• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    There is described a sensor device for detecting the displacement position of a motor vehicle seat, by means of which a relative displacement of an at least partially ferrite upper rail (2) along a longitudinal extent of an at least partially ferritic stationary lower rail (1) is longitudinally displaceable, at least in two displacement positions, namely a front displacement position and a rearward displacement position. The sensor device comprises a Hall sensor (11) and a first biasing magnet (12) and is free of flux concentrators and shielding plates. The Hall sensor (11) and the first biasing magnet (12) are arranged along the longitudinal extent of the longitudinally displaceable upper rail (2), that when moving the upper rail (2) relative to the stationary lower rail (1) passing a free longitudinal end of the stationary lower rail (1) 1) can be monitored and leads to a change of an output signal of the Hall sensor (11) corresponding to a change from a front displacement position to a rear displacement position of the motor vehicle seat and vice versa. The sensor device is configured such that in the unmounted state at the Hall sensor (11), an output signal corresponding to a rearward displacement position of the motor vehicle seat can be generated.
    公开号:CH712246A2
    申请号:CH00322/16
    申请日:2016-03-11
    公开日:2017-09-15
    发明作者:Lanter Josua；Bürgler Silvano；Jörimann Beat；Käbisch Carsten
    申请人:Polyresearch Ag；
    IPC主号:
    专利说明:

    Description [0001] The invention relates to a sensor device for detecting the displacement position of a motor vehicle seat according to the preamble of patent claim 1.
    Motor vehicles, especially passenger cars, are increasingly equipped with safety devices such as front, side, knee and head airbags. These safety devices should protect the occupants in the event of a collision and reduce the risk of injury. Airbags must be deployed and inflated within a very short period of time. In addition, propellants are used, which fill the airbag explosively and let emerge from the respective panel in the vehicle interior. The arrangement of the airbags and the choice of their size represents a compromise that should meet the different sizes and the different weight of the vehicle occupants. In the case of front airbags, it is also often provided to inflate the airbag differently depending on the seating position of the vehicle occupants. Thus, a front airbag in a large occupant whose vehicle seat is located correspondingly further away from the dashboard, to be inflated more than in the case of a small grown vehicle occupant whose vehicle seat is moved to a position closer to the dashboard. This is to prevent a vehicle occupant closer to the dashboard from being injured by the force of an airbag inflated with full energy. The inflation energy for the airbag is controlled accordingly via graduated amounts of propellant charge that are ignited. Therefore, the knowledge of the approximate distance of the vehicle seat from the instrument panel is important for controlling the inflation energy for the airbag. It does not depend on an exact distance measurement; it is sufficient if, for example, two states of the vehicle seat, namely front or rear, can be detected.
    In the past, therefore, various mechanical or electromechanical systems have already been used to determine the position of the vehicle seat. However, mechanical or electromechanical detector systems are susceptible to wear and can lead to unpleasant, unwanted noise when adjusting the vehicle seat.
    In the course of increasing automation, motor vehicles are more and more equipped with electrical and electronic components, which take over the function of the previous mechanical or electromechanical sensor devices. Thus, contactless sensor devices are already known from the prior art, with which the relative position of two mutually displaceable components can be detected in order to generate a corresponding control signal therefrom. In the case of the vehicle seat, the components which can be displaced relative to one another are, for example, a guide rail mounted on the vehicle floor and a seat rail fixedly connected to the vehicle seat and linearly displaceable along the guide rail. In order to be able to determine the relative position of the two rails, a magnetic strip, for example, can be attached to the guide rail along which a Hall sensor connected to the seat rail can be displaced. The magnetic strip can, as described in US Pat. No. 4,909,560, repeatedly change its polarity along its longitudinal extent. In the relative displacement along the magnetic strip changes depending on the currently detected magnetic pole, the output signal of the Hall sensor. This allows an incremental detection of the relative position of the vehicle seat.
    A known from DE-10 136 820 position sensor based on a Hall sensor allows the detection of two seating positions, front or rear, corresponding to a small or a large distance of the vehicle seat from the dashboard. In order to achieve the largest possible evaluable signal of the Hall sensor, both documents propose to keep the distance between the magnetic poles and the surface of the Hall sensor as low as possible. However, in conjunction with the usual manufacturing and assembly tolerances, this can cause the Hall sensor or its housing when moving the seat rail relative to the guide rail grinds. Apart from the unwanted noise and the increased displacement resistance of this sliding contact can lead to damage and failure of the sensor system.
    From JP 2003-227 703 a sensor arrangement is known, which is mounted on the seat rail and monitors a mounted on the guide rail query plate. This sensor arrangement comprises a Hall sensor, a biasing magnet and a flux guide plate, which are mounted within a housing. For example, the housing has a U-shaped configuration with a receiving gap for the interrogation sheet to be monitored. The Hall sensor, the bias magnet and the flux guide plate may be arranged on both sides of the receiving gap. An alternative embodiment provides that all components of the sensor arrangement are arranged on one side of the receiving gap. The flux guide plate is used to concentrate the magnetic flux on the Hall sensor and should also shield disturbing influences of foreign magnetic fields. When moving the vehicle seat from a position "back" in a position "front" reaches the interrogation plate in the receiving gap of the housing of the sensor assembly. As a result, the magnetic flux is changed by the Hall sensor and generates a signal which can be assigned to a sitting position. A disadvantage of this sensor arrangement is that the housing for the sensor arrangement is relatively large and must be arranged very accurately with respect to the interrogation plate. Also, the interrogation plate must be mounted separately on the guide rail, which increases the assembly effort.
    The pointing in the footwell free front end of the guide rail is also often provided with a cap, so that the risk of injury to the guide rail is fixed. The cap can now cause the housing for the sensor assembly must be mounted relatively far projecting laterally from the seat rail so that it does not hinder the displacement of the seat rail along the guide rail. This requires that also mounted on the guide rail query plate must protrude relatively far sideways so that it can be taken when passing over the receiving gap of the housing of the sensor assembly. However, the relatively far laterally projecting interrogation plate can in turn lead to obstructions, for example, when an object slides down the side of the vehicle seat. There is a risk that the interrogation plate is bent, which can affect the seat adjustment or make it impossible to correctly detect the seating position, because, for example, the signal change is no longer sufficiently large.
    Another problem of the sensor devices of the prior art is that they may not have a clearly defined state in a faulty mounting and a fall of the sensor device from the rail system, which in case of emergency a collision to an additional risk for one on the Passenger seat can inflate by the airbag is inflated with a for the assumed seating position and for the stature of the passenger too low energy.
    The object of the present invention is therefore to eliminate these disadvantages of the known sensor devices. It is a sensor device for detecting the displacement position of a motor vehicle seat to be created, which has a compact design and allows unimpeded adjustment of the position of the vehicle seat even with mounted cover of the guide rail. The sensor device should provide the largest possible evaluable signal, so that at least two positions of the vehicle seat, namely the rear or front, are clearly distinguishable. The sensor device should be simple and inexpensive to build and allow easy installation. Mounting errors or even falling off of the sensor device from the monitored rail system should not pose an increased risk for a passenger sitting on the monitored seat.
    The inventive solution of these objects consists in a sensor device for detecting the displacement position of a motor vehicle seat, as defined in the independent claim 1. Further developments and / or advantageous embodiments of the invention are the subject of the dependent claims.
    The invention provides a sensor device for detecting the displacement position of a motor vehicle seat is provided by means of which a relative displacement of an at least partially ferritic upper rail, which is longitudinally displaceable along a longitudinal extent of an at least partially ferritic stationary lower rail, at least in two displacement positions, namely a front displacement position and a rear shift position, detek-tierbar is. The sensor device comprises a level sensor and a first biasing magnet and is free of flux concentrators and shielding plates. The level sensor and the first biasing magnet are arranged along the longitudinal extension of the longitudinally displaceable upper rail, that when moving the upper rail relative to the stationary lower rail passing a free longitudinal end of the stationary lower rail is monitored and a change of an output signal of the Hall sensor according to a change of a front displacement position leads to a rearward displacement position of the vehicle seat and vice versa. The sensor device is configured such that in the unmounted state at the Hall sensor, an output signal corresponding to a rearward displacement position of the motor vehicle seat can be generated.
    In contrast to the sensor arrangements of the prior art, the sensor device according to the invention monitors the free end of the stationary lower rail, which is sometimes referred to as a guide rail. When longitudinal displacement of the upper rail together with the vehicle seat, the upper rail passes into a displacement position in which it projects beyond the free longitudinal end of the stationary lower rail. By monitoring the free longitudinal end of the stationary lower rail eliminates the need for a query panel, which would otherwise be mounted additionally. The sensor device is reduced to the absolutely necessary and comprises in a first embodiment only a Hall sensor and a first biasing magnet. On Flußkonzentratoren or shielding plates can be omitted, since the at least partially or partially ferritic top and bottom rails, usually magnetizable sheets and / or steel rails, take over these functions. When moving the longitudinally displaceable upper rail relative to the stationary lower rail, the sensor device moves over the free longitudinal end of the stationary lower rail. The magnetic flux, which passes through a measuring field on the Hall sensor, changes, and a signal can be picked up at the Hall sensor. By reducing the sensor device to the absolutely necessary components, namely a Hall sensor and a first biasing magnet, this can be made very compact.
    The Hall sensor and the first biasing magnet are arranged along the longitudinal extension of the longitudinally displaceable upper rail such that when moving the upper rail relative to the stationary lower rail passing a free longitudinal end of the stationary lower rail is monitored and a change of an output signal of the Hall sensor according to a change leads from a front displacement position to a rearward displacement position of the vehicle seat and vice versa. The sensor device is configured such that it generates an output signal corresponding to a front displacement position of the motor vehicle seat in the mounted state and in the absence of the stationary lower rail on the Hall sensor. In a case of collision, an information supplied by the Hall sensor information "front shift position" inflated only with reduced energy, so as not to endanger a further forward in the motor vehicle passenger.
    The sensor device itself, however, is configured such that in the unassembled state at the output of the Hall sensor, a signal is present, which corresponds to the rear seat position. If the sensor device is mounted incorrectly or even dropped, the information "rear shift position" is at the output of the Hall sensor. This ensures that an airbag is inflated completely and with full energy in the event of a collision, so that, for example, heavier passengers whose motor vehicle seat is in a rearward displacement position can be safely caught. Research has shown that lighter passengers, who may be in a forward sitting position, are not overly affected. By contrast, this "default-moderate" configuration of the sensor device with regard to the "rear shift position" statistically protects the significantly larger proportion of passengers in the best possible way.
    A variant of the sensor device may provide that the Hall sensor and the first biasing magnet are aligned with each other so that in the assembled state and in the absence of the lower rail a majority of magnetic field lines of a magnetic field generated by the first biasing magnet passes through a measuring field of the Hall sensor. Such an arrangement of the Hall sensor and the first biasing magnet is structurally relatively easy to implement.
    A further embodiment of the sensor device may provide that a second biasing magnet is arranged with respect to the Hall sensor and the first biasing magnet, that in the assembled state and in the absence of the lower rail, a large part of magnetic field lines of a resulting magnetic field through a measuring field of the Hall sensor runs. The second biasing magnet serves to deform the magnetic field of the first biasing magnet in such a way that a desired low flux density can be achieved by the measuring field of the Hall sensor when the lower rail is detected or when the sensor device has fallen down in order to reliably display the rearward displacement position.
    In a further embodiment of the sensor device can be provided that in the front displacement position extending through a measuring field of the Hall sensor magnetic field has a magnetic flux density which is greater than in the rearward displacement position. For example, the magnetic flux density in the forward displacement position can be up to 20 mT, while in the rearward displacement position it is only about 2-3 mT. Alternatively, for example, the magnetic flux density in the forward displacement position may be up to about +10 mT, while the magnetic flux density in the rearward displacement position may be about -10 mT. It is understood that the indicated magnetic flux densities are only examples. The effectively required and achievable magnetic flux densities depend on the material and configuration.
    In a further embodiment of the sensor device according to the invention, the Hall sensor and the first and optionally the second biasing magnet may be arranged in relation to the longitudinally displaceable upper rail, that they are displaceable together and together with the upper rail. When driving over and detecting the stationary lower rail, a magnetic field of the first biasing magnet or a resulting magnetic field from the first and second biasing magnets is deformed by the lower rail such that the field lines of the magnetic field are guided past a measuring field of the Hall sensor and at the Hall sensor an output signal can be generated according to a rear shift position.
    An embodiment of the invention may provide that the sensor device is designed as a structural unit by the Hall sensor and the first biasing magnet and optionally also the second biasing magnet are arranged for example in a sensor housing. Alternatively, the Hall sensor and the first biasing magnet and possibly also the second biasing magnet can be encapsulated with a housing-like plastic sheath. As a structural unit, the sensor device is even easier to handle, in particular to mount. When installing the sensor device no separate adjustment or alignment must be made more because the Hall sensor and the or the bias magnets are already adjusted within the housing to each other. It is sufficient to position the structural unit, in particular the sensor housing, by means of the fastening devices provided for this purpose, for example arresting projections or the like, at the predetermined position on the longitudinal side of the longitudinally displaceable upper rail. However, it is understood that the Hall sensor and the or the bias magnets can also be mounted as individual components on the longitudinal side of the longitudinally displaceable upper rail.
    In a further embodiment of the invention, the sensor device is mounted on the longitudinally displaceable upper rail such that the Hall sensor is arranged closer to the stationary lower rail than the first biasing magnet. By this measure constructive interpretations of the two components can be used to optimally shield the Hall sensor against magnetic interference fields and at the same time to achieve the best possible concentration of the magnetic field of the first biasing magnet on the Hall sensor. In addition, the first bias magnet can shield the Hall sensor up against falling debris.
    A further arrangement of the inventive sensor device may provide that the first biasing magnet has a vertical distance from the Hall sensor, which is 0.5 mm to 10 mm. This distance may prove expedient for a sufficiently high sensitivity of the sensor device in order to achieve a sufficiently large stroke when traveling over the free longitudinal end of the stationary lower rail, i. to achieve a sufficiently large magnetic field change of, for example, 15 mT up to 80 mT.
    Because of the utilization of the magnetic field conducting properties of the two relatively movable rails, namely the upper rail and the lower rail, the sensor device can be very well inserted, so that the direction of the magnetization of the first biasing magnet is not necessarily critical. Nevertheless, an embodiment of the sensor arrangement can provide that the first biasing magnet has a magnetization whose vector encloses an angle of 0 ° to 180 ° with a measuring field of the Hall sensor.
    The sensor device can be mounted directly on the designated position on the longitudinal side of the longitudinally displaceable upper rail. An alternative embodiment of the invention may provide that the Hall sensor and / or the biasing magnet and / or optionally the second biasing magnet are mounted such that they have a distance from the longitudinally displaceable upper rail.
    The inventive sensor device is designed in particular for use for determining the displacement position of a vehicle seat in a motor vehicle. The stationary lower rail is a fixedly anchored in the vehicle guide rail, while the longitudinally displaceable upper rail can also be referred to as a seat rail to which the vehicle seat is attached. Together, the two rails form an adjustable seat attachment in a motor vehicle. The Hall sensor and the first biasing magnet and optionally the second biasing magnet may be arranged at a distance from the longitudinally displaceable upper rail or seat rail, in order to detect over the free longitudinal end of the stationary lower rail or guide rail in the seat adjustment. In principle, a front longitudinal end of the lower rail projecting into the footwell or else a rearward end of the lower rail facing away from it can be detected. Accordingly, the sensor device provides a signal for «front shift position» or «rear shift position». After the front displacement position, which also corresponds to a front seat position of a passenger, is considered to be the more critical for safety reasons, it proves to be expedient if, when displacing the upper rail relative to the lower rail, the sensor device monitors the passing over of the front free longitudinal end of the lower rail, for example, when the upper rail is moved from the front displacement position to a rearward displacement position.
    In a further embodiment of the invention, the upper rail can be designed such that it largely shields at least the Hall sensor of the sensor device. For this purpose, the upper rail has a projection projecting laterally and upwardly, essentially along its entire longitudinal extent. This lateral extension surrounds the Hall sensor on one longitudinal side and shields it, while the opposite longitudinal side is shielded from the longitudinal side of the upper rail. Towards the top, the mounted Hall sensor is covered by the first bias magnet arranged above it. This design of the upper rail on the one hand optimal shielding against magnetic interference fields can be achieved and on the other hand ensures a very good concentration of the magnetic field of the first biasing magnet on the Hall sensor.
    The sensor device according to the invention in its above-described embodiment variant is designed in particular for monitoring the displacement position of a vehicle seat, to thereby generate control signals for controlling a degree of inflation for a driver and / or passenger airbag. The configuration of the sensor device ensures that in the absence of the stationary lower rail at the Hall sensor an output signal corresponding to a front shift position is applied.
    Further advantages and features of the invention will become apparent from the following description of schematic representations of embodiments of the inventive device. It shows in a non-scale schematic representation:
    1 is a perspective view of a portion of a seat attachment with a stationary lower rail and a relatively movable upper rail.
    FIG. 2 shows an end view of the seat attachment from FIG. 1 with a mounted sensor device; FIG.
    3 shows an end view according to FIG. 2 with an alternative arrangement of the sensor device;
    4 shows a further embodiment of the invention;
    5 is a schematic representation of a further embodiment of the sensor device with the course of the magnetic field lines;
    FIG. 6 shows the sensor device according to FIG. 5 attached to an upper rail, with the magnetic field lines in the absence of a stationary lower rail; FIG.
    FIG. 7 shows the course of the magnetic field lines of the sensor device mounted on the upper rail according to FIG. 6 in the presence of a stationary lower rail; FIG.
    8 is a schematic representation of a further embodiment variant of the sensor device with the course of the magnetic field lines;
    FIG. 9 shows the sensor device according to FIG. 8 attached to an upper rail with the magnetic field lines in the absence of a stationary lower rail; FIG. and
    Fig. 10 shows the course of the magnetic field lines of the mounted on the upper rail sensor device according to FIG. 9 in the presence of a stationary lower rail.
    Fig. 1 shows schematically a portion of a seat attachment, such as the front seats of a motor vehicle. The seat attachment comprises a fixed lower rail 1 fixed to the floor of the motor vehicle, sometimes referred to as a guide rail, and a relatively upper rail 2 slidable along the longitudinal extent of the lower rail 1, sometimes referred to as a seat rail. The upper rail 2 may be connected to the vehicle seat, not shown. It is understood that two stationary lower rails and two longitudinally displaceable upper rails are provided for each front vehicle seat. For reasons of clarity, however, only one of the two rail combinations 1, 2 is shown in FIG. In particular, Fig. 1 shows a body wall closer arrangement of bottom rail 1 and top rail 2 with a view of a free longitudinal end 3 of the bottom rail 1, which faces a footwell of a passenger cabin. The lower rail 1 and the upper rail 2 consist at least in part of a ferritic material, in particular a magnetizable steel. The footwell facing free longitudinal end 3 of the lower rail 1 may be covered with a plastic cap, not shown, in order to minimize the risk of injury to edges of the stationary lower rail 1. The reference numeral 5 denotes a lower rail 1 facing side wall of the upper rail. One of the side wall 5 of the stationary lower rail 1 laterally and upwardly projecting extension is provided with the reference numeral 6.
    When adjusting the vehicle seat from a «rear shift position» in a «front shift position» slides the upper rail 2, guided in the stationary lower rail 1, in the direction of the footwell of the passenger cabin until its front end 4 projects beyond the free longitudinal end 3 of the stationary lower rail 1 , This is the situation illustrated in FIG. The invention makes use of this fact that the front end 4 of the upper rail 2 in the "front shift position" the free longitudinal end 3 of the stationary lower rail 1 surmounted advantage.
    2 shows an end view of the arrangement of stationary lower rail 1 and upper rail 2 guided therein. The figure shows the situation in which the front end 4 of the upper rail 2 and the free longitudinal end 3 of the lower rail 1 are approximately at the same (displacement). ) Height are arranged. On one of the stationary lower rail 1 facing side wall 5 of the displaceable upper rail 2, a sensor device 10 is arranged. The sensor device 10 includes a Hall sensor 11 and a first biasing magnet 12, which may be formed as a permanent magnet. The first bias magnet 12 has, for example, a magnetic flux density of 0.3 T to 1.5 T. The sensor device 10 according to the invention is reduced to the absolute minimum and dispenses with flux concentrators or shielding plates.
    The arrangement of the sensor device 10 on the side wall 5 of the displaceable upper rail depends on which distance of the vehicle seat is defined by a dashboard of the motor vehicle as a front displacement position or as a sitting position «front». In any case, the arrangement of the sensor device 10 on the side wall 5 of the upper rail 2 is selected such that it is longitudinally displaced beyond the free longitudinal end 3 of the stationary lower rail 1 to reach the front displacement position. When moving the vehicle seat into the forward displacement position, the sensor device 10 thus passes over the free longitudinal end 3 of the stationary lower rail 1. The magnetic field of the bias magnet 12, which is otherwise very homogeneously directed to the Hall sensor 11, experiences a relative when reaching the free longitudinal end 3 of the lower rail 1 strong change. As a result, the magnetic flux through the measuring field of the Hall sensor 11 changes. From this change, a signal can be generated, which can be forwarded, for example, to a control device for inflating an airbag device, so that this, if necessary, the degree of inflation of an airbag to the respective seating position, "front »Or« rear », can adjust.
    The Hall sensor 11 of the sensor device 10 may be arranged such that it is as well shielded in the lateral direction of the upper rail 2. For this purpose, the upper rail 2 can have an extension 6 protruding laterally and upwardly substantially along its entire longitudinal extent. This lateral extension 6 surrounds the Hall sensor 11 on one longitudinal side and shields it, while the opposite longitudinal side of the Hall sensor 11 is shielded by the side wall 5 of the upper rail 2. Towards the top, the mounted Hall sensor 11 is covered by the first biasing magnet 12 arranged above it. The first biasing magnet 12 may have a vertical distance of 0.5 mm to 10 mm from the Hall sensor 11. In Fig. 2, the arrows M and M 'denote two extreme directions of magnetization of the permanent magnet 12. The vector of the magnetization M of the permanent magnet 12 may include an angle of 0 ° to 180 ° with a measuring field of the Hall sensor 11.
    Fig. 3 shows in a representation analogous to Fig. 2, a second embodiment of the sensor device, which in turn is generally provided with the reference numeral 10. The same components bear the same reference numerals as in FIG. 2. The Hall sensor 11 of the sensor device 10 is arranged, for example, on the side wall 5 of the upper rail 2 facing the stationary lower rail 1. In this case, the Hall sensor 11 may be placed such that it is encompassed on the one hand by the lateral extension 6 and on the other hand shielded by the side wall 5 of the upper rail 2. The first biasing magnet 12 may be mounted, for example, at a distance from the side wall 5 of the upper rail 2 and rotated with respect to the measuring field of the Hall sensor 11. This closes the vector of magnetization with the
    Measuring field of the Hall sensor 11, for example, an acute angle. By the sensor device 10 uses the adjacent side surface 5 and the extension 6 and the extension 6 encompassing portion of the stationary lower rail 1 as flux concentrators, the alignment of the first biasing magnet 12 on the Hall sensor 11 plays only a minor role. In Fig. 3, the first biasing magnet 12 is symbolically "floating" shown in the air. It is understood, however, that the biasing magnet 12 may be secured to a carrier, which in turn may be secured to the slidable top rail 2.
    Fig. 4 shows a further embodiment of a sensor device according to the invention, which in turn is provided with the reference numeral 10 in its entirety. Like reference numerals again designate like components. In the exemplary embodiment illustrated, the Hall sensor 11 and the first biasing magnet 12 of the sensor device 10 are both arranged at a distance from the side wall 5 of the upper rail 2. They can be arranged as a structural unit in a sensor housing 15, which is indicated by dashed lines in Fig. 4. Alternatively, the Hall sensor 11 and the first biasing magnet 12 may also be encapsulated with a housing-like plastic sheath. As a structural unit, the sensor device 10 is even easier to handle, in particular to mount. FIG. 4 shows that the first biasing magnet 12 can in turn be rotated relative to the Hall sensor 11. However, it is understood that the first biasing magnet 12 can also be arranged in a position analogous to the representation in FIG. 2. The vector of the magnetization of the first biasing magnet 12 may include an angle with the measuring field of the Hall sensor 11, which is 0 ° to 180 °.
    A sensor device shown schematically in FIG. 5 in turn bears the reference numeral 10 in its entirety and comprises a Hall sensor 11 and a first biasing magnet 12. The vector of the magnetization is provided with the reference symbol M. The Hall sensor 11 and the first biasing magnet 12 are arranged and configured such that in the unassembled state of the sensor device 10, the magnetic field lines of a magnetic field generated by the first biasing magnet 12 indicated by dashed lines on the Hall sensor 11 and a measuring field of the Hall sensor 11 are passed over. In this situation, the Hall sensor 11 is an output signal corresponding to a «rear shift position». The unassembled sensor device 10 corresponds to a fallen sensor device 10.
    FIG. 6 shows the sensor device 10 according to FIG. 5 in the mounted state. In this case, as indicated, for example, the Hall sensor 11 may be mounted directly on the side wall 5 of the upper rail. The first biasing magnet 12 may be arranged at a distance from the upper rail 2 and above the Hall sensor 11. M again denotes the vector of the magnetization of the first biasing magnet 12. The upper rail 2 deforms the magnetic field generated by the first biasing magnet 12 in such a way that a large part of the field lines indicated by dashed lines passes through a measuring field of the Hall sensor 11. As a result, an output signal is generated at the Hall sensor 11, which corresponds to a "front shift position" of the motor vehicle seat.
    5 in the presence of a stationary lower rail 1. By the lower rail 1, the magnetic field generated by the biasing magnet 12 is guided and deformed such that a large part of the indicated by dashed lines magnetic field lines passed the measuring field of the Hall sensor 11 over. As a result, an output signal is generated at the Hall sensor 11, which corresponds to a "rear shift position" of the motor vehicle seat.
    Fig. 8 shows schematically a modified sensor device, which in turn carries the reference numeral 10 throughout. The sensor device comprises a Hall sensor 11, a first biasing magnet 12 and a second biasing magnet 13. The vector of magnetization of the first biasing magnet is designated by reference M. The vector of magnetization of the second biasing magnet 13 is designated M *. The Hall sensor 11 and the first and second biasing magnet 12 are again arranged and configured such that in the unmounted state of the sensor device 10, the indicated magnetic lines of a magnetic field resulting from a superimposition of the magnetic fields of the first biasing magnet 12 and the second biasing magnet 13 magnetic field at the Hall sensor 11 and . Are guided past a measuring field of the Hall sensor 11. In this situation, the Hall sensor 11 is an output signal corresponding to a «rear shift position». The unassembled sensor device 10 corresponds to a fallen sensor device 10.
    FIG. 9 shows the sensor device 10 according to FIG. 5 in the mounted state. In this case, as indicated, for example, the Hall sensor 11 may be mounted directly on the side wall 5 of the upper rail. The first and second biasing magnets 12, 13 may be disposed at a distance from the upper rail 2 and above the Hall sensor 11. M again denotes the vector of the magnetization of the first biasing magnet 12. M * denotes the vector of the magnetization of the second biasing magnet 13. The resulting magnetic field is deformed and guided by the upper rail 2 in such a way that a majority of the field lines indicated by dashed lines through a measuring field of the Hall sensor 11 occurs. As a result, an output signal is generated at the Hall sensor 11, which corresponds to a "front shift position" of the motor vehicle seat.
    8 shows the sensor device 10 according to FIG. 8 mounted in the upper rail 2 in the presence of a stationary lower rail 1. The lower rail 1 guides and deforms the magnetic field resulting from the individual fields of the first and second biasing magnets 12, 13. that a large part of the indicated by dashed lines magnetic field lines at the measuring field of the Hall sensor 11 is passed over. As a result, an output signal is generated at the Hall sensor 11, which corresponds to a "rear shift position" of the motor vehicle seat.
    权利要求:
    Claims (15)
    [1]
    It is understood that the Hall sensor 11 of the sensor device 10 is connected via cable connections to a control unit for controlling the inflation of the airbag device. For the sake of clarity and because it is not significant to the understanding of the invention, has been omitted in the figures on the presentation of cables and the like. In contrast to the sensor arrangements of the prior art, the sensor device 10 according to the invention monitors the free longitudinal end 3 of the lower rail 1 or guide rail permanently mounted in a motor vehicle. In the longitudinal displacement of the upper rail 2 or seat rail this is moved to a position in which it projects beyond the free longitudinal end 3 of the lower rail 1. By monitoring the free longitudinal end 3 of the lower rail eliminates the need for a query panel, which would have to be additionally mounted in known from the prior art sensor arrangements. The sensor device 10 is reduced to the absolutely necessary and consists only of a Hall sensor 11 and a first and possibly a second biasing magnet 12, 13. On flow concentrators or shielding is omitted because the at least partially or partially ferritic rails 1, 2, usually magnetizable sheets and / or steel rails, take over these functions. During longitudinal displacement of the upper rail 2 relative to the guide rail 1, the sensor device 10 passes over the free longitudinal end 3 of the guide rail 1. In this case, the magnetic flux which acts on the Hall sensor 11 changes, and it can be tapped a signal corresponding to a front or a rear shift position. Due to the reduction of the sensor device 10 to the absolutely necessary components, namely a Hall sensor 11 and a first and possibly a second biasing magnet 12, 13, the sensor device 10 may be formed extremely compact. The configuration of the sensor device 10 or the dimensioning and orientation of the Hall sensor and the first and possibly the second biasing magnet 12, 13 is selected such that the sensor device 10 always displays a rear shift position in the unassembled state. The unassembled state corresponds to the dropped state of the sensor device. This ensures that, for example, an airbag device connected to the sensor device 10 is always inflated to the extent necessary in order to provide the greatest possible safety for passengers who are located in a rearward sitting position and possibly heavier. The sensor device 10 may be formed as a structural unit by the Hall sensor 11 and the first biasing magnet 12 and, if appropriate, the second biasing magnet 13 are arranged for example in a sensor housing. Alternatively, the Hall sensor 11 and the first biasing magnet 12 and possibly also the second biasing magnet 13 may be encapsulated with a housing-like plastic sheath. As a structural unit, the sensor device 10 is even easier to handle, in particular to mount. When mounting the sensor device no separate adjustment or alignment must be made because the Hall sensor 11 and the or the biasing magnets 12, 13 are already adjusted to each other. It is sufficient to position the structural unit, for example the sensor housing, by means of the fastening devices provided for this purpose, for example arresting projections or the like, at the predetermined position on the longitudinal side of the longitudinally displaceable upper rail. It is understood, however, that the Hall sensor 11 and the biasing magnets 12, 13 may also be mounted as individual components on the longitudinal side 5 of the longitudinally displaceable upper rail 2. The above description of specific embodiments is only to illustrate the invention and is not to be considered as limiting. Rather, the invention is defined by the claims and the skilled in the art and encompassed by the general inventive concept equivalents. claims
    1. Sensor device for detecting the displacement position of a motor vehicle seat by means of which a relative displacement of an at least partially ferritic upper rail (2), along a longitudinal extent of an at least partially ferritic stationary lower rail (1) is longitudinally displaceable, at least in two displacement positions, namely a front displacement position and a rear Displacement position, is detectable, characterized in that the sensor device (10) comprises a Hall sensor (11) and a first biasing magnet (12) and is free of flux concentrators and shielding plates, wherein the Hall sensor (11) and the first biasing magnet (12) along along the longitudinal extension of the longitudinally displaceable upper rail (2) are arranged so that when moving the upper rail (2) relative to the stationary lower rail (1) passing a free longitudinal end (3) of the lower rail (1) can be monitored and a change of Ausgangssig nals of the Hall sensor (11) corresponding to a change from a front shift position to a rearward shift position of the motor vehicle seat and vice versa, and that the sensor device (10) is configured such that in the absence of the stationary lower rail (I) at the Hall sensor (11) an output signal can be generated according to a rear shift position.
    [2]
    2. Sensor device according to claim 1, characterized in that the Hall sensor (II) and the first biasing magnet (12) are aligned with each other such that in the mounted state and in the absence of the stationary lower rail (2), a large part of magnetic field lines of the first biasing magnet (12) generated magnetic field passes through a measuring field of the Hall sensor (11).
    [3]
    3. Sensor device according to claim 1 or 2, characterized in that a second biasing magnet (13) is arranged with respect to the Hall sensor (11) and the first biasing magnet (12) that in the mounted state and in the absence of the stationary lower rail a majority of magnetic field lines of a resulting magnetic field through a measuring field of the Hall sensor (11).
    [4]
    4. Sensor device according to one of the preceding claims, characterized in that in the front displacement position extending through a measuring field of the Hall sensor magnetic field has a magnetic flux density which is greater than in the rearward displacement position.
    [5]
    5. Sensor device according to one of the preceding claims, characterized in that the Hall sensor (11) and the first and optionally the second biasing magnet (12,13) are arranged with respect to the longitudinally displaceable upper rail (2) that they together and together with a magnetic field of the first biasing magnet (12) or a resulting magnetic field from the first and second biasing magnets (12,13) is deformable such that a majority of field lines of the Magnetic field is guided past a measuring field of the Hall sensor (11) substantially and at the Hall sensor (11) an output signal corresponding to a rear shift position can be generated.
    [6]
    6. Sensor device according to one of the preceding claims, characterized in that the Hall sensor (11) of the stationary lower rail (1) has a smaller distance than the first biasing magnet (12).
    [7]
    7. Sensor device according to one of the preceding claims, characterized in that the first biasing magnet (12) has a vertical distance from the Hall sensor (11), which is 0.5 mm to 10 mm.
    [8]
    8. Sensor device according to one of the preceding claims, characterized in that the first biasing magnet (12) has a magnetization whose vector encloses an angle with a measuring surface of a measuring field of the Hall sensor (11), which is 0 ° to 180 °.
    [9]
    9. Sensor device according to one of the preceding claims, characterized in that the Hall sensor (11) and / or the first biasing magnet (12) and / or the second biasing magnet (13) at a distance from the longitudinally displaceable upper rail (2) are arranged.
    [10]
    10. Sensor device according to one of the preceding claims, characterized in that the Hall sensor (11) and the first biasing magnet (12) and optionally the second biasing magnet (13) in a sensor housing (15) are arranged.
    [11]
    11. Sensor device according to one of the preceding claims, characterized in that the Hall sensor (11) and the first biasing magnet (12) and optionally the second biasing magnet (13) or the sensor housing (15) with the displaceable upper rail (2) are connected.
    [12]
    12. Sensor device according to one of the preceding claims, characterized in that the longitudinally displaceable upper rail (2) projects beyond a front free end (3) of the stationary lower rail (1) in the front displacement position.
    [13]
    13. Sensor device according to claim 12, characterized in that when moving the upper rail, the front free end (3) of the stationary lower rail can be monitored.
    [14]
    14. Sensor device according to one of the preceding claims, characterized in that relative to an assembly position of the stationary lower rail (1) and the longitudinally displaceable upper rail (2) of the Hall sensor (11) in the mounted state on the one hand by a longitudinal side (5) of the longitudinally displaceable upper rail (2 ) and of a substantially along the entire longitudinal extent of the longitudinal side (5) of the longitudinally displaceable upper rail (2) laterally and upwardly projecting metallic projection (6) is embraced, while the Hall sensor (11) upwardly from the higher arranged first biasing magnet ( 12) is covered.
    [15]
    15. Use of a sensor device (10) according to one of the preceding claims for identifying a front or rearward displacement position of a motor vehicle seat and for generating control signals for controlling a degree of inflation for a driver and / or passenger airbag as a function of the detected displacement position.
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    同族专利:
    公开号 | 公开日
    DE102017104875A1|2017-09-14|
    US10336273B2|2019-07-02|
    CN107176064A|2017-09-19|
    US20170261343A1|2017-09-14|
    CN107176064B|2021-01-05|
    CH712246B1|2020-03-13|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    CH00322/16A|CH712246B1|2016-03-11|2016-03-11|Sensor device for detecting the displacement position of a motor vehicle seat.|CH00322/16A| CH712246B1|2016-03-11|2016-03-11|Sensor device for detecting the displacement position of a motor vehicle seat.|
    DE102017104875.8A| DE102017104875A1|2016-03-11|2017-03-08|Sensor device for detecting the displacement position of a motor vehicle seat|
    CN201710141183.2A| CN107176064B|2016-03-11|2017-03-10|Sensor device for detecting a displacement position of a motor vehicle seat|
    US15/457,242| US10336273B2|2016-03-11|2017-03-13|Sensor system for detecting the adjustment position of a vehicle seat|
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