DE102010060538B4 - Longitudinal guide for a motor vehicle seat - Google Patents

Abstract

Longitudinal guide for vehicle seats, in particular motor vehicle seats, with two elongate rails, each with a lower rail (4), an upper rail (2) mounted for longitudinal displacement thereon and two diagonally opposite and braced bearing areas (3, 5) for guide means (7, 8), Each upper and lower rail (2, 4) seen in profile has an L-shaped area which is formed by a base leg (20, 40) and an L-leg (21, 41) protruding essentially perpendicularly therefrom, and two end portions (23, 28; 52, 48) adjoining the L-shaped portion, each end portion of the upper or lower rail (2, 4) being mutually hooked to the end portion of the associated lower or upper rail (4, 2) forms an embracing area, the end areas (23, 28, 28) of the upper rail (2) with opposite sections (50, 44) of the associated lower rail (4) forming the bearing areas (3, 5), and in a first en bearing area (3) on the end area (27) designed as a circular arc-shaped profile, a plurality of balls (7) are supported, characterized in that the first bearing area (3) has a corner area (44) which extends from two at an acute angle relative to a direction of extension of the L-leg (41) of the L-shaped area of the lower rail (4) extending connecting legs (43, 45), and the end area (27) of the upper rail (2) designed as a circular arc-shaped profile is designed to to store the plurality of balls (7), with contact points (19) of the balls (7) on the end region (28) designed as a circular arc profile, viewed from an interior (I) of the rails (2, 4), on an opposite side of an imaginary center line (18) through the L-leg (41) of the L-shaped area of the lower rail (4), the arcuate profile of the end area (27) viewed from the interior (I) of the rails (2, 4). , on the opposite side of the imaginary center line (18), the corner area (44) has a first connecting leg (42) protruding obliquely outwards from the L-leg (41) of the L-shaped area of the bottom rail (4) and a first connecting leg (42) thereon subsequent second connecting leg (43) extending obliquely upwards and outwards along the rail, and the end region (27) designed as a circular arc-shaped profile is followed by a bending point (26) which is opposite the first connecting leg (42).

Description

field of invention

The present invention relates to a longitudinal guide for a motor vehicle seat with two bottom rails fixed directly or indirectly on both sides of the motor vehicle seat on the floor of the interior.

Background of the Invention

With such a longitudinal guide, an upper rail is slidably arranged on each lower rail in such a way that both rails form an essentially rectangular cross-sectional profile in their functional position, with bearing areas of the upper rail on the lower rail being designed as an embracing area, which is located at two essentially diagonally opposite corner areas of the rail profiles are provided and to which guide means are assigned, with the outgoing ends of the lower rail and the upper rail in the storage areas being designed as essentially U-shaped profiles that interlock.

WO 2006/106 044 A2 The applicant discloses such a longitudinal guide, in which a first upper bearing area, which uses a plurality of balls as guide means, and a second lower bearing area, which is diagonally opposite the first bearing area and as guide means, a combination of rollers for support on a base leg of the bottom rail and Balls used are braced diagonally against each other in order to achieve high rigidity of the rail profile. The balls are mounted in the first bearing area between two profiles curved in the shape of a circular arc, one of the profiles curved in the shape of a circular arc forming a corner region at the upper end of a connecting leg of the bottom rail which projects obliquely upwards and outwards at an acute angle.

Despite the advantageous properties of this rail profile, there is still a need for further improvement, in particular with regard to the space available for this, total width and width at the lower end of the rail profile and with regard to rigidity and the material or total weight required for this purpose. In this context, the mechanical properties and in particular the rigidity and torsional rigidity of the rail profile are also important in the event of a crash, be it a frontal or rear crash or a side crash.

DE 197 17 667 A1 discloses a longitudinal guide for motor vehicle seats according to the preamble of claim 1, in which the ends of the upper rail that run out in the diagonally opposite bearing areas are designed with multiple curves, so that in each embracing area, viewed in profile, two channels are provided for balls that act as guide means. However, no storage area is disclosed that is formed by a corner area that is formed by two connecting legs that extend at an acute angle relative to a direction of extension of the L-leg of the L-shaped area of the lower rail and the end region of the upper rail that is designed as a circular arc-shaped profile. to store the majority of balls. A precise design of such end areas can only be achieved with comparatively great effort, so that tolerances are comparatively large. Longitudinal guide clearance is further increased due to the increased wear resulting from point contact of the ball bearing guides.

JP 2004 - 203 264 A discloses a further longitudinal guide for a motor vehicle seat, in which a second bearing area within the meaning of the present application does not contain a ball guide and roller guide at the same time, but rather two ball guides. However, the upper ball guide is not assigned a bearing limb that encloses an acute angle with another bearing limb. Rather, the ball is accommodated in a curved longitudinal bead.

EP 1 336 765 A2 discloses a longitudinal guide with double pairs of ball guides in each bearing area.

Further prior art is in the publications EP 1 621 390 A2 , DE 10 2004 061 140 A1 FR 2 872 102 A1 and U.S. 2005/0 285 008 A1 disclosed.

DE 20 2004 016 453 U1 discloses another rail profile in which a plurality of balls are supported in a bearing area against an arcuate profile. However, no storage area is disclosed that is formed by a corner area that is formed by two connecting legs that extend at an acute angle relative to a direction of extension of the L-leg of the L-shaped area of the lower rail and the end region of the upper rail that is designed as a circular arc-shaped profile. to store the majority of balls.

DE 20 2004 010 499 U1 discloses a further rail profile in which a leg forming a corner area does not extend perpendicularly to the base of the lower rail but obliquely outwards from the rail, which would lead to a further widening of the rail profile in the event of a crash and also a reduced inherent rigidity of the rail profile.

Summary of the Invention

The object of the present invention is to further develop a longitudinal guide of the aforementioned type such that a higher mechanical rigidity can be achieved with a simple mechanical structure and with the lowest possible weight and material consumption, especially in the event of a crash. According to a further aspect of the present invention, the longitudinal guide should absorb forces even more effectively in the event of a load, in particular in the event of a crash.

According to the present invention, these objects are achieved by a longitudinal guide having the features of patent claim 1 . Further advantageous embodiments are the subject matter of the dependent claims.

The present invention is therefore based on a longitudinal guide for vehicle seats, in particular for motor vehicle seats, with two elongate rails, each with a lower rail, an upper rail mounted on this longitudinally displaceable rail and two diagonally opposite and braced bearing areas for guide means, with each upper and lower rail in Viewed in profile, an L-shaped area formed by a base leg and an L-leg projecting substantially perpendicularly from the latter, and having two end areas which adjoin the L-shaped area, with each end area of the upper or lower rail being mutually Interlocking with the end of the associated lower or upper rail forms a clasping area, the end areas of the upper rail with opposite sections of the associated lower rail form the storage areas, and in a first storage area on the output as a circular arc-shaped profile formed end a plurality of balls are supported. The first bearing area is formed by a corner area, which is formed by two connecting legs extending at an acute angle relative to a direction of extension of the L-leg of the L-shaped area of the lower rail, and the end area of the upper rail, which is designed as a circular arc-shaped profile, in order to To store a plurality of balls, with the contact points of the balls on the end region designed as a circular arc profile, viewed from an interior of the rails, particularly preferably lying on an opposite side of an imaginary center line through the L-leg of the L-shaped region of the lower rail.

According to the invention, the arcuate profile of the end area, viewed from the interior of the rails, is open on the opposite side of the imaginary center line, with the corner area having a first connecting leg protruding obliquely outwards from the L-leg of the L-shaped area of the bottom rail and a adjoins this subsequent second connecting leg, which extends obliquely upwards and outwards from the rail, and the end region designed as a circular arc-shaped profile is adjoined by a bending point which is opposite the first connecting leg.

The first, sloping connecting leg is expediently of a comparatively short length, so that the balls to be stored in the first bearing area are not arranged too far outside the L-shaped area of the bottom rail. This oblique first connecting leg can extend at a comparatively small acute angle, in particular in the range between 10 degrees and 30 degrees, more preferably 15 degrees and 20 degrees, relative to a horizontal line or to the base leg of the bottom rail. The second, oblique connecting leg protrudes from this at an acute angle, in particular an angle in the range between 50 degrees and 70 degrees, more preferably approximately 60 degrees, obliquely upwards and in the direction of the corner area. For this purpose, the material of the bottom rail is suitably bent. An advantageously high level of rigidity with pleasantly springy behavior under normal loads can be achieved with this design.

However, the contact points of the balls can preferably be very close to the imaginary center line, so that forces acting in the vertical direction can be dissipated directly into the lower L-leg of the lower rail, which is more stable, i.e. made of higher material thickness, which is very short the force dissipation acting lever arms allows and thus allows a further increase in rigidity. Compared to the prior art, in which the first bearing area is always completely outside the rectangular inner area of the longitudinal guide, the first bearing area located near the top of the longitudinal guide partially overlaps with the inner space, so that the lower width of the longitudinal guide (or projection of the first bearing area on the base leg of the bottom rail) can be significantly shortened overall. This enables considerable advantages and additional degrees of freedom when designing the interior of motor vehicles. In particular, the installation space required for the longitudinal guide can be reduced in the transverse direction of the vehicle, in particular directly on the floor of the vehicle interior.

The corner area formed by the two connecting legs leads to an advantageously high rigidity in the first bearing area in cooperation with the opposing arcuate bearing profile and the balls mounted in between in the bearing area. In particular, the balls are reliably prevented from escaping in the vertical or horizontal direction, even under high loads, which can also occur in particular in the event of a crash. The balls can be stored very precisely in the first bearing area due to the partial wrapping of the balls, which is specified by the arc-shaped bearing profile, and by the corner area, the inner curvature of which is matched to the radius of curvature of the balls to be stored and is preferably slightly smaller than this radius of curvature. which is advantageous for the tolerances of the longitudinal guide as a whole and its adjustment behavior and allows a relatively low surface pressure in the contact points of the balls with associated bearing areas.

According to a further embodiment, the two connecting legs close an angle in the range of 100 degrees to 120 degrees, preferably an angle in the range of 112.5 degrees to 107.5 degrees and even more preferably one in the first bearing area to achieve high rigidity and precise mounting angle of about 110 degrees.

According to a further embodiment, the distance between the contact points and the imaginary center line is very particularly preferably less than the material thickness of the upper rail, in particular approximately on the order of half the material thickness of the upper rail. However, according to a further embodiment, the distance between the contact points and the imaginary center line can basically correspond to the material thickness of the upper rail or be of the same order of magnitude.

According to a further embodiment, the contact points of the balls in the first bearing area are also on or, viewed from the interior of the rails, slightly outside an imaginary extension line of the outside of the L-leg of the L-shaped area of the lower rail. In this case, the distance between the contact points and the imaginary extension line is preferably considerably less than the material thickness of the upper or lower rail. It is advantageous that if the longitudinal guide is stretched to a certain extent by a vertical load, in particular by a person of normal weight on the vehicle seat, the contact points can then come to rest exactly on the imaginary extension line (or in its immediate vicinity) and thus absorb forces even more effectively and can be derived.

According to a further embodiment, all gap dimensions in the clasping areas of the bearing areas in the vertical direction (z), i.e. in the direction perpendicular to the base leg of the L-shaped area of the bottom rail, are the same and smaller than a material thickness of the top rail. In the event of a frontal or rear crash with excessive force on the longitudinal guide in the vertical direction and the resulting plastic deformation of the rail profiles, a simultaneously occurring direct contact of sections of the rail profiles opposite one another in the vertical direction is made possible, which thus leads to additional reinforcement of the rail profiles in the vertical direction and thus leads to more advantageous crash behavior.

According to a further embodiment, all of the gap dimensions in the clasping areas of the bearing areas parallel to the base leg of the L-shaped area of the lower rail are the same and smaller than a material thickness of the upper rail. As a result, even in the event of a side crash with excessive force acting on the longitudinal guide in the transverse direction of the vehicle and the resulting plastic deformation of the rail profiles, a simultaneous direct contact of sections of the rail profiles that are opposite one another in the transverse direction of the vehicle is made possible, which thus leads to additional reinforcement of the rail profiles in the transverse direction of the vehicle and thus leads to more advantageous side crash behavior.

According to a further embodiment, an upper side of the base leg of the L-shaped area of the upper rail protrudes by a predetermined distance beyond an upper reversal area of the lower rail in the gripping area of the first bearing area, with this distance being less than twice the material thickness of the upper rail in an unloaded state of the longitudinal guide is. This allows the rail profile to "breathe" to a certain extent under vertical load, particularly in the functional position when a comparatively heavy person sits on the motor vehicle seat. In this loaded normal state, the rail profile can collapse to such an extent that relevant gap dimensions in the vertical direction are correspondingly reduced, for example to an order of magnitude of around 0.5 mm for particularly heavy people with a body weight of 120 kg to 150 kg, for example.

According to a further embodiment, in the transition area between a connection opposite the L-leg of the upper rail dung leg and this subsequent end a predetermined bending point provided. While the connecting leg and the desired bending point are adjoined by a first storage area, the L-leg of the upper rail merges into a second storage area diagonally opposite the first storage area. Compared to the state of the art, the predetermined bending point allows a significantly higher load absorption of the longitudinal guide in the vertical direction (z) without changing the ball guide, but at the same time allows greater rigidity in extreme situations, especially in the event of a crash, when high acceleration and Deformation forces act on the longitudinal guide. In such extreme situations, the desired bending point leads to a controlled bending or deformation of the longitudinal guide and converts it into a state in which high rigidity and torsional strength is achieved. At the same time, the desired bending point results in a load reversal, so that an essentially vertical load essentially becomes a load in the transverse direction of the longitudinal guide, which can be effectively absorbed due to the greater material thickness and rigidity of the rail profile of the bottom rail.

In particular, the predetermined bending point is designed in such a way that forces directed vertically downwards cause the upper rail to bend both in the vertical direction (z) and in the transverse direction (y) of the vehicle. In cooperation with the diagonally opposite second bearing area, which breaks down forces in a corresponding manner into two force components, namely a force component in the vertical direction (z) and a force component in the transverse direction (y) of the vehicle, but in opposite directions, it is thus possible for an increased Rigidity of the longitudinal guide are provided. Therefore, in particular, the overall height of the longitudinal guide can also be increased and a smaller width of the bottom rail or a smaller overall width is required to achieve a predetermined rigidity.

According to a further embodiment, such a predetermined bending point is designed in an advantageously simple manner in that it is designed to be less stiff than at least one adjacent curved or curved area of the upper rail, which can be achieved in particular by the adjacent curved or bent areas of the upper rail are provided with an embossing or embossing formed by cold forming.

Such embossing or embossing can be realized in particular by means of projections, folds or the like on bending tools, it being preferable for the embossing or embossing to be uniformly curved.

According to a further embodiment, the adjacent curved or curved areas, which are each provided with the embossing or embossing, are a corner area at the upper end of the L-shaped area of the upper rail and a transition area between an inclined connecting leg, which is adjoins the connecting leg opposite the L-leg of the upper rail, and an end region of the upper rail, which is designed as a profile in the shape of a circular arc. With normal loads on the longitudinal guide, the sloping connecting leg can therefore enable a compensatory movement with components both in the vertical direction and in the transverse direction of the vehicle, and thus allow the rails to “breathe” to a certain extent in the vertical direction.

According to a first embodiment, the obliquely running connecting leg can run obliquely downwards and outwards on the rails or, according to a second embodiment, obliquely upwards and outwards on the rails. A transition area between the connecting leg, which runs diagonally downwards (or upwards) and outwards from the rail, and the end region of the upper rail, which is designed as a circular arc-shaped profile, is preferably designed as a bending point that essentially lies on an imaginary center line through the L-leg, which protrudes essentially perpendicularly from the base leg of the L-shaped section of the bottom rail. The bending point is even more preferably arranged exactly on this imaginary center line. In any case, the distance between this bending point and this imaginary center line is preferably considerably less than the material thickness of the upper and lower rails. This arrangement enables forces acting in the vertical direction to be dissipated directly in the aligned L-legs underneath or in the lower rail, which is more stable, i.e. with greater material thickness, which means very short lever arms acting in the force dissipation and thus a further increase in the allows rigidity. Compared to the prior art, in which the first bearing area is always completely outside the rectangular inner area of the longitudinal guide, the first bearing area located near the upper side of the longitudinal guide partially overlaps with the inner space, so that the lower width of the longitudinal guide can be significantly reduced overall. This enables considerable advantages and additional degrees of freedom when designing the interior of motor vehicles. In particular, the installation space required for the longitudinal guide in the vehicle transverse direction are reduced, especially directly on the floor of the vehicle interior.

According to a further embodiment, the upper rail is bent by approximately 180 degrees in the area of the aforementioned bending point, ie it is essentially designed as a reversal area in which the profile of the upper rail essentially reverses its direction of extension. This design ensures a certain elasticity in the area of the bending point or the reversal area, so that the rail can “breathe” adequately during normal load changes, but can still have sufficient inherent rigidity under limit loads, especially in the event of a crash.

In the aforesaid first embodiment, in which the sloping connecting leg slopes downward and outward on the rail, some vertical load, particularly resulting from the weight of a person of normal weight on the vehicle seat, as described above, can be converted into a load in the transverse direction, resulting in a further increase in the diagonal transverse bracing of the two bearing areas and thus contributes to a further increase in the rigidity of the longitudinal guide.

The aforementioned second embodiment, in which the sloping connecting leg runs obliquely upwards and outwards from the rail, is further crash-optimized, since in the event of a crash, this connecting leg comes into direct contact with an opposite area of the bottom rail.

According to a further embodiment, the bending point between the sloping connecting leg and the end region of the upper rail, designed as a circular arc-shaped profile, is spaced apart from the aforementioned first, sloping connecting leg of the lower rail, which runs diagonally upwards and outwards from the rail and which is located at the L-leg of the L-shaped region of the lower rail connects. As a result, according to the invention, a particularly advantageous support of the opposite bending point and thus of the entire first bearing area can be achieved in the event of a crash. This is because the bending point or the reversal area can be supported on the opposite, oblique, first connecting leg, but without being able to slide into the L-shaped area or interior space of the bottom rail. This is prevented in particular by the fact that the opposite, oblique, first connecting leg extends at a comparatively small, acute angle relative to a horizontal line.

According to a particularly preferred embodiment, two groups of rollers are mounted in the second, diagonally opposite lower bearing area, namely a plurality of first rollers, which are mounted with lateral play between the base leg of the L-shaped area of the lower rail and an opposite and parallel extending bearing legs of the head rail are supported, and a plurality of second rollers, which are supported between the end region of the head rail, which is designed as a bearing leg sloping upwards at an acute angle, and an opposite and parallel extending beveled bearing leg between a connecting leg adjoining the base leg and extending vertically upwards and an adjoining horizontal base leg of the embracing area are supported in the end area of the lower rail. With the two groups of rollers, an advantageously low surface pressure can be achieved overall in the second bearing area, so that the rail profile does not “run in” to any significant degree during use compared to systems in which a group of balls is provided in the second bearing area. Another advantage is that the rollers of the two groups of rollers always run at the same speed. This is not always the case in systems in which a ball group is provided in the second bearing area, since the speed there depends on the exact (load-dependent) point of contact. At the same speeds, on the other hand, there are no problems when using a common bearing cage for both groups of rollers in the second bearing area. Another advantage is that due to the sloping support lines of the upper roller group in the second bearing area, a weight force can be diverted from above into the lower right corner of the rail without changing the running behavior of the rails. On the other hand, in systems in which a ball group is provided in the second bearing area, there would be significant changes in the kinematics.

The rollers of the upper roller group in the second bearing area can have a smaller diameter than the rollers of the lower roller group, for example a diameter of less than 3.0 mm, which compared to systems in which a ball group is provided in the second bearing area, a further Allows space gain in the vertical direction. Finally, a further gain in space results from the fact that the upper roller group is supported on sloping bearing legs, so that the outer profile of the rail group has a slanted and thus further inwardly offset blunt corner in this area.

character list

• 1 eine Schnittansicht einer Längsführung gemäß einer ersten Ausführungsform der vorliegenden Erfindung;
• 2 die Längsführung gemäß der 1, worin nachfolgend zu diskutierende Abstände und Längen bezeichnet sind;
• 3 die Längsführung gemäß der 1, worin weitere wichtige geometrische Eigenschaften dargestellt sind;
• 4 eine Längsführung gemäß einer zweiten Ausführungsform der vorliegenden Erfindung;
• 5a eine Längsführung gemäß einer dritten Ausführungsform der vorliegenden Erfindung;
• 5b eine Längsführung gemäß einer vierten Ausführungsform der vorliegenden Erfindung;
• 6 eine Schnittansicht einer Längsführung gemäß der ersten Ausführungsform der vorliegenden Erfindung mit einer ersten beispielhaften Arretiereinrichtung einer Längsverstellvorrichtung eines Kraftfahrzeugsitzes;
• 7 eine Schnittansicht der Längsführung gemäß der ersten Ausführungsform mit einer weiteren beispielhaften Arretiereinrichtung;
• 8 eine Schnittansicht der Längsführung gemäß der ersten Ausführungsform mit einer weiteren beispielhaften Arretiereinrichtung und einem Easy-Entry-Mechanismus;
• 9 eine Schnittansicht einer Längsführung gemäß der ersten Ausführungsform mit einer weiteren beispielhaften Arretiereinrichtung und einem Easy-Entry-Mechanismus;
• 10 eine Schnittansicht einer Längsführung gemäß der ersten Ausführungsform mit einem modifizierten Führungssteg der Arretiereinrichtung gemäß der 6, wobei weiterhin der Basisschenkel der Unterschiene modifiziert ist;
• 11 eine Schnittansicht einer Längsführung gemäß einer fünften Ausführungsform der vorliegenden Erfindung;
• 12 eine Teil-Perspektivansicht von oben einer Unterschiene mit Verriegelungszähnen für eine nicht dargestellte Arretier- bzw. Verriegelungseinrichtung gemäß einer weiteren Ausführungsform;
• 13 einen größeren Ausschnitt aus der Unterschiene gemäß der 12;
• 14 eine Teil-Perspektivansicht von oben einer Unterschiene mit Verriegelungszähnen für eine nicht dargestellte Arretier- bzw. Verriegelungseinrichtung gemäß einer weiteren Ausführungsform;
• 15 eine Teil-Perspektivansicht von oben einer Unterschiene mit Verriegelungszähnen für eine nicht dargestellte Arretier- bzw. Verriegelungseinrichtung gemäß einer weiteren Ausführungsform;
• 16 eine Teil-Perspektivansicht von oben einer Unterschiene mit Verriegelungszähnen für eine nicht dargestellte Arretier- bzw. Verriegelungseinrichtung gemäß einer weiteren Ausführungsform;
• 17 eine Teil-Perspektivansicht von oben einer Unterschiene mit Verriegelungszähnen für eine nicht dargestellte Arretier- bzw. Verriegelungseinrichtung gemäß einer weiteren Ausführungsform; und
• 18 eine Teil-Perspektivansicht von oben einer Unterschiene mit Verriegelungszähnen für eine nicht dargestellte Arretier- bzw. Verriegelungseinrichtung gemäß einer weiteren Ausführungsform.

In the following, the invention will be described by way of example and with reference to the accompanying drawings, from which further features, advantages and objects to be achieved will emerge. Show it:

• 1 a sectional view of a longitudinal guide according to a first embodiment of the present invention;
• 2 the longitudinal guidance according to the 1 , where distances and lengths to be discussed below are denoted;
• 3 the longitudinal guidance according to the 1 , where other important geometric properties are shown;
• 4 a longitudinal guide according to a second embodiment of the present invention;
• 5a a longitudinal guide according to a third embodiment of the present invention;
• 5b a longitudinal guide according to a fourth embodiment of the present invention;
• 6 a sectional view of a longitudinal guide according to the first embodiment of the present invention with a first exemplary locking device of a longitudinal adjustment device of a motor vehicle seat;
• 7 a sectional view of the longitudinal guide according to the first embodiment with a further exemplary locking device;
• 8th a sectional view of the longitudinal guide according to the first embodiment with a further exemplary locking device and an easy-entry mechanism;
• 9 a sectional view of a longitudinal guide according to the first embodiment with a further exemplary locking device and an easy-entry mechanism;
• 10 a sectional view of a longitudinal guide according to the first embodiment with a modified guide bar of the locking device according to FIG 6 wherein further the base leg of the bottom rail is modified;
• 11 a sectional view of a longitudinal guide according to a fifth embodiment of the present invention;
• 12 a partial perspective view from above of a lower rail with locking teeth for a locking or locking device, not shown, according to a further embodiment;
• 13 a larger section of the lower rail according to the 12 ;
• 14 a partial perspective view from above of a lower rail with locking teeth for a locking or locking device, not shown, according to a further embodiment;
• 15 a partial perspective view from above of a lower rail with locking teeth for a locking or locking device, not shown, according to a further embodiment;
• 16 a partial perspective view from above of a lower rail with locking teeth for a locking or locking device, not shown, according to a further embodiment;
• 17 a partial perspective view from above of a lower rail with locking teeth for a locking or locking device, not shown, according to a further embodiment; and
• 18 a partial perspective view from above of a bottom rail with locking teeth for a locking or locking device, not shown, according to a further embodiment.

In the figures, identical reference symbols denote elements or groups of elements that are identical or have essentially the same effect.

Detailed Description of Preferred Embodiments

A motor vehicle seat, not shown in the figures, is arranged directly or indirectly on the floor of the interior of the motor vehicle, also not shown, via two rail guides arranged on both sides and running in the longitudinal direction of the vehicle (x-direction). The upper rail 2 is arranged on the lower rail 4 in a longitudinally displaceable manner. In their functional position, that is to say in the assembled state, the upper rail 2 and the lower rail 4 result in an essentially rectangular cross-sectional profile. The upper rail 2 and the lower rail 4 are each designed as an L-profile, as explained in more detail below, so that the bearing areas 3, 5 of the upper rail 2 on the lower rail 4 are diagonally opposite one another. In order to prevent the upper rail 2 from being lifted off the lower rail 4, clasping areas are formed in the bearing areas 3, 5, which are explained in more detail below. Furthermore, the two bearing areas 3, 5 are braced against one another due to the geometry and material properties of the rail profiles 2, 4. In all of the exemplary embodiments, the rail profiles 2, 4 are designed without profile branching, so they can be made by shaping a steel be made sheet metal blank, for example by bending, embossing, rolling or the like. Although sheet steel is preferred as the material for the rail profiles 2, 4, light metals, in particular aluminum, can in principle also be used. The rail profiles 2, 4 can also be designed in mixed construction, for example the lower rail 4 as an aluminum profile and the upper rail 2 as a sheet steel profile. In order to achieve high rigidity and high crash resistance, however, it is preferred according to the invention if both rail profiles 2, 4 are made of sheet steel.

Viewed in profile, each rail 2, 4 has an L-shaped area lying approximately in the middle of its profile cut, which is formed by a base leg and an associated L-leg, namely in the case of the upper rail 2 by the base leg 20 and the approximately perpendicular to this L-leg 21 and in the case of the bottom rail 4 of the base leg 40 and the L-leg 41 standing approximately perpendicular to this. According to the invention, a right angle between the base leg and the associated L-leg is particularly preferred. In principle, however, slight angular deviations from this geometry are also conceivable. Each L-leg 21, 41 of a rail 2, 4 is essentially parallel, preferably exactly parallel, to an L-leg 21, 41 of the other rail 2, 4, and the two base legs 20, 40 also run parallel to one another. It is essentially the base legs 20, 40 and the associated L-legs 21, 41 that delimit a free interior space I within the rail profiles that is rectangular. This free interior I is also referred to below as the longitudinal channel and can basically be used for built-in components. This interior space I is preferably completely free of any guide means. According to the invention, this longitudinal channel can be adapted to the respective application, for which purpose the lengths of the base legs 20, 40, L-legs 21, 41 and other protruding legs of the upper and lower rails 2, 4 are suitably adjusted. Relatively large free cross sections can also be realized in this way, for example for comparatively high and/or comparatively wide longitudinal channels. As explained in more detail below, the rail profile according to the invention should be fundamentally tuned and optimized for high mechanical rigidity and torsional strength in the event of a crash with an outstandingly small overall width in the vehicle transverse direction (y-direction) and high operating comfort. Other parameters for this complex optimization process are, in particular, the material thicknesses of the upper and lower rails 2, 4, offsets, bends and embossing of the rail profiles. Likewise, the angular relationships can also be suitably adjusted.

Viewed in profile, each base leg 20, 40 and each L-leg 21, 41 is adjoined by an end area designed as a clasping area, in which suitable guide means are mounted, namely balls 7 in the first bearing area 3 and rollers 8, 9 in the diagonally opposite second bearing area 5 , as explained below, as well as in the case of an electrically operated longitudinal adjustment device also sliding pieces or sliding profiles.

To put it more precisely, the L-leg 21 of the upper rail 2 is followed by a bearing leg 22 which projects at right angles therefrom and extends parallel to the base leg 40 and an inclined bearing leg 23 ( free end of the upper rail profile 2). Furthermore, the base leg 40 of the lower rail 4 in the right part of the picture 1 extended up to the bending area between the bearing leg 22 and the inclined bearing leg 23 . The base leg 40 is adjoined by a connecting leg 49 which is bent at a right angle from the latter and extends vertically, i.e. in the z-direction (vertical direction), which merges into an inclined bearing leg 50 which is opposite the inclined bearing leg 23 of the upper rail and extends parallel to this. In the area between the two inclined bearing legs 23, 50, the rollers 8 are mounted with a predetermined lateral play. The oblique bearing leg 50 is followed by a base leg 51 extending parallel to the base leg 40 in the right embracing area. The front free end of this base leg 51 is bent at a preferably right angle, so that the front free end 52 extends into the gap between the L-leg 21 of the upper rail 2 and the inclined bearing leg 23 . In the second bearing area 5 of the rail profile, two clasping areas are thus formed, which engage in one another essentially in the manner of a hook.

In the left part of the picture 1 connects to the base leg 20 of the upper rail 2 at right angles to a connecting leg 24 protruding from this, which extends to the front free end 48 of the lower rail 4 and is suitably bent in this area 29 in order to merge into a sloping connecting leg 25, which extends under at an acute angle, approximately 45° in the exemplary embodiment, downwardly and outwardly from the connecting leg 24. At the lower end of the inclined connecting leg 25, it is bent upwards in the area 26 and goes into a profile designed as an arc of a circle free end 28 of the upper rail 2 over. For this purpose, the bending area 26 first transitions into a short transition leg extending essentially in the z-direction, which is followed by the area 27, which is designed in the shape of a circular arc with a predetermined bending or curvature radius and is adapted to the balls 7 to be stored. In this area, the front free end 28 of the profile of the upper rail 2 protrudes at an acute angle, approximately 55° in the exemplary embodiment, obliquely upwards and outwards from the rail. Furthermore, the L-leg 41 of the bottom rail 4 is followed by an oblique first connecting leg 42 which is bent at an acute angle, in the exemplary embodiment approximately 20°, and runs obliquely upwards and outwards from the rail, which is followed by a second oblique connecting leg 43 which is located under a acute angle of, for example, about 25 degrees relative to a vertical. This oblique connecting leg 45 is followed by an upper connecting leg 45 enclosing an obtuse angle of approximately 110 degrees. A corner area is formed between the second, oblique connecting leg 43 and the upper connecting leg 45, the inner curvature of which is matched to the radius of curvature of the balls 7 mounted in this area, in particular is slightly smaller than this radius of curvature. In cooperation with the wrapping section 27 of the free end 28 of the upper rail 2, the corner area 44 supports the balls 7 reliably and very precisely.

According to the 1 the upper end of the second inclined connecting leg 43 is approximately at the same level as the front free end 28 of the upper rail 2. Finally, the upper reversing area 47 of the lower rail 4 is followed by a free end 48 of the rail profile of the lower rail 4, which extends into the gap between the connecting leg 24 and the free end 28 of the rail profile of the upper rail 2 protrudes.

The transition area between the L-leg 41 and the inclined connecting leg 42 is preferably formed by a longitudinal bead. How the 1 can easily be seen, the position of the balls 7 in the first bearing area 3 in the vehicle transverse direction (y-direction) is precisely defined by the corner area 44 and the associated arcuate bearing section 27 . Overall, the balls 7 are guided very precisely.

As already explained, the rollers 8 and 9 can each be mounted with a certain lateral play in the diagonally opposite second bearing area 5, so that the rollers 8 can make compensating movements in the transverse direction of the vehicle (y-direction) in the event of a load and in the longitudinal direction of the vehicle (x-direction) in the event of an adjustment. can run. Furthermore, in the lower area of the second bearing area 5, rollers 9 are mounted between the base leg 40 and the bearing leg 22 lying parallel thereto, which are opposite and which, due to the line support of the rollers 9, do not work their way into the material of the rail profiles. The same goes for the 8 rolls. A in the 1 not shown bearing cage, which can be designed as an example, as in the German utility model DE 20 2007 015 163 U1 is described by the applicant, which is expressly intended to be part of the present disclosure, connects the roller groups 8, 9 in the second bearing area 5 in order to prevent the rollers 9 from moving in the transverse direction of the vehicle (y-direction). These roller cages are preferably made in one piece and are made of a plastic material. While in the case of a mechanically actuated longitudinal adjustment device only rollers are used as guide means, as described above, in the case of an electrically actuated longitudinal adjustment device in the second bearing area 5 instead of the upper rollers 8, sliding pieces or sliding profiles can in principle also be used.

In the exemplary embodiment, the gripping areas in the second bearing area 5 are outside of the rectangular space I delimited by the L-profiles, while the gripping areas in the first bearing area 3 partially protrude into this space, as a result of which the overall width of the rail profile in the transverse direction of the vehicle can be significantly reduced according to the invention, which represents a decisive advantage of the rail profile according to the invention. In order to still enable sufficient rigidity and torsional strength, especially in the event of a crash, the rail profile according to the invention is designed to be comparatively high overall, which further supports diagonal bracing of the two bearing areas 3, 5 and offers further advantages when using the interior space I, in particular opens up new possibilities for locking or determining a longitudinal adjustment device, as described in more detail below with reference to FIG 6 until 10 described.

Like in the 3 shown, the contact points 19 of the balls 7 on the arcuate bearing area 27 of the upper rail 2 are slightly outside of an imaginary center line 18 of the L-leg 41 when viewed from the interior I of the rail profile. In this context, “slightly” means in particular a distance smaller than or equal to the material thickness of the upper rail 2 , more preferably smaller than half the material thickness of the upper rail 2 . In this way, the contact points 19 in the case of a certain elongation of the longitudinal guide by a vertical load, in particular by a normal-weight person on the vehicle seat (not shown), come to rest exactly on the imaginary center line 18 of the L-leg 41, because the forces can then be derived directly and in a straight line into the L-leg 41 of the bottom rail 4 immediately below. According to a further embodiment, the distance between the contact points 19 and the imaginary center line 18 can also be negligible, i.e. the contact points 19 lie on the imaginary center line 18 the bearing areas 3, 5 are optimized because the forces occurring as a result of the hooking in the first bearing area 3 can be derived directly and in a straight line into the L-leg 41 of the lower rail 4 located directly below. In particular, the symmetry of the embracing areas and the position of the contact points 19 can be selected such that the forces when the embracing areas interlock can be dissipated exactly vertically (in the z-direction) directly into the L-leg 41 located underneath. This enables an optimized power flow, especially in the event of a crash. According to the invention, the material thickness of the upper rail 2 can thus be selected to be significantly less than the material thickness of the lower rail 4. In other words, with the same weight per unit length of the guide rails, a significantly higher rigidity and torsional strength can be achieved according to the invention, especially in the event of a crash.

Once again 1 can be immediately removed, due to the inclined position of the inclined bearing leg 23 in the second bearing area 5, a "pulling" or increasing interlocking can be realized with increasing load, which applies in particular to the critical crash case. With increasing load in the vertical direction (z), the rollers 8 are pressed ever more strongly into the associated bearing area 5 . Since the lever length of the inclined bearing leg 23 is comparatively short and, as explained below, further stiffening measures have been taken in the transition area between the base leg 22 and the bearing leg 23 (embossing or embossing of the rail profile), the comparatively short inclined bearing leg 23 in a crash - Fall is bent comparatively little compared to other legs of the profile and thus serves as a precise reference surface for the rollers 8 to be stored vertical load, especially in the event of a crash, attempting to execute compensatory movements in the y-direction, which, however, are suitably counteracted due to the significantly higher material thickness of the lower rail 4 according to the invention, whereby overall high rigidity and torsional strength is realized.

The oblique connecting leg 25 acts as a resilient leg, so to speak, which supports diagonal bracing of the two bearing areas 3, 5 against one another. In order to set the prestressing and displacement force precisely, the radius of the balls 7 in particular can be suitably selected in the rail profile according to the invention, which has a direct influence on the diagonal prestressing due to the geometry.

Also important in the rail profile according to the invention is the interaction of the material-reinforcing embossings or embossings and a desired bending point on the inclined connecting leg 25. As in FIG 1 shown, embossings or embossings 11, 12 with a smaller bending radius are formed at the two ends of the base leg 20 of the upper rail 2 by cold forming. Such areas with a higher dislocation density in the structure of the metal can be realized by suitable bending devices, which can be provided with longitudinal projections, for example. Due to the embossing or embossing, there is a local increase in the dislocation density and thus local hardening of the metal, which enables greater rigidity. Overall, the material thickness of the upper rail 2 can be reduced. According to the 1 Corresponding embossings or embossings are also provided in the areas 13 and 14, which serve to further stiffen the second bearing area 5, in particular the inclined bearing leg 23. Optionally, a corresponding embossing or embossing can also be provided in the area 15 for stiffening the enclosing area of the bottom rail 4 . Also important in this context is the use of a corresponding embossing or embossing in the transition area between the inclined connecting leg 25 and the bearing area 27 of the balls 7 in the first bearing area 3. Overall, all bending points in the profile of the upper rail 2 are embossed or embossed , with the exception of the arcuate bearing area 27 of the balls 7 and a further angled area, which is intended to serve as a predetermined bending point and is denoted by the reference numeral 29 in the figures. The area 29 is less rigid than the adjacent curved or bent areas of the upper rail 2, in particular less rigid. In the event of a vertical load on the rail profile, in particular in the event of a crash, this predetermined bending point 29 is the first to yield, so that the profile of the upper rail 2 is bent precisely in the area 29, ie the sloping connection dung leg 25 is pivoted about the desired bending point 29 like a lever. This reinforces the diagonal prestressing of the two bearing areas 3, 5, but also ensures that the gap dimensions in the clasping areas (cf. further embodiments on this below) are maintained in the event of a load, in particular in the event of a crash.

According to the 1 the inclined connecting leg 42 of the profile of the lower rail 4 is located opposite the bending area 26 of the upper rail 2 at a distance (gap dimension e, cf. 2 ). In the event of a crash, i.e. in the event of excessive loading in the z-direction, this enables the bending area 26 to be supported directly on the inclined connecting leg 42, either in alignment with the L-leg 41 or in the immediate vicinity of the imaginary center line 18 (cf . 3 ) of the L-leg 41, in particular on the outward side of the rails. The overlapping of the bending region 26 with the oblique connecting leg 42 can preferably correspond at least to the material thickness of the lower rail 4 when viewed in projection from vertically above. In connection with a small gap dimension e (cf. 2 ) this allows a very effective support of the upper rail 2 on the lower rail 4 in the event of a crash in the z-direction. In the event of a crash, the area 29 without embossing serves as a desired bending point, which, as explained above, further increases the diagonal bracing of the two bearing areas 3, 5. In connection with the increasing (“pulling”) interlocking of the gripping areas in the second bearing area 5 under load, this leads to a particularly high rigidity of the rail profile.

A further increase in rigidity is brought about by strain hardening of the material of the upper rail 2 in the area of the embossing or embossing 11-15 in the event of a crash, when the dislocation density in the metal structure is further increased precisely in these areas due to plastic deformation.

The prevailing gap dimensions in a rail profile according to the first embodiment are given below as an example using FIG 2 described in more detail. First, the gap dimensions in the z-direction, which are decisive for a frontal or rear-end crash, are described. The synopsis of 1 and 2 it can be seen that there is a gap a between the inside of the upper reversing area 47 and the front free end 28, that there is a gap b between the front free end 48 and the outside of the inclined connecting leg 25, that between the front free end 52 and the upper side of the bearing leg 22 has a gap dimension c and that between the front end of the inclined bearing leg 23 and the underside of the base leg 51 a gap dimension d prevails. Furthermore, there is a gap dimension e between the inside of the inclined connecting leg 42 and the bending area 26 . According to the invention, the geometry of the rail profiles 2, 4 is selected in such a way that all the gap dimensions a-d, preferably including the gap dimension e, are exactly the same, specifically within the usual manufacturing tolerances. In any case, in the event of a crash with medium tension, i.e. without a moment in the longitudinal direction of the vehicle, this enables an exactly simultaneous force absorption and mutual contact of directly opposite profile sections, so that a high and uniform rigidity can be achieved over the rail profile. Even in the event of a crash with a moment, that is to say when the train is not acting centrally, the aforementioned simultaneous force absorption and direct contact can be implemented at least in sections when viewed in the longitudinal direction of the rail profile.

The following gap dimensions exist in the vehicle transverse direction (y): Between the inside of the bearing area 27 bent in the shape of a circular arc and the opposite free end 48 there is a gap dimension f, between the free end 48 and the connecting leg 24 there is a gap dimension g, between the L Leg 21 and the free end 52 there is a gap h and between the free end 52 and the front end of the inclined bearing leg 23 there is a gap i. According to a further embodiment, which is optimized for a side crash, all of the aforementioned gap dimensions in the y-direction are exactly the same, within the usual manufacturing tolerances, so that there is also (or alternatively) one in the event of a side crash simultaneous absorption of force and a simultaneous installation of directly opposite sections of the rail profiles.

In this context, it is important to mention the function of the embossings or embossings 11 to 14 formed by cold forming, which lead to a further increase in the rigidity of the rail profiles in the z-direction in the event of a crash.

Below are other important geometry and leverage ratios of a rail profile according to the invention based on the 2 and 3 are described, which are related to the high rigidity of the rail profile according to the invention. It should be emphasized that the aspects described below can in principle be combined with one another and/or omitted as desired. According to the 2 the rail profile has an overall width B and an overall height H. The inside width of the interior I is B'. Since the first bearing area 3 according to the invention has moved very close to the L-leg 41, According to the invention, a ratio of B/B'=2.0 can be realized, while according to the prior art: B/B'>2.0 always applied. In other words, the rail profile according to the invention can be made very narrow compared to the prior art with high rigidity and torsional strength in the area of the base leg, which can take into account the high installation space requirements in today's motor vehicles. It should be emphasized that this outstanding ratio cannot be realized according to the prior art.

For the geometry of the bearing areas 3, 5, if K stands for the maximum height of the first bearing area 3, L stands for the height of the center of the balls 7 in the first bearing area 3, M stands for the maximum height of the second bearing area 5 and N stands for the center of the rollers 8 in the second bearing area 5, the following relationship applies: M/N = K/L, within the manufacturing tolerances, the accuracy of the aforementioned ratios being approximately 4% maximum, more preferably maximum 2 %o, can be specified. In particular, the ratio M/N is 1.33, while the ratio K/L is about 1.3.

If K' denotes the height of the L-leg 41 up to the beading or the transition area to the inclined connecting leg 42, then the ratio (K-K')/K'=K/L also applies, within the usual manufacturing tolerances in the per thousand range. In particular, this ratio can be 1.33.

The following is based on the 4 a second embodiment will be described, with the focus in the description being on the differences from the first embodiment. Deviating from the first embodiment, the base limb 40 is not flat but stepped, with the base limb 40 merging inside the interior space I of the rail profile into a connecting limb 53 bent essentially at right angles, which merges into a bearing limb 54 extending parallel to the base limb 40, which Bearing leg 22 spaced and parallel opposite and storage of the rollers 9 in the second bearing area 5 is used. The height offset Q between the bearing leg 54 and the base leg 40 can be 7.0 mm, for example, and enables a free space formed below the interior space I, which can be used for other purposes, for example for latching locking pins of a locking device of a longitudinal adjustment device of the longitudinal guide, which is explained in more detail below with reference to the 6 - 10 is described. Alternatively, cables and/or lines can also be routed in the free space created in this way. Blocks or profiles screwed, welded, glued or fastened in some other way to the floor panel can be used to support the rail profile on the floor of the motor vehicle interior. The free space created in this way also enables assembly and laying processes with a different sequence for such locking devices, cables and/or lines.

the 5a shows again the rail profile according to the 1 . In the event of a crash, in this embodiment the sloping connecting leg 25 can rest over its entire surface on the opposite sloping connecting leg 42, which enables even more effective support in the z-direction in the event of a crash.

In the fourth embodiment according to FIG 5b is initially corresponding to the embodiment according to the 5a a downwardly sloping connecting leg 25 is provided. This can, but does not have to be the case. In principle, the sloping connecting leg 25 can also run more obliquely upwards. Deviating from this is the further design of the second bearing area 5, in which the support area or inclined bearing leg 50 merges into a connecting leg 55 which is essentially perpendicular to the base leg 40 and which is bent by essentially 180° in the bending region 56 and into the free end 52 goes over, which protrudes downwards into the gap between the inclined bearing leg 23 and the L-leg 21 and is perpendicular to the base leg 40 . Furthermore, the rollers 8 are supported between the support area 50 and the opposite inclined connecting leg 23 , with the rollers 8 also preferably having a small lateral play in this support area 50 . This shaping of the clasping area of the lower rail 4 allows for further stiffening due to the further bending of the end of the lower rail 4.

In this context, the following is based on the 2 discussed another important property of the rail profiles according to the invention. According to the 2 the upper side of the base leg 20 is not arranged in alignment with the upper reversal area 47 in the first bearing area 3 . Rather, the base leg 20 protrudes by a distance G beyond the upper reversal area 47 . In the unloaded state of the longitudinal guide 1, this distance G should be less than twice the material thickness of the upper rail 2, but should preferably be close to this upper limit value. This allows the rail profile to “breathe” to a certain extent under vertical load, particularly in the functional position when a comparatively heavy person sits on the motor vehicle seat. In this stressed normal state "sags" the rail profile together, so that in particular the distance G decreases, specifically to an order of magnitude of less than about 0.5 mm for particularly heavy people of, for example, a body weight of 120 kg to 150 kg. Since the z-position of the balls 7 in the first bearing area 3 is essentially constant due to the shape, this "rail breathing" leads to a bending and pivoting of the inclined connecting leg 25 about the desired bending point 29. According to the invention, the geometry of the rail profiles is selected such that that in this loaded normal state, especially when loaded by particularly heavy people of, for example, 120 kg to 150 kg body weight, all gap dimensions in the z-direction are exactly the same within the manufacturing tolerances.

The longitudinal position of the rails relative to one another is fixed by means of a conventional locking device, such as that described in the publications DE 203 13 952 U1 and DE 101 27 153 A1 is disclosed to the applicant, the disclosure of which is hereby expressly incorporated by reference, or as in the European patent application EP 1 316 466 A1 disclosed. Examples of such locks are given below using the 6 until 10 be described in more detail, each starting from a basic profile according to the first embodiment. However, it should be expressly pointed out that the aspects described below and relating to the locking or arresting can in principle also be independent of such a rail profile and should also be able to be claimed independently of the specific shape of such a rail profile.

According to the 6 a guide web 71 is attached to the inside of the L-leg 21, for example by welding, the front free end of which is bent at an acute angle and merges into a support area 72, the front face of which runs parallel to the inclined connecting leg 25 of the upper rail 2. In the normal state, a gap is formed between the support area 72 and the inclined connecting leg 25 . In the event of a crash, areas 25, 72 can come into contact with one another and thus provide further support in the z-direction and also in the y-direction. Openings (not shown) are formed in the guide web 71, through which locking pins 64 of a locking device (not shown) extend. Frustum-like sections 65 are formed on the front free end of the locking pins 64, which in the known manner pass through or engage in latching openings formed in the base leg 40 and not shown in detail here in order to determine the longitudinal position of the upper rail 2 relative to the lower rail 4.

Deviating from 6 is according to the 7 a locking web 73 extending in the longitudinal direction and located in the interior I of the rail profile is fastened to the base leg 40 by means of the two vertical connecting webs 74 provided on the side. In such an embodiment, the locking openings (not shown) are formed in the locking web 73, so that there is no need to form any locking openings in the base leg 40 that weaken the material. In a further embodiment, further locking openings can also be formed in the base leg 40 in alignment with the locking openings in the locking web 73 and possibly with a smaller diameter than these.

the 8th shows further details of a locking device, as well as in the embodiments according to FIG 6 and 7 can be used. According to the 8th are formed in the base leg 20 not shown openings, which are penetrated by the locking pins 64 of the locking device. The upper end of the locking pins 64 is formed by a larger diameter pin disc 66 . Above the guide web 71, a tapered section 67 is formed on the locking pins 64, which serves as a receptacle for receiving the front end of a compression spring 68, the opposite end of which is supported on the inside of the base leg 20, so that the locking pins 64 press against the lower base leg 40 are spring loaded. On the outside of the upper base leg 20, a support plate 69 is attached, in particular welded, on which the claws 70 of the locking device are supported. The locking device is coupled to an easy-entry mechanism 60 which is attached via the base section 61 to the side surface of the L-leg 21 of the upper rail 2 and has a coupling member 63 which is coupled to the backrest of a motor vehicle seat, not shown. How closer, for example, in the DE 101 27 153 A1 disclosed by the applicant, all locking pins can be unlocked centrally by means of the easy-entry mechanism when the backrest is folded forward in the direction of the seat surface of the seat frame, so that the entire motor vehicle seat can be pushed forward to prevent a passenger from boarding a rear one allow area. This function is particularly advantageous in two-door motor vehicles or also in the rear area in motor vehicles with three or more rows of seats. By actuating the easy-entry mechanism or manually actuating the locking device, the locking pins 64 unlocked to allow fore-aft adjustment of the seat. According to the 8th is different from the 6 and 7 the guide bar 71 is fastened very far down on the L-leg 21 and the length of the support area 72 running obliquely upwards and outwards from the rail is correspondingly lengthened.

Deviating from 8th is according to the 9 in a similar manner to the embodiment according to FIG 7 , A locking web 73 is fixed to the inside of the base leg 40, in which a plurality of locking openings are formed, which are equally spaced from each other to receive therein the locking pins 64 and so to lock the longitudinal position of the vehicle seat. Although in the 9 shown that the pin cones 65 also reach through openings (not shown) in the base leg 40 for locking, according to this exemplary embodiment the locking can also be effected only by means of the locking openings (not shown) in the locking web 73, so that no locking openings are formed in the base leg 40 to need.

Deviating from all of the above embodiments, in the exemplary embodiment according to FIG 10 the lower base leg 40 is interrupted in the y-direction, forming a free space 58 which is bridged by means of a connecting web 57 which is fastened, in particular welded, to the two ends of the base leg 40 . This free space 58 or connecting web 57 can extend over the entire length of the lower rail 4, but can also be shorter than the lower rail 4, so that the base leg 40 does not have to be interrupted at the front and/or rear end of the lower rail 4 . The connecting web 57 can in particular consist of a harder material in order to receive the locking pins 64 in the locking openings, which are not shown, even more reliably. The connecting web 57 can, of course, also be used to attach the bottom rail 4 to the floor of the motor vehicle interior.

Deviating from 10 is according to the 11 the lower base leg 40 is designed to overlap, i.e. with two overlapping base legs 40d and 40f in full-area contact with one another, which are preferably firmly connected to one another, in particular by a welded connection, also formed by a plurality of spot welds. The lower base leg continues to extend essentially over the entire width of the interior space I of the rail profile, i.e. it has base legs 40a, 40b which are aligned with one another and which merge into connecting legs 40e which extend obliquely upwards and inwards in the rail, between which connecting leg 40f is finally formed in the middle , which is symmetrical to the interior of the rail profile formed by the base leg 21 and the connecting leg 24 of the bottom rail 4 . Correspondingly, the length of the L-leg 41 in this exemplary embodiment is shortened by the material thickness of the lower rail 4, so that the base leg 40c merges into the connecting leg 40e, which runs diagonally upwards and inwards in the rail and merges into the base leg 40d. In this embodiment, the base leg 40b continues to serve as a storage area for the rollers 9 in the second storage area, as described above.

the 12 until 18 disclose further modifications in the area of the base leg 40 of a bottom rail 4 according to further embodiments, which are intended to interact positively or non-positively with arresting or locking devices not explained in more detail below.

For this purpose, according to 12 Recesses 80a, 80b are formed in the base leg 40 at regular intervals viewed in the longitudinal direction, from which locking teeth 81a, 81b protrude essentially perpendicularly, which are intended to interact positively or non-positively with locking or locking devices that are not explained in detail. The recesses are divided into two alternating groups of recesses 80a and 80b, which are alternately arranged offset from one another transversely to the longitudinal direction of the rail. The recesses 80a, 80b can be formed by suitable processing steps, such as stamping or lasering, with the locking teeth 81a, 81b being suitably bent. the 13 shows a larger section of the embodiment according to FIG 12 .

Deviating from the 12 and 13 are in the embodiment according to FIG 14 the recesses 80 are aligned in the longitudinal direction of the rail and are arranged at equal distances from one another, specifically in the center of the L-shaped area of the lower rail 4. The locking teeth 81 are therefore different from those 12 and 13 each bent in the same direction.

Different to 14 are the locking teeth in the embodiment according to FIG 15 oriented in the opposite direction.

Deviating from the previous exemplary embodiments, in the exemplary embodiment according to FIG 16 instead of locking teeth 81 locking tabs 82 formed, the lateral Ver binding webs 83a, 83b are each connected to the base leg 40 of the bottom rail 4 and are formed in one piece with it. Such locking tabs 82 can be formed by appropriately stamping or lasering rectangular recesses and deep-drawing or reshaping the areas formed in this way.

Deviating from the exemplary embodiments according to the 12 until 15 are in the embodiment according to FIG 17 the locking teeth 81a, 81b relative to the base leg 40 are not bent by 90 degrees but by an acute angle which can be 60 degrees, for example. As in the embodiment according to the 13 the locking teeth 81a, 81b are oriented in opposite directions, with the recesses 80a, 80b as in the embodiment according to FIGS 12 and 13 are divided into two alternating groups of recesses 80a and 80b, which are alternately arranged offset to one another transversely to the rail longitudinal direction.

Finally shows the 18 a further embodiment in which the locking teeth 81a, 81b are not rectangular but tapered, with a flattened locking tip 84 which terminates two lateral, beveled connecting sections 85.

Example 1

The following geometries and dimensions apply in particular to an exemplary embodiment of a rail profile according to the first embodiment: The material thickness of the upper rail is 1.5 mm, while the material thickness of the lower rail is 1.7 mm (manufacturing tolerances 0.08 mm in each case). The depth of the embossings, as indicated in area 12 by the arrow in FIG 2 indicated is 0.2 mm. In the area of embossing or embossing 11 to 15, the radius of curvature or bending of the respective rail section is smaller than without embossing or embossing. The overall width B is 47.0 mm, the clear interior width of the interior I is 23.5 mm. The clear internal width C of the upper area of the interior is 18.4 mm, the distance between the ball centers D is 38.5 mm. The gap dimensions in the y-direction are preferably all the same and are 1.0±0.02 mm.

The maximum height K of the first bearing area 3 is 32.5 mm in the unloaded state, the height of the balls 7 measured from the underside of the base leg 40 is 25 mm, the length of the L-leg 41 is 15 mm, the maximum height of the second bearing area 5 is 16.8 mm, the height of the upper rollers 8 in the second bearing area 5 measured from the underside of the base leg 40 is 12.5 mm. The maximum height H of the rail profile is 35 mm. All gap dimensions in the z-direction, in particular a-c and preferably a-d, are the same and amount to 1.02±0.02 mm. The gap width e is 1.05 mm, but can be selected in the same way as the gap dimensions in the z-direction.

The radius of the balls 7 is 5.0 mm, the bending radius of the arcuate bearing portion 44 is 4.8mm, which also applies to the radius of curvature of the arcuate bearing portion 27 and the radius of curvature of the corner portion 44 in the first bearing portion. The radius of curvature of the bend 26 is 2.2 mm, the embossing or embossing in the bend area 26 is indented by 0.2 mm, so that the radius of curvature there is 1.8 mm.

The length O of the free end 48 is 7.8 mm, the length of the free end 52 is 5.1 mm, viewed up to the underside of the associated base leg 47 or 51 in each case. The acute angle that the inclined bearing leg 23 forms with the base leg 22 is 55°. The diameter of the upper rollers 8 in the second bearing area is 3.0 mm.

The radius of the lower rollers 9 in the second bearing area is 5.0 or 6.0 mm.

Further exemplary embodiments

Improvements to a rail profile according to the invention are discussed below by way of example, with a rail profile according to the German utility model as a reference DE 20 2004 010 499 U1 should serve, which with a material thickness of the upper and lower rail of 1.7 mm, a total width B ( 2 ) of 48 mm, an overall height H of 35 mm and a specific overall line weight (weight of the longitudinal guide per unit length in the longitudinal direction) of 2.6 g/mm. Specifically, for the reference profile and the profiles to be discussed below, the total line weight (in units of g/mm per unit length of rail profile) and the area moment of inertia in the z-direction (in units of mm ^-4 ) are compared.

In a first embodiment corresponding to the profile according to 1 the material thickness of the lower rail 4 was kept constant (1.7 mm), but the material thickness of the upper rail was reduced to 1.5 mm. The overall width has been reduced to 47mm, but the width at the bottom of the rail profile has been significantly reduced and the overall height increased by 7% to 37.5mm. The overall line weight was essentially the same (deviation: 1%), but the area moment of inertia of the bottom rail could be 4 µm 31% and the area moment of inertia of the top rail can be increased by 17%.

In a second embodiment corresponding to the profile according to FIG 1 the material thickness of the lower rail was increased to 1.8 mm and the material thickness of the upper rail 2 was reduced to 1.5 mm. The overall width has been reduced to 47.2mm, but the width at the bottom of the rail profile has been significantly reduced and the overall height increased by 7% to 37.6mm. The total line weight was about 10% larger. However, the area moment of inertia of the lower rail 4 could be increased by 48% and the area moment of inertia of the upper rail 2 by 17%.

In a third embodiment corresponding to the profile according to FIG 5b the material thickness of the lower rail 4 was increased to 1.8 mm and the material thickness of the upper rail 2 was reduced to 1.5 mm. The overall width has been reduced to 47.2mm, but the width at the bottom of the rail profile has been significantly reduced and the overall height increased by 7% to 37.6mm. The overall line weight was about 12% greater. However, the area moment of inertia of the lower rail could be increased by 49% and the area moment of inertia of the upper rail 2 by 20%.

Due to the aforementioned geometries, the "height difference" between the balls 7 and the upper rollers 8 in the second bearing area 5 in the vertical direction can be further increased compared to the prior art, which further increases the aforementioned diagonal bracing of the bearing areas 3, 5.

It should be expressly pointed out that the above based on the 6 until 11 and 12 until 18 described way of forming the base leg 40 of the lower rail 4 and the locking of the rail profiles in principle, regardless of the basis of 1 until 5b described rail profile according to the invention is to be considered and can also be used in rail profiles with any other geometries, especially in a rail profile according to WO 2006/106 044 A2 or DE 101 27 153 A1 the applicant. For more details regarding the locking device and the easy-entry mechanism is particularly on the DE 101 27 153 A of the applicant, the entire content of which is hereby expressly included in the present application by way of reference.

Reference List

1

rail / longitudinal guide

2

top rail

3

First storage area

4

bottom rail

5

Second storage area

6

Bullet

7

Bullet

8th

role

9

role

11

embossing

12

embossing

13

embossing

14

embossing

15

embossing

17

Imaginary extension line

18

centerline

19

Contact point of the balls 7 in the first storage area

20

base leg of the top rail

21

L leg

22

bearing leg

23

Free end / inclined bearing leg

24

connecting leg

25

Angled connecting leg

26

bending range

27

Wrapping section / storage area

28

free end

29

Target bending point

40

base leg of the bottom rail

40a

base leg

40b

base leg

40c

base leg

40d

base leg

40e

Angled connecting leg

40f

base leg

41

L leg

42

Angled connecting leg

43

middle connecting leg

44

Wrapping area / storage area

45

upper connecting leg

47

Upper reversal area

48

free end

50

support area

51

Base legs in the clasp area

52

free end

53

connecting leg

54

bearing leg

55

connecting leg

56

bending range

57

connecting bar

58

free space

60

Easy entry mechanism

61

base section

62

axis of rotation

63

coupling link

64

locking pin

65

pin cone

66

pen plate

67

Tapered Section / Spring Receptacle

68

compression spring

69

support plate

70

claw

71

guide bar

72

support area

73

locking bar

74

connecting bar

80

recess

80a

recess (1st group)

80b

recess (2nd group)

81

locking tooth

81a

Locking tooth (1st group)

81b

Locking tooth (2nd group)

82

locking tab

83a

left connecting bridge

83b

right connecting bridge

84

Top

85

oblique

B

overall width

B'

clear interior width of the interior I

C

clear interior width of the upper area of the interior I

D

Distance between the centers of the balls

E

ball radius

f

distance

G

Distance between base leg and upper reversal area 47

H

overall height

I

inner space

K

maximum height of the first storage area 3

K'

Height of the L-leg 41 to the transition area to the sloping connecting leg 42

L

Height of the center of the balls 7 in the first storage area 3

M

maximum height of the second storage area 5

N

Center height of the rollers 8 in the second storage area 5

O

Length of free end 48

Q

height offset

a

gap size

b

gap size

c

gap size

i.e

gap size

e

gap size

f

gap size

G

gap size

H

gap size

i

gap size

Claims (18)

Longitudinal guide for vehicle seats, in particular motor vehicle seats, with two elongate rails, each with a lower rail (4), an upper rail (2) mounted for longitudinal displacement thereon and two diagonally opposite and braced bearing areas (3, 5) for guide means (7, 8), Each upper and lower rail (2, 4) seen in profile has an L-shaped area which is formed by a base leg (20, 40) and an L-leg (21, 41) protruding essentially perpendicularly therefrom, and two end portions (23, 28; 52, 48) connecting to the L-shaped portion, each end portion of the upper or lower rail (2, 4) interlocking with the end area of the associated lower or upper rail (4, 2) forming a gripping area, the end areas (23, 28, 28) of the upper rail (2) with opposite sections (50, 44) of the associated lower rail (4). forming bearing areas (3, 5), and in a first bearing area (3) a plurality of balls (7) are supported on the end area (27) designed as a circular arc-shaped profile, characterized in that the first bearing area (3) has a corner area ( 44), which is formed by two connecting legs (43, 45) extending at an acute angle relative to a direction of extension of the L-leg (41) of the L-shaped area of the lower rail (4), and the end area ( 27) of the upper rail (2) is designed to support the plurality of balls (7), contact points (19) of the balls (7) on the end region (28) designed as a circular arc-shaped profile, vo Viewed from an interior (I) of the rails (2, 4), on an opposite side of an imaginary center line (18) through the L-leg (41) of the L-shaped area of the lower rail (4), the arcuate profile of the end area (27), viewed from the interior (I) of the rails (2, 4), is open on the opposite side of the imaginary center line (18), the corner area (44) extends obliquely outwards from the L-leg ( 41) of the L-shaped area of the bottom rail (4) protruding first connecting leg (42) and a second connecting leg (43) adjoining this, which extends obliquely upwards and outwards from the rail, and the end area (27) designed as a circular arc-shaped profile has a bending point (26) connects, which is opposite the first connecting leg (42). longitudinal guidance claim 1 , The distance between the contact points (19) and the imaginary center line (18) being less than a material thickness of the upper rail (2) or corresponding to this material thickness. Longitudinal guide according to one of the preceding claims, wherein the contact points (19) are also on one or, viewed from the interior (I) of the rails (2, 4), outside of an imaginary extension line of the outside of the L-leg (41) of the L- shaped area of the bottom rail (4). longitudinal guidance claim 3 , The distance between the contact points (19) and the imaginary extension line (17) being considerably less than the material thickness of the upper or lower rail (2, 4). Longitudinal guide according to one of the preceding claims, wherein the two connecting legs (43, 45) enclose an obtuse angle, a rounded inner corner being formed on an inner side of the corner area (44), the radius of curvature of which corresponds to the radius of curvature of the balls mounted in the first bearing area (3). (7) is matched. longitudinal guidance claim 5 , wherein the two connecting legs (43, 45) enclose an angle in the range of 100 degrees to 120 degrees, more preferably an angle in the range of 112.5 degrees to 107.5 degrees and even more preferably an angle of about 110 degrees. Longitudinal guide according to one of the preceding claims, wherein all gap dimensions (a - d) in the embracing areas of the bearing areas (3, 5) in the direction perpendicular to the base leg (40) of the L-shaped area of the bottom rail (4) are the same and smaller than one Material thickness of the top rail (2). Longitudinal guide according to one of the preceding claims, wherein all gap dimensions (f - i) in the clasping areas of the bearing areas (3, 5) parallel to the base leg (40) of the L-shaped area of the lower rail (4) are the same and are smaller than a material thickness of the top rail (2). Longitudinal guide according to one of the preceding claims, wherein an upper side of the base leg (20) of the L-shaped portion of the upper rail (2) by a predetermined distance (G) above an upper turning portion (47) of the lower rail (4) in the embracing portion of the first bearing portion ( 3) protrudes, which is less than twice the material thickness of the upper rail (2) in an unloaded state of the longitudinal guide (1). Longitudinal guide according to one of the preceding claims, wherein a predetermined bending point (29) which is less rigid than adjacent curved or bent areas (10, 11) of the upper rail (2), at least one adjacent curved or bent area of the upper rail (2) being provided with an embossing or embossing (10, 11) formed by cold forming in order to increase rigidity to effect, wherein the Embossing(s) or embossing(s) is/are preferably formed in a uniformly curved manner. longitudinal guidance claim 10 , wherein the adjacent curved areas, each provided with the embossing or embossing (10, 11), a corner area of the L-shaped area of the upper rail (2) and a transition area between a sloping connecting leg (25), which is the dem L-leg (21) of the upper rail (2) connects opposite connecting leg (24), and designed as a circular arc-shaped profile end region (28) of the upper rail (2). longitudinal guidance claim 11 , wherein the connecting leg (25) running obliquely downwards and outwards on the rail and the transition region between the connecting leg (25) running obliquely downwards and outwards on the rail and the end region (28) of the upper rail (2), which is designed as a circular arc-shaped profile, is designed as a bending point (26). , which lies essentially on an imaginary center line (18) through the L-leg (41) of the L-shaped area of the lower rail (4) protruding essentially perpendicularly from the base leg (40). longitudinal guidance claim 12 , wherein the upper rail (2) is bent by about 180 degrees in the area of the bending point and reverses its direction of extent substantially. longitudinal guidance claim 11 , wherein the obliquely running connecting leg (25) runs obliquely upwards and outwards on the rail and the transition region between the connecting leg (25) running obliquely downwards and outwards on the rail and the end region (28) of the upper rail (2), which is designed as a circular arc-shaped profile, is designed as a bending point (26). , which lies essentially on an imaginary center line (18) through the L-leg (41) of the L-shaped area of the lower rail (4) protruding essentially perpendicularly from the base leg (40). longitudinal guidance claim 12 or 13 , wherein the bending point (26) is spaced opposite an oblique connecting leg (42) which runs obliquely upwards and outwards from the rail and adjoins the L-leg (41) of the L-shaped area of the lower rail (4), for support in the event of a crash. Longitudinal guide according to one of the preceding claims, wherein in the second, diagonally opposite bearing area (5) a plurality of first rollers (9), which preferably with lateral play between the base leg (40) of the L-shaped area of the lower rail (4) and a and a plurality of second rollers (8) are mounted, which are preferably designed with lateral play between the bearing legs (23) running obliquely upwards at an acute angle End area of the upper rail (2) and an opposite and parallel extending beveled bearing leg (50) between a connecting leg (49) adjoining the base leg (40) and extending vertically upwards and an adjoining horizontal base leg (51) of the embracing area in the end area the lower rail (4) are supported. longitudinal guidance Claim 16 , wherein the base leg (51) of the embracing area in the second bearing area (5) has a connecting leg (55) that is essentially perpendicular to the base leg (40) of the L-shaped area of the lower rail (4), a bending area (56) and a substantially on the base leg (40) of the L-shaped area of the lower rail (4) standing and downwardly projecting free end (52) of the lower rail. Longitudinal guide according to one of the preceding claims, wherein the corner area between the base leg (20) and the L-leg (21) of the L-shaped area of the bottom rail (4), the transition area between the L-leg (21) and the adjoining bearing leg (22) and/or the transition area between the bearing leg (22) and the inclined bearing leg (23) adjoining it is each provided with an embossing or embossing (12 - 14) formed by cold forming in order to bring about greater rigidity, the Stampings or embossings (12-14) are preferably formed in a uniformly curved manner.

Images