DE102017201504A1 - Locking device for an adjustable motor vehicle seat - Google Patents

Abstract

The invention relates to a locking device for a vehicle seat which can be adjusted along an adjustment direction (E), having at least one latching rail (2) which has a plurality of latching openings (21) arranged one behind the other along the adjustment direction (E) and spaced apart along the adjustment direction (E) relative to the latching rail (2) movable locking unit (1) which several independently by means of a guide device (4) guided and position-dependent with one of the latching openings (21) engageable locking elements (5, 6, 7, 8) wherein a respective detent opening (21) comprises two transverse edges (211, 212) spaced apart along the adjustment direction (E) and two longitudinal edges (213, 214) spaced apart perpendicular to the adjustment direction (E), which together define a respective detent opening (21), and wherein a respective transverse edge (211, 212) has a center point (M), de r along the transverse edge (211, 212) equidistant from both longitudinal edges (213, 214). In this case, at least one transverse edge (211, 214) of a respective latching opening (21) extends inclined relative to a vertical (Q) on the adjustment direction (E), that the transverse edge (211, 212) starting from its center (M) with a Direction component of the adjacent latching opening (21 ') approximates.

Description

The invention relates to a locking device for an adjustable along a direction of adjustment motor vehicle seat according to the preamble of claim 1 and a seat rail therefor according to the preamble of claim 17th

The fact that the motor vehicle seat should be adjustable along a setting direction does not mean that the seat as a whole would necessarily have to be adjustable. Rather, the adjustability of individual seat components along a setting direction should also be covered by this. A respective adjustment position of the corresponding seat components can be locked by means of the locking device.

Such a locking device comprises a (extending along the direction of adjustment) latching rail having a plurality along the adjustment direction successively arranged and spaced apart locking openings, and along the adjustment direction relative to the locking rail movable locking unit, the more independently guided by means of a guide means and in dependence from the position of the locking unit relative to the latching rail independently (along a latching direction), each having a latching opening of the latching rail engageable locking elements, in particular in the form of locking pins comprises. The locking unit on the one hand and the latching rail on the other hand, for example, be attached / formed on two seat rails movable relative to each other. Hereby, a locking device for seat length adjustments can be realized.

In this case, a respective latching opening of the latching rail comprises two transverse edges (each extending substantially transversely to the adjustment direction) spaced apart along the adjustment direction and two longitudinal edges spaced apart perpendicular to the adjustment direction (each extending essentially along the adjustment direction). The longitudinal edges and the transverse edges bound together define a respective detent opening, the corners of which may be formed edged or rounded. The transverse edges are characterized in that they limit the extension of the latching openings along the adjustment direction, and the longitudinal edges limit the extension of the latching openings transversely to the adjustment direction.

The latching openings are usually dimensioned so that the latching openings along the adjustment direction have a greater extent than transversely thereto. That is, the longitudinal edges are typically longer than the transverse edges; but this is not mandatory. In particular, the extent of the latching openings along the adjustment direction is advantageously so great that a respective latching element, viewed along the adjustment direction, can engage in an associated latching opening on one or on the other transverse edge. The said extent of the latching openings along the adjustment direction is thus greater than the extent of a respective latching element along this direction.

By means of the locking device is a fine-scale adjustment of the position of the locking unit relative to the locking rail using a limited number of locking elements, which can engage in the spaced-apart locking openings of the locking rail, allows.

By the transverse edges of the latching openings are each formed by a so-called latching web of the latching rail, i.e., by a latching web is formed between two latching openings, a latching element immersed in a latching opening can be supported on one of the two latching webs or the transverse edge formed thereby. The dimensions and (periodic) distances of the latching openings along the adjustment direction and the (periodic) distances between the locking elements are selected, for example, according to the vernier principle. That is, the said intervals or periods are coordinated so that in each position of the locking unit to the locking rail as always at least two locking elements are aligned with the latching openings and can dive into it (where they then each - seen along the adjustment - in different Support directions at a respective transverse edge of the respective associated (slot-shaped) detent opening). Thus, one locking element supports the locking unit in one possible adjustment direction and another locking element supports in the opposite direction of adjustment. If the locking elements - dug out of the latching openings by means of a locking mechanism provided for this purpose, then a free adjustment of the locking unit relative to the latching rail or the respective associated seat components can be done.

In the design of such a locking device is also to be noted that the extension of the locking webs along the adjustment should not fall below a minimum not to ensure crash safety. Although narrow locking webs would be advantageous in terms of a finely adjustable adjustability of seat components, but considerable forces can act on the locking webs in the event of a crash, so that a rupture of the locking webs must be prevented by appropriate dimensioning.

The longitudinal and transverse edges of a respective latching opening regularly rectilinear, can but - especially in the corners - (curved sections) also run.

At each transverse edge of the detent opening can also define a center, which is equally spaced along the transverse edge of both longitudinal edges of the corresponding detent opening. In a partially curved course of the longitudinal and / or transverse edges, the center of the transverse edges may not be determined exactly. For an approximate yet accurate determination, the (four) edges of a detent aperture may be approximated by a straight line (e.g., a "Least Square Method" Line of Best Fit). The exact determinability of a center of a respective transverse edge is presently not required; It is particularly important here to define a central region of a transverse edge, represented by that center point, which can be distinguished from the transition regions of a transverse edge to the longitudinal edges (in particular in the form of corner regions of the latching openings).

A generic locking device and a generic seat rail are from the DE 20 2005 003 626 U1 known. This is used in particular for locking a previously approached by a suitable adjustment adjustment position of two relatively movable seat elements of a vehicle seat, such as in a rail longitudinal guide for adjusting the seating position in the vehicle longitudinal direction. In this case, a rail of the rail longitudinal guide is connected to the latching rail and another rail to the locking unit of the locking device. However, the locking device can also be used for locking other adjusting devices with relatively movable, in particular mutually longitudinally adjustable assemblies.

The detent openings can in principle also be arranged along a trajectory, such as a circular path, one behind the other. The adjustment direction then results locally from a tangent to the respective curve.

The locking device should in addition to comfort features, namely the simplest possible, quiet and reliable locking of seat components (according to their desired setting), also meet very important security functions. In a crash, the locking elements of the locking unit must not disengage with the locking openings of the locking rail. Otherwise, the seat components interlocked with each other would be able to move towards one another in an uncontrolled manner.

Since the locking elements are regularly conically formed at their end portions, with which they can dive into a respective detent opening to allow the immersion and (backlash) locking in any relative positions of locking unit and locking rail, it is from DE 299 10 720 U1 known, the inclination angle of those conical end portions (hereinafter also referred to as "cone angle") to be selected so that the locking elements are not pushed out by crash-related, acting along the adjustment large forces (counter to the latching direction) from the respective associated detent opening or pop out "when the relevant locking element rests with the edge of its conical end portion at a (transverse) edge of that detent opening. This is based on the idea that - because of the conical design of the locking rail end sections - on the locking element in the load case, ie, in particular acting force along the direction of adjustment, also a force component occurs perpendicular thereto, which has the tendency, the locking element from the associated detent opening excavate, which can lead to the so-called "jumping" of the locking elements out of the respective associated detent opening out. This is to be counteracted by the conicity of the locking rail side end portions, so their inclination or cone angle, so (small) is chosen so that the risk of accidental "jumping" of the locking elements is minimized. In addition, compression springs load the locking elements with a force into the latched position. At the same time, however, when choosing the conicity, it must be taken into account that a reliable engagement of the locking elements in the assigned detent openings in as arbitrary adjustment positions of the locking unit with respect to the locking rail (and thus also the associated, to be adjusted to each other seat components) should be possible.

Furthermore, for a vehicle user, the lifting of the locking elements from the detent openings - by means of a release lever provided for this purpose - be possible with little effort to make a readjustment of a sitting position can. The steeper the cone angle is selected, the lower the tendency to push out the locking elements in the event of a crash; but the greater the gradation of the lock and those forces which must be applied for lifting the locking elements by a user.

The invention is based on the problem of further improving a locking device of the type mentioned above with a view to the abovementioned requirements.

This problem is inventively solved by the provision of a locking device with the features of claim 1.

Thereafter, a respective transverse edge of the detent openings extends inclined relative to a perpendicular to the adjustment direction (hereinafter also referred to as "transverse direction"), that the said transverse edge is directed from its center with a directional component along the direction of adjustment to the adjacent detent opening. According to a first embodiment of the invention, this is implemented so that the transverse edges of a respective detent opening in a region around the center of the respective transverse edge in each case inclined relative to the transverse direction and thereby parallel to each other.

The longitudinal and transverse edges of the individual latching openings, for example, each form a parallelogram; that is, a respective detent opening has a parallelogram-shaped opening cross-section. In this case, but also independently, the latching openings may advantageously have rounded corners.

A perpendicular to the adjustment direction is here understood to mean a straight line which runs perpendicular to the adjustment direction, that is to say in the "transverse direction", and which intersects the two longitudinal edges of the relevant latching opening. And under the latching opening adjacent to the considered latching opening that latching opening is understood, which lies (at a distance) immediately adjacent to the inclined transverse edge of the considered latching opening.

The solution according to the invention allows a reduction in conicity, i. the inclination or cone angle of the locking rail side end portion of a respective locking element to counteract a "jumping" of the respective locking element from the associated detent opening under the action along the adjustment direction oriented (crash) forces, without this a sufficiently deep immersion of the locking element in the associated detent opening would be contrary. Because the sufficiently deep immersion of the locking elements in a respective detent opening is conveyed according to the invention that an additional, further immersion of the respective locking element is made possible by a compensating movement of the respective locking element along the inclined transverse edge of the associated detent opening in the detent opening.

Thus, due to the compensating movement of the locking elements along a transverse edge of the associated detent opening, ie in the transverse direction (transverse to adjustment direction), including a certain component of movement along the direction of adjustment, the solution according to the invention ensures deep immersion of the locking elements into the associated detent openings, without the risk of that the former "seize" themselves at the edges of the detent openings. In particular, depending on the specific constellation, even two locking elements can completely (i.e., using their maximum possible adjustment path along the locking direction) submerge in a respective associated detent opening. The extent of the latching openings in the transverse direction limits the extent of the maximum possible compensating movement of a respective locking element along the transverse edge.

In a crash case, the design according to the invention of the latching openings with at least one obliquely or inclined to the transverse direction transverse edge offers the advantage that a respective laying element - under the effect of crash forces along the adjustment direction - can first perform a compensating movement along the transverse direction, before a bending of the locking elements is triggered via the crash forces. As a result, crash forces can be absorbed softer; and it is conveyed the additional immersion of any further, not yet latched locking element.

According to another embodiment of the solution according to the invention, according to the independent claim 2, a respective locking element immersed in a movement along a transverse edge of the associated detent opening - starting from the center toward at least one of the longitudinal edges - at the same time along the locking direction (deeper) in the associated latching opening, which is achieved by the inclined course of the transverse edge with respect to the transverse direction.

Specifically, it can be provided that a respective locking element moves towards the adjacent detent opening with a movement component along the direction of adjustment during a movement along the transverse edge of the associated detent opening, starting from its center and in the direction of at least one of the longitudinal edges.

Starting from the usual configuration of locking elements, in particular in the form of locking pins, a reduction of the cone angle made possible by the solution according to the invention can basically take place in two forms on the locking rail-side end section of the locking elements: on the one hand, the cross-sectional extension can be retained on the locking rail-side free end of a respective locking element, so that a reduction of the cone angle to a reduction in the cross-sectional dimensions in the other areas of the locking element leads. The resulting relatively thin locking elements or pins in turn allow a finer level of adjustability of the locking device to be locked together with each other seat components.

Conversely, the cross-sectional dimensions of a respective locking element can be maintained at the transition from the conical end portion to the adjoining (typically cylindrical) portion of the locking element. In this case, a reduction of the cone angle or the taper on the locking rail-side end portion of a locking element with the result that the cross-sectional dimensions increase in the conically extending end portion of a respective locking element. This leads to an increased crash resistance and in particular to a further reduction in the risk of a complete rupture of a locking element. The increased resistance to deformation of the locking element also requires a further reduction of the risk of accidental "jumping" of the locking elements.

The radius of rounded corners of the detent openings ("corner radius") is expediently chosen so that a dipped locking element along the rounded corners with the edges of the detent opening in cross-section linear (and not only point-like) engagement can be brought. If a Verriegelungslement is moved in such a configuration due to a crash-compensating movement in the transverse direction in one of the rounded corners of a detent opening, it is there not only in cross-section point-like, but rather taken in a line like a cross section, ie with a correspondingly lower surface pressure, which in turn reduces the risk of compression or tearing of the locking elements. The radius of the rounded corners on the latching openings may, for example, correspond to the mean radius of a latching element at its conically extending end section.

Furthermore, a reduction of the surface pressure due to a clever choice of corner radii at the locking openings also open up the possibility of reducing the thickness of the locking rail, and thus, for example, the so-called lower rail seat adjustment, and thereby save material and weight.

The solution according to the invention makes it possible, in particular, to use locking elements with a cone angle of less than 11 ° on the locking rail-side end section.

Is the reduction of the cone angle especially with a view to minimizing the risk of "jumping" of the locking elements in the event of a crash, so reducing the cone angle to a range between 8 ° and 11 ° is appropriate, which in turn only a relatively small slope or Inclination of the transverse edges of the latching openings relative to the transverse direction required to allow the necessary (for the same depth immersion of the locking elements) compensating movements.

If it is specifically to ensure a reliable immersion of the locking elements in the associated detent openings, the cone angle can be reduced to a range of about 4 °, which requires a correspondingly greater inclination of the transverse edges of the detent openings to allow the necessary compensatory movements.

The locking elements can be executed rounded at their locking rail side free ends. In locking elements, which are resiliently biased in the usual way towards their locking position, this increases the likelihood that a respective locking element with its free end in abutment with the transverse edge of a detent opening and then under the action of the elastic bias (and tilting the Locking element) can continue to dive into the corresponding locking opening.

The angle of inclination of the transverse edges of a respective detent opening with respect to the perpendicular to the adjustment direction (ie opposite the so-called transverse direction) can be, for example, between 1 ° and 30 °, in particular between 1.5 ° and 10 °, especially between 2.5 ° and 6 °.

The choice of a suitable angle of inclination of the transverse edges, on the one hand, as explained above, depends on the size of a possible cone angle on the locking rail-side end section of the locking elements. On the other hand, it is determined how much a locking element is additionally displaced in the direction of adjustment during the movement along the transverse edge. The greater the angle of inclination of the transverse edges is selected, the stronger the additional displacement of the locking elements along the adjustment direction in a compensating movement along the transverse edge, which can be triggered in particular by a crash case.

As can be seen from geometric considerations, the choice of a suitable angle of inclination of the transverse edges is also dependent on the available extent of the transverse edges, which are indeed in the material of the locking rail, which is limited in its width. For very short transverse edges, a greater angle of inclination must be selected than for longer transverse edges. Of importance is that the measure, which results from the reduction of the cone angle, is compensated by an inclination of the transverse edges relative to the direction of adjustment.

According to one embodiment of the invention, the spatial orientation of the transverse edges is selected so that the locking elements move in a compensating movement in the detent openings, which is triggered by the forces occurring in a frontal crash, in the transverse direction to the relatively stiffer side of a rail longitudinal guide and move in a rear crash in the direction of the comparatively weaker side, namely in rail profiles for a seat-length adjustment, which have a comparatively stiffer side and a comparatively less stiff opposite side, such as from the WO 2011/147 991 A1 known. Typically, this is the relatively stiffer side of the rail profile on the outside of the associated vehicle seat.

If the locking elements, in particular in the form of locking pins, are accommodated in bearing bores of a bearing part (e.g., bearing plate) in a conventional manner on their end facing away from the locking rail, then these bearing openings are to be designed such that they permit any compensating movements of the locking elements imposed on the locking rail. The extent of mobility along the transverse direction, which is to be made possible by a corresponding orientation and dimensioning of the bearing openings, can be in the range of a few millimeters.

For this purpose, on the one hand be provided to design the bearing openings as a circular holes with a light game - based on the cross-sectional dimensions of the locking elements. Such bearing openings are easy to manufacture; However, it may be disadvantageous that, in addition to a certain mobility of the locking elements along the transverse direction (perpendicular to the adjustment direction), they also provide additional freedom of movement along the direction of adjustment itself, which may be undesirable. According to another variant, the bearing openings are designed as elongated holes, with a longitudinal extent in the transverse direction, along which an additional mobility of the locking elements to be opened. In this case, a respective bearing opening can also be designed such that it extends longitudinally inclined at an angle to the transverse direction. As a result, a limited, additional clearance along the adjustment direction is introduced, which facilitates, for example, the immersion of a locking element in the associated latching opening (under the overcoming of frictional forces in contact with a transverse edge of the latching opening). In principle, the bearing openings can also run along a curved path (curved path) in order to allow or generate specific, defined movements of the locking elements.

Regularly imposed on the locking rail compensating movement of a locking element (because of the inclined course of at least one transverse edge of a respective detent opening) lead to tilting of the corresponding locking element (by exploiting the granted in the bearing openings of the bearing part game).

If a respective locking element between the provided with the locking openings locking rail and provided with the bearing openings bearing part in sections in an additional guide device, so the guide openings for the locking elements (for example in the form of holes) so - game - to design that they allow required tilting of the locking elements, if they perform a forced by the transverse edges of the detent openings compensating movement. The (lower) locking rail side end of the guide device or the guide openings formed therein can define a pivot point of the tilting movements of the locking elements, which occur during a compensating movement of a respective locking element along the transverse edge of an associated detent opening. Depending on the extent of the guide device and thus the guide openings along the locking direction of the locking elements as well as the concrete positioning of the guide means along the locking direction (between the locking rail and the bearing part) that pivot point can be adjusted, and thus in particular also the resulting leverages. A pivot point near the locking rail has the result that a comparatively small compensating movement of the locking rail side end portion of a locking element, guided by the transverse edge of a locking opening, leads to a relatively larger movement on the end portion remote from the locking element, which is guided in a bearing opening of the bearing part.

A respective locking element usually has, at its (free) end facing away from the latching rail, in particular above the bearing part, a head which, as a stop, limits the extent of the possible movement of the locking elements along the latching direction. Between the bearing part and the heads of the locking elements can engage a release lever, by means of which the locking elements (counter to a resilient bias) can be lifted out of the detent openings of the locking rail to unlock the locking device and thus to allow readjustment of the means of locking device to be locked seat components. So that the heads of the locking elements do not obstruct tilting of the locking elements during a compensating movement, imposed by the inclined transverse edge of a respective detent opening, a respective head of the locking elements can be arched on that side over which it engages with the unlocking lever.

The spring-elastic means, which bias the locking elements in the direction of the latching openings of the latching rail, and the unlocking lever, by means of which the locking elements can be lifted out of the latching openings (counter to the resilient bias), are advantageously configured so that they do not exert any force on the locking elements along the latching elements Exercise transverse direction. The locking elements should impinge upon initial engagement with a detent opening as possible in the middle of the transverse edges of the locking rail, and not already offset in the transverse direction.

The spring forces associated with the elastic bias of the locking elements in the direction of the locking rail should also be sufficiently large to overcome any transverse forces that promote a tilting of the locking elements. In this case, a comparatively small cone angle of the locking elements to support their dipping into the locking openings free end portions supportive.

If the undesired "jumping" of the locking elements can be avoided by a suitable choice of the cone angle, it is unnecessary to form grooves on the locking elements which are intended to prevent jumping by increasing the frictional forces. This in turn allows a design of the locking elements with smaller cross-sectional dimensions and correspondingly lower material costs and weight.

A seat rail for a motor vehicle seat, with which the locking device according to the invention can be realized, is realized by the features of claim 17. Advantageous developments emerge from claim 18.

Overall, numerous requirements can be met by the locking device with the solution according to the invention and its developments: For example, a fine-step adjustment along the adjustment direction should be made possible. In the event of a crash, the locking elements should not move out of the associated latching openings as far as possible; the lifting of the locking elements before a desired adjustment of a seating position but should be possible with little effort. The detent webs (between the detent openings) should be able to withstand the highest possible loads.

Further details and advantages of the invention will become apparent in the following description of exemplary embodiments with reference to the figures.

Show it:

• 1 a longitudinal section through a locking device with a locking rail and the locking rail associated locking unit;
• 2A a plan view of a section of a latching holes provided with locking rail in a first configuration associated locking elements of the locking unit;
• 2 B the arrangement according to 2A in a second configuration associated locking elements of the locking unit;
• 2C the arrangement according to 2A in a third configuration associated locking elements of the locking unit;
• 3A a schematic side view (in longitudinal section) of the arrangement 2A ;
• 3B a schematic side view (in longitudinal section) of the arrangement 2 B ;
• 3C a schematic side view (in longitudinal section) of the arrangement 2C ;
• 4A a section of a latching opening with inclined transverse edge;
• 4B a further section of a detent opening with inclined transverse edge, at a different angle of inclination than in 4B ;
• 5A a modification of the arrangement 2A with inclined transverse edges of the latching openings;
• 5B a modification of the arrangement 2 B with inclined transverse edges of the latching openings;
• 5C a modification of the arrangement 2C with inclined transverse edges of the latching openings;
• 6A a locking element for use in connection with locking openings with inclined transverse edge;
• 6B a section of the locking element 6A ;
• 7A a locking element with rounded free end, when hitting the transverse edge of a detent opening;
• 7B a perspective view of the locking element 7A ;
• 8A the locking element off 7A and 7B completely immersed in a detent opening;
• 8B the locking element off 7A and 7B partially immersed in a detent opening;
• 9A an upper end portion of a locking member together with a release lever;
• 9B a section of the arrangement 9B ,

In the 1 Locking device shown has a locking unit 1 , For example, associated with the upper rail of a seat longitudinal adjustment and is firmly connected thereto, and a locking rail 2 which is accordingly assigned to the lower rail of the seat longitudinal adjustment and firmly connected thereto. At the locking rail 2 it may be a component manufactured separately from the lower rail or a component integrally formed thereon. The locking rail 2 includes a plurality (periodically) along a setting direction E successively arranged latching openings 21, which by latching webs 22 are separated from each other.

The above the locking rail 2 arranged locking unit 1 includes several, in the present embodiment four, locking pins 5 . 6 . 7 . 8th which are arranged (along the adjustment direction E) at a constant distance from each other, wherein the distance between the center axes of adjacent locking pins 5 . 6 . 7 . 8th in the embodiment is smaller than the period of the detent openings 21 and detent webs 22 the locking rail 2 , The locking pins 5 - 8th have a cylindrical shaft 50 on, at its upper end by a head or waistband 52 is completed and at its lower end in a conical (truncated cone) locking rail side end portion 51 passes.

The shafts 50 the locking pins 5 . 6 . 7 . 8th are in an (upper) bearing part 3 - By means of local bearing openings - and in a (lower) guide a guide device 4 in latching direction R of the locking pins 5 . 6 . 7 . 8th movably guided, being used as a guide means of the guide device 4 one of the number of locking pins 5 . 6 . 7 , 8 corresponding number of guide holes or guide channels 41 . 42 . 43 . 44 is provided, in which the shafts 50 the locking pins 5 . 6 . 7 . 8th (eg with some play).

Between the upper bearing part 3 and a notch 54 the locking pins 5 . 6 . 7 , 8 are compression springs 10 . 11 . 12 . 13 arranged, which the the latching openings 21 the locking rail 2 associated locking pins 5 . 6 . 7 . 8th along the latching direction R to the latching openings 21 to pretend.

Between the upper head 52 the locking pins 5 . 6 . 7 . 8th and the bearing part 3 the guide device is a release lever 9 arranged, which in a locking position located in a locking position locking pins 5 - 8th against the latching direction R from the lock with the locking rail 2 pulls so that the relatively adjustable parts of the vehicle seat are released for an adjustment. The unlocking lever engages 9 on all locking pins 5 - 8th in common to the located in a locking position locking pins 5 - 8th to move out of that position.

At the in 1 illustrated locking state is a locking pin 8 completely immersed in a detent opening 21 and relies on a detent 22 while holding another locking pin 7 with a flank of its conical (frusto-conical) end portion 51 or an adjoining (possibly rounded) insertion be partially immersed on the inside of a latching web 22 the locking rail 2 supported. In contrast, the two remaining locking pins 5 and 6 with the end face of its tapered end portion 51 due to the spring preload on the top of two locking webs 22 at.

Is the unlocking of the locking device of the release lever 9 moves against the latching direction R, so this puts first to the head 52 of a locking pin 8 and moves it against the latching direction R and against the biasing force of the compression spring 13 from his engagement with the locking rail 2 out until the release lever 9 at the bottom of the head 52 the further locking pin 7 rests and this also pulls out of the locked position.

In the schematic representation of 1 , with a fully locked locking pin 8th , is still a slight movement of the locking device in the direction of adjustment E possible, the however by the on different sides of the notches 22 the locking rail 2 adjacent conical end portions 51 the locking pins 5 - 8th can be avoided, in particular, by the partially in an associated latching opening 21 immersed locking pin 7 penetrates deeper into this.

Examples of a play in the adjustment direction E play engagement of the locking pins 5 - 8th in the locking rail 2 are also the DE 299 10 720 U1 refer to. In this arrangement, the angle of inclination of the tapered (frusto-conical) end portions 51 the locking pins 5 - 8th so chosen that the locking pins 5 - 8th due to crash-induced, acting along the adjustment direction E very large forces not from their associated detent openings 21 can be pushed out when the relevant locking pin is not with his shaft 50 within the detent opening 21 but with the flank of the tapered end portion 51 at a detent 22 the locking rail 2 is applied.

A reduction in the cone angle at the end portions of the locking elements, as in DE 299 10 720 U1 Although proposed reduces the risk of "jumping" of a locking element from an associated detent opening out under the effect of crash-related forces; At the same time, however, this counteracts a deep immersion of the locking elements in the associated latching opening via the conical end portion. Before using the 4A to 9B will be shown how this problem should be overcome according to the invention, be first on the basis of 2A to 3C some further basic features of a locking device for an adjustable vehicle seat explained, which also with regard to the specific embodiment of the 4A to 9B are of importance. That in the 2A to 3C schematically illustrated in principle is based - in contrast to 1 - On a locking device, the locking unit three locking elements 5 . 6 . 7 (and not four locking elements, as in the case of 1 ) having.

To better distinguish the individual locking elements, they are with different reference numerals 5 . 6 or 7 Mistake. For a simplified notation, however, for the individual components of the locking elements 5 . 6 . 7 , For example, the shaft, the locking rail side end portion, the head, etc., in each case for all locking elements identical reference numerals 50 . 51 . 52 etc. used.

• • „Einstellrichtung E“ - als diejenige Richtung, entlang der zwei Komponenten eines Fahrzeugsitzes (eine mit der Rastschiene versehen und eine mit der Verriegelungseinheit versehen) relativ zueinander verstellbar sind. Die Rastöffnungen liegen in Einstellrichtung hintereinander innerhalb einer „Einstellebene“.
• • „Einrastrichtung R“ - eine etwa rechtwinklig zur Einstellrichtung E und zur Einstellebene stehende Richtung, entlang der die Verriegelungselemente relativ zur Rastschiene bewegbar sind, um sie hiermit in oder außer Eingriff zu bringen.
• • „Querrichtung Q“ - eine rechtwinklig zur Einstellrichtung E und zur Einrastrichtung R in der Einstellebene liegende Richtung.

For the further description, three spatial directions will always be important. These are the

• "Adjustment direction E" - as the direction along which two components of a vehicle seat (one provided with the locking rail and one provided with the locking unit) are adjustable relative to each other. The detent openings are in the direction of adjustment behind each other within a "setting level".
• • "latching direction R" - an approximately perpendicular to the direction of adjustment E and the setting level direction along which the locking elements are movable relative to the latching rail to bring them hereby or disengaged.
• • "Transverse direction Q" - a direction perpendicular to the direction of adjustment E and the locking direction R in the adjustment plane.

The adjustment direction E, locking direction R and transverse direction Q thus form a kind of three-dimensional space system.

According to 2A are arranged along the adjustment direction E one behind the other (and by webs 22 spaced apart) latching openings 21 the locking rail 2 each bounded by two transverse edges 211 . 212 as well as by two longitudinal edges 213 , 214. The transverse edges 211 . 212 a respective detent opening 21 are spaced apart along the adjustment direction E and each extend along a transverse direction Q which is perpendicular to the adjustment direction E. The long edges 213 . 214 a respective detent opening 21 are spaced apart along that transverse direction Q and each extending along the adjustment direction E. The extension (length) of the longitudinal edges 213 . 214 along the adjustment direction E is chosen so that a respective locking element 5 . 6 . 7 the associated locking unit - viewed along the adjustment direction E - at different locations in a respective detent opening 21 can intervene. That is, the extension of the detent openings 21 along the adjustment direction E is substantially greater than the cross-sectional dimension of the locking elements 5 . 6 . 7 along each direction E.

At the locking device, as the 2A is based, are two of the three locking elements in the locked state 5 . 6 . 7 with one of the locking openings 21 the locking rail 2 engaged, while another locking element on one of the locking webs 22 touches down. The resulting different configurations in the locked state are in the 2A . 2 B and 2C represented, wherein the two in each case in engagement with a latching opening 21 located locking elements 5 . 6 or 6 . 7 or 5 . 7 in each case in mutually opposite direction at a transverse edge 211 or 212 of the respective associated latching opening 21 support.

The 3A . 3B and 3C show for the configurations of 2A . 2 B and 2C in each case the associated schematic lateral sectional view of the locking device. As based on the 3A . 3B and 3C becomes clear, are the locking elements 5 . 6 . 7 the locking device in each case along a latching direction R (perpendicular to the adjustment direction E and to the transverse direction Q) with the latching openings 21 the locking rail 2 engageable, what the locking elements 5 . 6 . 7 as already explained 1 explained, in each case in the direction of the locking rail 2 can be resiliently biased.

The locking elements 5 . 6 . 7 are at their rail side end portion 51 each tapered, such that they taper towards their locking rail side free end. About this latch rail side end portion 51 is a respective locking element 5 . 6 . 7 in the locked state at one of the transverse edges 211 , 212 of the associated latching opening 21 at.

The maximum possible immersion depth of the locking elements 5 . 6 . 7 in a respective detent opening 21 is limited by a head 52 , which is on the locking rail 2 remote from the free end of a respective locking element 5 . 6 . 7 is arranged or formed and the one stop for limiting the depth of immersion of the locking elements 5 . 6 . 7 forms.

As with a synopsis of 3A . 3B and 3C becomes clear, in each of the three locking configurations, for example, each one of the locking elements 5 . 6 . 7 completely in an associated detent opening 21 immersed; ie, a deeper immersion of the respective locking element is because of acting as a stop head 52 not possible. Another locking element 5 . 6 or 7 is in each case partially in an associated latching opening 21 immersed; and a third locking element lies in each case on one of the locking webs 22 on. Here are the fully or partially immersed locking elements 5 . 6 . 7 each with its conical end portion 51 at one of the transverse edges 211 . 212 the associated latching opening 21 in particular on the basis of a synopsis of the 2A to 2C with the 3A to 3C becomes clear. But it can also be present only two partially immersed locking elements.

To guide the locking elements 5 . 6 . 7 along the latching direction R is one above the locking rail 2 arranged guide device 4 with guide openings 41, 42, 43 for the locking elements 5 . 6 . 7 intended.

At her the locking rail 2 remote end portion are the locking elements 5, 6, 7 respectively in bearing openings 31 . 32 . 33 a bearing part 3 (For example, in the form of a bearing or support plate) added. The head 52 a respective locking element 5 . 6 . 7 is located in front of the locking rail 2 opposite side of the bearing part 3 , Between the heads 52 the locking elements 5 . 6 . 7 and the bearing part 3 grips a release lever 9 on, with which the locking elements 5 , 6, 7 (by pivoting the same) from the detent openings 21 are raised, and that together (whereas the engagement of the locking elements 5 . 6 . 7 into the detent openings 21 independently under the action of resilient forces, as shown by 1 was explained).

The locking elements 5 . 6 . 7 and the associated guide device 4 as well as the bearing part 3 and the release lever 9 together form the - already based 1 for another embodiment described - locking unit 1 the locking device, which along the adjustment direction E relative to the locking rail 2 is movable or displaceable. By the locking unit 1 on the one hand and the locking rail 2 On the other hand, each connected to one of two longitudinally movable seat components, the latter by means of the locking unit 1 and the locking rail 2 formed locking device are locked in different relative positions, wherein the locking means of the unlocking lever 9 for a readjustment of the relative position along the adjustment direction E can be canceled. The locking rail 2 can also be integrally formed on the associated seat component. The two seat components may in particular be two rails of a rail longitudinal guide for a motor vehicle seat.

4A shows a section of a detent opening 21 in a modified embodiment, according to which the transverse edge shown 211 the latch opening 21 does not run along the transverse direction Q but at an inclination angle n inclined thereto. The inclination angle n is in the embodiment of 4A about 3 °.

In 4B is one of the 4A corresponding section of a detent opening 21 shown, where here the considered transverse edge 211 inclined at an inclination angle n of 5 ° relative to the transverse direction Q. In both cases, in the considered section goes the inclined cross-card 211 each in a rounded corner 215 the latch opening 21 above.

Due to the inclination of the illustrated transverse edge 211 the respective detent opening 21 under an inclination angle n to the transverse direction Q approaches the transverse edge 211 starting from its center M (defined as the point of equal distance to both longitudinal edges 213 . 214 the latch opening 21 or to the corresponding transitional areas in the form of rounded corners 215 ) in the vicinity of that center when approaching the one longitudinal edge 213 or to the associated corner area 215 at the same time with a directional component e of the adjacent detent opening 21 ' at. The same applies with regard to the in 4B not shown with second transverse edge ( 212 ) of the considered detent opening 21 which advantageously also runs inclined.

The 5A . 5B and 5C each show a configuration which the 2A . 2 B or 2C, but the transverse edges 211 . 212 the detent openings 21 each inclined to the transverse direction Q, as just described by the 4A and 4B explained. Specifically, in the exemplary embodiment, the two transverse edges run 211 . 212 a respective detent opening 21 at the same angle inclined to the transverse direction Q, so that the detent openings 21 each have a parallelogram-like opening surface, but with rounded corners 215 ,

A comparison of 2A to 2C with the 5A to 5C shows that each one of the locking elements 5 . 6 . 7 which (partially) in one of the latching openings 21 submerged, offset along the transverse direction Q from the neutral position, in which it is at a transverse edge 211 . 212 the associated latching opening 21 at the center M would be present. The center M of a respective transverse edge 211 . 212 is defined as a point which is along the transverse direction Q of both longitudinal edges 213 . 214 the latch opening 21 equidistant.

That compensating movement of the corresponding locking element 5 . 6 or 7 along the transverse direction Q takes place in each case such that the respective locking element 5 . 6 . 7 in the movement along the associated transverse edge inclined relative to the transverse direction Q. 211 . 212 away from the midpoint M (and towards a rounded corner 215 the corresponding detent opening 21 ) is moved with an additional component of movement in the direction of the respective adjacent latching opening. This compensating movement of a respective locking element 5 . 6 7 (with a component of movement in the direction of the adjacent detent opening) allows a deeper immersion of the respective locking element 5 . 6 or 7 in the corresponding detent opening 21 ,

The latter in turn makes it possible to use locking elements with a comparatively small cone angle on the locking rail-side end section 51 use, which without the invention provided for the inclination of the transverse edges 211 . 212 at the detent openings 21 not dive deep enough into this. (For a reduction in the cone angle of the locking elements 5 . 6 . 7 while maintaining the diameter of the locking elements on the shaft 50 takes the cross-sectional dimension of the locking elements in the region of the locking openings 21 submerged end section 51 to.) By the choice of a comparatively small cone angle on the rear rail side end portion 51 the locking elements 5 . 6 . 7 (For example, less than 10 °) can suppress the so-called "jumping" of the locking elements from their respective latching position under the action of crash forces. And by the here provided tendency of the cross recognized 211 . 212 the detent openings 21 is at the same time a sufficient immersion depth of the locking elements 5 . 6 . 7 into the detent openings 21 reached.

The detent openings 21 In the present case, they must have a sufficient extent along the transverse direction Q, which permits that compensating movement of the locking elements 5, 6, 7. That is, the distance between the longitudinal edges 213 . 214 along the transverse direction Q must be chosen to be correspondingly large, in particular with respect to the cross-sectional dimensions of the locking elements 5 . 6 . 7 ,

To enable the compensating movement of a locking element 5 . 6 or 7 along a transverse edge 211 . 212 the associated latching opening 21 In addition, the locking elements 5 . 6 . 7 in the guide holes 41 . 42 . 43 the associated guide device 4 , compare 3A to 3C to be recorded with sufficient play. Furthermore, the bearing openings 31 . 32 . 33 in the storage part 3 a tilting of the locking elements 5 . 6 . 7 allow which with the compensatory movement along a transverse edge 211 . 212 on rastschienenseitigen end portion 51 of the respective locking element 5 . 6 . 7 accompanied. For this purpose, the bearing openings 31 . 32 . 33 of the bearing part 3 (Bearing or support plate) with sufficient clearance - based on the cross-sectional dimensions of the head-end sections of the locking elements to be accommodated therein 5 . 6 . 7 - be executed; or the bearing openings 31 . 32 . 33 can specifically an oversize (ie, a longitudinal extent) along such directions, as in the present case the transverse direction Q, along which one with the compensating movement in the associated detent opening 21 accompanying (tilting) movement is to be made possible. In this case, the compensating movement in the locking openings 21 through the specific design of the bearing openings 31 . 32 . 33 of the bearing part 3 to be controlled with.

Further advantages provided by the invention provided for inclination of the transverse edges 211 , 212 of the detent openings 21 in a crash case, eg when using the locking device in a rail longitudinal guide. Because under the action in a front or rear crash introduced forces along the adjustment direction E, the respective latched locking elements 5 . 6 or 7 initially a compensating movement along the associated, inclined transverse edge 211 . 212 execute, wherein at the same time there is a certain displacement of the corresponding locking element along the adjustment direction E, before bending of the respective locking elements takes place with effect of correspondingly large crash forces. This allows a comparatively soft collection of crash forces and also supports the immersion of a further (third) locking element as a result of crash-related displacements of the locking unit relative to the locking rail.

In this case, in a crash case along a transverse edge 211 . 212 the associated latching opening 21 displacing locking element 5 . 6 or 7 ultimately in a cross-section like a line at a rounded corner 215 the corresponding detent opening 21 support. This is the contour or the corner radius of the rounded corners 215 chosen so that the latter in about the middle radius of the locking elements 5 . 6 . 7 at its locking rail side (conically executed) end portion 51 equivalent.

In addition, the orientation of the inclined transverse edges is 211 . 212 the detent openings 21 advantageously chosen so that a respective locking element 5 . 6 or 7 in a crash-related compensation movement along the associated transverse edge 211 or 212 is displaced as a result of a front crash to the comparatively stiffer side of a rail profile and in a rear crash to the relatively less rigid rail side. For example, refer to the in 1 of the WO 2011/147991 A1 referenced rail profile, which on the left side (at reference numerals 41 - 48 ) is made stiffer than on the right side (at the reference numerals 49 - 52 ).

Looking at the present in the 5A to 5C illustrated configurations, the effects of a front and a rear crash differ in particular by which of the two interlocking locking elements 5 . 6 ( 5 ); 6, 7 ( 5B ) or 5, 7 ( 5C ) each directly under the action of the corresponding crash force against the associated inclined transverse edge 211 . 212 is pressed, it comes to the described compensation movement in the transverse direction Q. Exemplary with regard to the configuration of the figure 5A Depending on the effective direction of the crash forces along the adjustment axis E (which direction is in turn determined by the occurrence of a front or rear crash), whether that is a latched locking element 5 or the other latched locking element 6 each directly against the associated transverse edge 211 respectively. 212 is pressed and this performs a compensating movement in the transverse direction Q. The inclination of the transverse edges 211 . 212 should be chosen so that the one locking element, which due to the forces acting in a frontal crash forces against the associated transverse edge 211 or 212 is pressed along this transverse edge straight to the relatively stiffer rail side of a rail longitudinal guide moves.

The 6A and 6B show for a locking element 5 the effects on the locking rail end section 51 if, instead of a conventional cone angle k 'of, for example, 12.5 °, a comparatively smaller cone angle k of, for example, 9.5 ° is selected. Be the cross-sectional dimensions of the locking element 5 on its (cylindrical) shaft 50 maintaining, the reduction of the cone angle of k 'to k leads to the fact that the cross-sectional dimensions of the locking element 5 on rastschienenseitigen end portion 51 increase. As in the 6A and 6B indicated, accordingly, the diameter of the locking rail side end portion 51 of the locking element 5 in the area in which it typically with the transverse edge of a detent opening 21 comes into contact and which in the 6A and 6B is indicated by the line g, by a value 2 * a. The latter is for conventional dimensions of the locking elements, for example, 0.072 mm. At a transverse edge 211 with an angle of inclination to the transverse direction Q of 3 °, as in 4A represented, would be a compensating movement of the corresponding locking element 5 in the transverse direction Q along the transverse edge of about 1.28 mm necessary to the above exemplified change in dimensions on the locking rail side end portion 51 of the locking element 5 and in particular given the larger dimensions at that end section 51 nevertheless a correspondingly deep immersion of the locking element 5 to enable. At an inclination angle of 5 °, as in 4B shown, the extent of the corresponding compensating movement in the transverse direction Q would be about 0.577 mm.

That in the 7A and 7B illustrated locking element 5 is at his detention rail free end 53 , adjacent to the locking rail side conical end portion 51 , curved (with a convex curve) executed. This is at a hitting the locking element 5 on the transverse edge 212 a latching opening 21, while the locking element 5 is moved along the latching direction R, that immersion of the locking element 5 in the detent opening 21 supported and simplified.

The 8A and 8B show the locking element 5 from the 7A and 7B on the one hand completely in a detent opening 21 immersed / locked state ( 8A ) and partly in the partially locked state ( 8B ). When fully engaged, it points to a detent bar 22 (or at the transverse edge thus formed the corresponding detent opening 21 ) adjoining region of the (conically executed) locking rail side end portion 51 locally a larger radius R1 than in the partially immersed state, with the local radius R2, as can be seen from a comparison of 8A and 8B immediately results. The corner radius at the corners 215 the detent openings 21 the locking rail, compare 5A to 5C , On this basis, in particular be chosen so that it corresponds to an average value of the cross-sectional radii R1, R2, which in the case of complete or partial immersion of a locking element 5 in the associated latching opening 21 result. If a locking element (eg 5) moves into a corner due to a crash 215 the associated latching opening 21, so crash forces are transmitted there. For this purpose, a cross-sectionally linear system of the locking element 5 on the locking rail material in the corner area 215 the latch opening 21 (instead of a point-like system) advantageous. This is to be achieved by the above-described choice of the corner radius.

According to the 9A and 9B may be a respective locking element 5 at his head 52 , on its release lever 9 facing and hereby coming into contact page 52a , rounded (spherical) to be executed, on the one hand, a tilting of the locking element 5 when lifting from an associated detent opening by means of the unlocking lever 9 to prevent. Furthermore, hereby the necessary compensatory movements of the locking element 5 in the transverse direction Q, as in the 5A to 5C represented, are possible. Alternatively or additionally, those with the heads can 52 the locking elements 5 . 6 . 7 in contact areas on the release lever 9 be executed arched.

The locking elements 5 . 6 . 7 can be advantageous round, in particular circular, executed in cross section. But it is also a polygonal cross-section of the locking elements feasible. In the former case, the conical end sections form a cone (stump), in the second case a pyramid or a truncated pyramid. In this case, a slightly oblique mounting of the locking elements may be expedient to ensure a line system at the edges or corners of an associated detent opening.

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 202005003626 U1 [0011]
• DE 29910720 U1 [0014, 0058, 0059]
• WO 2011/147991 A1 [0037, 0083]

Claims (18)

Locking device for a vehicle seat adjustable along a setting direction (E), comprising - at least one latching rail (2) which has a plurality of latching openings (21) arranged one behind the other along the adjustment direction (E) and spaced relative to the latching rail (2) ) movable locking unit (1) having a plurality of independently by means of a guide device (4) guided, along the adjustment direction (E) spaced apart and with one of the latching openings (21) engageable locking elements (5, 6, 7, 8) , wherein a respective latching opening (21) by two along the adjustment direction (E) spaced transverse edges (211, 212) and by two perpendicular to the adjustment direction (E) spaced apart longitudinal edges (213, 214) is limited and wherein a respective transverse edge (211 , 212) has a center (M) which extends along the transverse edge (211, 212) from both longitudinal edges (213, 214). is equidistant, characterized in that the transverse edges (211, 212) of a respective latching opening (21) in a region around the center (M) of the respective transverse edge (211, 212) each inclined to a vertical (Q) in the adjustment direction (E) while running parallel to each other. Locking device for a vehicle seat adjustable along a setting direction (E), comprising - at least one latching rail (2) which has a plurality of latching openings (21) arranged one behind the other along the adjustment direction (E) and spaced relative to the latching rail (2) ) movable locking unit (1), the plurality of independently by means of a guide device (4) along a locking direction (R) guided along the adjustment direction (E) spaced apart and position-dependent with one of the latching openings (21) engageable locking elements (5, 6, 7, 8), wherein a respective latching opening (21) by two along the adjustment direction (E) spaced transverse edges (211, 212) and by two perpendicular to the adjustment direction (E) spaced apart longitudinal edges (213, 214) is limited and wherein a respective transverse edge (211, 212) has a midpoint (M) extending along the Que rkante (111, 112) of both longitudinal edges (211, 212) equidistant spaced, characterized in that at least one transverse edge (211, 212) of a respective detent opening (21) inclined so with respect to a vertical (Q) on the adjustment direction (E ), that a respective locking element (5, 6, 7, 8) in a movement along that transverse edge (211, 212), starting from the center (M), towards at least one of the longitudinal edges (213, 214) along the Snap-in direction (R) further immersed in the associated latching opening (21). Locking device after Claim 2 , further comprising the characterizing features of Claim 1 , Locking device according to at least one of the preceding claims, characterized in that a respective locking element (5, 6, 7, 8) in a movement along the transverse edge (211, 212) of the associated latching opening (21) in the direction of at least one of the longitudinal edges ( 213, 214) with a directional component € along the adjustment direction (E) on the adjacent latching opening (21) moves. Locking device according to any one of the preceding claims, characterized in that the latching openings (21) each having a parallelogram-shaped opening contour. Locking device according to one of the preceding claims, characterized in that the angle of inclination (n) of a respective inclined transverse edge (211, 212) of a respective latching opening (21) relative to the vertical (Q) is between 1.5 ° and 10 °. Locking device according to one of the preceding claims, characterized in that the latching openings (21) each have rounded corners (215). Locking device after Claim 7 , characterized in that the contour of the rounded corners (215) of a respective detent opening (21) is designed so that a locking element (5, 6, 7, 8) immersed therein with the edges (211, 212, 213, 214) of the Detent opening (21) along the contour of one of the rounded corners (215) in cross-section can be brought into line engagement. Locking device according to one of the preceding claims, characterized in that the locking elements (5, 6, 7, 8) as along the locking direction (R) longitudinally movably guided locking pins are executed. Locking device according to one of the preceding claims, characterized in that the locking elements (5, 6, 7, 8) taper conically towards its free end at its latching-rail-side end section (51) which can be brought into engagement with the latching openings (21). Locking device according to any one of the preceding claims, characterized in that the cone angle (k) relative to the engagement direction (R) is a maximum of 11 °. Locking device after Claim 11 , characterized in that the cone angle (k) is between 3 ° and 10 °. Locking device according to one of the preceding claims, characterized in that the locking elements (5, 6, 7, 8) are each rounded at their locking rail side free end. Locking device according to one of the preceding claims, characterized in that a respective locking element (5, 6, 7, 8) which is in engagement with a latching opening (21) is supported on one of the transverse edges (211, 212) of the relevant latching opening (21). Locking device according to one of the preceding claims, characterized in that a respective locking element (5, 6, 7, 8) at its end facing away from the locking rail (2) end portion in an associated bearing opening (31, 32, 33) of a bearing part (3) is accommodated , wherein the bearing openings (31, 32, 33) are designed such that they allow any on a transverse edge (211, 212) of the latching openings (21) forced movements of the locking element (5, 6, 7, 8). Locking device according to one of the preceding claims, characterized in that a respective locking element (5, 6, 7, 8) at its end remote from the latching rail (2) end has a head (52) which as a stop the extent of possible movement of the locking elements ( 5, 6, 7, 8) along the locking direction (R) limited and the stop surface (52 a) is curved. Seat rail for a longitudinally adjustable motor vehicle seat which is extended along a setting direction (E) and which has a plurality of latching openings (21) arranged one behind the other along the adjustment direction (E) and arranged to lock the motor vehicle seat in different seat longitudinal positions along the adjustment direction (E). by engagement of at least one locking element (5, 6, 7, 8) in the latching openings (21) of the seat rail, wherein the latching openings (21) each have two transverse edges (211, 212) on which a respective locking element (5, 6, 7, 8) in the engaged state as intended, as well as two longitudinal edges (23, 214) extending along the adjustment direction (E), whereby a quadrangular opening cross-section with pointed converging or rounded corners (215) of the detent openings (21) is formed , characterized in that the latching openings (21) a parallelogrammf Have örmigen opening cross-section by the transverse edges (211, 212) of a respective latching opening (21) each inclined to a perpendicular to the adjustment direction (E) aligned transverse direction (Q) and thereby parallel to each other. Seat rail after Claim 17 with the characterizing features of at least one of Claims 2 to 7 and 14 ,

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