DE102020202523A1 - Adjusting device for a vehicle seat - Google Patents

Abstract

An adjusting device (2) for a vehicle seat (1) comprises two adjusting assemblies (20A, 20B) which can be adjusted along a longitudinal axis (X) and are spaced apart in a width axis (Y). The adjusting device comprises at least one gear (21) arranged on one of the adjusting assemblies (20A, 20B) with a gear element (211) which is rotatably mounted about an axis of rotation (D) which is at an angle to the longitudinal axis (X) and the latitude axis (Y) spanned adjustment plane (XY) runs.

Description

The invention relates to an adjusting device for a vehicle seat according to the preamble of claim 1 and to a vehicle seat with such an adjusting device.

Such an adjustment device comprises two adjustment assemblies which can be adjusted along a longitudinal axis and are spaced apart from one another in a width axis.

Such an adjustment device is in the DE 198 15 283 A1 described. The adjustment assemblies are each designed as a pair of rails, an upper rail each being displaceable relative to a lower rail along the longitudinal axis in order to adjust the adjustment device along the longitudinal axis. For this purpose, a drive motor drives a respective drive worm via drive shafts, which meshes with a spindle nut arranged on the respective pair of rails. The drive motor and the drive shafts are arranged between the two pairs of rails.

In some applications it is desirable to use the installation space between the adjustment assemblies, e.g. the pairs of rails, for other purposes.

the US 2005/093328 A1 , the US 2008/314174 A1 and the US 2018/215287 A1 propose various solutions as to how a drive motor can be arranged offset along the longitudinal axis. In the known solutions, flexible shafts are used, some of which are relatively strongly curved, around 90 degrees. For this, a comparatively great flexibility of the material of the shafts is necessary, which, however, also allows a comparatively strong twisting of the shafts. This can result in a noticeable start-up delay and increased running noises can also result from the strong curvature.

The object of the present invention is to provide an improved adjusting device for a vehicle seat.

This object is achieved by an object with the features of claim 1.

Accordingly, the adjustment device comprises at least one gear arranged on one of the adjustment assemblies, the transmission comprising a gear element which is rotatably mounted about an axis of rotation relative to another part of the adjustment device, for example a gear housing of the transmission, the axis of rotation at an angle to the through the longitudinal axis and the latitudinal axis spanned adjustment plane runs.

This is based on the knowledge that a drive mechanism that drives the gear element does not need to be arranged on a direct line between the adjustment assemblies, but can be arranged above or below this direct line according to the angle of the axis of rotation to the adjustment plane. In this way, the space between the adjustment assemblies can be better used for other components, e.g. for components that are fixedly mounted on a vehicle floor and also for those components that extend far along the longitudinal axis. Furthermore, it is possible in this way to at least partially let the adjustment assemblies, which are e.g.

For example, the axis of rotation is inclined at an angle greater than 0 degrees and less than 90 degrees to the adjustment plane. In relation to an installation position in a vehicle, the axis of rotation points obliquely upwards or obliquely downwards.

Optionally, the axis of rotation runs at an angle of 10 to 30 degrees to the adjustment plane (e.g. between 15 and 20 degrees). These angles allow a large gain in free installation space between the adjustment assemblies with a simple structure.

The axis of rotation can in particular be aligned perpendicular to the longitudinal axis, which enables a robust and simple construction of the transmission.

The adjusting device can comprise a drive unit which is set up to set the transmission element in rotation about the axis of rotation. This enables a high level of comfort. The drive unit includes, for example, an electric motor.

Optionally, the drive unit (in relation to a state installed in a vehicle) is arranged at least predominantly or completely above (or below) the adjustment plane. In this way, a relatively large installation space can be made available.

In one embodiment, the drive unit is operatively connected to the transmission element via a flexible shaft. The flexible shaft connects an output of the drive unit with an input of the transmission. An axis of rotation of the output runs, for example, parallel to the adjustment plane, in particular parallel to the width axis. The flexible shaft has a curvature. By aligning the axis of rotation of the first gear element, the curvature of the flexible shaft can be comparatively small are held, but the installation space between the adjustment assemblies is kept free. The small curvature enables particularly good acoustic properties.

The flexible shaft may be mounted so that it has a curvature that does not have a point of inflection. This, as well as the slight curvature, enables the flexible shaft to be only slightly under tension. Furthermore, a material with a comparatively lower flexibility can be used for the flexible shaft than is necessary in the case of more strongly curved flexible shafts. The flexibility of the flexible shaft is such that the flexible shaft can be rotated while maintaining the curvature by the drive unit in order to set the first gear element in rotation about its axis of rotation.

Optionally, a gear housing is provided on which the gear element is rotatably held. The gear housing is, for example, attached to one of the rails of the respective adjustment assembly.

According to a further development, the gear housing is mounted on the corresponding adjustment assembly at an angle inclined to the adjustment plane. Alternatively, the gear housing has a section, in particular a surface section, which runs at an angle at an angle to the adjustment plane.

Optionally, two gears are provided, each of which includes a gear element that can each be rotated about an axis of rotation that runs at an angle, in particular obliquely, to the adjustment plane spanned by the longitudinal axis and the width axis. This enables a synchronous adjustment movement.

It can be provided that the gear element is designed as a worm shaft. The worm shaft can also be referred to as a drive worm. This enables the adjustment device to be set precisely. Furthermore, a relatively low torque is sufficient for the drive in this way.

The gear element is a first gear element and is in engagement with a second gear element. The second gear element can, for example, be rotated and / or extended about an axis parallel to the longitudinal axis. This enables a simple structure of the transmission.

Optionally, the second gear element is in engagement with a third gear element, in particular in such a way that it can be rotated relative thereto. This enables a stronger reduction.

The second gear element or the third gear element can be designed as a spindle. The spindle extends in particular along the longitudinal axis. A spindle allows precise adjustment along the longitudinal axis and secure locking of the set position.

The adjustment assemblies each include, for example, two interengaging rails. This enables resilient leadership.

According to one aspect, a vehicle seat is provided which comprises an adjustment device according to any configuration described herein. With regard to the advantages of this vehicle seat, reference is made to the information on the adjustment device.

• 1 eine Ansicht eines Fahrzeugsitzes;
• 2 eine perspektivische Ansicht einer Verstelleinrichtung des Fahrzeugsitzes gemäß 1;
• 3 eine Ansicht mit Blick entlang einer Längsachse der Verstelleinrichtung gemäß 2;
• 4 eine vergrößerte Ansicht eines Teils der Verstelleinrichtung gemäß 3;
• 5 eine Ansicht einer Verstellbaugruppe mit einem Getriebe der Verstelleinrichtung gemäß 4;
• 6 eine perspektivische Ansicht der Verstellbaugruppe mit einer Halteklammer für das Getriebe der Verstelleinrichtung gemäß 2;
• 7 eine perspektivische Ansicht der Verstellbaugruppe mit dem Getriebe der Verstelleinrichtung gemäß 6, wobei die Halteklammer nicht dargestellt ist;
• 8 eine perspektivische Ansicht der Verstellbaugruppe mit dem Getriebe gemäß 7, wobei drei Getriebeelemente des Getriebes gezeigt sind, sowie eine mit dem Getriebe über eine flexible Welle gekoppelte Antriebseinheit;
• 9 eine Ansicht mit Blick entlang einer Längsachse auf eine Verstellbaugruppe und ein Getriebe für die Verstelleinrichtung gemäß 2;
• 10 eine Ansicht auf Teile der Verstellbaugruppe und des Getriebes gemäß 9;
• 11 eine perspektivische Ansicht des Getriebes der Verstellbaugruppe gemäß 9; und
• 12 eine Ansicht einer Verstelleinrichtung entsprechend 2, wobei eine Antriebseinheit asymmetrisch angeordnet ist.

The idea on which the invention is based will be explained in more detail below with reference to the exemplary embodiments shown in the figures. It shows in schematic representations:

• 1 a view of a vehicle seat;
• 2 a perspective view of an adjusting device of the vehicle seat according to 1 ;
• 3 a view with a view along a longitudinal axis of the adjusting device according to FIG 2 ;
• 4th an enlarged view of part of the adjusting device according to 3 ;
• 5 a view of an adjustment assembly with a transmission of the adjustment device according to 4th ;
• 6th a perspective view of the adjustment assembly with a retaining clip for the transmission of the adjustment device according to FIG 2 ;
• 7th a perspective view of the adjustment assembly with the transmission of the adjustment device according to FIG 6th , wherein the retaining clip is not shown;
• 8th a perspective view of the adjustment assembly with the transmission according to FIG 7th , wherein three transmission elements of the transmission are shown, as well as a drive unit coupled to the transmission via a flexible shaft;
• 9 a view looking along a longitudinal axis of an adjustment assembly and a gear for the adjustment device according to FIG 2 ;
• 10 a view of parts of the adjustment assembly and the transmission according to FIG 9 ;
• 11 a perspective view of the transmission of the adjustment assembly according to 9 ; and
• 12th a view of an adjusting device accordingly 2 , wherein a drive unit is arranged asymmetrically.

An in 1 vehicle seat shown schematically 1 of a vehicle has a seat part 10 , a backrest 11 and several adjustment devices.

The backrest 11 is about an arrangement of swivel fittings 13th adjustable to the seat part 10 arranged. About the arrangement of swivel fittings 13th can the backrest 11 relative to the seat part 10 around a pivot axis S. be pivoted to adjust the inclination of the backrest 11 to the seat part 10 adjust or the backrest 11 to be brought into a pivoted forward position, for example a flat position, for example to enlarge a storage space in a vehicle.

The vehicle seat 1 includes an (optional) height adjustment device 12th with which the seat part 10 (present together with the backrest 11 ) when installed in the vehicle relative to a vehicle floor FB of the vehicle (at least) in a height axis Z is adjustable.

The vehicle seat 1 further comprises an adjustment device 2 for adjusting the vehicle seat in the direction of a longitudinal axis X . The adjustment device 2 will hereinafter be referred to as the longitudinal adjustment device. By means of the longitudinal adjustment device 2 is the seat part 10 together with the backrest 11 when installed in the vehicle relative to the vehicle floor FB of the vehicle along the longitudinal axis X adjustable. The longitudinal axis X runs perpendicular to the height axis Z .

Via the longitudinal adjustment device 2 is the (remaining) vehicle seat 1 with the vehicle floor FB connectable and connected in the example shown. The longitudinal adjustment device 2 will be explained in more detail below.

Such a vehicle seat 1 can be designed as a front seat in a vehicle. Such a vehicle seat 1 but can also be used as a rear seat in the second or third row of seats in a vehicle.

How based on 2 illustrated comprises the longitudinal adjustment device 2 of the vehicle seat 1 two along the longitudinal axis X adjustable and in a latitude axis Y spaced adjustment assemblies 20A , 20B .

The adjustment assemblies 20A , 20B are each designed as a pair of rails. In the present case, each of the adjustment assemblies comprises 20A , 20B an upper rail 200A , 200B and a bottom rail 201A , 201B . Each of the top rails 200A , 200B is on the corresponding lower rail 201A , 201B along the longitudinal axis X movably mounted. A shift in the top rails 200A , 200B relative to the respective lower rail 201A , 201B causes the adjustment of the adjustment assemblies 20A , 20B along the longitudinal axis X . On the upper rails 200A , 200B is the seat part 10 to be fastened or fastened in the installed state (e.g. via the height adjustment device 12th ). The lower rails 201A , 201B are set up for this on the vehicle floor FB to be attached.

The latitude axis Y runs perpendicular to the longitudinal axis X and perpendicular to the height axis Z . The longitudinal axis X , Latitude axis Y and elevation axis Z together form a right-angled coordinate system, which corresponds to the vehicle coordinate system in relation to a state of the vehicle seat installed in the vehicle.

The two top rails 200A , 200B are thus in one through the longitudinal axis X and the latitude axis Y Spanned plane can be moved, for easier reference as an adjustment plane XY referred to as.

To drive an adjustment movement of the adjustment assemblies 20A , 20B includes the adjustment device 2 a drive unit 22nd . The drive unit comprises a motor-gear unit with an electric motor. The drive unit 22nd is along the width direction Y considered between the two adjustment assemblies 20A , 20B arranged. The drive unit 22nd is with each of the adjustment assemblies 20A , 20B through a flexible shaft 23A , 23B coupled.

With the flexible shafts 23A , 23B it is about flex shafts. The flexible shafts 23A , 23B represent two sections of a one-piece component, but can alternatively also be designed as two separate components. The flexible shafts (sections) 23A, 23B each extend from the drive unit 22nd to the corresponding adjustment assembly 20A , 20B , in the present case each through an opening in a retaining clip 24 through which each holds a gear described in more detail below. The flexible shafts 23A , 23B have a curvature which can be clearly seen from the 3 is recognizable.

In particular, in the view of the 3 it can be seen that the two flexible shafts 23A , 23B have a curvature. In other words, the adjustment assemblies 20A , 20B and the drive unit 22nd arranged so that the flexible shafts 23A , 23B are curved. the Drive unit 22nd is like this on the vehicle seat 1 according to 1 mounted that they are relative to the top rails 200A , 200B is fixed.

The drive unit 22nd is along the height axis Z offset to the adjustment assemblies 20A , 20B arranged. With respect to an installed state, the drive unit is 22nd specifically along the height axis Z arranged higher than the adjustment assemblies 20A , 20B . This creates a free installation space B. between the adjustment assemblies 20A , 20B below the drive unit 22nd created. In this free space B. other components can be arranged, for example a fan, a carpet, a drawer, a body part or the like.

The flexible shafts 23A , 23B are each through the drive unit 22nd can be set in a rotation. The flexible shafts 23A , 23B have such flexibility that the drive unit 22nd the flexible shafts 23A , 23B rotates with the curvature and with the ends rotatably held. The flexible shafts 23A , 23B each extend from an exit 220 the drive unit 22nd up to an entrance 215 one gear each 21 on each of the adjustment assemblies 20A , 20B . The exits 220 the drive unit 22nd are in height direction Z each seen offset to, specifically arranged higher than the respective entrance 215 on the corresponding gear 21 . The flexible shafts 23A , 23B run tangentially to the exit 220 and the entrance 215 a.

In particular, based on the 2 and 3 it can be seen that the flexible shafts 23A , 23B in one direction to the gearbox 21 attack (specifically in the gear 21 intervene) at an angle to the adjustment plane XY runs. The flexible shafts 23A , 23B are each inclined to the adjustment plane XY into the corresponding gear 21 plugged in.

Each one on one of the adjustment assemblies 20A , 20B arranged gear 21 each comprise a plurality of gear elements, in particular a (first) gear element that rotates around an axis of rotation D. is rotatably mounted, which is at an angle to through the longitudinal axis X and the latitude axis Y spanned adjustment plane XY runs.

This angle to the adjustment plane XY leads to the drive unit 22nd can be arranged higher than the gearbox 21 without the flexible shafts 23A , 23B are under great tension or need to be particularly flexible.

4th illustrates in an enlarged representation with a longer double arrow the height difference along the height axis Z . It is illustrated that a central axis of rotation of the drive unit 22nd (here corresponding to the axis of rotation of the flexible shafts 23A , 23B at the exits 220 ) along the height direction Z is offset (here: higher) than an axis of rotation of a (second) gear element of the respective gear, which will be described in more detail below 21 .

A shorter double arrow in 4th illustrated using the example of one of the flexible shafts 23B their curvature. The curvature is, for example, a circular arc. Through the inclined to the adjustment plane XY arranged entrance 215 of the transmission, this curvature is comparatively small and in particular has no turning point. The flexible shafts 23A , 23B thus have no S-lay. The flexible shafts 23A , 23B are at every point in relation to the adjustment level XY convexly curved. The small curvature enables smooth running.

The length of the two double arrows shows that the (due to the obliquely aligned axis of rotation D. achievable) raising of the drive unit 22nd along the height axis Z is (significantly) greater than the curvature of the flexible shafts 23A , 23B , here with the distance of the greatest deflection from a straight line between the exit 220 the drive unit 22nd and the entrance 215 of the transmission 21 is sized.

the 5 until 8th illustrate further details of the connection of one of the flexible shafts 23B to the gearbox 21 and the transmission 21 . The other flexible wave 23A is in a corresponding manner to the corresponding, mirror-inverted gearbox 21 tied up.

One to the gearbox 21 adjacent end of the flexible shaft 23B is around the axis of rotation D. rotatable. This end of the flexible shaft 23B is in engagement with the gear element of the transmission 21 , to which subsequently as the first gear element 211 Is referenced to power this. As already mentioned, the first gear element is 211 also around the axis of rotation D. rotatable.

5 clarifies the angle α with which the axis of rotation D. to the adjustment level XY (and to the latitude axis Y ) is inclined. The angle α is more than 5 degrees, in the present case between 15 and 20 degrees, or depending on the distance between the adjustment assemblies 20A , 20B and the shape and size of the free space required B. e.g. between 10 and 30 degrees.

6th shows the adjustment assembly 20B with the top rail 200B and the lower rail 201B , with the one on the top rail 200B attached, in particular welded, retaining clip 24 The gear 21 holds in an inclined position.

In 7th is the retaining clip 24 not shown, so a look at the transmission 21 is released. There are two gear elements 211 , 212 of the transmission 21 recognizable. With the first gear element 211 that is in engagement with the flexible shaft 23B it is a worm shaft. A second gear element 212 is designed in the form of a worm wheel that connects to the first gear element 211 is in meshing engagement. One rotation of the first gear element 211 around the axis of rotation D. (relative to the adjustment plane XY ) causes the second gear element to rotate 212 around the longitudinal axis X .

The second gear element 212 in the present case also forms a spindle nut and is in engagement with a third gear element designed as a spindle 213 (see in particular 5 and 8th ). The third gear element 213 is along the longitudinal axis X aligned. The first and the second transmission element 211 , 212 can be rotated on the upper rail 200B held while the third gear element 213 on the lower rail 201B (rotationally fixed) is attached. This causes the first gear element to rotate 211 around the axis of rotation D. that the rails 200B , 201B along the longitudinal axis X moved relative to each other.

The first gear element 211 and the second gear element 212 are rotatable on a gear housing 210 of the transmission 21 stored. The gearbox 210 is in a cutout of the top rail 200B inserted so that it is in the direction of the longitudinal axis X is positively held on it. The cutout extends through an upper side and partial areas of two side sections of the upper rail 200B . The box-shaped gearbox 210 is about the angle α relative to the adjustment plane XY inclined. Parts of the gear housing 210 stand at an angle from the cutout of the upper rail 200B emerged. The first gear element 211 is like this on the gearbox housing 210 rotatably mounted that the axis of rotation D. parallel to an upper side and perpendicular to a side surface of the gear housing 210 is aligned (see e.g. 5 ). The retaining clip 24 locks the gear housing 210 in a position in which the axis of rotation D. of the first gear element 211 at an angle α relative to the adjustment plane XY stands. This means that gear housings of the same design can be used 210 can be used for different angular positions, with only the retaining clip 24 according to the angle α is formed and / or attached. This means that a particularly large number of identical parts can be used across all series. It is also possible by making the cutout and mounting the retaining clip 24 possible in a simple manner to retrofit existing longitudinal adjustment devices accordingly.

the 9 until 11 illustrate an alternative embodiment of a transmission housing 210 ' , which here has a box-shaped body that is completely within the rails 200B , 201B is arranged. The main body of the gearbox housing 210 ' is upright and not at an angle to the adjustment plane XY aligned. Just a section 214 of the gear housing 210 ' runs diagonally to the adjustment plane XY . There is a recording of the gearbox housing 210 ' for the first gear element 211 designed so that the first transmission element received therein 211 around the inclined to the adjustment plane XY aligned axis of rotation D. is rotatable when the gear housing (form-fitting) in the upper rail 200B is used. This means that there is no need for an additional retaining clip and a more compact structure is possible.

11 shows the complete gear housing 210 ' with the first and second gear elements mounted thereon 211 , 212 while in 9 only a bearing section of the gear housing 210 ' for the second gear element 212 is shown. 10 shows the first, second and third transmission element 211 , 212 , 213 engaged with each other, the gear housing 210 ' and the top rail 200B are not shown.

12th illustrates that in addition to a symmetrical arrangement of the drive unit 22nd between the adjustment assemblies 20A , 20B an asymmetrical arrangement is also possible. Here are the flexible shafts 23A , 23B different lengths, while they can be the same length in a symmetrical arrangement. The axes of rotation D. of the respective first transmission elements 211 the gearbox 21 the first and second adjustment assembly 20A , 20B can (with a symmetrical or asymmetrical arrangement of the drive unit 22nd ) be the same or different in amount.

It should be mentioned that it is possible that, as shown in the figures, the third transmission element 213 designed as a spindle and on the lower rail 201A , 201B is attached, which represents a floor rail here. Alternatively, however, it is also possible to use the third gear element designed as a spindle 213 on the top rail 200A , 200B to attach as a seat rail while the gear housing 210 ; 210 ' then not on the upper rail 200A , 200B but on the lower rail 201A , 201B is attached. It is also possible for the second gear element to be designed in the form of a spindle rotatably mounted on the upper or lower rail and by the first gear element 211 is driven, while the third gear element is designed in the form of a spindle nut and is non-rotatably attached to the other rail.

List of reference symbols

1

Vehicle seat

10

Seat part

11

backrest

12th

Height adjustment device

13th

Swivel fitting

2

(Longitudinal) adjustment device

20A, 20B

Adjustment assembly

200A, 200B

top rail

201A, 201B

lower rail

21

transmission

210; 210 '

Gear housing

211

first gear element

212

second gear element

213

third gear element

214

section

215

entry

22nd

Drive unit

220

exit

23A, 23B

flexible shaft

24

Retaining clip

B.

Installation space

D.

Axis of rotation

FB

Vehicle floor

S.

Swivel axis

X, Y, Z

Longitudinal axis, latitude axis, height axis

XY

Adjustment level

α

angle

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• DE 19815283 A1 [0003]
• US 2005093328 A1 [0005]
• US 2008314174 A1 [0005]
• US 2018215287 A1 [0005]

Claims (17)

Adjusting device (2) for a vehicle seat (1), with two adjustment assemblies (20A, 20B) adjustable along a longitudinal axis (X) and spaced apart in a width axis (Y), characterized by at least one arranged on one of the adjustment assemblies (20A, 20B) Gear (21) with a gear element (211) which is rotatably mounted about an axis of rotation (D) which extends at an angle to the adjustment plane (XY) spanned by the longitudinal axis (X) and the width axis (Y). Adjusting device (2) Claim 1 , characterized in that the axis of rotation (D) is aligned obliquely to the adjustment plane (XY). Adjusting device (2) Claim 1 or 2 , characterized in that the axis of rotation (D) extends at an angle (α) of 10 to 30 degrees to the adjustment plane (XY). Adjusting device (2) according to one of the preceding claims, characterized in that the axis of rotation (D) is oriented perpendicular to the longitudinal axis (X). Adjusting device (2) according to one of the preceding claims, characterized by a drive unit (22) which is set up to set the gear element (211) in rotation about the axis of rotation (D). Adjusting device (2) Claim 5 , characterized in that the drive unit (22) is arranged at least predominantly or completely above the adjustment plane (XY). Adjusting device (2) Claim 5 or 6th , characterized in that the drive unit (22) is operatively connected to the gear element (211) via a flexible shaft (23A, 23B). Adjusting device (2) Claim 7 , characterized in that the flexible shaft (23A, 23B) has a curvature with no point of inflection. Adjusting device (2) according to one of the preceding claims, characterized in that the gear (21) comprises a gear housing (210; 210 ') on which the gear element (211) is rotatably held. Adjusting device (2) Claim 9 , characterized in that the gear housing (210; 210 ') is mounted at an angle inclined to the adjustment plane (XY) on one of the adjustment assemblies (20A, 20B) or has a section (214) which is inclined at an angle to the adjustment plane ( XY). Adjusting device (2) according to one of the preceding claims, characterized by two gears (21) each with a gear element (211) which is rotatable about a respective axis of rotation (D) which is at an angle, in particular obliquely, to the longitudinal axis (X ) and the latitude axis (Y) spanned adjustment plane (XY). Adjusting device (2) according to one of the preceding claims, characterized in that the gear element (211) is designed as a worm shaft. Adjusting device (2) according to one of the preceding claims, characterized in that the gear element (211) is a first gear element (211) and engages with a second gear element (212) which is rotatable about an axis parallel to the longitudinal axis (X) . Adjusting device (2) Claim 13 , characterized in that the second gear element (212) is in engagement with a third gear element (213) rotatably relative thereto. Adjusting device (2) Claim 14 , characterized in that the second gear element (212) or the third gear element (213) is designed as a spindle. Adjusting device (2) according to one of the preceding claims, characterized in that the adjusting assemblies (20A, 20B) each comprise two mutually engaging rails (200A, 200B, 201A, 201B). Vehicle seat (1), characterized by an adjusting device (2) according to one of the preceding claims.

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