DE102017223537A1 - SEAT UNIT FOR A VEHICLE, ESPECIALLY AN AIRCRAFT - Google Patents

Abstract

The invention relates to a seat unit (100) for a vehicle, in particular an aircraft, the seat unit (100) comprising at least one vehicle seat (200) and a base device (300), wherein the base device (300) on a vehicle structure (F), in particular a At least one vehicle seat (200) is fastened to the base device (300), wherein the vehicle seat (200) is adjustable in at least two different seating positions, and the vehicle seat (200) in at least one seating position, in particular a starting position. and landing position, by means of at least one additional locking device (290, 291) with the base device (300) is lockable, wherein the at least one additional locking device (290, 291) comprises a deformation element (294, 296) for absorbing kinetic energy by plastic deformation.

Description

The invention relates to a seat unit for a vehicle, in particular an aircraft, the seat unit having at least one vehicle seat and a base device, wherein the base device to a vehicle structure, in particular an aircraft floor, fastened and the at least one vehicle seat is attachable to the base device, wherein the vehicle seat is adjustable in at least two different seating positions, and the vehicle seat in at least one seating position, in particular a start and landing position, by means of at least one additional locking device with the base device is lockable.

State of the art

From the EP 1 190 944 A1 is a seat base kinematics for a vehicle seat, in particular a passenger seat, known, having an energy absorption device in the form of a multi-part strut. The seat sub-kinematics comprises a coupling gear, the coupling gear having a front swing assembly and a rear swing assembly. The two rocker assemblies connect a seat cushion support to a base device of the vehicle seat. The base device is connectable by means of front feet and rear feet to a vehicle structure, in particular an aircraft floor. The strut extends diagonally between the two rocker assemblies and couples them so that in normal use of the vehicle seat no relative movement between the two rocker assemblies is possible. However, the strut elongates when, for example due to an accident, a tensile force acts on the strut exceeding a predetermined value. By the long strut then takes place a limited relative movement between the front swing assembly and the rear swing assembly and an energy absorption in the deforming strut. Due to this energy absorption, the front feet and the rear feet are less stressed during the accident. A largely identical seat underbody kinematics with an energy absorption device is also from the EP 0 423 348 B1 known.

From the DE 197 06 786 C1 a locking device for folding backrests is known, with a fixed bracket and a mounted on the backrest lock, which has a rotary latch which is rotatably mounted in a housing of the lock and having a receptacle for the bracket, and a movable locking member which in his Blocking blocked the rotary latch in a latch position and releases in its unlocked position the rotary latch for an opening movement. The rotary latch has an additional support, which is supported on the housing with a locked rotary latch a tensile force applied over the bracket. The bracket is a closed wire bow, which deforms limited when exceeding a certain tensile force in the pulling direction.

The DE 42 39 141 A1 discloses a seat unit for vehicles, in particular for aircraft, with at least two passenger seats, which are mounted in a bench-like arrangement by means of a common base device at an area of the vehicle next to each other. By means of quick-release fastening devices, at least one of the passenger seats can be detachably connected to the base device independently of the adjacent passenger seat.

task

The invention is based on the object to provide a seat unit for a vehicle, in particular an aircraft available, wherein in the case of high forces acting on the vehicle seat forces, especially during an accident, the loads on components of the vehicle seat, in particular on a Längseinstellvorrichtung of the vehicle seat, are reduced. In particular, the forces acting on a vehicle structure to which the seat unit is fastened during an accident should also be limited.

solution

This object is achieved by a seat unit for a vehicle, in particular an aircraft, the seat unit comprising at least a vehicle seat and a base device, wherein the base device to a vehicle structure, in particular an aircraft floor, is fastened and the at least one vehicle seat is attachable to the base device, wherein the vehicle seat is adjustable in at least two different seating positions, and the vehicle seat in at least one seating position, in particular a start and landing position, by means of at least one additional locking device with the base device is lockable, wherein the at least one additional locking device comprises a deformation element for absorbing kinetic energy by plastic deformation having.

Characterized in that the at least one additional locking device comprises a deformation element for absorbing kinetic energy by plastic deformation, the components of the vehicle seat in at least one seating position are protected against excessive load during an accident. In addition, a connection of the base device to the vehicle structure and thus the vehicle structure is protected from excessive loads.

The at least one seating position is preferably a start and landing position in a seat unit for an aircraft (seat unit with passenger seat). A take-off and landing position should be understood to mean, in particular, an upright position of the passenger seat which must be assumed for safety reasons, in particular before and during a take-off phase of the aircraft, in a landing phase of the aircraft and during turbulence. Here are in the takeoff and landing position, a backrest of the passenger seat and a seat of the passenger seat substantially perpendicular to each other, preferably at an angle of between ninety degrees and one hundred and five degrees. The start and landing position can form a sitting position from which the passenger seat is maximally adjustable, in particular can be transferred to a reclining position. In particular, a lying position should be understood to mean a substantially horizontal position of the passenger seat, in which both the seat surface and the backrest of the passenger seat are oriented essentially parallel to one another and merge into one another. Often the take-off and landing position is also referred to as TTL position, where TTL is an abbreviation for the English term "taxi take-off and landing". The aircraft may be an aircraft. The aircraft may be an airship. The aircraft can be a helicopter.

The base device can be fastened to a vehicle structure, in particular an aircraft floor, in particular an aircraft floor. Fastening can mean both a fastening that can be released to the vehicle structure after attachment of the seat unit, in particular by means of screws or quick-release fasteners, as well as fastening that is not detachable after fastening the seat unit to the vehicle structure, in particular by means of a welded connection.

The at least one vehicle seat can be fastened to the base device. Fastening can mean both a releasable after attachment of the vehicle seat to the base device fastening, in particular by means of screws or quick fasteners, as well as after the attachment of the vehicle seat to the base device insoluble attachment, in particular by means of a welded joint mean.

A deformation element for the absorption of kinetic energy by plastic deformation is understood to mean a component that not only elastically but also plastically deforms when a limit force acting on the component is exceeded, whereby energy is converted, in particular converted into heat energy.

The at least one vehicle seat preferably has a longitudinal adjustment device by means of which the vehicle seat can be adjusted in length. By means of the longitudinal adjustment device, the vehicle seat can be moved in different longitudinal adjustment positions in a longitudinal direction, which runs in particular largely parallel to a direction of travel or direction of flight. In an embodiment of the vehicle seat as a passenger seat, the start and landing position comprises in particular a rearmost longitudinal adjustment position.

The Längseinstellvorrichtung may comprise at least one seat rail assembly with a first seat rail and a relative to the first seat rail sliding second seat rail. A seat track assembly may include a first seat track, a slide slidably mounted relative to the first seat track, and a second seat track slidably mounted relative to the slide and relative to the first seat track. The first seat rail is preferably attachable to the base device. Preferably, the first seat rail by means of at least one rail adapter with the base device screwed. By means of one or more screw connections, the seat rail arrangement can be fastened inexpensively and detachably to the base device. Preferably, the Längseinstellvorrichtung on exactly two seat rail assemblies.

Preferably, the deformation element is firmly connected to the base device. The deformation element can be screwed to the base device. The deformation element can be welded to the base device. Alternatively, however, the deformation element can also be fastened to the vehicle seat and be longitudinally adjustable together with the vehicle seat relative to the base device.

An auxiliary locking device is a locking device which is arranged on the seat unit in addition to at least one further locking device of the seat unit. The at least one further locking device of the seat unit can act positively or non-positively. The at least one further locking device of the seat unit may be an electric motor driven adjustment device, for example, an electric motor driven pinion rack drive a Längsverstellers. The electric motor driven adjustment device can be designed to be self-locking or designed outside a self-locking. Preferably, the at least one further locking device is effective in all seat positions of the vehicle seat. Preferably, the additional locking device is effectively locked only in the start and landing position.

The at least one additional locking device may comprise a pawl and a locking element which can be locked by means of the pawl. Preferably, the pawl is hinged to the vehicle seat and the counter-element attached to the base device. Alternatively, the pawl may be hinged to the base apparatus and the mating member secured to the vehicle seat.

The additional locking device may comprise a known rotary latch lock and a bolt or a bracket as a counter element. The latch can also be referred to as a catch. The pawl may be articulated to the at least one vehicle seat. The pawl may be longitudinally adjustable with the at least one vehicle seat relative to the base device. The counter element can be firmly connected to the base device.

The counter element may be the deformation element. The counter element can be a wire bow. The counter element may be a wire bow, which is angled several times and plastically deformed when exceeding a force acting on the wire hanger. The material, the diameter, the other dimensions and the shape of the wire bracket affect the stiffness and strength of the wire hanger.

The at least one vehicle seat can be locked to the base device by means of at least two additional locking devices. The at least one vehicle seat can be locked by means of exactly two additional locking devices with the base device. The vehicle seat may include a longitudinal adjustment device with exactly two seat rail assemblies. In the area of each seat rail arrangement, exactly one additional locking device can be arranged. In the area of each seat rail arrangement, exactly one deformation element can be arranged. The deformation elements can have the same rigidity with each other.

The deformation elements may have different stiffnesses with each other. The base device can be connectable to the vehicle structure by means of at least one fastening device. Preferably, the deformation element with a lower rigidity is arranged closer to the at least one fastening device than the deformation element with the higher rigidity. This makes sense in the case of an asymmetrical introduction of force into the vehicle seat, and makes it possible, for example, to uniformly load a plurality of fastening devices for fastening the base device to the vehicle structure.

The seat unit may have exactly one base device and at least two vehicle seats that are attachable to the base device. The at least two vehicle seats can be independently fastened to the base device. Each vehicle seat of the at least two vehicle seats may be lockable in the take-off and landing position by means of at least one additional locking device associated with the vehicle seat with the base device. Several additional locking devices can share exactly one deformation element. This is especially true in a formation of the deformation element as a counter element for a pawl.

Figures and embodiments of the invention

Before describing embodiments of the invention in more detail with reference to drawings, it should first be noted that the invention is not limited to the described components. Furthermore, the terminology used is not a limitation, but has only exemplary character. Insofar as the singular is used below in the description and the claims, the plural is included in each case, unless the context explicitly excludes this.

• 1: eine perspektivische Ansicht einer erfindungsgemäßen Sitzeinheit vor einer Montage eines Fahrzeugsitzes an eine Basisvorrichtung, sowie vor einer Montage der Basisvorrichtung an eine ausschnittsweise dargestellte Fahrzeugstruktur,
• 2: eine perspektivische Ansicht der Sitzeinheit aus 1 in einem montierten Zustand,
• 3: eine perspektivische Darstellung eines als ein Gegenelement einer ersten Zusatzverriegelungsvorrichtung ausgebildeten ersten Deformationselements,
• 4: eine Seitenansicht des Deformationselements aus 3,
• 5: eine Rückansicht des Deformationselements aus 3,
• 6: eine perspektivische Darstellung eines als ein Gegenelement einer zweiten Zusatzverriegelungsvorrichtung ausgebildeten zweiten Deformationselements,
• 7: eine Seitenansicht des Deformationselements aus 6, und
• 8: eine Rückansicht des Deformationselements aus 6.

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

• 1 FIG. 2: a perspective view of a seat unit according to the invention before a vehicle seat is mounted on a base device, and before a mounting of the base device to a vehicle structure shown in detail, FIG.
• 2 : a perspective view of the seat unit 1 in a mounted state,
• 3 FIG. 2 is a perspective view of a first deformation element formed as a counter element of a first additional locking device. FIG.
• 4 : a side view of the deformation element 3 .
• 5 : a rear view of the deformation element 3 .
• 6 FIG. 2 is a perspective view of a second deformation element formed as a counter element of a second additional locking device. FIG.
• 7 : a side view of the deformation element 6 , and
• 8th : a rear view of the deformation element 6 ,

The in the 1 and 2 illustrated seat unit 100 is described below using three mutually perpendicular spatial directions. A longitudinal direction x runs on a seat unit installed in the vehicle 100 largely horizontally and preferably parallel to a vehicle longitudinal direction, which corresponds to the usual direction of travel or direction of flight of the vehicle. One to the longitudinal direction x vertical transverse direction y is also horizontally aligned in the vehicle and runs parallel to a vehicle transverse direction. A vertical direction z is perpendicular to the longitudinal direction x and perpendicular to the transverse direction y , For a seat unit installed in the vehicle 100 the vertical direction runs z parallel to the vehicle's vertical axis.

The position and direction used, such as front, rear, top and bottom refer to a viewing direction of one on the seat unit 100 seated occupants in normal seating position, with the seat unit 100 installed in the vehicle, in a suitable for passenger transport use position with upright backrest and as usual aligned in the direction of travel or in the direction of flight. The seat unit according to the invention 100 However, it can also be installed in a different orientation, for example, transversely to the direction of travel or flight direction.

The seat unit 100 is presently designed as a seat unit for an aircraft, in particular an aircraft. The seat unit 100 in the present case comprises a vehicle seat 200 and a base device 300 ,

The basic device 300 is on a vehicle structure F , in particular an aircraft floor, attachable. The vehicle seat 200 is at the base device 300 fixable. The vehicle seat 200 is adjustable in different seating positions. In one in the 1 and 2 shown start and landing position is the vehicle seat 200 in the manner described in more detail below by means of two additional locking device 290 . 291 with the base device 300 lockable. A start and landing position should be understood to mean an upright position of the passenger seat, which must be assumed for safety reasons, in particular in a take-off phase of the aircraft, in a landing phase of the aircraft and during turbulence. Here are in the takeoff and landing position, a backrest of the passenger seat and a seat of the passenger seat substantially perpendicular to each other.

The vehicle seat 200 is largely mirror image of a perpendicular to the transverse direction y extending mirror plane in the transverse direction y viewed through the center of the vehicle seat 200 runs. Subsequently, therefore, with respect to the kinematics components of the vehicle seat 200 only one side of the vehicle seat 200 described.

The vehicle seat 200 has a seat frame structure 210 and a backrest structure 220 on. The seat frame structure 210 carries a not shown in the figures, related upholstery as a seat. The backrest structure 220 carries a not shown in the figures, related upholstery of the backrest. The upholstery of the backrest and the seat can be multi-part or designed as a common pad.

The backrest structure 220 has a lower backrest frame 222 and an upper backrest frame 224 on. The lower backrest frame 222 and the upper backrest frame 224 are about an upper lean axis of rotation 226 parallel to the transverse direction y runs, relative to each other pivotally, whereby the backrest has an adjustable shoulder rest. The lower backrest frame 222 and with it the upper backrest frame 224 are together around a lower backrest pivot axis 228 parallel to the transverse direction y runs, relative to each other pivotally, whereby the backrest is tilt adjustable.

A first coupling gear 230 steers the seat frame structure 210 and thus also the backrest structure 220 swiveling on one foot 240 on. The foot 240 is at a Längseinstellvorrichtung 250 attached. By means of the longitudinal adjustment device 250 is the vehicle seat 200 opposite the base device 300 longitudinally adjustable, that is in particular in a largely to the longitudinal direction x displaceable parallel direction. Present is the Längseinstellvorrichtung 250 electrified and driven by an electric drive, for example by means of a spindle spindle nut drive or a pinion rack drive. The electric drive can be designed to be self-locking, so that one parallel to the longitudinal direction x on the vehicle seat 200 acting force not to a longitudinal adjustment of the vehicle seat 200 leads. Alternatively, the electric drive may be designed outside the self-locking, so that one parallel to the longitudinal direction x on the vehicle seat 200 acting force to a longitudinal adjustment of the vehicle seat 200 leads. In the latter case, the vehicle seat 200 in normal operation by friction within the Längseinstellvorrichtung 250 held in the previously set longitudinal position.

The longitudinal adjustment device 250 has a seat rail assembly, each with a first seat rail on both sides of the seat 252 and a relative to the first seat rail 252 sliding second seat rail 254 on. Every first seat rail 252 is by means of two rail adapters 256 at the base device 300 fixable. In the assembled state of the seat unit 100 are the first seat rails 252 firmly with the base device 300 connected, preferably screwed. Kinematically considered is the first seat rail 252 thus the basic device 300 assigned and the second seat rail 254 the vehicle seat 200 assigned. In the present case is between the first seat rail 252 and the second seat rail 254 a sled arranged. The carriage is relative to the first seat rail 252 slidably mounted. The second seat rail 254 is relative to the carriage and relative to the first seat rail 252 slidably mounted. As a result, a large Längseinstellbereich can be achieved.

The second seat rails 254 wear one foot each 240 , A second coupling gear 260 connects the seat frame structure 210 with the backrest structure 220 such that an inclination of the seat frame structure 210 relative to the foot 240 from a relative inclination between the lower back frame 222 and the seat frame structure 210 is dependent. An inclination adjustment of the backrest structure 220 thus causes the second coupling gear 260 also a change in inclination of the seat frame structure 210 relative to the foot 240 and thus to the Längseinstellvorrichtung 250 and to the base device 300 ,

A lower leg support structure 270 a lower leg support is pivotable about an axis of rotation 272 parallel to the transverse direction y runs, with the seat frame structure 210 connected. The lower leg support structure 270 carries a not shown in the figures, related upholstery. The upholstery of the backrest, the seat and the lower leg support may be multi-part or designed as a common pad.

The upper lean axis of rotation 226 , the lower arm pivot axis 228 and the rotation axis 272 are each by at least one fitting 280 educated. The upper lean axis of rotation 226 is through a fitting 280 and a pivot bearing 281 educated. The fitting 280 the upper lean axis of rotation 226 is preferably designed as a catch fitting, such as from the WO 2014/053400 A1 known. The lower arm pivot axis 228 and the rotation axis 272 are each by two fittings 280 educated. The fittings 280 the lower arm pivot axis 228 and the axis of rotation 272 are preferably formed as a rotary fitting, such as from WO 2012/110213 A2 known. The fittings 280 the lower arm pivot axis 228 and the axis of rotation 272 are each by an electric motor 282 and a transmission shaft serving as a transmission shaft 284 drivable.

The basic device 300 includes a rectangular frame 310 made of two side rails 312 and two crossbeams 314 is formed. The frame 310 has four consoles 320 on to which the rail adapters 256 the longitudinal adjustment device 250 are fastened and in the assembled state of the seat unit 100 fastened, preferably screwed, are.

In four corner areas of the rectangular frame 310 has the base device 300 each a fastening device 330 for connecting the base device 300 with the vehicle structure F on. The fastening device 330 is in this case a screw, but may also be a per se known quick-fastening system.

By means of the two additional locking devices 290 . 291 is the vehicle seat 200 in the start and landing position of the vehicle seat 200 with the base device 300 lockable. The auxiliary locking devices 290 . 291 Relieve in particular the two seat rail assemblies of the longitudinal adjustment 250 and protect them at a high on the vehicle seat 200 acting force from damage. In addition, the over the fastening devices 330 in the vehicle structure F introduced forces reduced, which in particular the vehicle structure F protects against damage due to overload.

A first auxiliary locking device 290 is in a transverse direction y considered outside Area of the seat unit 100 arranged. The first auxiliary locking device 290 has a latch 292 and one by means of the latch 292 lockable first counter element 340 on. The handle 292 is pivotable on the vehicle seat 200 hinged. The handle 292 is for example part of a known rotary latch lock, preferably on the on the seat side of the first additional locking device 290 arranged foot 240 is attached. The first counter element 340 is presently designed as a wire bow and with the base device 300 connected, in this case with the rear cross member 314 and one of the consoles 320 welded. The first counter element 340 is at the same time a first deformation element 294 , In modifications of the embodiment, the deformation element is not formed by the counter-element, but for example by a console, a pawl or other components of a pawl comprehensive rotary latch lock.

A second additional locking device 291 is in a transverse direction y considered inner area of the seat unit 100 arranged. The second auxiliary locking device 291 also has a latch 292 and one by means of the latch 292 Lockable second counter element 350 on. The handle 292 For example, is part of a known rotary latch lock, preferably on the on the seat side of the second additional locking device 291 arranged foot 240 is attached. The second counter element 350 is presently designed as a wire bow and with the base device 300 connected, in this case with the rear cross member 314 and one of the consoles 320 welded. The second counter element 350 is at the same time a second deformation element 296 , In modifications of the embodiment, the deformation element is not formed by the counter-element, but for example by a console, a pawl or other components of a pawl comprehensive rotary latch lock.

The two as deformation elements 294 . 296 designed counter element 340 . 350 have a different stiffness and thus a different deformation behavior under the influence of high forces through the kink 292 on.

The first counter element 340 has a locking portion 342 to interact with the associated latch 292 on. The locking section 342 runs parallel to the transverse direction y , The locking section 342 is by means of a first carrier 344 and a second carrier 345 at each one attachment portion 346 attached. The two attachment sections 346 run parallel to the longitudinal direction x and parallel to each other. The locking section 342 , the first carrier 344 , the second carrier 345 and the two attachment sections 346 are present wire sections of a one-piece, bent wire. The two carriers 344 . 345 are each angled twice. The locking section 342 is in the transverse direction y narrower than the distance between the two attachment sections 346 to each other.

The second counter element 350 has a locking portion 352 to interact with the associated latch 292 on. The locking section 352 runs parallel to the transverse direction y , The locking section 352 is by means of a first carrier 354 and a second carrier 355 at each one attachment portion 356 attached. The two attachment sections 356 run parallel to the longitudinal direction x and parallel to each other. The locking section 352 , the first carrier 354 , the second carrier 355 and the two attachment sections 356 are present wire sections of a one-piece, bent wire. The two carriers 354 . 355 are each angled exactly once and thus have a higher stiffness than the two angled two carriers 344 . 345 of the first counter element 340 , The locking section 352 is in the transverse direction y narrower than the distance between the two attachment sections 356 to each other.

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.

Although the invention has been described in detail in the drawings and the foregoing description, the illustrations are illustrative and exemplary and not limiting. In particular, the choice of the proportions of the individual elements shown in the drawing should not be construed as necessary or restrictive. Furthermore, the invention is not limited in particular to the illustrated embodiments. Other variants of the invention and their execution will become apparent to those skilled in the art from the foregoing disclosure, the drawings and the claims.

Terms used in the claims, such as "comprising," "having," "including," "containing," and the like, do not exclude other elements or steps. The use of the indefinite article does not exclude a majority. A single device can perform the functions of several units or devices mentioned in the claims.

LIST OF REFERENCE NUMBERS

100

seating unit

200

vehicle seat

210

Seat frame structure

220

Backrest structure

222

lower back frame

224

Upper backrest frame

226

upper lean axis of rotation

228

lower lean axis of rotation

230

first coupling gear

240

foot

250

lengthways

252

first seat rail

254

second seat rail

256

rail adapter

260

second coupling mechanism

270

Lower leg support structure

272

axis of rotation

280

fitting

281

pivot bearing

282

electric motor

284

transmission rod

290

first auxiliary locking device

291

second auxiliary locking device

292

pawl

294

first deformation element

296

second deformation element

300

based device

310

frame

312

longitudinal beams

314

crossbeam

320

console

330

fastening device

340

first counter element

342

locking section

344

first carrier

345

second carrier

346

attachment section

350

second counter element

352

locking section

354

first carrier

355

second carrier

356

attachment section

F

vehicle structure

x

longitudinal direction

y

transversely

z

vertical direction

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

• EP 1190944 A1 [0002]
• EP 0423348 B1 [0002]
• DE 19706786 C1 [0003]
• DE 4239141 A1 [0004]
• WO 2014/053400 A1 [0035]
• WO 2012/110213 A2 [0035]

Claims (10)

Seat unit (100) for a vehicle, in particular an aircraft, the seat unit (100) comprising at least one vehicle seat (200) and a base device (300), wherein the base device (300) on a vehicle structure (F), in particular an aircraft floor, attachable and the at least one vehicle seat (200) being attachable to the base device (300), the vehicle seat (200) being adjustable in at least two different seating positions, and the vehicle seat (200) being in at least one seating position, in particular a takeoff and landing position at least one auxiliary locking device (290, 291) with the base device (300) is lockable, characterized in that the at least one additional locking device (290, 291) has a deformation element (294, 296) for absorbing kinetic energy by plastic deformation. Seat unit (100) after Claim 1 , characterized in that the at least one vehicle seat (200) has a Längseinstellvorrichtung (250), by means of which the vehicle seat (200) is longitudinally adjustable, in particular the vehicle seat (200) in the start and landing position occupies a rearward Längseinstellposition. Seat unit (100) after Claim 2 characterized in that the longitudinal adjustment device (250) comprises at least one seat track assembly having a first seat track (252) and a second seat track (254) displaceable relative to the first seat track (252), the first seat track (252) being attached to the base device (300 ), in particular the first seat rail (252) by means of at least one rail adapter (256) with the base device (300) can be screwed. Seat unit (100) according to one of the preceding claims, characterized in that the deformation element (294, 296) is fixedly connected to the base device (300), in particular the deformation element (294, 296) screwed to the base device (300) and / or welded is. Seat unit (100) according to one of the preceding claims, characterized in that the at least one additional locking device (290, 291) has a pawl (292) and a means of the pawl (292) lockable counter element (340, 350). Seat unit (100) according to one of Claim 5 characterized in that the pawl (292) is hinged to the at least one vehicle seat (200) and is longitudinally adjustable with the at least one vehicle seat (200) opposite the base device (300), and the mating element (340, 350) fixed to the vehicle Base device (300) is connected. Seat unit (100) after Claim 5 or 6 , characterized in that the counter element (340, 350) is a deformation element (294, 296), in particular the counter element (340, 350) is a wire bow. Seat unit (100) according to one of the preceding claims, characterized in that the at least one vehicle seat (200) by means of at least two additional locking device (290, 291) with the base device (300) is lockable, wherein the deformation elements (294, 296) with each other different stiffnesses respectively. Seat unit (100) after Claim 8 , characterized in that the base device (300) by means of at least one fastening device (330) with the vehicle structure (F) is connectable, and the deformation element (294) with the lower rigidity closer to the at least one fastening device (330) is arranged as the deformation element (296) with the higher stiffness. Seat unit (100) according to one of the preceding claims, characterized in that the seat unit (100) has exactly one base device (300) and at least two vehicle seats (200) which can be fastened to the base device (300) and at least one of the at least two vehicle seats (200) by means of at least one additional locking device (290, 291) with the base device (300) is lockable.

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