DE102014104295B4 - Rail system for a vehicle seat - Google Patents

Abstract

Rail system (1) for a vehicle seat, wherein the rail system (1) comprises at least: a lower rail (3) for attachment in the vehicle, wherein the lower rail (3) is formed semi-open with a lower support area (3a) for resting on a substrate (3) 2), lateral flanks (3b) and a locking toothing (3d) for receiving a locking device attached to the upper rail (4) for adjusting a longitudinal position of the upper rail (4), a longitudinal rail (4) longitudinally adjustably received in the lower rail (3). for receiving a seat structure, and a stop element (6, 106) attachable to the lower rail (3) with a stop (23, 123) for defining a longitudinal displacement path of the upper rail (4) and with two legs (10, 16; 110, 116) , characterized in that the stop element (6, 106) at least one insert-toothing (12, 112) for engagement in the locking toothing (3d), the two legs (10, 16, 110, 116) for e in the insertion process are elastically braced for spring-biased engagement of the insert teeth (12, 112) in the locking teeth (3d) of the lower rail (3), and at least one of the insert teeth (12, 112) on one or both legs (10 , 16; 110, 116) is adapted to engage in the locking toothing (3d) of the lower rail (3) by relaxing the legs (10, 16, 110, 116).

Description

The invention relates to a rail system for a vehicle seat, in particular a vehicle seat of a motor vehicle.

Rail systems for vehicle seats generally have a bottom rail or chassis fixed to be mounted lower rail and a longitudinally adjustable recorded in the lower rail upper rail. The rail system can z. B. with a fixed attached to the lower rail channel to the vehicle chassis. The vehicle seat or a seat structure of the vehicle seat is generally firmly attached to the upper rail. A provided on the upper rail locking device can be locked in different longitudinal positions on the lower rail; For this purpose, it is particularly known to provide on the lower rail a locking toothing, can engage in the corresponding engagement teeth of the locking device.

The longitudinal stroke or the adjustment path in the X direction of the vehicle can generally be determined by a stop to be attached to the lower rail.

The FR 2 878 791 A1 shows a rail system with a stop which can be inserted from above into a mounting hole of the lower rail. The stop is in this case formed angularly with a bolt to be used.

The DE 10 2008 012 213 A1 describes an end stop for an adjustment device of a vehicle seat with a stop element and a positioning element, which is attached to a lower abutment region of the lower rail. Here, the stop element is used in formed in the bottom or receiving area recesses of the lower rail. The stopper can be placed in the vehicle even after mounting the lower rail; However, it is relatively small, so that problems can occur when the vehicle seat is adjusted with the upper rail at high speed against the stop.

The DE 10 2008 062 085 A1 describes a device for receiving a seat in a vehicle with an adjustable stop device, the z. B. has formed as a metal band spring element with a locking pin which is vertically inserted down into a mounting hole of the seat rail.

The DE 41 05 231 C2 describes a slide rail for longitudinal adjustment of a motor vehicle seat with a seat frame fixed and a vehicle-fixed rail, with an attachable stop cap for limiting the relative displacement movement of the two rails at the end is placed. The end cap engages in the vehicle-fixed rail and thereby allows a solid investment. The stopper cap can be removed later.

However, a disadvantage of such end caps or stop elements, which can be placed on the end, is generally that the longitudinal displacement or longitudinal stroke can not be set shorter. Thus, for each vehicle seat and different vehicles in each case suitably trained in length seat rail is required.

The DE 10 2005 012 018 A1 describes a stop for limiting the travel of the upper rail of a longitudinal adjustment for seats, which can be inserted from below into the lower rail. Such attacks can absorb large forces or adjusting movements of the upper rail; However, they are not used after mounting the bottom rail in the vehicle.

The DE 10 2012 201 584 A1 describes a seat track assembly having a moveable track for supporting a seat and a stationary track for attachment to a floor structure. The movable rail is selectively brought into a plurality of deployment positions relative to the stationary rail; both rails include end stop structures that work together to match the overall travel length and mid-travel position. On the stationary rail, a stop bracket for the formation of the end stop is attached.

The DE 38 09 135 A1 describes a seat assembly for a vehicle with a memory device, wherein the seat assembly comprises a rail system with guide rail and guided in the guide rail slide, wherein a positive engagement of slide rail side teeth is provided in teeth of the guide rail or support rail in any seating positions, under the action of a spring Preload.

The FR 2 926 264 A1 describes a rail system for a vehicle seat, in which a stop element is formed as a bent sheet metal part.

The invention has for its object to provide a rail system for a vehicle seat, which can be formed with little effort and low cost and allows safe limitation of Längsverstellweges.

This object is achieved by an adjustment system according to claim 1. The dependent claims describe preferred developments.

Thus, a stopper member is provided, which is formed elastically, d. H. preferably as a spring element, in particular made of spring steel or spring steel. Advantageously, the stop element is formed as a one-piece plate spring, in particular of bent sheet metal.

The stop element can be retrofitted, d. H. after mounting the lower rail in the vehicle, be positioned in the lower rail and sets the Längsverstellweg or longitudinal stroke of the upper rail firmly.

According to a preferred embodiment, the stop element on two spring legs, which are elastically adjustable against each other, thereby forming the spring action.

This already achieves some advantages:
The formation of the stop element as a steel spring or plate spring, in particular as a one-piece sheet metal part, allows a very cost-effective production. Here are high elastic spring effects or forces can be formed, which allow a safe adjustment. Also allows a one-piece design of a spring plate sufficiently high stability, eg. B. with a sufficient material thickness to be able to safely capture the upper rail even at higher Verstellgeschwindigkeiten and thus higher forces acting.

The spring element has an insert toothing, which engages in one of the longitudinal locking serving locking toothing of the lower rail. Thus, the locking teeth, which is also used by the locking device to form a sufficiently fine grid for locking the seat in different longitudinal positions, also be used for fixing the stop element.

As a result, the subsequent applicability of the stop element is advantageously made possible; unlike the systems mentioned above thus the stop element is not z. B. from below through the lower rail, or depress in a mounting hole of the upper rail, but it is an insertion possible with already mounted on a ground lower rail.

Another advantage is that an insert is possible in principle in different longitudinal positions, which is opposite stop elements, the z. B. are designed as an end cap, brings significant benefits; In particular, the longitudinal stroke of the adjustment is adjustable. But it can also be a montage always provided in the same place, z. B. by a suitable shaping of the stop element.

The spring element can be used according to different embodiments from the rear or in the longitudinal direction in the lower rail or from above. Here, during the insertion process, an elastic tensioning of the stop element formed as a spring element is advantageously effected, which at least partially relaxes again during the subsequent engagement in the lock. Thus, a secure locking is possible with little effort, in particular an automatic locking in the appropriate position.

Here, different configurations of the stop element are possible; in particular, it may have two spring legs. The spring legs can extend vertically or horizontally.

In training with two vertically spaced, horizontally extending spring legs in particular a spring action can be generated in the vertical direction. The user can the stop element z. B. from behind and the lower leg first press down so that it can be released in the appropriate longitudinal position and can lock vertically in the locking teeth.

According to another embodiment, the two legs can be laterally or transversely spaced and be elastically braced in the transverse direction.

The stop element can be used in particular with lower rails with flanks, which have in the usual way on its upper side inwardly towards the center sloping bevels. Thus, in the embodiment with lateral legs, an insertion process can be made possible in which the two lateral legs are pressed inwards on the bevels and thus automatically tension, so that they can relax in the transverse direction after passing the flanks and in this case with suitable insert teeth in the locking teeth of the lower rail can intervene.

The correctly positioned stop element advantageously does not coincide with the rail. In order to lock the rail, the upper profile is preferably moved again slightly away from the stop element. As a result, advantageously a false lock and noise can be avoided.

The stop element is thus inexpensive as a sheet metal spring can be formed and allows for easy handling a secure locking. It can be used in particular with already installed rail system, ie at the end of a production chain.

The invention will be explained in more detail below with reference to the accompanying drawings of some embodiments. Show it:

1 an end portion of a rail system according to an embodiment of the invention in a perspective view; and

2 an end portion of a rail system according to another embodiment of the invention in a perspective view.

An in 1 Shown rail system 1 has a channel indicated here 2 or chassis to be fixed bottom rail 3 and one in the bottom rail 3 recorded upper rail 4 on, to which a seat structure of the vehicle seat is to be fastened. The bottom rail 3 and the top rail 4 extend in the vehicle longitudinal direction or X-direction and thus allow a longitudinal adjustment of the vehicle seat. The top rail 4 is in different longitudinal positions in the bottom rail 3 lockable, including a lock as a locking device on the upper rail 4 is attached and the seat occupant z. B. is actuated via an actuating device.

The longitudinal adjustability of the upper rail 4 in the lower rail 3 is by a stop element 6 limited, which is designed as a one-piece, metallic spring element, in particular made of steel or spring steel.

The stop element 6 can be set in different longitudinal positions or X positions in or on the bottom rail 3 attach and limit the longitudinal adjustability or the longitudinal stroke of the upper rail 4 ,

The bottom rail 3 has a middle support area 3a and lateral, ie in the Y direction adjacent flanks 3b on, which in turn are bent inward, leaving the entire bottom rail 3 semi-open or omega-shaped for receiving the upper rail 4 is trained. The flanks 3b have at their upper part from the top to the bottom inside obliquely sloping slopes 3c on, at their inner ends in each case a locking toothing 3d formed with tooth gaps and teeth, engage in the locking teeth of the castle.

The top rail 4 is in turn z. B. formed as a semi-open, bent sheet metal part, which allows the inclusion of the seat structure on its upper side and with lateral areas in the flanks 3b the bottom rail 3 engages and thereby in the transverse direction Y fixed and slidably received in the longitudinal direction X.

The stop element 6 is as a one-piece sheet metal part, z. B. by punching and bending, formed with a lower leg 10 , which is used in the lower rail 3 as in 1 shown extending in the X direction and in its (in the direction of insertion E1) rear region on both sides, ie in the Y direction and -Y direction each have a laterally projecting insert teeth 12 has, for. B. with three teeth, the two insert gears 12 for use in the locking gears 3d the bottom rail 3 are suitable.

Furthermore, the stop element 6 an upper leg 16 on, at the front end of the stop element 6 in a transition area 18 in the lower leg 10 passes. Thus, the stopper element 6 essentially as elongated, in the transition area 18 bent sheet metal element formed from spring steel. The transition area 18 thus also serves as joint area and strengthens the spring action. The transition area 18 In this case, it is rounded or butt-bent in order to enable the resilient effect on the one hand and to further facilitate a threading-in process when inserted in the direction of insertion E1, ie in the X-direction. The upper leg 16 has in its rear end portion a support area 20 on, the lateral, upwardly bent flanks 20a which has to rest on the flanks 3b , especially the slopes 3c the bottom rail 3 , are suitable. The support area 20 with the flanks 20a thus serves for positioning in Y-direction and Z-direction.

1 shows here the stop element 6 both during positioning before the insertion process and in the already inserted state. Furthermore, in the stop element 6 a through hole 22 educated.

Thus, the user can use the stopper 6 at the rear end of both thighs 10 and 16 grab the overlay area 20 on the flanks 3b or their slopes 3c hang up and the lower thigh 10 at its rear end 10a grab and stretch down. Here, the support area is based 20 on the flanks 3b or bevels 3c from. Subsequently, the user can the stopper element 6 in the direction of insertion E1, which is thus the longitudinal direction X in this embodiment, in the lower rail 3 introduce. There the user leaves the lower leg 10 go, so that the stopper element 6 relaxed and its insert gears 12 each vertically in a locking toothing 3d lock.

The field of insert gearing 12 preferably has stops at its front end 23 for the top rail 4 on; the stop element 6 can thus also a dynamic adjustment of the upper rail 4 stop because the forces occurring directly over the insert gearing 12 in the interlocking toothing 3d the bottom rail 3 be derived.

In the embodiment of the 2 is the stop element 106 again as a bent sheet metal spring, in particular also in one piece from bent sheet metal, for. B. punched and subsequently bent spring plate. The stop element 106 has two lateral or in the Y-direction spaced, each vertically extending legs 110 and 116 on, by a z. B. substantially horizontally extending central region 118 out. The two lateral thighs 110 and 116 extend from the middle area 118 in a first leg area 110a respectively. 116a obliquely backwards and downwards, to the rear end areas 110b and 116b , from where they run forward in X-direction and thus support sections 110c and 116c that form to the pad on the pad area 3a the bottom rail 3 are suitable and thus define a positioning in the Z direction. At the front end go the support sections 110c and 116c in vertically upwardly extending stop portions 110d . 116d over, at the upper end in abutment angle (angle ends) 110e and 116e go over to the edition on the slopes 3c serve the lower rail.

Continue to go from the support sections 110c and 116c angular insert gears 112 in turn, for engaging in the locking teeth 3d the bottom rail 3 are suitable and are used for positioning in the Y direction and X direction.

The stop element 106 The second embodiment is here - unlike in the first embodiment - used in the vertical direction down, ie, the indicated by an arrow insertion direction E2 is the -Z direction. Here is the advantage of a self-centering and self-tensioning effect, since the slopes 3c the flanks 3b the bottom rail 3 run inwards together and during insertion of the stop element 106 the two thighs 110 and 116 thus be compressed automatically. Upon further depression of the stop element 106 thus reach the angular insert gears 112 under the flanks 3b the bottom rail 3 where they can subsequently relax and push outwardly and thereby in the transverse direction Y, respectively, into engagement with the interlocking teeth 3d reach. As in particular from 2 As can be seen, the angles are 110e and 116e on the slopes 3c so that a fixed use in the transverse direction is possible.

In the second embodiment, the stopper member 106 thus pressed in a convenient location from top to bottom and locked, possibly after a short shift in the X or -X direction, in the already provided locking teeth 3d on the flanks 3b , The stopper sections 110d . 116d have attacks 123 for the rear end of the upper rail 4 on.

Bude stop elements 6 and 106 are thus each manufactured as a one-piece steel springs or from bent and stamped spring steel sheet and freely positionable in the X direction.

Claims (14)

Rail system ( 1 ) for a vehicle seat, wherein the rail system ( 1 ) at least: a lower rail ( 3 ) for attachment in the vehicle, wherein the lower rail ( 3 ) is formed semi-open with a lower support area ( 3a ) to rest on a substrate ( 2 ), lateral flanks ( 3b ) and a locking toothing ( 3d ) for receiving one on the upper rail ( 4 ) fastened locking device for adjusting a longitudinal position of the upper rail ( 4 ), one in the lower rail ( 3 ) longitudinally adjustable recorded upper rail ( 4 ) for receiving a seat structure, and one at the lower rail ( 3 ) attachable stop element ( 6 . 106 ) with a stop ( 23 ; 123 ) for determining a Längsverstellweges the upper rail ( 4 ) and with two legs ( 10 . 16 ; 110 . 116 ), characterized in that the stop element ( 6 . 106 ) at least one insert gearing ( 12 . 112 ) for engagement in the locking toothing ( 3d ), the two legs ( 10 . 16 ; 110 . 116 ) are elastically clamped for an insertion process for spring-biased engagement of the insert teeth ( 12 . 112 ) in the locking toothing ( 3d ) of the lower rail ( 3 ), and at least one of the insert gearing ( 12 . 112 ) on one or both thighs ( 10 . 16 ; 110 . 116 ) is designed for engagement in the locking toothing ( 3d ) of the lower rail ( 3 ) by relaxing the thighs ( 10 . 16 ; 110 . 116 ). Rail system ( 1 ) according to claim 1, characterized in that the stop element ( 6 . 106 ) is integrally formed as a bent sheet metal part. Rail system ( 1 ) according to one of the preceding claims, characterized in that the stop element ( 6 . 106 ) two laterally projecting insert gears ( 12 . 112 ) for engaging in two flanks ( 3b ) of the lower rail ( 3 ) formed locking gears ( 3d ) having. Rail system ( 1 ) according to one of the preceding claims, characterized in that the stop element ( 6 ) has: a front transition region ( 18 ), an adjoining upper leg ( 16 ), a rear lower leg ( 10 ), the two legs ( 10 . 16 ) are elastically adjustable against each other to form a vertical spring preload. Rail system ( 1 ) according to claim 4, characterized in that on the lower leg ( 10 ) on both sides in each case a use gearing ( 12 ) is formed and on the upper leg ( 16 ) a circulation area ( 20 ) for support and support in the vertical direction (Z) and / or transverse direction (Y) on the lower rail ( 3 ), in particular on bevels ( 3c ) of the flanks ( 3b ) of the lower rail ( 3 ), is trained. Rail system ( 1 ) according to claim 5, characterized in that in the inserted state of the stop element ( 6 ) the insert gears ( 12 ) by the spring tension up in the locking gears ( 3d ) of the flanks ( 3b ) of the lower rail ( 3 ) are pressed or adjusted. Rail system ( 1 ) according to one of claims 4 to 6, characterized in that the stop ( 23 ) of the stop element ( 6 ) on the lower leg ( 10 ), in particular in the field of insert gearing ( 12 ), is trained. Rail system ( 1 ) according to one of claims 4 to 7, characterized in that the spring-biased stop element ( 6 ) in the longitudinal direction in the lower rail ( 3 ) is insertable or threadable and by relaxing the thighs ( 10 . 16 ) is lockable in a longitudinal position. Rail system ( 1 ) according to one of claims 1 to 3, characterized in that the stop element ( 106 ) a middle area ( 118 ) and laterally from the middle area ( 118 ) vertical downgoing lateral limbs ( 110 . 116 ), on each of which one of the two insert teeth ( 112 ) is trained. Rail system ( 1 ) according to claim 9, characterized in that the stop element ( 106 ) from above, z. B. in a vertical insertion direction (E2), in the lower rail ( 3 ) can be used by compressing the two lateral legs ( 110 . 116 ) during the insertion process and at least partial relaxation when engaging the insert gears ( 112 ) into the interlocking teeth ( 3d ). Rail system ( 1 ) according to claim 9 or 10, characterized in that the insert teeth ( 112 ) are formed bent inwardly angular or bow-shaped. Rail system ( 1 ) according to one of claims 9 to 11, characterized in that the lateral limbs ( 110 . 116 ) from the middle area ( 118 ) first go backwards (-X) and subsequently as lower webs ( 110c . 116c ), z. B. support sections ( 110c . 116c ), forward (X), wherein the insert gears ( 112 ) each of the lower webs ( 110c . 116c ) go up. Rail system ( 1 ) according to claim 12, characterized in that at the front ends of the lower webs ( 110c . 116c ) stop sections extending vertically upwards ( 110d . 116d ) are formed, at which stops ( 123 ) are formed, Rail system ( 1 ) according to claim 12 or 13, characterized in that at the front ends of the lower webs ( 110c . 116c ) and / or at the stop sections ( 110d . 116d ) Angle of attack ( 110e . 116e ) for contact with bevels ( 3c ) of the flanks ( 3b ) of the lower rail ( 3 ) are formed.

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