24B to be lifted and relaxed. This solution for adjusting or adapting the seat cushion 12B can also be combined with all other adjustment arrangements of FIGS. 1 to 3 and even with the possibility of adapting the seat cushion 12B according to FIGS. 4A, 4B ₁ 4C, so that both the straps 22A and the flexible mat 24B (not shown) can be arranged in combination.

Finally, at least one of the components 12B, 12D and 14B, 14D can also be dynamically adjusted in addition to the positions of the components 12B, 12D, 14B, 14D that can be reached statically when AutoPositioning AutoP-FW and / or AutoP-FWE is selected.

For example, the undercarriage can be designed such that it is lowered by a certain amount, depending on the speed, with increasing speed, for example by a millimeter, or is raised again at a lower speed. In the case of actuation of autopositioning AutoP-FWE, in a first exemplary embodiment no actuation of the chassis setting button 44 has been carried out and the vehicle seat 10 is in the starting position, the comfort position ', so that when starting from the comfort position', at least one component 12B, 12D, 14B, 14D, a dynamic adjustment of at least one component 12B ₁ 12D, 14B, 14D of the vehicle seat 10 takes place as a function of the chassis.

The adjustment takes place automatically when the chassis setting is linked to the speed traveled, for example from the start or when a predefinable limit speed is exceeded, for example at 120 or 150 km / h, with an automatic lowering of the chassis (speed-dynamic chassis) with simultaneous dynamic adjustment of at least one component 12B , 12D, 14B, 14D.

In a second exemplary embodiment for dynamic chassis adjustment, the chassis can be lowered by, for example, 50%, for example by 10 mm, before starting, if the chassis setting button 44 is actuated beforehand. In this case, the adaptation of at least one component 12B, 12D, 14B, 14D, since auto-positioning AutoP-FWE is actuated, takes place from the comfortable to the partially sporty driving style, and a further adjustment takes place only after this threshold, which can be saved as a characteristic and is only mentioned as an example, is reached 50%. For example, in the second of the two exemplary embodiments it can be carried out that, in the case of the auto-positioning AutoP-FWE, the chassis adjustment when the chassis adjustment button 44 is actuated, the components 12B, 12D or 14B, 14D are pre-adjusted depending on the length of the actuation, so that no it is only possible to approach the respective end positions of the chassis setting comfort position KP or sport position SP with the components 12B, 12D, 14B, 14D, but instead the dynamic adaptation of the at least one component 12B, 12D, 14B, 14D _{1 takes place} after preselection AutoP-FWE and optional pre-setting of the chassis setting button 44 (threshold value setting) in the manner of a characteristic curve, depending on the undercarriage which is lowering or increasing according to the speed traveled.

The required characteristic curves are preferably processed stored in the control unit undercarriage 42, to which the speed and the resulting undercarriage position must therefore be applied for dynamic adaptation (not shown).

The same applies to the auto-positioning AutoP-FW, the driving style, whereby a transmission-side adjustment D (permanent adjustment) or S (sports adjustment) in addition to a static adjustment of the at least one component 12B, 12D or 14B, 14D, as previously described, performs a dynamic adjustment which not only takes into account the setting D per se, but also the speed driven in these areas, so that the comfort position KP is not statically assigned to the gear selection D (permanent setting) or the sport position is not statically assigned to the gear selection S (sport setting) , but can be changed within certain limits.

The function should also be explained as an example. When actuating auto-positioning AutoP-FW and gear setting D via selector lever gear 32, at least one component 12B, 12D, 14B, 14D moves to the comfort position ', as previously described. This comfort position 'is strengthened (narrower) depending on the speed and preferably returned to the preset position. This speed-dependent control can optionally be added and selected (not shown), although a higher speed naturally results in a gain (towards the sports position "") of the comfort position. However, in the gear selection D (permanent setting) an adjustment can only be made within predefined limits , so that a comfort position 'which does not yet reach at least one component 12B, 12D, 14B, 14D or just reaches the starting position of a sport position' ".

Analog for components 12B, 12D, 14B, 14D is a dynamic adjustment when set in gear position S (sport setting) within certain limits assignable depending on the speed. In such a setting, the at least one component 12B, 12D, 14B, 14D or a plurality of configured components 12B, 12D ₁ 14B ₁ 14D assumes a type of preset sport position '', which is then strengthened as a function of speed or in turn returned to the preset position, which is speed-dependent Control can also optionally be added and selected, with a higher speed of course again increasing (narrowing) the sports position SP of the vehicle seat 10.

Here, too, characteristics are preferably stored in the control unit gear 34 in order to adapt the at least one component 12B, 12D, 14B, 14D. Activation of the speed-dependent adaptation is also necessary here (not shown).

If the respective starting position in control strategies D or S of the at least one component 12B, 12D, 14B, 14D is already in a default setting, i.e. not in an initial position, a return to this position can be carried out or the at least one can be adjusted Component 12B ₁ 12D, 14B, 14D can be carried out on the basis of the threshold value that has already been reached, analogously to the description of the chassis setting.

FIG. 7A shows a perspective view of the seat part 12 with an illustration of the

Seat part side bolsters 12D and the associated third adjustment arrangement 20 according to FIGS

FIGS. 3A to 3C combined with the fifth adjustment arrangement 24 for adapting the seat part cushion 12B according to FIGS. 5A and 5B.

FIG. 7A shows the seat part side bolsters 12D once in the middle position 12D "and once in the sport position 12D" \, the seat part side bolsters 12D being fastened to the seat frame 26 of the seat part 12 so that they can rotate. The seat part side bolsters 12D are rotatably arranged on the seat frame 26 in a first bearing 2OD and in a second bearing 2OE. The seat part side bolsters 12D are pivotably arranged on the pivot axis 2OC in the positions, exit position AusP, comfort position ', middle position "and sport position" ".

An associated first and second embodiment variant for adjusting the seat part side bolsters 12D is described in detail below in FIGS. 7E and 7G in two embodiment variants.

The seat 12 according to FIG. 7A, in combination with the seat part side bolsters 12D, has the flexible mat 24B ', for example in the comfort position'. The flexible mat 24B ′ has the second seat frame connection 24C in the front area on the seat frame 26 and the third seat frame connection 24D of a shaft 24A-2 of the adjusting shaft 24A in the rear area of the seat frame 26. The shaft 24A-2 is encased in a sleeve-like manner by an adjusting tensioning tube 24A-1, the adjusting tensioning tube 24A-1 receiving the flexible mat 24B 'at a connection 24E (not shown in more detail).

FIG. 7B shows an example of an enlargement of the front left corner of the seat frame 26, as seen in the direction of travel x, the second seat frame connection 24C of the flexible mat 24B 'in the seat frame 26 and the seat part side cheek 12D in two possible positions, the middle position "and the sport position '", based on the seat side bolsters 12D "and 12D"' is shown.

FIG. 7C shows a detailed illustration of a tensioning device for the fifth adjustment arrangement 24 in a first embodiment variant, by means of which the tightening and / or elongation of the flexible mat 24B between the comfort position 'via the middle position "to the sports position" "can be carried out. The flexible mat 24B shown as an example is connected to the second seat frame connection 24C of the flexible mat 24B mat in the front area and is, for example, in a central position 24B "and is attached to the adjusting tension tube 24A-1 via the connection 24E. The adjusting tension tube 24A-1 is on the shaft 24A-2 rotatably, so that a rotation of the adjusting tube 24A-1 counterclockwise causes the tensioning of the flexible mat 24B in the harder sport position "V 24B '", while at the same time the seat cushion 12B, which rests on the flexible mat 24B '"is arranged, is lowered slightly. The aim of this adjustment process is to tension the flexible mat 24B and thus to bring about a harder and lower sitting position 24B '".

Conversely, when the adjusting tension tube 24A-1 is rotated clockwise, the flexible mat 24B ^{1 is} steered or relaxed from the middle position 24B "into the comfort position 24B ', so that there is a softer seat cushion 12B, which is also" slightly opposite the middle position lifts. The aim of this adjustment process is to relax the flexible mat 24B and thus to achieve a softer and higher sitting position 24B "'.

In the first embodiment variant, the rotary movement in or counterclockwise direction of the adjusting clamping tube 24A-1 takes place by means of a motor / gear arrangement 24H / 24J, which ensures that a threaded rod 24G is in or. is extended or retracted counter to the direction of travel x, this threaded rod 24G being rotatably arranged on a lever 24F which is connected to the adjusting tension tube 24A-1. The leverage of lever 24F will used to displace the adjusting tension tube 24A-1 in relation to the shaft 24A-2 as described.

FIG. 7D shows a further detailed illustration of a tensioning device of the fifth adjustment arrangement 24 in a second embodiment variant, by means of which the flexible mat 24B can be tightened / tensioned and / or elongated / relaxed "starting from a central position".

While the tensioning device according to FIG. 7C expands in a horizontal plane and can be problematic with regard to the installation space, the tensioning device according to FIG. 7D is guided under the vehicle seat 10. The design of the adjusting tension tube 24-1 and the shaft 24A-2 of the adjusting shaft 24A remains as before, but the lever 24F is moved forward in the direction of travel x below the vehicle seat 10, the lever 24F ending in a threaded rod 24G. The threaded rod 24G in turn is guided via a gear 24J, which in turn is associated with a motor 24H. A rotational movement of the gear 24J is converted in the area of the threaded rod 24G into a translatory movement of the threaded rod 24G, so that a leverage effect on the adjusting tension tube 24A-1 can be achieved, by means of which the different positions of the flexible mat 24B ', 24B "and 24B can be achieved '' set.

FIG. 7E now shows the first embodiment variant of the third adjustment arrangement 20 for adjusting the seat part side bolsters 12D, the middle position 12D "and the sport position 12D '" of the seat part side bolsters 12D being shown by way of example.

In this first embodiment variant, the engine and transmission 20H, 20J are essentially below the seat frame 26 of the vehicle seat 10, in this case essentially in the x direction, that is to say in the direction of travel.

The drive shaft 2OG is arranged essentially orthogonally, which (as FIG. 7E shows) lies on an axis y2 in the central position "of the seat part side cheek 12D" and lies on an axis y1 in the sport position "" with the seat part side cheek 12D '". The drive shaft 2OG is shown in two positions, middle position "and sport position '", analogous to the seat part side bolsters 12D "and 12D"'.

According to FIG. 7A, the seat part side bolsters 12D are arranged in a rotatable manner in the bearings 2OD, 2OE, so that, in turn, a translatory movement of the drive shaft 2OG, which is caused by a rotational movement of the motor / transmission unit 2OH, 2OJ Rotation about the pivot axis 2OC takes place since the seat part side cheeks 12D are connected to the drive shaft 2OG in a rotatable manner along an x-axis.

FIG. 7G shows a perspective bottom view of the third adjustment arrangement 20 according to FIGS. 3A to 3C in a second embodiment variant, in which the motor and transmission 2OH, 20J are arranged essentially on a y-axis. The pivot axis 2OC of the seat part side cheek 12D, which is in the positions 12D _off . 12D 'to 12D'"is in turn pivotable in the x direction.

Similarly, on the left side (not shown here) there is a symmetrically arranged adjustment arrangement 20 for the left seat part side cheek 12D. The seat part side wall 12D is shown here in a position, for example in the pivoted downward egress position 12D _Off -

In an adjustment gear 2OA, 2OA ', 2OA ", 2OA'", a rotational movement of a drive shaft 2OG, which extends essentially in the y direction, is transmitted into a pivoting movement of the seat part side cheek 12D. In the exit position AusP of the seat part side bolster 12D _Aus , for example, the adjusting mechanism 2OA is not adjusted.

In the direction of the sports position '", the adjustment gear 20A'" is completely adjusted so that the seat part side cheek 12D _{off is} finally arranged in the position 12D '".

Via a gearwheel arrangement 2OK, a first gearwheel 20K-1 and a second gearwheel 20K-2, a displacement measuring system 2OF can also be arranged, by means of which the adjustment paths of the seat part side bolsters 12D can be measured and adjusted. The displacement measuring system 2OF is arranged on the second gear 20K-2 and the counter-rotation of the gearwheels 2OK enables the rotational movement of the drive shaft 2OG to be transmitted to the shaft of the second gear 20K-2 and thus to the displacement measuring system 2OF.

FIG. 7G shows a schematic representation of the second embodiment variant of the third adjustment arrangement 20 with the same reference numerals and components.

Finally, FIG. 7H shows a further perspective view from the front into the backrest 14.

The third adjustment arrangement 20 is arranged here in order to be able to adjust a backrest side cheek 14D, into the exit position AusP, the comfort position "the middle position" and the sport position "". The backrest side cheek 14D "in the middle position" is, similarly to the arrangement of the seat part side cheeks 12D, also rotatably / pivotably arranged in a first bearing 2OD and a second bearing 2OE, the backrest side cheek 14D "running essentially in the z direction in the backrest 14 and thereby one swiveling axis 2OC running essentially in the z direction.

Analogous to the adjustment of the seat part side bolsters 12D, according to FIG. 7E, a threaded rod 2OG is also formed here as a drive shaft, which is variable in length, the threaded rod 2OG essentially running in the y direction, that is to say transversely to the direction of travel x. The motor / gear unit 2OH, 2OJ, which is in turn arranged, guides the threaded rod 2OG onto a rotatable pivoting lever integrated in the second bearing 2OE, so that the extension and shortening of the drive shaft 2OG cause the backrest side cheek 14D to pivot from the exit position AusP to the sport position '" As described above, however, only the middle position "as side cheek 14D" is shown here.

A further perspective view, this time looking into the backrest 14 from behind, with the third adjustment arrangement 20 for a backrest side cheek 14D arranged in the backrest 14 in a second embodiment variant is shown in FIG. 7J and the associated detail to the left of FIG. 7J.

The side cheek 14D, shown here in the positions 14D "the middle position" and the sport position "" in the form of the backrest side cheek 14D "", can assume all positions between the exit position AusP and the sport position "" as described in FIG. 7A for the seat part side cheeks 12D. The arrangement of the backrest side cheek 14D is carried out analogously to FIG. 7A by means of the bearings 2OD, 2OE.

In this second embodiment variant, a gearbox 2OJ is designed in the area of the second bearing 2OE, with this gearbox 2OJ again having a variable-length threaded rod 2OG caused by rotation to allow the backrest side cheek 14D to pivot about the z-axis, i.e. on the pivot axis 2OC. The threaded rod 2OG rotating about the y-axis is set in rotation by a further drive shaft 2OG or threaded rod running essentially in the z direction, whereby this threaded rod 2OG located between the motor / transmission unit 2OH, 20J also rotates about the z-axis .

The respective rotation of the threaded rods 2OG on the input side of the two transmissions 20J also leads to a rotation on the output side, so that, as in this exemplary embodiment and shown in FIG. 7J, rotation of the threaded rod 2OG between the motor / gear unit 2OH, 2OJ and the opposite gear 2OJ causes the backrest side cheek 14D to pivot in the same direction about the pivot axis 2OC. Corresponding transmission ratios can be implemented in the respective transmissions 2OJ, on the motor 2OH or in the overlying transmissions 2OJ which transmit the motion.

The detail in addition to FIG. 7J shows that a displacement measuring system 2OF is additionally arranged on the transmission 2OJ implemented on the motor / transmission unit 2OH, 2OJ in order to record and limit the corresponding rotational movements. By means of this displacement measuring system 2OF, the stops between the side cheek positions of the exit position AusP and the sport position '"of the seat part side cheeks 14D _Aus and 14D"' can then be approached.

Reference list

10 vehicle seat

 12 seat part

 12A seat

 12B seat cushion

 12C seat part side panels

 12D seat side bolsters

 12E front edge of seat

 12F side edge of seat

 14 backrest

 14A leaning surface

 14B backrest cushion

 14C backrest side panels

 14D backrest side bolsters

AusP exit position

 Comfort position

 Middle position

 Sport position

16 first adjustment arrangement

 16A first carrier plate

16B ¹ second support plate [comfort position]

16B "second support plate [middle position]

16B ¹ "second carrier plate [sports position]

 16C air chamber [deflated]

 16C716C "air chamber [partially filled]

 16C "air chamber [filled]

 16D swivel axis

18 second adjustment arrangement

 18A third carrier plate

 18BAUSP fourth carrier plate [exit position

18B ¹ fourth support plate [comfort position]

18B "fourth carrier plate [middle position]

18B ¹ "fourth support slat rSDortDositionl 8C air chamber [deflated]

8C718C "air chamber [partially filled]

8C "air chamber [filled]

8D adjustment path 0 third adjustment arrangement

OA adjustment gear (not adjusted)

0AV20A "variable speed gearbox (partially adjusted)

0A ¹¹¹ adjustment gear (fully adjusted)

OB support link

OC swivel axis

OD first warehouse

OE second warehouse

OF displacement measuring system

OG drive shaft [threaded rod]

OH engine

OJ gearbox

0K gears

0K-1 first gear

0K-2 second gear 2 fourth adjustment arrangement

2A 'tensioned belt [comfort position]

2A722A " ¹ tensioned strap [middle position - sport position] 2B seat frame connection 4 fifth adjustment arrangement

4A adjustment shaft

4A-1 adjustable tension tube

4A-2 shaft

4B ¹ flexible mat [comfort position]

4BΥ24B "'flexible mat [middle position - sport position] C second seat frame connection of the mat [front] D third seat frame connection of the shaft [rear] E connection mat with adjustable tension tube

 F lever

G drive shaft [threaded rod] 24H engine

 24J gearbox

 26 seat frame

28 Control console driving style [manual / automatic]

 30 gear shift console

 32 gear selector

 34 Control unit gearbox

 36 Control unit seat adjustment

 38 data bus lines

 40 control lines to actuators of the adjustment arrangement 16, 18, 20, 22, 24

42 Control unit chassis

 44 Chassis adjustment button

 46 Chassis control console [manual / automatic]

 48 parting line

From P exit position

 KP comfort position (')

 MP middle position (")

 SP sport position ('")

AutoP-FW Auto positioning via gear shift console 30

AutoP-FWE Auto positioning via chassis adjustment 44

P Park setting

 R Reverse adjustment

 N Idle setting

 D Permanent setting

 S sport setting

 FW driving style

 FWE landing gear adjustment

Z vertical direction

 X direction of travel

y transverse to the direction of travel

Claims

Claims 1.Vehicle seat (10) with changeable geometry to adapt to the driving needs of a user, the at least one seat part (12) with a seat part cushion (12B) forming a seat surface (12A) and seat part side support surfaces (12C) forming seat part side bolsters (12D) and the at least one has a backrest (14) with a backrest cushion (14B) forming a backrest surface (14A) and backrest side support surfaces (14C) forming backrest side cheeks (14D), characterized in that at least one of the components (12B, 12D, 14B forming the vehicle seat (10) , 14D)  - Depending on a mode of operation that can be specified on the transmission side (AutoP-FW) automatically in positions adapted to the style of driving (FW) (AusP, KP, SP) and / or  - manual, gearbox independent in positions adapted to the driving style (FW) (AusP, KP, MP, SP)  can be changed statically in their geometry (height, contour, position) and / or hardness by at least one associated adjustment arrangement (16, 18, 20, 22, 24). 2. Vehicle seat according to claim 1, characterized in that the automatic transmission-side setting can be predetermined by an "auto-positioning" (AutoP-FW) on an operating console (28), as a result of which the transmission-side driving style (FW-P,) selected on a transmission switching console (30) R, N, D, S) of a gear selector lever (32) takes effect, the park setting (P) of which is automatically an exit position (AusP), whose permanent setting (D) is automatically a comfort position (KP) and whose sport setting (S) is automatically a sport position (SP) at least one component (12B, 12D, 14B, 14D) of the vehicle seat by at least one associated adjustment arrangement (16, 18, 20, 22, 24) each static in its geometry (height, contour, position) and / or hardness causes. 3. Vehicle seat according to claim 1, characterized in that the manually predeterminable position (AusP, KP, MP, SP) adapted to the driving style (FW) is independent of the selected driving style (FW - P, R, N, D, S ) is adjustable ("manual positioning"), whereby the exit position (AusP), the comfort position (KP) and the sport position (SP) and additionally a selectable middle position (MP) between the comfort position (KP) and the sport position (SP) of the at least a component (12B, 12D, 14B, 14D) of the vehicle seat by at least one associated one Adjustment arrangement (16, 18, 20, 22, 24) can each be achieved statically in their geometry (height, contour, position) and / or hardness. 4.Vehicle seat (10) with changeable geometry for adaptation to the driving needs of a user, the at least one seat part (12) with a seat part cushion (12B) forming a seat surface (12A) and seat part side support surfaces (12C) forming seat part side bolsters (12D) and the at least one has a backrest (14) with a backrest cushion (14B) forming a backrest surface (14A) and backrest side support surfaces (14C) forming backrest side cheeks (14D), characterized in that at least one of the components (12B, 12D, 14B forming the vehicle seat (10) , 14D)  - Depending on a predeterminable chassis setting (FWE) automatically in positions (KP, SP) and / or adapted to the chassis setting (FWE)  - Manually adjusted positions (KP, SP) regardless of the chassis setting (FWE)  can be statically changed in their geometry (height, contour, position) and / or hardness by at least one associated adjustment arrangement (16, 18, 20, 22, 24). 5. Vehicle seat according to claim 4, characterized in that the automatically predeterminable setting by "autopositioning" (AutoP-FWE) on a control console undercarriage (46) can be predefined, as a result of which the undercarriage setting button 44 adjustable on a chassis adjustment button 44 "Autopositioning" (AutoP-FWE) takes effect, whereby its comfort-oriented or its sporty suspension setting (FWE) the comfort position (KP) or the sport position (SP) of at least one component (12B, 12D, 14B, 14D) of the vehicle seat by at least one associated adjustment arrangement (16, 18, 20, 22, 24) each statically in its geometry (height, contour, position) and / or hardness automatically. 6. Vehicle seat according to claim 4, characterized in that the manually predeterminable position (KP, SP) adapted to the chassis setting (FWE) can be set independently of the chassis setting button (44) ("manual positioning"), the comfort position (KP) or the sports position (SP) of at least one component (12B, 12D, 14B, 14D) by at least one associated adjustment arrangement (16, 18, 20, 22, 24) each static in its geometry (height, contour, position) and / or Hardness can be effected manually. 7. Vehicle seat according to one of claims 1 to 3 or 4 to 6, characterized in that a first adjustment arrangement (16) depending on the driving style (FW) according to one of claims 1 to 3 and / or the chassis adjustment (FWE) according to one of the Claims 4 to 6 essentially adapts the at least one backrest side cheek (14D) by at least one first carrier plate (16A) running essentially in the x direction or between the first and a second carrier plate running essentially in the x direction ( 16A, 16B), an air chamber (16C) is arranged within the backrest side cheek (14D), which by draining and filling changes the position, contour and hardness of the at least one backrest side cheek (14D ¹ , 14D ", 14D" ¹ ) in such a way that at least one Comfort position (KP), a middle position (MP) and a sport position (SP) of the vehicle seat (10) is adjustable. 8. Vehicle seat according to one of claims 1 to 3 or 4 to 6, characterized in that a second adjustment arrangement (18) depending on the driving style (FW) according to one of claims 1 to 3 and / or the chassis adjustment (FWE) according to one of the Claims 4 to 6 essentially effects an adaptation of the at least one backrest side cheek (14D) by on at least one third carrier plate (18A) running essentially in the y direction or between the third and a fourth carrier plate (18A running essentially in the y direction) , 18B) an air chamber (16C) is arranged inside the backrest side cheek (14D), which essentially changes the height, contour and hardness of the backrest side cheek (14D _Aus> 14D ¹ , 14D ", 14D" ¹ ) by draining and filling such that at least an exit position (AusP), a comfort position (KP), a middle position (MP) and a sport position (SP) can be set. 9. Vehicle seat according to one of claims 1 to 3 or 4 to 6, characterized in that a third adjustment arrangement (20) depending on the driving style (FW) according to one of claims 1 to 3 and / or the chassis adjustment (FWE) according to one of the Claims 4 to 6 essentially an adaptation of the at least one strut-like substructure, which runs essentially in the x-direction within the seat part side cheek (12D), by an adjustment gear 2OA being arranged near or on a seat frame (26), which is actuated by its actuation essentially changed the height and position of the seat part side bolster (12D _Aus , 12D ¹ , 12D ", 12D ¹ ") in such a way that at least one exit position (AusP), one comfort position (KP), one middle position (MP) and one sport position (SP) can be adjusted is. 10. Vehicle seat according to one of claims 1 to 3 or 4 to 6, characterized in that a fourth adjustment arrangement (22) depending on the driving style (FW) according to one of claims 1 to 3 and / or the chassis adjustment (FWE) according to one of the Claims 4 to 6 essentially adapts the seat part cushion (12B) of the seat part (12) by arranging at least one tension band (22A) in the seat part cushion (12B), preferably in the foam, which due to its relaxation or relaxation essentially Contour and thus the H-point position (hip point position) and the hardness of the seat cushion (12B ¹ , 12B ", 12B ¹ ") changed such that at least one comfort position (KP), a middle position (MP) and a sport position (SP) can be set . 11. Vehicle seat according to one of claims 1 to 3 or 4 to 6, characterized in that a fifth adjustment arrangement (24) depending on the driving style (FW) according to one of claims 1 to 3 and / or the chassis adjustment (FWE) according to one of the Claims 4 to 6 essentially adapts the seat part cushion (12B) of the seat part (12) by arranging a flexible mat (24B) underneath the seat part cushion (12B), which on the one hand fixes directly in the seat base frame (26) and on the other hand transversely Rotating adjusting shaft (24A) running in the seat underframe (26) and extending to the vehicle seat (10) essentially changes the height and thus the H-point position (hip point position) as well as the hardness of the seat part cushion (12B ¹ , 12B ", 12B ¹ ") such that at least one comfort position (KP), a middle position (MP) and a sport position (SP) can be set. 12. Vehicle seat according to claim 1 or 4, characterized in that the movement of the at least one seat part (12) with a seat part cushion (12B) forming a seat surface (12A) relative to the seat part side cheeks (12C) forming part of the seat part side surfaces (12C) or vice versa and the at least one backrest (14) with a backrest cushion (14B) forming a leaning surface (14A) opposite the backrest side cheeks (14C) forming the backrest side support surfaces (14C) or vice versa through an intermediate parting joint (48) and / or one of the components (12B, 12D / 14B, 14D) separating joint can be reached. 13.Vehicle seat (10) with changeable geometry for adaptation to the driving needs of a user, the at least one seat part (12) with a seat part cushion (12B) forming a seat surface (12A) and seat part side support surfaces (12C) forming seat part side bolsters (12D) and the at least one has a backrest (14) with a backrest cushion (14B) forming a rest surface (14A) and backrest side support surfaces (14C) forming backrest side cheeks (14D), characterized in that at least one of the components (12B, 12D, 14B forming the vehicle seat (10) , 14D) - depending on a transmission style that can be specified on the transmission side (AutoP-FW) automatically in positions adapted to the driving style (FW) (KP ₁ SP)  can be statically preset by means of at least one associated adjustment arrangement (16, 18, 20, 22, 24) and its geometry (height, contour, position) and / or hardness can be changed dynamically depending on the speed. 14.Vehicle seat (10) with changeable geometry to adapt to the driving needs of a user, the at least one seat part (12) with a seat part (12A) forming seat part cushion (12B) and seat part side support surfaces (12C) forming part of the seat part (12D) and the at least one has a backrest (14) with a backrest cushion (14B) forming a backrest surface (14A) and backrest side support surfaces (14C) forming backrest side cheeks (14D), characterized in that at least one of the components (12B, 12D, 14B forming the vehicle seat (10) , 14D)  - depending on a predefinable chassis setting (FWE) automatically in positions adapted to the chassis setting (FWE) (KP, SP)  can be statically preset by at least one associated adjustment arrangement (16, 18, 20, 22, 24) and its geometry (height, contour, position) and / or hardness can be changed dynamically via a speed-dependent suspension setting (FWE).