EP4366982A1 - Dispositif de réglage longitudinal de siège et siège - Google Patents

Dispositif de réglage longitudinal de siège et siège

Info

Publication number
EP4366982A1
EP4366982A1 EP22743914.8A EP22743914A EP4366982A1 EP 4366982 A1 EP4366982 A1 EP 4366982A1 EP 22743914 A EP22743914 A EP 22743914A EP 4366982 A1 EP4366982 A1 EP 4366982A1
Authority
EP
European Patent Office
Prior art keywords
rail
locking element
upper rail
locking
projection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22743914.8A
Other languages
German (de)
English (en)
Inventor
Joachim Flick
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Adient US LLC
Original Assignee
Adient US LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE102021214147.1A external-priority patent/DE102021214147A1/de
Application filed by Adient US LLC filed Critical Adient US LLC
Publication of EP4366982A1 publication Critical patent/EP4366982A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/06—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable
    • B60N2/08—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable slidable characterised by the locking device
    • B60N2/0831—Movement of the latch
    • B60N2/0862—Movement of the latch sliding
    • B60N2/0868—Movement of the latch sliding in a transversal direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2205/00—General mechanical or structural details
    • B60N2205/20—Measures for elimination or compensation of play or backlash

Definitions

  • the invention relates to a seat adjustment device for a seat and a seat, in particular a vehicle seat, with such a seat adjustment device.
  • a longitudinal seat adjustment device generally comprises two pairs of rails which are arranged at a distance from one another and are each made up of two rails, an upper rail which is allocated to the seat and a lower rail which is allocated to the floor of a vehicle.
  • the longitudinal seat adjustment device also includes at least one spring-loaded, movable, plate-shaped locking part that is held on the upper rail and, in a locking position, blocks movement of the upper rail in the lower rail.
  • the lower rail can have openings, while the upper rail is provided with openings and the locking part carries projections on its two opposite longitudinal sides, which can be moved in the locking position by a spring both into the openings and into the openings.
  • Such a longitudinal seat adjustment device is known, for example, from European Patent EP 1 227 950 B1.
  • Object of the present invention is to provide an improved Weglashesver adjusting device and a seat with an improved Weglmiksverstellein direction.
  • the object is achieved according to the invention with the features of claim 1 .
  • the object is achieved according to the invention with the features of claim 10.
  • a longitudinal seat adjustment device which comprises at least one pair of rails and at least one locking element, the pair of rails being formed from an upper rail and a lower rail, which can be moved relative to one another, and the at least one locking element being arranged movably on the upper rail and in a locking position blocks a movement of the upper rail in the lower rail and in an unlocking position releases a movement, and wherein the locking element has a number of projections which are designed such that viewed in the longitudinal direction of the locking element in the locking position a front projection contacted with the bottom rail and a rear projection with the top rail or vice versa.
  • the advantages achieved with the invention are, in particular, that by means of such a particularly pretensioned, for example spring-loaded, locking element with a projection that makes contact with the upper rail in the locking position and a projection that makes contact with the lower rail in the locking position, a particularly simple release from play can be achieved between bottom rail (also called guide rail) and top rail (also called rail runner) is possible.
  • a simple clamping and catching function for the locking element is given without additional components by using a combined movement of rotary movement and pulling movement.
  • the locking element is kept biased by a spring element.
  • a blocking element enables a catching function for the locking element in the locking position in order to to keep development element in its locked position and thus to lock the pair of rails.
  • This catching function and thus the blocking of the locking element by the blocking element is bypassed by means of a combined rotary movement and pulling movement of the locking element when it is unlocked, so that the pair of rails is unlocked and the upper rail can be moved, in particular adjusted, relative to the lower rail.
  • the front, in particular the frontmost, projection and the rear, in particular the rearmost, projection each have at least one conical area.
  • At least one or more intermediate projections arranged between this front projection and this rear projection preferably have a straight shape or a rectangular shape and are designed without contact with the upper rail and lower rail.
  • the locking element can, for example, be tensioned in the locking position in such a way that a conical area of the front projection is pressed against the lower rail and a conical area of the rear projection is pressed against the upper rail or vice versa, so that the lower rail and the upper rail are free of play in relation to one another in the locking position are asked.
  • This enables a particularly low-noise locking of the longitudinal seat adjustment device.
  • no further additional components are required for free play.
  • the locking element is designed in such a way and engages in such a way on the upper rail and the lower rail that in the locking position clearance is set between the upper rail and the lower rail by means of the prestressed, in particular spring-loaded, locking element.
  • the front projection and the rear projection can be conically designed in such a way that when the longitudinal seat adjustment device is subject to mechanical stress, in particular in the longitudinal direction, the front projection engages in the lower rail and the rear projection engages in the upper rail or vice versa in a clamping or self-locking and load-bearing manner .
  • the conical areas, for example wedge-shaped areas, of the front projection and the rear projection press against rail recesses, such as breakthroughs and/or openings in the upper rail and in the lower rail to generate a clamping force or restraining force and a load absorption, in particular one Load transfer to the top rail and the bottom rail.
  • the conical area has a corresponding wedge angle.
  • a correspondingly large wedge angle also known as a clamping angle
  • a friction angle is provided in the respective conical area.
  • a wedge angle also known as a friction angle
  • the intermediate projections can be designed in such a way that when the longitudinal seat adjustment device is subjected to mechanical stress, in particular in the longitudinal direction, these intermediate projections only engage in the lower rail and/or in the upper rail in a load-bearing manner.
  • the intermediate projections can absorb higher loads, in particular longitudinal loads, for example crash loads in the longitudinal direction.
  • the front projection and the rear projection and the intermediate projections can be designed in such a way that when the longitudinal seat adjustment device is mechanically stressed, the front projection first projects into the bottom rail and the rear projection into the top rail or conversely engage in a clamping or self-locking and load-bearing manner and, in the event of further mechanical stress, the intermediate projections also engage in the upper rail and/or in the lower rail in a load-bearing manner.
  • a stepped load absorption and load dissipation is made possible in a simple manner.
  • the locking element is designed as a horizontal lock and locks the top rail and bottom rail to one another in a simple manner with freedom from play.
  • the upper rail and lower rail are prestressed relative to one another in the locking position by means of the locking element, which is in particular spring-loaded.
  • the locking element is a locking plate from which a plurality of projections, in particular teeth, protrude laterally at least on one of the sides, in particular a longitudinal side.
  • the locking element can also be designed as a double lock.
  • a further development provides for a single contact area of the locking element with the upper rail and a single contact area of the locking element with the lower rail in the locking position of the locking element.
  • the only area of contact is formed with the head rail by contact between the rear projection and the head rail or contact between the front projection and the head rail.
  • the only area of contact, particularly seen in the longitudinal direction, with the lower rail is formed, for example, between the rear projection and the lower rail or between the front projection and the lower rail.
  • the front projection contacts the head rail when the rear tere projection contacted with the bottom rail.
  • the rear projection contacts the top rail when the front projection contacts the bottom rail.
  • the locking element is also guided in the vertical direction into latching openings or latching openings in the top rail and/or the bottom rail.
  • the locking element has a plurality of projections, with only one of the projections, in particular a frontmost projection in the longitudinal direction, making contact with the lower rail and only one of the other projections, in particular a rearmost projection in the longitudinal direction, making contact with the upper rail or vice versa.
  • the remaining projections between the foremost projection and the rearmost projection in the locking position are arranged without contact or without contact with the upper rail and lower rail.
  • the longitudinally front projection or the rear projection of the locking element makes contact with the upper rail.
  • one side of the front projection or the rear projection abuts against a side of an associated opening or through-opening of the head rail.
  • the rear projection or the front projection of the locking element contacts the bottom rail as seen in the longitudinal direction.
  • one side of the rear projection or the front projection rests on one side of an associated breakthrough or through-opening of the bottom rail.
  • the front projection and/or the rear projection of the locking element is/are formed conically.
  • that front projection and/or that rear projection which makes contact with the upper rail and/or the lower rail in a contact area, in particular abuts in areas, is/are conical.
  • the front projection in particular a front tooth, has a conical area in the contact area with the lower rail (also called guide rail or guide profile).
  • the rear projection in particular a rear tooth, has a conical area in the contact area with the upper rail (also called rail runner).
  • the front projection may be the foremost projection.
  • the rear projection may be the rearmost projection.
  • the remaining projections in particular those between the front projection and the rear projection, are contactless in the locking position. That is, these remaining projections do not contact either the upper rail or the lower rail. This enables a comfortable unlocking movement and unlocking force, since only the frictional force or contact force of the front and rear projections has to be overcome when unlocking.
  • the remaining projections are also designed in such a way that they only come into contact with the upper rail and the lower rail in the event of higher longitudinal loads, in particular in the event of an accident load, for example a rear-end collision.
  • the locking element is spring-loaded and movably arranged on the upper rail of the pair of rails.
  • the locking element is arranged and designed in such a way that when it is unlocked, it can first be rotated in certain areas in the locking position into an intermediate position and then out of the intermediate position in an unlocking position can be adjusted, in particular can be moved or pulled out linearly or in an arc.
  • the locking element is held in the locking position in the transverse direction in a non-positive manner, in particular by friction, or is arranged and can be moved to a limited extent in the vertical direction.
  • the locking element locks the upper rail and lower rail in the longitudinal direction.
  • the locking element can be moved from the locked position to the unlocked position by means of a combined turning and pulling movement.
  • the locking element is in the locking position by means of a rotation first of the non-positive mount movable and movable by means of a pulling movement, in particular a linear or bogenförmi gene movement in the unlocked position, in particular pulled out.
  • a further development provides an actuating element for the locking element, the actuating element being arranged in an interior space formed between the upper rail and the lower rail.
  • the actuating element is arranged within the upper rail.
  • the top rail has a through opening through which the actuating element can be actuated.
  • the invention also relates to a seat, in particular a driving tool seat, with the seat adjustment device described above.
  • the longitudinal seat adjustment device includes, in particular, two spaced apart the arranged pairs of rails, each pair of rails having a Verriege development element. Each pair of rails is formed from an upper rail and a lower rail which are movable relative to each other.
  • Figure 1 shows a schematic perspective view of a seat, in particular a vehicle seat, with a longitudinal seat adjustment device comprising two pairs of rails,
  • Figure 2 is a schematic sectional view through a pair of rails in
  • FIG. 3 shows a schematic sectional view through the pair of rails in the area of a flattening of a restoring element for the locking element
  • FIG. 4 shows a schematic perspective view of an upper side of a top rail
  • FIG. 5 shows a schematic perspective representation of an underside of the upper rail
  • FIG. 6 shows schematically an enlarged section of FIG. 5 in the area of the locking element
  • FIG. 7 is a schematic sectional view of part of a sequence of unlocking the locking element, with the locking element being arranged in the locking position
  • Figure 8 is a schematic sectional view of a subsequent part of the unlocking sequence of the locking element of Figure 7, with the locking element being placed in an intermediate position
  • FIG. 9 is a schematic sectional view of a subsequent part of the sequence of unlocking the locking element according to FIG. 8, the locking element being placed in an unlocking position.
  • Figure 1 shows a schematic perspective view of a seat 1, in particular a vehicle seat, with a seat adjustment device 2.
  • the seat 1 is arranged by means of the seat adjustment device 2, for example, on a vehicle body, not shown.
  • the seat 1 shown schematically in FIG. 1 is described below using three spatial directions running perpendicular to one another.
  • a longitudinal direction x runs largely horizontally and preferably parallel to a longitudinal direction of the vehicle, which corresponds to the usual direction of travel of the vehicle.
  • a transverse direction y running perpendicularly to the longitudinal direction x is likewise aligned horizontally in the vehicle and runs parallel to a transverse direction of the vehicle.
  • a vertical direction z runs perpendicular to the longitudinal direction x and perpendicular to the transverse direction y.
  • the vertical direction z preferably runs parallel to a vertical axis of the vehicle.
  • the position and direction information used such as front, back, up and down, relates to the viewing direction of an occupant seated in seat 1 in a normal seating position, with seat 1 installed in the vehicle in a usage position suitable for passenger transport with the backrest upright 1.1 and, as usual, is aligned in the direction of travel.
  • the seat 1 can also be installed or moved in a different orientation, for example in the opposite direction to the direction of travel.
  • the longitudinal seat adjustment device 2 comprises, for example, two pairs of rails 3, which are arranged at a distance from one another.
  • the respective pair of rails 3 comprises an upper rail 31, also referred to as a rail runner or seat rail, and a lower rail 32, also referred to as a guide rail or bottom rail.
  • the upper rail 31 is arranged to be longitudinally adjustable on the lower rail 32 between a front end position and a rear end position. This adjustability allows a longitudinal adjustment of the position of the seat 1, the front end position of the upper rail 31 being assigned the foremost position of the seat 1 and the rear end position of the upper rail 31 being assigned the rearmost position of the seat 1.
  • the longitudinal seat adjustment device 2 also includes at least one locking element 4.
  • Each pair of rails 3 can include an associated locking element 4, as is described in more detail below with reference to FIGS.
  • Figure 2 shows a schematic sectional view through one of the pairs of rails 3 in the area of the associated locking element 4.
  • Figure 3 shows a schematic sectional view through another pair of alternative native rails 3 in the area of the associated locking element ments 4.
  • the two pairs of rails 3 are built up essentially the same.
  • the at least one or the respective locking element 4 is designed as a double lock.
  • the at least one locking element 4 is spring-loaded and movable bar supported or arranged on the upper rail 31, in particular rotatably bar and movable, in particular adjustable by means of a combined rotary movement and pulling movement or movable in an arc shape stored.
  • the locking element 4 is guided, for example, in the latching holes or openings 34 of the upper rail 31, in particular during a pivoting of the locking element 4 into the locking position S1.
  • the locking element 4 is unlocked by means of the combined turn-pull movement controlled by the element 9 actuating element.
  • the locking element 4 has no defined axis of rotation.
  • a restoring element 11 shown in FIGS. 2 to 9 is provided, in particular a restoring spring.
  • the reset element 11 is held at one end on the upper rail 31 and at the other end on the locking element 4 .
  • the locking element 4 blocks a movement of the upper rail 31 in the lower rail 32.
  • the restoring element 11 is tensioned.
  • the restoring element 11 relaxes, so that the locking element 4 is automatically returned to the locking position S1 by means of the restoring element 11 .
  • the restoring element 11, in particular its spring force is designed in such a way that it presses the locking element 4 into the locking position S1. In other words: that Locking element 4 is spring-loaded into the locking position S1, in particular pressed, so that the upper rail 31 and the lower rail 32 are arranged without play in relation to one another.
  • the locking element 4 is arranged and designed in such a way that when unlocked, it can first be rotated in certain areas from the locking position S1 to an intermediate position S3 (shown in Figure 8) and then out of the intermediate position S3 to an unlocking position S2 (shown in Figure 9) adjustable, in particular linearly or arcuately movable or extractable.
  • the locking element 4 is held in the locking position S1 in the transverse direction y in a non-positive manner, in particular by friction, and can be moved to a limited extent in the vertical direction z.
  • the locking element 4 blocks the upper rail 31 and the lower rail 32 in the longitudinal direction x.
  • the respective locking element 4 can be moved, in particular pulled out, from the intermediate position S3 into the unlocked position S2 by means of the linear or arc-shaped movement.
  • the locking element 4 releases a movement of the upper rail 31 to the lower rail 32.
  • the locking element 4 is arranged and designed in such a way that, when unlocked, it can initially be rotated in certain areas into the locking position S1 and then into the unlocking position S2 (also Called release position) adjustable, in particular pulled out, is.
  • the sequence of movements during unlocking is described in detail below with reference to FIGS.
  • the longitudinal seat adjustment device 2 includes a stop element or blocking element 98 (shown in FIGS. 2, 3 and 5 to 9), which at least limits or blocks undesired movements of the locking element 4 out of the locking position S1.
  • the blocking element 98 is formed, for example, as a profile body which extends along the longitudinal direction x ent.
  • the blocking element 98 is arranged within the upper rail 31 and attached thereto, in particular ge welded.
  • the blocking element 98 can also be designed as a bearing for the transmission element 9 onds.
  • the blocking element 98 is arranged parallel to the locking element 4 within the upper rail 31 .
  • the blocking element 98 extends in the longitudinal direction x at least over the entire length of the locking element 4.
  • the blocking element 98 can have a greater length than the locking element 4.
  • the blocking element 98 has a correspondingly shaped stop surface along the side facing the locking element 4 99 on. A dynamic modulation of the locking element 4 is thus prevented.
  • a catching function for the locking element 4 is made possible in its locking position S1.
  • the locking element 4 is designed as a horizontal locking in the longitudinal direction x.
  • the locking element 4 locked only in the longitudinal direction x.
  • the top rail 31 also known as the rail runner, is guided vertically over the rollers 61 .
  • the locking element 4 is frictionally held at least on one of the rails 31 , 32 , in particular the upper rail 31 .
  • the locking element 4 is designed as a locking plate.
  • FIG. 2 shows in detail a sectional view through the pair of rails 3 in the area of an engagement opening 42 for actuating the locking element 4, which is arranged in the locking position S1.
  • the lower rail 32 is provided with a number of openings 33 and the upper rail 31 with a number of openings 34 (shown in FIGS. 2 to 9).
  • openings 33 in particular slit-shaped passage openings, and openings 34, in particular slit-shaped or comb-like openings
  • projections 41, in particular tooth-shaped projections 41, of the locking element 4 engage in the locking position S1, so that a movement between the upper rail 31 and lower rail 32 is blocked.
  • the projections 41 of the locking element 4 are held and fixed in the locking position S1 by friction at least on one of the rails 31 , 32 , in particular in the openings 33 of the upper rail 31 .
  • the upper rail 31 is formed from a U-shaped sheet metal profile.
  • the bottom rail 32 is formed from a pressed aluminum profile, for example.
  • the upper rail 31 can be formed as a bent steel profile with welded-on shaped steel parts, for example the blocking element 98 welded on.
  • the profiles can be designed in such a way that the ends 35 of both the upper rail 31 and the lower rail 32 which are free in cross-section engage in one another, as a result of which the upper rail 31 is largely fixed in the vertical direction z (z-axis direction).
  • a longitudinal adjustment of the seat 1 relative to the vehicle floor takes place via a longitudinal displacement of the upper rail 31 relative to the lower rail 32.
  • the upper rail 31 and the lower rail 32 are in contact with each other only in certain guide areas via rolling elements 6.
  • the upper rail 31 also called rail runner
  • the upper rail 31 is resiliently pretensioned in normal operation when the seat is adjusted longitudinally in the vertical direction z (z-axis direction) relative to the lower rail 32 and is movable in the longitudinal direction x (x-axis direction).
  • the lower rail 32 and the upper rail 31 are spring-loaded due to the bearing via the rolling elements 6 and are therefore arranged at a distance from one another without play.
  • a prestressing element 7 which is arranged within the upper rail 31 , is provided for spring prestressing of the upper rail 31 in relation to the lower rail 32 via the at least one rolling element 6 .
  • the prestressing element 7 is arranged in the cavity 5 .
  • the Vorspannele element 7 allows a simple clearance between the Unterschie ne 32 and the upper rail 31 even during a longitudinal adjustment of the seat 1.
  • the movable upper rail 31 is spring-biased in the lower rail 32 moves.
  • the pretensioning element 7 is designed as a multifunctional component, which is simultaneously designed as a carrier, spring and bearing for at least one or more of the rolling elements 6 .
  • the prestressing element 7 is in particular a profile element, a shaped sheet metal part or a stamped sheet metal part.
  • the pretensioning element 7 comprises a carrier area 71 which is formed from a carrier plate.
  • the support area 71 is shaped in such a way, in particular bent, that a bearing area 72 and a spring area 73 are formed.
  • the spring area 73 can be designed, for example, as a leaf spring with an internal hole, for example in the form of an elongated hole.
  • the spring area 73 can be bent several times.
  • the bearing area 72 is designed to accommodate a bearing pin for a first rolling element 61, in particular two bearing journals 60 for two first rolling elements 61 (as shown in FIG. 5).
  • the first rolling element or elements 61 are designed, for example, as sliding cylinders or sliding rollers.
  • the pretensioning element 7 which is supported via the first roller elements 61 on the lower rail 32 and via the spring area 73 on the upper rail 31, the corresponding pretension is generated in order to eliminate play between the rails 31, 32 of the respective pair of rails 3 to reach.
  • the invention enables a movable upper rail 31 with at least one or more spring-biased first rolling element(s) 61 to the lower rail 32 to avoid PHg of free play in the lower rail 32 or in the guide rail.
  • the first rolling elements 61 are rotatably mounted on the prestressing element 7 and, by means of this, are arranged in a spring-prestressed manner on the upper rail 31, in particular the rail runner.
  • the spring area 73 of the pretensioning element 7 supported on the upper rail 31 (rail runner) transmits the pretension to the bearing area 72 and via this to the first rolling element(s) 61, which is/are applied via openings or recesses 381 in the upper rail 31 of the lower rail 32 are/is arranged in a resiliently prestressed manner in the locking position S1 and/or roll/rolls in a resiliently prestressed manner on a contact surface of the lower rail 32 in the unlocking position S2 or release position.
  • the seat longitudinal adjustment device 2 for the longitudinal adjustment of the seat 1 comprises at least one second rolling element 62, sliding rollers or sliding cylinders.
  • the first Rollele elements 61 (as shown) or the second rolling elements 62 (not illustrated provides) can be arranged in a resiliently prestressed manner on the upper rail 31 and roll resiliently on the lower rail 32.
  • the upper rolling elements 61 are fixed and the lower rolling elements 62 are cushioned by means of the element 7 Vorspannele or vice versa.
  • a fastening bolt 8 is provided, which is passed through a through hole of a floor portion of the lower rail 32 to be fixed to the vehicle body.
  • the longitudinal seat adjustment device 2 also includes an actuating element 9.
  • the actuating element 9 is in the cavity formed between the upper rail 31 and the lower rail 32 5 (also called interior) is arranged.
  • the upper rail 31 has a through-opening 36 (shown in FIG. 3) through which the actuating element 9 can be actuated.
  • the actuating element 9 is designed as an actuating lever, in particular a rotary lever, which is rotatably mounted on the upper rail 31 .
  • the actuating element 9 includes a rotary bearing 95 (shown, for example, in FIG. 2), which is arranged on the top rail 31 .
  • the actuating element 9 also includes at least one actuating area 91 and a coupling area 92.
  • the actuating area 91 is designed as an actuating arm or actuating projection.
  • the actuating area 91 protrudes into the through opening 36 in the locking position S1, so that the actuating area 91 can be actuated through the open leg area 37 of the U-shaped lower rail 32 to unlock the locking element 4.
  • the actuation area 91 can also project through the through-opening 36 and beyond the upper rail 31 and into the open leg area 37 of the U-shaped lower rail 32 (not shown in detail), so that the actuation area 91 can be actuated to unlock the locking element 4 .
  • the actuation area 91 can also project through the through-opening 36 and beyond the upper rail 31 and into the open leg area 37 of the U-shaped lower rail 32 (not shown in detail), so that the actuation area 91 can be actuated to unlock the locking element 4 .
  • the coupling area 92 is designed to correspond to the contact area of the locking element 4 .
  • the coupling area 92 includes at least one hook-shaped projection 93 and a control cam 94.
  • the locking element 4 includes the engagement opening 42, in which the hook-shaped projection 93 of the coupling area 92 engages.
  • the control cam 94 bears against an upper side of the locking element 4, which is in particular plate-shaped.
  • the actuating element 9 is actuated, with the actuating area 91 being actuated in the direction of the passage opening 36 and into it, in particular pressed according to arrow P1 (as shown, for example, in FIG. 7).
  • the actuating element 9 is pivoted about an actuating axis BA according to arrow P2, so that the control cam 94 engaged with the locking element 4 first tilts or rotates the plate-shaped locking element 4 downwards according to arrow P31 (as also shown in Figures 7 and 8 ).
  • the in particular plate-shaped part of the locking element 4 arranged in the flea room 5 is turned downwards in the direction of the lower rail 32 according to arrow P31.
  • the actuation axis BA is identical to axis 96.
  • the projections 41 of the locking element 4 are rotated upwards according to arrow P33 in the locking position S1 within the openings 33 and the openings 34 or pivots as shown in Figures 7 and 8.
  • the projections 41 come out of the frictional connection in the openings 33 of the upper rail 31 .
  • the projections 41 continue to pass through the openings 34 in the upper rail 31 and the openings 33 in the lower rail 32.
  • the locking element 4 is placed in an intermediate position S3, shown in FIG. This is not a fixed position, but an intermediate position S3 of a continuous unlocking movement of the locking element 4 controlled by the actuating element 9, the unlocking movement being a combined turning and pulling movement.
  • the locking element 3 is first pressed down within the upper rail 31 in order to get the blocking element 98 out of the blocking area.
  • the locking element 4 is then pulled past the blocking element 98 and into the upper rail 31 at least in some areas by means of a tensile force.
  • the hook-shaped projection 93 reaches the handle opening 42 until the hook-shaped projection 93 engages the locking element 4 and with further Actuation of the projections 41 completely pulls out of the openings 33 of the bottom rails 32 according to arrow P32 (as also shown in Figure 9).
  • FIG. 3 shows the pair of rails 3 in the area of a holder for the restoring element 11 on the locking element 4.
  • a first end 11.1 (shown in FIG. 5) of the restoring element 11 is arranged and held in a receptacle 43 of the locking element 4.
  • the first end 11.1 encompasses the plate-shaped part of the locking element 4 through the receptacle 43.
  • the operating portion 91 is formed as an operating cam.
  • a spring 12 is provided for the automatic resetting of the actuating element 9 into a normal position or initial position.
  • the spring 12 is in the area of the actuating axis BA of the actuating element 9 is arranged.
  • the spring 12 serves to reset the actuating element 9 after actuation to unlock the locking element 4.
  • Figure 4 shows a schematic perspective view of an upper side 38 of the upper rail 31.
  • the actuation area 91 of the actuation element 9 protrudes into the through-opening 36 .
  • the tooth-shaped projections 41 of the locking element 4 are in the locking position S1 and protrude through the openings 33 in the upper rail 31 .
  • the fastening elements 10 can be designed differently depending on the type of seat attachment.
  • the fastening elements 10 are designed as claw fasteners, each of which includes a receiving opening 101, in which claws of the seat 1, not shown in detail, are held intervention.
  • the fastening element 10 can be designed to fasten the seat 1 to the head rail 31 by means of a screw connection or weld connection 102 .
  • the respective fastening element 10 is fastened to the upper rail 31 in a force-fitting, form-fitting and/or cohesive manner.
  • the respective fastening element 10 is fastened to the upper rail 31 by means of a welded connection 102 .
  • the upper rail 31 has recesses 381 on its upper side 38 (shown in FIG. 4), from which at least the first rolling elements 61 protrude in order to roll on the lower rail 32, as shown in FIGS.
  • the first rolling elements 61 are resiliently prestressed and movably arranged on the upper rail 31 by means of the prestressing element 7 and roll resiliently on a contact surface of the lower rail 32 .
  • the upper rail 31 can include further recesses 382 on its upper side 38, into which the second rolling elements 62 at least protrude and run “freely”.
  • the upper rail 31 in the region of the locking element 4 has at least one further recess 383, in which a second end 11.2 of the restoring element 11 is held.
  • Figure 5 shows a schematic perspective view of a bottom 39 of the top rail 31.
  • the restoring element 11 in particular a spring such as a wire spring or clip spring, is held in the receptacle 43 on the locking element 4 with the first end 11.1.
  • the locking element 4 may comprise two openings 42 A handle.
  • the actuating element 9 then has two hook-shaped projections 93 which are in engagement with these engagement openings 42 .
  • the longitudinal seat adjustment device 2 comprises two second roller elements 62, which are each arranged at one end of the upper rail 31.
  • the second rolling elements 62 in particular the sliding elements for the longitudinal adjustment of the seat 1, are designed, for example, as rolling cylinders or spools.
  • the second rolling elements 62 have a fixed axle which is fixed to the head rail 31 and on which the second rolling elements 62 rotate.
  • the longitudinal seat adjustment device 2 comprises two prestressing elements 7 which are each arranged between one of the second rolling elements 62 and the central locking element 4 .
  • the support area 71 of the respective prestressing element 7 is flat and flat.
  • the respective spring area 73 is designed as a clip spring or punch spring or leaf spring.
  • a pair of first rolling elements 61 are rotatably mounted on the respective prestressing element 7 .
  • the respective pretensioning element 7 in the associated bearing area 72 includes the bearing bolts or bearing journals 60, which are shown in FIG.
  • the pivot bearing 95 of the actuating element 9 includes a fixed axis 96.
  • the pivot bearing 95 is fastened to the upper rail 31 on the inside, in particular welded by means of a weld seam 97.
  • the pivot bearing 95 is designed, for example, as a rod-shaped molded part for supporting and storing the pivotable actuating element 9 .
  • the pivot bearing 95 can simultaneously form a stop element or the blocking element 98 , in particular a horizontal stop or transverse stop for the locking element 4 .
  • the pivot bearing 95 and the blocking element 98 can be designed as separate components.
  • the blocking element 98 is fastened on the inside to the upper rail 31 , in particular by means of the welded seam 97 with the upper rail 31 in a materially bonded manner.
  • Blocking element 98 can be used to block horizontal movements or transverse movements of the locking element 4, for example due to mechanical stresses on the locking element 4, in particular in the event of excitations or vibrations in the horizontal direction or transverse direction y (y-axis direction), for example due to an accident, at least to a limited extent or completely blocked will.
  • the blocking element 98 is arranged and designed in such a way that the locking element 4 remains in the locking position S1 despite possible undesired horizontal movement or transverse movement.
  • the blocking element 98 is beispielswei se formed as a profile body, which x he stretches along the longitudinal direction.
  • the blocking element 98 is net angeord within the upper rail 31 and attached to it, in particular welded.
  • the blocking element 98 can also be configured as a bearing for the actuating element 9 .
  • the blocking element 98 is arranged parallel to the locking element 4 within the upper rail 31 .
  • the blocking element 98 extends in the longitudinal direction x at least over the entire length of the locking element 4.
  • the blocking element 98 can have a greater length than the locking element 4.
  • the blocking element 98 has a correspondingly shaped stop surface along the side facing the locking element 4 99 on.
  • a front projection 41.1 and a rear projection 41.2 of the locking element 4 each have an inclined flank in the contact area K with the rails 31, 32, which forms a clamping angle, as will be described in detail below with reference to FIG . Due to the formation with inclined flanks on at least the front projection 41.1 and the rear projection 41.2, the locking element 4, in particular a locking plate, is perpendicular to the longitudinal alignment of the locking element 4 according to arrow P4 in the direction of the blocking element at a higher longitudinal load 98 moves, in particular until it comes to rest on the stop surface 99.
  • the locking element 4 can only be unlocked by the rotational movement of the actuating element 9, in particular an unlocking lever. As long as this actuating element 9 is not actuated, the locking element 4 cannot unlock automatically by longitudinal load or impulses.
  • the blocking element 98 is designed as a molded component with the flat stop surface 99 .
  • FIG. 6 schematically shows an enlarged section of FIG. 5 in a sectional view in the area of the locking element 4.
  • the spring-loaded locking element 4 has a number of projections 41, which are designed in such a way that, viewed in the longitudinal direction x (x-axis direction) of the locking element 4, in the locking position S1 the front projection 41.1, in particular the frontmost one, with the Lower rail 32 and the rear projection 41 .2, in particular the rearmost contacted with the upper rail 31 or vice versa.
  • the locking element 4 is designed as a horizontal lock.
  • the upper rail 31 and lower rail 32 are prestressed in relation to one another in the locking position S1 by means of the spring-loaded locking element 4 .
  • the front projection 41.1 in particular a front tooth, has at least one conical area 41.11 in the contact area K with the bottom rail 32.
  • the rear projection 41.2 in particular a rear tooth, has at least one conical area 41.21 in the contact area K with the upper rail 31.
  • Such a conical area 41.11, 41.21 in the contact area K of the single contacting projections 41.1 and 41.2 additionally provides a form fit and/or force fit between these and the associated rail 32 or 31.
  • the contacting projections 41.1 and 41.2 are preferably conical only in the contact area K.
  • the projections 41.1, 41.2 can have further conical areas 41.11, 41.21 (not shown in detail).
  • the two outer projections 41 in particular the foremost or outer front projection 41.1 and the rearmost or outer rear projection 41.2, each have at least one conical region 41.11, 41.21 on.
  • the two outer projections 41 each have two opposing conical regions 41.11, 41.21.
  • the outer front projection 41.1 has two opposite conical areas 41.11, each of which forms one of the contact areas K in the associated opening 33 of the lower rail 32.
  • the outer rear projection 41.2 has, for example, two conical areas 41.21 lying opposite one another, each of which forms one of the contact areas K in the associated opening 34 of the upper rail 31.
  • the locking element 4 can also be tensioned, for example in the locking position S1, in such a way that the at least one conical area 41.11 of the front projection 41.1 against the lower rail 32 and the at least one conical area 41.21 of the rear projection 41.2 against the Upper rail 31 or vice versa is pressed, so that the lower rail 32 and the upper rail 31 are provided without play in the locking Stel development S1 to each other. In addition, no further additional components are required for this free play.
  • the locking element 4 is designed in such a way and engages in the upper rail 31 and the lower rail 32 in such a way that in the locking position S1 there is clearance between the upper rail 31 and the lower rail 32 by means of the pretensioned, in particular spring-loaded, locking element 4.
  • the front projection 41.1 and the rear projection 41.2 can be conical in shape in such a way that when there is a mechanical load on the longitudinal seat adjustment device 2, in particular in the longitudinal direction x of this, the front projection 41.1 in the lower rail 32 and the rear projection 41.2 engage in the upper rail 31 or vice versa clamping mend or self-locking and load-bearing.
  • the conical areas 41.11 and 41.21 for example wedge-shaped areas, of the front projection 41.1 and the rear projection 41.2 press against rail recesses, such as the openings 33 in the lower rail 32 and/or openings 34 in the upper rail 31 Generation of a clamping force or restraining force and a load absorption, in particular a load transfer to the relevant rail, the upper rail 31 and/or the lower rail 32.
  • the respective conical area 41.11, 41.21 has in particular a corresponding wedge angle.
  • a correspondingly large wedge angle also known as the clamping angle
  • a wedge angle also known as a friction angle
  • intermediate projections 41.4 can be designed in such a way that when the seat longitudinal adjustment device 2 is subjected to mechanical stress, in particular in the longitudinal direction x, these intermediate projections 41.4 only engage in the lower rail 32 and/or in the upper rail 31 in a load-bearing manner.
  • the front projection 41.1 and the rear projection 41.2 and the intermediate projections 41.4 can be designed in such a way that when the longitudinal seat adjustment device 2 is mechanically stressed, the front projection 41.1 first moves into the lower rail 32 and the rear before jump 41.2 into the Engage the upper rail 31 or vice versa in a clamping or self-locking and load-bearing manner and, in the event of further mechanical stress, the intermediate projections 41 .4 also engage in the upper rail 31 and/or in the lower rail 32 in a load-bearing manner.
  • a stepped load absorption and load dissipation is made possible in a simple manner.
  • the front projection 41 .1 can be the foremost projection or tooth of the locking element 4 .
  • the rear projection 41.2 can be the rear projection of the locking element 4 ste.
  • the remaining projections 41 in particular those between the front projection 41.1 and the rear projection 41.2, are in contact in the locking position S1. Come on. This means that these remaining projections 41 (also called intermediate projections 41.4) make contact neither with the upper rail 31 nor with the lower rail 32.
  • the remaining projections 41 are also designed in such a way that they only come into contact with higher longitudinal loads, in particular with an accident load, for example a rear-end collision, with the upper rail ne 31 and the lower rail 32 contact.
  • At least one of the two contacting projections either the front projection 41.1 or the rear projection 41.2 or both, has a greater width B in the longitudinal direction x (x-axis direction) than the remaining projections 41.
  • the conical shape of the front projection 41.1 and the rear projection 41.2 extends in particular over the associated contact area K.
  • FIGS 7 to 9 show schematically a sequence of unlocking the locking element 4, which is described in more detail below:
  • FIG. 7 corresponds to the embodiment according to FIG. 2. Reference is made to the description of FIG.
  • the actuating element 9 can mechanically or electrically according to arrow P1 be operated mechanically. Alternatively or additionally, the actuation element 9 can be rotated electromechanically according to arrow P2.
  • the actuating area 91 is moved in the direction of the through opening 36 of the upper rail 31 and actuated into it, in particular pressed according to arrow P1, in order to be rotated or pivoted about an actuating axis BA according to arrow P2, so that the locking element 4 engaged control cam 94 first tilts the plate-shaped locking element 4 downwards or rotates according to arrow P31.
  • the actuating element 9 is screwed into the cavity 5 in the process.
  • the locking element 4 In the locking position S1, the locking element 4 partially executes the rotary movement or tilting movement according to arrows P31, P33, in particular only a small rotary movement or tilting movement, as shown in FIGS.
  • the locking element 4 Upon further actuation of the actuating element 9, in particular turning according to arrow P2, the locking element 4, in particular the free ends 41.3 of the projections 41, is completely moved out of the openings 33 in the lower rail 32 according to arrow P32, in particular pulled out.
  • the locking element 4, with its particular tooth-like projections 41 disengages from the comb-shaped or slot-shaped openings 33 of the lower rail 32, so that the locking element 4 is placed in its release position or unlocking position S2 and the upper rail 31 can be moved relative to the lower rail 32.
  • longitudinally adjustable This is a simple Clamping catch function given for the spring-loaded locking element 4 without additional components by using a combined movement of rotary movement and pulling movement.
  • the actuating element 9 is actuated as a continuous movement, so that the locking element 4 is moved from the locking position S1 via the intermediate position S3 into the unlocking position S2 via a continuous combined rotational movement and pulling movement.
  • this can also be designed as a stop element and, for example, be arranged on the upper rail 31 in such a way that the actuating movement of the actuating element 9 into the unlocking position S2 is at least limited or blocked .
  • this movement of the actuating element 9 into the unlocking position S2 is limited or blocked by means of the blocking element 98 in such a way that the projections 41 of the locking element 4 continue to engage in the openings 34 of the upper rail 31 in its unlocked position S2, as shown in Figure 9.
  • the actuating element 9 strikes the blocking element 98 in the actuating direction according to arrow P2.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)

Abstract

L'invention concerne un dispositif de réglage longitudinal de siège (2), qui comprend au moins : une paire de rails (3) et au moins un élément de verrouillage (4) ; la paire de rails (3) étant composée d'un rail supérieur (31) et d'un rail inférieur (32) qui sont mobiles l'un par rapport à l'autre ; le ou les éléments de verrouillage (4) étant montés mobiles sur le rail supérieur (31) et bloquant un mouvement du rail supérieur (31) dans le rail inférieur (32) dans une position de verrouillage (S1) et libérant un mouvement dans une position de déverrouillage (S2) ; et l'élément de verrouillage (4) possédant un certain nombre de parties saillantes (41) conçues de façon que, dans la position de verrouillage (S1), tel que visualisé dans dans la direction longitudinale (x) de l'élément de verrouillage (4), une partie saillante avant (41.1) soit en contact avec le rail inférieur (32) et une partie saillante arrière (41.2) soit en contact avec le rail supérieur (31) ou inversement.
EP22743914.8A 2021-07-07 2022-07-04 Dispositif de réglage longitudinal de siège et siège Pending EP4366982A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102021207169 2021-07-07
DE102021214147.1A DE102021214147A1 (de) 2021-07-07 2021-12-10 Sitzlängsverstelleinrichtung und Sitz
PCT/IB2022/056178 WO2023281382A1 (fr) 2021-07-07 2022-07-04 Dispositif de réglage longitudinal de siège et siège

Publications (1)

Publication Number Publication Date
EP4366982A1 true EP4366982A1 (fr) 2024-05-15

Family

ID=82608069

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22743914.8A Pending EP4366982A1 (fr) 2021-07-07 2022-07-04 Dispositif de réglage longitudinal de siège et siège

Country Status (2)

Country Link
EP (1) EP4366982A1 (fr)
WO (1) WO2023281382A1 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2713973A1 (de) * 1977-03-30 1978-10-05 Hammerstein Gmbh C Rob Feststellvorrichtung fuer gleitschienenfuehrungen
DE10050957B9 (de) 2000-10-13 2004-09-30 Keiper Gmbh & Co. Kg Sitzlängsverstellung
FR2886588B1 (fr) * 2005-06-01 2007-08-24 Faurecia Sieges Automobile Glissiere de siege de vehicule automobile
DE102011088878B4 (de) * 2011-12-16 2015-03-26 Lear Corporation Formschlüssiger Arretiermechanismus für einen Fahrzeugsitz
DE102014225426B4 (de) * 2014-10-20 2022-01-13 Adient Luxembourg Holding S.À R.L. Längseinsteller für einen Fahrzeugsitz und Fahrzeugsitz

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