WO2023281380A1 - Sitzlängsverstelleinrichtung und sitz - Google Patents
Sitzlängsverstelleinrichtung und sitz Download PDFInfo
- Publication number
- WO2023281380A1 WO2023281380A1 PCT/IB2022/056176 IB2022056176W WO2023281380A1 WO 2023281380 A1 WO2023281380 A1 WO 2023281380A1 IB 2022056176 W IB2022056176 W IB 2022056176W WO 2023281380 A1 WO2023281380 A1 WO 2023281380A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- locking
- locking element
- upper rail
- seat
- longitudinal
- Prior art date
Links
- 230000000903 blocking effect Effects 0.000 claims abstract description 80
- 230000008878 coupling Effects 0.000 claims description 9
- 238000010168 coupling process Methods 0.000 claims description 9
- 238000005859 coupling reaction Methods 0.000 claims description 9
- 238000005096 rolling process Methods 0.000 description 27
- 230000005284 excitation Effects 0.000 description 5
- 238000011161 development Methods 0.000 description 3
- 230000018109 developmental process Effects 0.000 description 3
- 229910052751 metal Inorganic materials 0.000 description 3
- 239000002184 metal Substances 0.000 description 3
- 210000000078 claw Anatomy 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 101150002210 34 gene Proteins 0.000 description 1
- 229910052782 aluminium Inorganic materials 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 239000011796 hollow space material Substances 0.000 description 1
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
- B60N2/0837—Movement of the latch pivoting
-
- 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
- B60N2/0837—Movement of the latch pivoting
- B60N2/0843—Movement of the latch pivoting about a longitudinal axis
Definitions
- the invention relates to a longitudinal seat adjustment device for a seat, in particular a special vehicle seat. Furthermore, the invention relates to a seat, in particular a vehicle seat.
- 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 adjustment device for the seat also includes at least one spring-loaded, movable, plate-shaped locking part which 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.
- the object of the present invention is to provide an improved longitudinal seat adjustment device and a seat with an improved longitudinal seat adjustment device.
- the object is achieved according to the invention with the features of claim 1 .
- the object is achieved according to the invention with the markings of claim 15.
- a longitudinal seat adjustment device which comprises at least two pairs of rails arranged at a distance from one another and at least one locking element, the pairs of rails each 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 spring-loaded and is movably supported on the upper rail and in a locking position blocks movement of the upper rail in the lower rail and releases movement in an unlocking position, and undesired movement of the locking element out of the locking position is limited or blocked by means of a blocking element.
- the blocking element is preferably designed as an internal blocking element.
- the blocking element is arranged in a cavity formed between the upper rail and the lower rail.
- the blocking element is arranged protected and ensures the Verriege development position of the locking element in the locked position even under mechanical stress.
- Such a blocking element or stop element ensures that in the locking position of the locking element from mechanical stresses, for example due to an accident, for example a rear-end collision, resulting movements, in particular horizontal movements or transverse movements, of the locking element from the locking position are at least limited or be completely blocked.
- the locking element remains in its locked position and thus the longitudinal seat adjustment device locked and the seat in its adjusted longitudinal position.
- the blocking element and the locking element form a double lock.
- An unlocking treatment of the locking element is only possible, please include a rotational movement of an actuating element, in particular an unlocking lever. As long as this actuating element is not actuated, the locking element cannot automatically unlock by longitudinal load or pulses.
- the blocking element can be attached to the upper rail, for example.
- the blocking element can be fastened to the top rail by gripping it.
- Such attachment of the blocking element to the upper rail makes it possible in a simple manner for the blocking element to be moved securely with the upper rail when the upper rail is adjusted relative to the lower rail.
- the blocking element is arranged on an inner wall of the upper rail such that an undesired movement, in particular a horizontal movement or transverse movement, of the locking element out of the locking position is blocked or limited in such a way that the locking position of the locking element is secured.
- the locking element can additionally be designed obliquely or curved or odd on a side facing the blocking element, for example in sections.
- the blocking element can be formed on a side facing the locking element, corresponding to the locking element, in sections oppositely inclined or oppositely curved or oppositely odd.
- the upper rail is designed, for example, as a U-profile with two longitudinal sides, one longitudinal side of which is provided with openings for locking engagement by the locking element, with that longitudinal side being configured in sections with the openings profiled.
- that longitudinal side of the upper rail is provided as a crown profile or in sections with elevations and/or depressions.
- the upper rail and lower rail are arranged in a prestressed manner in relation to one another in the locking position by means of the spring-loaded locking element.
- a simple free play between the upper rail and the lower rail is achieved and a dynamic modulation of the locking element is prevented.
- the locking element can be designed as a double lock.
- 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 moved out of the intermediate position into an unlocked position, in particular linearly or in an arc, or it can be pulled out.
- the locking element in the locking position, the locking element is held in a non-positive manner, in particular frictionally, in the transverse direction 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 in the locking position by means of the rotation, initially out of the non-positive mounting and by means of a combined turning and pulling movement or an arc-shaped movement from the locking position into the unlocking position, in particular pivoting and pulling out.
- the locking element remains in its locked position even with undesired mechanical stress, for example as a result of an accident.
- the locking element remains in the locked position in the event of undesired excitations or vibrations in the horizontal or transverse direction.
- the locking element can be controlled only slightly from the clearance release and then stopped or blocked in a still sufficiently locked locking position by the stop element or blocking element, in particular a horizontal stop or transverse stop.
- the stop element or blocking element in particular a horizontal stop or transverse stop.
- a dynamic modulation of the locking element is largely prevented.
- 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 prestressed by means of the spring element.
- the spring element enables the clamping function.
- the blocking element enables the catching function for the locking element in the locking position. This means that the locking element is blocked in the locking position by means of the blocking element in the event of undesired mechanical stresses and is thus “captured” or held.
- 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, in particular with a desired unlocking movement out of the locking position, so that the pair of rails is unlocked and the upper rail relative to the lower rail movable, in particular adjustable, is.
- 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 in relation to one another in the locking position by means of the spring-loaded locking element.
- the locking element is designed as 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 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. In particular, the actuating element is arranged within the upper rail. Such an arrangement of the actuating element within a respective pair of rails enables a particularly compact arrangement.
- the top rail has a through opening through which the actuating element can be actuated.
- the actuating element is movably arranged on the upper rail, in particular is rotatably mounted.
- the actuating element is designed as an actuating lever.
- the locking element can be rotated into an intermediate position in its locking position, in order to then be moved from this intermediate position into the unlocking position, in particular pulled, for example linearly or in an arc.
- the actuating element can comprise at least one actuating area and a coupling area.
- the actuation area protrudes at least into or through the passage opening.
- This actuating area can be actuated by a motor, in particular an electric motor, or manually in a manner that is not shown in detail by means of an unlocking device.
- the coupling area comprises, for example, at least one hook-shaped projection and a control cam.
- the locking element can be moved between the locking position and the unlocking position by means of a combined turning and pulling movement.
- locking position adjustable.
- the locking element in the locking position, the locking element can be rotated by a first rotary movement of the actuating element in such a way that the locking element is placed in a space that is free for a linear movement.
- the hook-shaped projection the locking element can be moved linearly, in particular approximately linearly, in particular pulled out, upon further rotation of the actuating element from the locking position into the unlocking position.
- the object is also achieved by a seat, in particular a vehicle seat, with the seat adjustment device described above.
- the invention provides a longitudinal seat adjustment device that allows for a simple release of play between the guide rail (also known as the bottom rail) and the rail runner (also known as the top rail) with the help of the locking element and prevents dynamic modulation of the locking element .
- the locking element is unlocked in such a way that it is first turned downwards and then pulled out of the teeth of the guide profile.
- the locking element can only be controlled slightly out of the clearance release and is then stopped in a sufficiently locked position by the transverse stop (also called the blocking element).
- FIG. 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, FIG.
- FIG. 3 shows a schematic sectional view through another alternative pair of rails according to a second exemplary embodiment in the area of a locking element
- FIG. 4 shows a schematic perspective representation of an upper side of a top rail
- FIG. 5 shows a schematic perspective representation of an underside of the upper rail
- Figures 6 to 8 schematically a sequence of unlocking the locking element
- Figures 10 to 12 show a schematic sequence of an unlocking of the locking element according to Figure 9.
- 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 in detail.
- 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 information and directional information used relate to a viewing direction of an occupant seated in the seat 1 in a normal seating position, with the 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 opposite 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 between a front End position and a rear end position longitudinally adjustable on the underside ne 32 arranged. 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.
- FIG. 3 schematically shows a sectional view through another alternative pair of rails 3 in the area of the associated locking element 4.
- the two pairs of rails 3 are constructed essentially the same and correspond to one another in terms of structure and function, unless otherwise described below.
- the respective locking element 4 is formed as a double lock.
- a double locking means in particular that the respective locking element 4 in a locking position S1 (shown in Figures 2 to 6 and 9, 10) on the one hand causes a movement of the upper rail 31 (also called rail runner) relative to the lower rail 32 (also called guide rail) blocks and on the other hand unwanted movements of the locking element 4 in the Locking position S1 by means of a blocking element 98 at least limited or blocked.
- the at least one locking element 4 is spring-loaded and movable bar supported or held on the upper rail 31, in particular rotatable and movable, in particular adjustable by means of a combined rotary-pull movement or movable in an arc.
- the blocking element 98 is arranged in a cavity 5 formed between the upper rail 31 and the lower rail 32 (shown in FIGS. 2 and 3).
- the blocking element 98 is attached in particular to the upper rail 31 .
- the blocking element 98 is preferably attached to the upper rail 31 in a cohesive manner, for example welded.
- the blocking element 98 can be positively and/or non-positively connected to the upper rail 31 .
- the locking element 4 is guided, for example, only directly in the locking holes or openings 34 of the upper rail 31, in particular during a pivoting of the locking element 4 in the locking position S1.
- the locking element 4 is unlocked controlled by the actuating element 9 by means of a combined turning and pulling movement.
- the locking element 4 has no defined axis of rotation.
- a restoring element 11 shown in FIGS. 2 to 4 is provided, in particular a restoring spring.
- the restoring element 11 is held at one end 11.2 on the upper rail 31 and held at the other end 11.1 on the locking element 4.
- the locking element 4 blocks a movement of the upper rail 31 in the lower rail 32.
- the reset 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.
- the locking element 4 is spring-loaded into the locking position S1, in particular pressed, so that the upper rail ne 31 and the lower rail 32 are arranged without play relative to one another.
- 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 locking element 4 is arranged and designed in such a way that when it is unlocked, it can first be rotated in certain areas in the locked position S1 and then moved from the locked position S1 into an unlocked position S2 (shown in Figure 8), in particular it can be moved linearly or in an arc or pulled out , is.
- 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 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 in the locking position S1 and then adjusted, in particular pulled out, from the locking position S1 into the unlocked position S2 (also called the release position).
- the locking element 4 is designed as a horizontal locking in the longitudinal direction x.
- the locking element 4 is held in a frictionally engaged manner at least on one of the rails 31 , 32 , in particular the upper rail 31 .
- the spring-loaded locking element 4 With the help of the spring-loaded locking element 4, a simple clearance between the bottom rail 32 and the top rail 31 is achieved.
- the longitudinal seat adjustment device 2 includes a stop element or the blocking element 98, which at least limits or blocks undesired movements of the locking element 4 out of the locking position S1.
- the blocking element 98 is designed, for example, as a profile body that extends along the longitudinal direction x.
- the blocking element 98 is arranged inside the upper rail 31 and on this attached, especially welded.
- the blocking element 98 can also be designed 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 dynamic modulation of the locking element 4 out of its locking position S1 is thus prevented.
- the forces introduced undesirably onto the locking element 4 in the locking position S1 are dissipated via the blocking element 98 to the upper rail 31.
- the blocking element 98 enables a catching function for the locking element 4 in its locking position S1.
- This catching function and thus the blocking of the locking element 4 by the blocking element 98 is bypassed by means of a combined rotary movement and pulling movement of the locking element 4 when it is unlocked, so that the pair of rails 3 is unlocked and the upper rail 31 can be moved, in particular adjusted, relative to the lower rail 32 , is.
- the lower rail 32 is provided with a number of openings 33 and the upper rail 31 with a number of openings 34 gene.
- Projections 41, in particular tooth-shaped projections 41, of the locking element 4 engage in these openings 33, in particular slot-shaped passage openings, and openings 34, in particular slot-shaped or comb-like openings, in the locking position. ment S1 so that a movement between upper rail 31 and lower rail 32 is blocked.
- the projections 41 of the locking element 4 are held in a frictionally engaged manner 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 profiles can be designed in such a way that the ends 35 of 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 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 is arranged within the upper rail 31.
- the tensioning element 7 is arranged in the cavity 5 .
- the biasing element 7 allows a simple release of play between the lower rail 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 carrier area 71 is shaped in such a way, in particular curved, 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 receive a bearing pin 60 for a first rolling element 61 or two first rolling elements 61 (as illustrated).
- 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 pretensioning element 7 and, by means of these, are arranged in a spring-pretensioned 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 arranged in a spring-loaded manner in the locking position S1 and/or in the unlocking position S2 or release position roll/rolls in a spring-loaded manner on a contact surface of the bottom rail 32 .
- 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 the 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 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 in the locking position S1 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, so that the actuating area 91 can be actuated to unlock the locking element 4 is.
- 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 an engagement opening 42, into which the hook-shaped projection 93 of the coupling area 92 engages.
- the control cam 94 rests against an upper side of the locking element 4, which is particularly plate-shaped.
- the actuating element 9 is actuated, with the actuating area 91 being actuated in the direction of the through-opening 36 and into it, in particular according to arrow P1, in order to be pivoted about an actuating axis BA according to arrow P2, see above that the control cam 94, which is in engagement with the locking element 4, first tilts the plate-shaped locking element 4 downwards or rotates it according to arrow P31.
- the hook-shaped projection 93 moves into the engagement opening 42 until the hook-shaped projection 93 encompasses the locking element 4 and, with further actuation, its projections 41 completely protrude from the openings 33 of the lower rail 32 Arrow P32 pulls out.
- the locking element 4 with its in particular tooth-like projections 41 disengages from the comb-shaped or slot-shaped openings 33 of the lower rail 32, so that a release position (not shown) is made possible and the upper rail 31 can be moved, in particular longitudinally adjusted, relative to the lower rail 32.
- the unlocking movement or pulling-out movement described above is supported by the undersides of the actuating area 91 and the control cam 94 facing the locking element 4 .
- the underside of the actuating area 91 and the underside of the control cam 94 each come into contact with an upper side of the Locking element 4.
- the hook-shaped projection 93 presses against the locking element 4, in particular against an inner surface of the engagement openings 42 in the direction of arrow P32, with the actuating region 91 and the control cam 94 pressing on the locking element 4 from above Press and support the withdrawal movement of the projections 41 according to arrow P2.
- 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.
- 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 fastenings, each of which comprises a receiving opening 101 into which claws of the seat 1 (not shown in detail) engage in a holding manner.
- the fastening element 10 can be designed to fasten the seat 1 to the upper rail 31 by means of a screw connection or a welded connection.
- the respective fastening element 10 is attached 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 .
- top 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 has at least one further recess 383 in the region of the locking element 4, in which one end of the restoring element 11 is held.
- FIG. 5 shows a schematic perspective view of an underside 39 of the upper rail 31.
- the restoring element 11 in particular a spring such as a wire spring or clip spring, is held in a receptacle 43 on the locking element 4 at the other end.
- the locking element 4 may comprise two openings 42 A handle.
- the loading actuation element 9 then has two hook-shaped projections 93 which engage stand with these engagement openings 42.
- the longitudinal seat adjustment device 2 includes two second rolling elements 62 which are each arranged at one end of the upper rail 31 .
- the second rolling elements 62 in particular the special sliding elements for the longitudinal adjustment of the seat 1 are formed in example as a rolling cylinder or spools.
- the second rolling elements 62 have a fixed axis which is fixed to the upper rail ne 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.
- At the respective leader element 7 each have a pair of first rolling elements 61 are rotatably mounted.
- the respective prestressing element 7 in the associated bearing area 72 includes the bearing bolts 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 which is integrally connected to the upper rail 31 by means of the weld seam 97 .
- Blocking element 98 can be used to limit or at least limit horizontal movements or transverse movements of locking element 4, for example due to mechanical stresses on 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 be completely blocked.
- 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 movements or transverse movements.
- the longitudinal seat adjustment device 2 is locked and the seat 1 is fixed in its adjusted longitudinal position.
- a catching function for the locking element 4 in its locking position S1 is made possible by means of the blocking element 98 .
- the pivot bearing 95 and the blocking element 98 can be designed as one component or as separate components.
- the blocking element 98 is designed as a molded component with the planar stop surface 99 .
- a first projection 41.1 and a second, in particular last projection 41.2 of the locking element 4 are at least partially conical.
- the first projection 41.1 and the second, in particular last projection 41.2 each have a sloping flange in a contact area with the rails 31, 32. ke, which forms a clamping angle.
- the locking element 4 Due to the configuration with oblique flanks on at least the first projection 41.1 and the second, in particular the last, projection 41.2, the locking element 4, in particular a detent plate, is moved perpendicularly to the longitudinal alignment of the locking element 4 according to arrow P4 in the direction of the blocking element 98 in the event of a higher longitudinal load , especially 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 automatically unlock by longitudinal load or impulses.
- Figures 6 to 8 show schematically a sequence of unlocking the locking element 4, which is described in more detail below:
- FIG. 6 corresponds to the embodiment according to FIG. 2. Reference is made to the description of FIG. In this embodiment, the pivot bearing 95 and the blocking element 98 are formed separately.
- the actuating element 9 can be actuated mechanically or electromechanically in accordance with arrow P1. 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 initially the plate-shaped locking element 4 tilts down or rotates according to arrow P31.
- the actuation axis BA is identical to the axis 96 (shown in Figure 5). In this case, the actuating element 9 is screwed into the hollow space 5 . In the locking position S1, the locking element 4 partially executes the rotary movement or tilting movement according to arrow P31, in particular only a small rotary movement or tilting movement.
- the projections 41 are pivoted upwards according to arrow P33 in the locking position S1 within the openings 34 and the openings 33, as shown in FIGS.
- the projections 41 continue to reach through both the openings 34 in the lower rail 32 and the openings 33 in the upper rail 31 .
- the locking element 4 is placed in an intermediate position S3. 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 rotary-pull movement.
- the locking element 4 is first pressed down within the upper rail 31 in order to get out of the blocking area of the blocking element 98 .
- the locking element 4 is then pulled past the blocking element 98 by means of a tensile force and at least in certain areas into the upper rail 31 according to arrow P32, as shown in FIGS.
- the locking element 4 with its particularly tooth-like projections 41, disengages from the comb-shaped or slot-shaped openings 33 in the lower rail 32, so that the locking element 4 is placed in its release position or unlocked position S2 and the upper rail 31 can be moved relative to the lower rail 32, in particular longitudinally adjustable.
- This provides a simple clamping and catching function 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 the blocking element 98 in such a way that the projections 41 of the locking element 4 in its unlocked position S2 continue to penetrate into the openings 34 of the upper rail 31 engage.
- the actuating element 9 strikes the blocking element 98 in the actuating direction according to arrow P2.
- FIG. 9 schematically shows a longitudinal seat adjustment device 2 according to a third exemplary embodiment in a sectional illustration in the longitudinal direction x.
- the longitudinal seat adjustment device 2 differs from the previously described exemplary embodiments of the longitudinal seat adjustment device 2 essentially only with regard to the construction of the blocking element 98 and the locking element 4 as well as the upper rail 31 . All other components of the longitudinal seat adjustment device 2 correspond to one another in structure and function.
- the blocking element 98 according to the third embodiment is additional Lich, the top rail 31 is fastened through to this.
- the upper rail ne 31 is designed in particular as a U-profile, which includes two longitudinal sides 31.1 and 31.2.
- the blocking element 98 reaches through only one of the longitudinal sides 31.1 or 31.2, in particular one of the longitudinal sides 31.1 opposite the openings 34.
- the locking element 4 can be partially oblique or curved or odd on a side facing the blocking element 98.
- the locking element 4 can be designed obliquely or curved or odd, in particular wedge-shaped, at its ends 4.3, 4.4 as seen in the longitudinal direction x in sections 4.1, 4.2.
- the blocking element 98 can be embodied on a side facing the locking element 4 corresponding to the locking element 4 in sections oppositely obliquely or oppositely curved or oppositely odd.
- the blocking element 98 viewed in the longitudinal direction x, can be oblique or curved or odd, in particular in sections 98.1, 98.2, at its ends 98.3, 98.4 be wedge-shaped.
- Such a mutually corresponding configuration of the respectively facing sides of the locking element 4 and the blocking element 98 also makes it possible in a simple manner, in the event of an undesired mechanical stress on the upper rail ne 31 in the longitudinal direction x, for blocking element 98 and locking element 4 to be wedged, so that the locking element 4 is held securely in the locking position S1.
- the long side 31 .2 of the upper rail 31 has the openings 34 for locking engagement by the locking element 4 ver.
- This longitudinal side 31.2 can be profiled in sections.
- that longitudinal side 31.2 of the upper rail 31 is provided as a crown profile or in sections with elevations 31.3 and/or depressions 31.4.
- a rail distance 12, in particular a transverse distance in the transverse direction y, between the upper rail 31 and lower rail 32 can be adjusted in a simple manner, in particular increased, in order to enable an improved locking function of the locking element 4.
- FIGS. 10 to 12 show a schematic sequence of an unlocking of the locking element 4 of the longitudinal seat adjustment device 2 according to FIG. 9.
- the unlocking function of the locking element 4 corresponds to the unlocking function of the locking element 4 according to FIGS.
- FIG. 10 shows the locking element 4 of the longitudinal seat adjustment device 2 in the locking position S1.
- FIG. 11 shows the locking element 4 of the longitudinal seat adjustment device 2 in the intermediate position S3.
- FIG. 12 shows the locking element 4 of the longitudinal seat adjustment device 2 in the unlocked position S2.
- FIG. 10 shows the blocking element 98 reaching through the upper rail 31.
- the blocking element 98 has, for example, at least one extension 98.5 protruding in the transverse direction y.
- At least a first extension 98.51 extends through the upper rail 31 and is arranged with a free end 98.511 of the lower rail 32 opposite.
- the blocking element 98 is set up by means of the first extension 98.51, which extends through the upper rail 31 and the free end 98.511 of which is arranged opposite the lower rail 32 in the locking position S1, in such a way that undesired forces acting on the longitudinal seat adjustment device 2 in the Locking position S1 can be initiated or initiated, both in the upper rail 31 and in the lower rail 32 can be derived.
- At least one second extension 98.52 can be arranged to reach through the top rail 31 .
- This second extension 98.52 serves in particular to fasten and arrange the blocking element 98 on the upper rail 31, in particular on its long side 31.1.
- the blocking element 98 according to Figures 9 to 12 can, in the event of undesired forces introduced into the seat longitudinal adjustment device 2, absorb these forces via at least one of the upper rail 31 pass through the first extension 98.51 additionally into the bottom rail 32.
- the rail spacing 12 in the transverse direction y between the upper rail 31 and the lower rail 32 is greater than in the exemplary embodiments according to Figures 1 to 8.
- the profile of the bottom rail 32 can be provided with a channel recess 32.1.
- the channel recess 32.1 extends at for example over the entire length of the lower rail 32 and can, for example, serve to accommodate and guide an electrical line or a cable duct guide (not shown in detail).
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Seats For Vehicles (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN202280047932.4A CN117677532A (zh) | 2021-07-07 | 2022-07-04 | 用于纵向地调节座椅的装置及座椅 |
EP22743913.0A EP4366981A1 (de) | 2021-07-07 | 2022-07-04 | Sitzlängsverstelleinrichtung und sitz |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102021207168 | 2021-07-07 | ||
DE102021207168.6 | 2021-07-07 | ||
DE102021214146.3 | 2021-12-10 | ||
DE102021214146.3A DE102021214146A1 (de) | 2021-07-07 | 2021-12-10 | Sitzlängsverstelleinrichtung und Sitz |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2023281380A1 true WO2023281380A1 (de) | 2023-01-12 |
Family
ID=82608508
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/IB2022/056176 WO2023281380A1 (de) | 2021-07-07 | 2022-07-04 | Sitzlängsverstelleinrichtung und sitz |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP4366981A1 (de) |
WO (1) | WO2023281380A1 (de) |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1227950B1 (de) | 2000-10-13 | 2007-12-05 | KEIPER GmbH & Co. KG | Sitzlängsverstellung |
US20130153735A1 (en) * | 2011-12-16 | 2013-06-20 | Lear Corporation | Positively Engaged Locking Mechanism For A Vehicle Seat |
WO2014135145A1 (de) * | 2013-03-06 | 2014-09-12 | Faurecia Autositze Gmbh & Co. Kg | Verriegelungseinrichtung für eine schienenführung eines fahrzeugsitzes und schienenführung |
-
2022
- 2022-07-04 WO PCT/IB2022/056176 patent/WO2023281380A1/de active Application Filing
- 2022-07-04 EP EP22743913.0A patent/EP4366981A1/de active Pending
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1227950B1 (de) | 2000-10-13 | 2007-12-05 | KEIPER GmbH & Co. KG | Sitzlängsverstellung |
US20130153735A1 (en) * | 2011-12-16 | 2013-06-20 | Lear Corporation | Positively Engaged Locking Mechanism For A Vehicle Seat |
WO2014135145A1 (de) * | 2013-03-06 | 2014-09-12 | Faurecia Autositze Gmbh & Co. Kg | Verriegelungseinrichtung für eine schienenführung eines fahrzeugsitzes und schienenführung |
Also Published As
Publication number | Publication date |
---|---|
EP4366981A1 (de) | 2024-05-15 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
DE3726711C2 (de) | ||
EP1663700B1 (de) | Memory-einrichtung für eine schienenlängsführung eines kraftfahrzeugsitzes | |
DE19654395C1 (de) | Nocken zur lösbaren Verriegelung eines Bauteils, insbesondere an einem Kraftfahrzeugsitz | |
WO2016071092A1 (de) | Spannklaue zur anbringung an einer gleitschiene eines operationstisches | |
EP1289793B1 (de) | Sitzmodul | |
DE102004041449B3 (de) | Beschlag für einen Fahrzeugsitz, insbesondere für einen Kraftfahrzeugsitz | |
DE10235141B4 (de) | Verriegelungsvorrichtung für einen Fahrzeugsitz | |
DE102006055267B4 (de) | Fahrzeugsitz mit einer Längsverstellvorrichtung | |
DE10026530B4 (de) | Vorrichtung zur lösbaren Halterung eines Fahrzeugsitzes an einem Fahrzeugboden | |
WO2002094604A2 (de) | Kraftfahrzeugsitz | |
EP1240048B1 (de) | Einsteller für einen fahrzeugsitz | |
DE10206780B4 (de) | Befestigungsvorrichtung für einen Kindersitz | |
DE19540048C2 (de) | Kraftfahrzeug | |
EP1252037B1 (de) | Verankerungseinrichtung für einen werkzeuglos ein- und ausbaubaren fahrzeugsitz | |
WO2023281380A1 (de) | Sitzlängsverstelleinrichtung und sitz | |
DE102021214144A1 (de) | Sitzlängsverstelleinrichtung | |
DE102021214146A1 (de) | Sitzlängsverstelleinrichtung und Sitz | |
DE102006061505B4 (de) | Rolloeinheit sowie korrespondierende Tragvorrichtung | |
WO2023281382A1 (de) | Sitzlängsverstelleinrichtung und sitz | |
WO2023281384A1 (de) | Schienenelement und sitzlängsverstelleinrichtung | |
DE102009014423B4 (de) | Befestigungseinrichtung | |
DE102021214147A1 (de) | Sitzlängsverstelleinrichtung und Sitz | |
DE102021214158A1 (de) | Schienenelement und Sitzlängsverstelleinrichtung | |
DE10014722A1 (de) | Befestigungsvorrichtung für einen Fahrzeugsitz | |
DE10046142A1 (de) | Vorrichtung zur Festlegung eines Endbereiches einer Fahrzeug- Sicherheitseinrichtung an einem fahrzeugseitigen Befestigungspunkt sowie zur Spannung des Endbereichs der Fahrzeug-Sicherheitseinrichtung relativ zu dem Befestigungspunkt |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 22743913 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 18576776 Country of ref document: US Ref document number: 202280047932.4 Country of ref document: CN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2022743913 Country of ref document: EP |
|
ENP | Entry into the national phase |
Ref document number: 2022743913 Country of ref document: EP Effective date: 20240207 |
|
NENP | Non-entry into the national phase |
Ref country code: DE |