DE102013205096A1 - Longitudinal adjuster for e.g. motor car seat, has seat frame side part provided with upper locking portions, where lower locking portion and one of upper locking portions are connected with and separated from each other in event of crash - Google Patents

Abstract

The adjuster has a bottom rail (5) and an upper rail (3) displaceably guided in a longitudinal direction. A seat frame side part (30) is connected with the upper rail. A clamping element (50) is provided with first and second lower locking portions (59, 60). The side part is provided with first and second upper locking portions (29, 39). The first lower locking portion and the first upper locking portion are connected with and separated from each other during in event of crash. Forces occurring in event of crash are introduced from the side part via a clip element to a vehicle structure.

Description

The invention relates to a longitudinal adjuster for a vehicle seat with the features of the preamble of claim 1. The invention also relates to a vehicle seat with the features of claim 2.

State of the art

From the DE 102 10 555 B4 are a generic longitudinal adjuster and a generic vehicle seat known. The longitudinal adjuster comprises two seat rails, which can be displaced relative to one another, namely an upper rail and a lower rail, which mutually engage around one another. The seat rails each comprise stop means, wherein the stop means provide an additional connection between the upper rail and the lower rail in the event of a crash. In a crash occurring forces are then additionally introduced via the said stop means of the upper rail and the lower rail in the vehicle structure.

task

The invention is based on the object to improve a longitudinal adjuster of the type mentioned, in particular to increase the strength of the Längseinstellers in the event of a crash.

solution

This object is achieved by a longitudinal adjuster with the features mentioned in claim 1.

A generic longitudinal adjuster for a vehicle seat comprises a lower rail and a longitudinal rail slidably guided therein in the longitudinal direction.

According to the invention, a seat frame side member is connected to the upper rail and a clamp member is connected to the lower rail, wherein the clamp member has at least a first lower locking portion and the Sitzrahmenseitenteil has at least a first upper locking portion, wherein the first lower locking portion and the first upper locking portion normally spaced from each other are and interlock in the event of a crash.

As a result, forces occurring in the event of a crash are additionally introduced from the seat frame side part via the clamp element into the vehicle structure. As a result, the strength of the Längseinstellers is increased in the event of a crash.

Advantageous embodiments, which can be used individually or in combination with each other, are the subject of the dependent claims.

Advantageously, a reinforcing member is connected to the seat frame side member having a second upper stopper portion, and the clip member has a second lower stopper portion, the second lower stopper portion and the second upper stopper portion being normally spaced from each other and interlocking with each other in the event of a crash. As a result, forces occurring in the event of a crash are additionally introduced from the reinforcement part via the clamp element into the vehicle structure. As a result, the strength of the Längseinstellers is further increased in the event of a crash.

The positions of the blocking regions, which form a claw in the event of a crash, result in particular by taking account of load flow, rail geometry bolting position on the vehicle structure and other conditions, such as location and design of a wheel arch.

The clamping element connected to the lower rail is designed in one piece. On the top rail side, two parts are provided for forming the claw, namely the seat frame side part and the reinforcement part. The two-part construction of the rail-side clawing allows optimum coordination of the cross-section for supporting a torque introduced by the backrest in the event of a crash.

Preferably, the seat frame side member has a vertically extending mounting portion, which is connectable to a seat portion of the vehicle seat. Preferably, the mounting portion of the seat frame side member is bolted to the seat portion of the vehicle seat.

The reinforcing member preferably has a vertically extending terminal portion which is connected to the attachment portion of the seat frame side member. The connection region of the reinforcement part and the attachment region of the seat frame side part thus lie flat against each other and can be relatively easily connected to one another. Preferably, the terminal portion of the reinforcing member and the attachment portion of the seat frame side member are welded together.

The second upper blocking area is relatively easy to produce and space-saving, if it is formed by a double bend of the terminal portion of the reinforcing member.

Advantageously, the seat frame side member in the vertical direction above the upper rail arranged. By this arrangement, the upper rail is additionally stiffened.

Advantageously, the clamping element surrounds the lower rail of three sides, namely in the vertical direction below and in the transverse direction on both sides. This results in an additional stiffening of the lower rail.

All three parts forming the claw, namely the clamp element, the seat frame side part and the reinforcement part cling to the seat rail pair formed from the lower rail and upper rail. As a result, the expansion of the longitudinal adjuster, in particular in the transverse direction, is minimized.

For fastening the longitudinal adjuster with a vehicle structure, a connecting element is provided in a longitudinally rear region of the clamping element, which extends in the transverse direction away from the clamping element, and which is connected to the clamping element and to the lower rail. Due to this configuration of the connecting element, the fastening of the longitudinal adjuster to the vehicle structure can take place laterally next to the lower rail, whereby the assembly of the vehicle seat in the vehicle is facilitated.

For this purpose, the connecting element advantageously has a bottom opening, whereby the longitudinal adjuster can be connected to the vehicle structure by means of a ground screw penetrating the bottom opening. The ground screw can thus be screwed laterally next to the lower rail through the bottom opening of the connecting element in the vehicle structure, whereby the assembly of the vehicle seat in the vehicle, compared to a screw connection within the lower rail, is facilitated.

The object is also achieved by a vehicle seat with the features mentioned in claim 10, which has at least one longitudinal adjuster according to the invention.

Figures and embodiments of the invention

In the following the invention is explained in more detail with reference to an advantageous embodiment shown in FIGS. However, the invention is not limited to this embodiment. Show it:

1 : a longitudinal adjuster seen in the longitudinal direction,

2 : a plan view of the longitudinal adjuster in vertical direction from above,

3 : a representation of the longitudinal adjuster in vertical direction from below,

4 : a perspective view of the longitudinal adjuster,

5 : another perspective view of the longitudinal adjuster

6 : an exploded view of the longitudinal adjuster and

7 : a schematic representation of the vehicle seat.

A vehicle seat 1 for a motor vehicle, in this case a rear seat, has a seat part 2 and an attached, reclining backrest 10 on. The vehicle seat could also be a front seat.

The arrangement of the vehicle seat 1 Within the vehicle and its usual direction of travel define the directional information used below. In this case, a direction oriented perpendicular to the ground is referred to below as the vertical direction and a direction perpendicular to the vertical direction and perpendicular to the direction of travel is referred to below as the transverse direction.

At the vertically upper end of the backrest 10 which is the seat part 2 is remote, is also a height adjustable and tilt adjustable headrest 18 appropriate.

By means of a Längseinstellers, which two connected to the vehicle floor of the motor vehicle Unterschienen 5 as well as two top rails 3 has, is the vehicle seat 1 along adjustable. That means the seat part 2 is together with the backrest 10 in the longitudinal direction, which in this case corresponds to the direction of travel, adjustable. This is each of the top rails 3 in each case one of the parallel longitudinally extending lower rails 5 slidably guided.

Each of the two top rails 3 forms each with the associated lower rail 5 a seat rail pair. The longitudinal adjuster thus comprises two pairs of seat rails which are offset in the transverse direction and run parallel to one another.

By means of a locking device, not shown, each of the two top rails 3 with the respective bottom rail 5 lockable. By means of an unlocking bracket 16 the locking device is unlocked. Alternatively, an electric drive is also conceivable here.

The seat part 2 is by means of two seat frame side panels 30 with the two top rails 3 connected.

The two seat frame side panels 30 are, as well as the two pairs of seat rails, identical or, as in this case, constructed mirror-symmetrical. The following is therefore only on the left in the direction of travel of the vehicle seat 1 received.

The seat frame side part 30 includes a mounting area 35 , which with the seat part 2 of the vehicle seat 1 connected, in this case screwed. The attachment area 35 extends in the vertical direction of the seat part 2 downward. There is the seat frame side part 30 perpendicular to a holding area 37 bent. The holding area 37 runs transversely above the seat rail pair and is with the top rail 3 connected, in this case screwed.

The holding area 37 of the seat frame side member 30 is at its the attachment area 35 opposite end simply, approximately at right angles, bent over. Said bend of the holding area 37 extends in the vertical direction upwards and forms a first upper blocking area 39 ,

With the seat frame side part 30 is a reinforcement part 20 connected, in this case welded. The reinforcement part 20 includes a connection area 22 , which with the attachment area 35 of the seat frame side member 30 is welded. The connection area 22 extends in the vertical direction of the seat part 2 down and is at his the seat part 2 turned away end twice, so U-shaped by about 180 °, bent.

Said bend of the connection area 22 extends first in the transverse direction to the outside, so from the seat frame side part 30 path. In the further course, the bend of the connection area extends 22 in vertical direction upwards. This double, U-shaped, bend the connection area 22 of the reinforcing part 20 forms a second upper stopband 29 ,

At the bottom rail 5 is a clip element in vertical direction from below 50 appropriate. The clamp element 50 is present with the bottom rail 5 riveted by means of two rivets, not shown. The clamp element 50 is longitudinally in a rear region of the lower rail 5 arranged.

The clamp element 50 is also with a connecting element 40 connected, in this case welded. The connecting element 40 is longitudinally in a rear portion of the clip member 50 arranged and is present with the bottom rail 5 by means of two rivets 44 riveted. The connecting element 40 extends flat from the clip element 50 away and has a bottom opening 46 on. A ground screw 42 penetrates the bottom opening 46 and is screwed into the vehicle structure.

The clamp element 50 is approximately U-shaped in cross-section and includes a bottom portion 55 , which at the bottom rail 5 is attached, as well as a first side area 57 and a second page area 58 , The floor area 55 is located in the vertical direction below the bottom rail 5 and above the vehicle floor. The page areas 57 . 58 are at their lower ends by the transverse bottom region 55 connected with each other.

The first page area 57 runs from the bottom area 55 from approximately vertical, ie in the vertical direction, upwards. The second side area 58 runs from the bottom area 55 inclined to the vertical direction and inclined to the transverse direction upward and from the lower rail 5 path.

The first page area 57 and the second page area 58 of the clip element 50 are at theirs the ground area 55 turned away ends twice, so U-shaped by about 180 °, bent. Said bends of the side areas 57 and 58 extend first in the transverse direction inwards, ie toward each other. In the further course, the bends of the side areas extend 57 and 58 in vertical direction down.

This double, U-shaped, bend of the first side area 57 of the clip element 50 forms a first lower stopband 59 , The double, U-shaped, bend of the second side area 58 of the clip element 50 forms a second lower stopband 60 , The clamp element 50 thus has two lower blocking areas 59 . 60 on, which is at the bottom of the area 55 opposite ends of the side areas 57 and 58 are located.

The bend of the first page area 57 and the bend of the holding area 37 embrace each other mutually. Likewise, the bend of the second side area embrace 58 and the bend of the connection area 22 mutually.

In normal use of the vehicle seat 1 touch the bends of the side areas 57 . 58 and the bends of the holding area 37 and the connection area 22 Not. Normally, therefore, the lower blocking areas 59 . 60 and the upper stopper areas 29 . 39 spaced apart.

In the event of a crash, especially in a frontal crash, the vehicle seat experiences 1 an acceleration relative to the vehicle in a vertical upward direction. As a result of this burden experienced several components of the vehicle seat 1 , especially the top rail 3 and the bottom rail 5 , a deformation. As a result, the upper stop areas migrate 29 . 39 in the vertical direction upwards and interlock with the lower stop areas 59 . 60 ,

This will be in the event of a crash on the vehicle seat 1 acting forces in addition of the seat part 2 over the seat frame side part 30 and the reinforcement part 20 in the clamp element 50 and continue via the connecting element 40 and the ground screw 42 introduced into the vehicle structure. This reduces the load on the seat rail pair.

The features disclosed in the foregoing description, the claims and the drawings may be of importance both individually and in combination for the realization of the invention in its various forms.

LIST OF REFERENCE NUMBERS

1

 vehicle seat

2

 seat part

3

 upper rail

5

 bottom rail

10

 backrest

16

 Entriegelungsbügel

18

 headrest

20

 reinforcing part

22

 terminal area

29

 second upper stopband

30

 Seat frame side part

35

 fastening area

37

 holding area

39

 first upper stopband

40

 connecting element

42

 drain plug

44

 rivet

46

 bottom opening

50

 clip element

55

 floor area

57

 first page area

58

 second page area

59

 first lower restricted area

60

 second lower restricted area

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 10210555 B4 [0002]

Claims (10)

Longitudinal adjuster for a vehicle seat ( 1 ) comprising a bottom rail ( 5 ) and a longitudinal guide slidably guided therein in the longitudinal direction ( 3 ), characterized in that a seat frame side part ( 30 ) with the upper rail ( 3 ) and that a clip element ( 50 ) with the lower rail ( 5 ), the clip element ( 50 ) at least a first lower blocking area ( 59 ) and the seat frame side part ( 30 ) at least a first upper blocking area ( 39 ), wherein the first lower blocking area ( 59 ) and the first upper stopband ( 39 ) are normally spaced apart and hooked together in the event of a crash. Longitudinal adjuster according to claim 1, characterized in that a reinforcing part ( 20 ) with the seat frame side part ( 30 ), which has a second upper blocking area ( 29 ), and that the clamping element ( 50 ) a second lower blocking area ( 60 ), wherein the second lower blocking area ( 60 ) and the second upper stopband ( 29 ) are normally spaced apart and hooked together in the event of a crash. Longitudinal adjuster according to one of the preceding claims, characterized in that the seat frame side part ( 30 ) a vertically extending mounting area ( 35 ), which with a seat part ( 2 ) of the vehicle seat ( 1 ) is connectable. Longitudinal adjuster according to claim 2 and claim 3, characterized in that the reinforcing part ( 20 ) a vertically extending connection area ( 22 ), which with the attachment area ( 35 ) connected is. Longitudinal adjuster according to claim 2, characterized in that the second upper blocking area ( 29 ) by a double bend of the connection area ( 22 ) is formed. Longitudinal adjuster according to one of the preceding claims, characterized in that the seat frame side part ( 30 ) in the vertical direction above the upper rail ( 3 ) is arranged. Longitudinal adjuster according to one of the preceding claims, characterized in that the clamping element ( 50 ) the lower rail ( 5 ) encloses from three sides. Longitudinal adjuster according to one of the preceding claims, characterized in that in a longitudinally rear region of the clamping element ( 50 ) a connecting element ( 40 ) is provided, which is flat in the transverse direction of the clamping element ( 50 ) extends, and which with the clamping element ( 50 ) and with the lower rail ( 5 ) connected is. Longitudinal adjuster according to claim 8, characterized in that the connecting element ( 40 ) a bottom opening ( 46 ), and that the longitudinal adjuster by means of a bottom opening ( 46 ) penetrating ground screw ( 46 ) is connectable to a vehicle structure. Vehicle seat ( 1 ), comprising at least one longitudinal adjuster according to one of the preceding claims.

Images