DE102021119681A1 - LONGITUDINAL ADJUSTER FOR A VEHICLE SEAT AND VEHICLE SEAT - Google Patents

Abstract

The invention relates to a longitudinal adjuster (6) for a vehicle seat (1), in particular a motor vehicle seat, the longitudinal adjuster (6) having a pair of rails (10), which have a seat rail (14) that can be connected to the vehicle seat (1) and a floor rail that can be connected to a vehicle floor (12) on which the seat rail (14) is displaceably guided, the longitudinal adjuster (6) having a drive device for adjusting the seat rail (14) relative to the floor rail (12), and the drive device having a motor (30), a gear unit (40), a spindle block (24) which is fixed to the floor rail (12) or to the seat rail (14) and has an internal thread (26), and an external thread (24) which is operatively connected to the internal thread (26) of the spindle block (24). 22) having spindle (20), and the spindle (20) is rotatably mounted in the spindle block (24) along a spindle axis (A3), wherein a motor shaft (32) of the motor (30), an axis of rotation (A1) of the the Motor (30) with the spindle (20) connecting gear unit (40) and a spindle axis (A3) of the spindle (20) are arranged axially aligned. The invention also relates to a vehicle seat (1), in particular a motor vehicle seat, having such a longitudinal adjuster (6).

Description

The invention relates to a longitudinal adjuster for a vehicle seat, in particular a motor vehicle seat, the longitudinal adjuster having a pair of rails, which has a seat rail that can be connected to the vehicle seat and a floor rail that can be connected to a vehicle floor, on which the seat rail is guided so that it can be displaced in a longitudinal direction, the longitudinal adjuster having a Drive device for adjusting the seat rail along the longitudinal direction relative to the floor rail, and the drive device has a motor (30), a gear unit (40), a spindle block which is fixed to the floor rail or to the seat rail and has an internal thread, and a spindle block with the internal thread of the spindle block operatively connected spindle having an external thread, and the spindle is rotatably mounted in the spindle block along a spindle axis. The invention also relates to a vehicle seat.

State of the art

From the DE 10 2017 218 492 A1 a longitudinal adjuster, in particular for a vehicle seat, is known. The longitudinal adjuster has at least one pair of rails, which is formed from a first rail and a second rail that is displaceable in the longitudinal direction relative to the first rail, the rails alternately encompassing one another to form an inner channel. A spindle nut mounted on the second rail and a spindle operatively connected to the spindle nut are arranged in the inner channel, with a gear that can be driven by a motor and interacts with the spindle being arranged at one end of the first rail. The spindle is mounted in the gear box at a front end portion of the spindle and in a pivot bearing of the first rail at a rear end portion of the spindle. In the longitudinal direction in front of the spindle nut, a first crossbar is accommodated in a slot in the first rail, with the spindle being passed through an opening in the first crossbar without contact, in particular with the formation of a circumferential gap, with a shoulder of the Spindle is arranged, wherein in response to a predetermined force, for example in the event of a crash, in particular due to a displacement of the first rail, the first cross bar is jammed between the first rail and the shoulder, and as a result a force from the first rail via the first cross bar, the Paragraph, the spindle and the spindle nut to the second rail can be derived.

From the DE 10 2004 049 994 B3 a gear stage for a vehicle seat, in particular for a motor vehicle seat, is known. The gear stage having an input shaft and an output shaft, the gear stage reducing the speed of the input shaft to a lower speed of the output shaft, the gear stage having at least one row of gear balls, on which at least one drive surface, in particular two drive surfaces, of the drive shaft, at least one output surface of the output shaft and at least one housing surface of a housing is tangentially abutting.

Task

The object of the invention is to improve a longitudinal adjuster of the type mentioned at the outset, in particular to propose an electrically drivable longitudinal adjuster with an integrated motorized transmission unit, and to provide a corresponding vehicle seat.

Solution

This object is achieved according to the invention by a longitudinal adjuster for a vehicle seat, in particular a motor vehicle seat, the longitudinal adjuster having a pair of rails, which has a seat rail that can be connected to the vehicle seat and a floor rail that can be connected to a vehicle floor, on which the seat rail is slidably guided, the longitudinal adjuster has a drive device for adjusting the seat rail relative to the floor rail, and the drive device has a motor (30), a gear unit (40), a spindle block which is fixed to the floor rail or to the seat rail and has an internal thread, and a spindle block which is operatively connected to the internal thread of the spindle block spindle having a standing external thread, and the spindle is rotatably mounted in the spindle block along a spindle axis, with a motor shaft of the motor, an axis of rotation of the gear unit connecting the motor to the spindle and a spindle axis of the spindle axially flu are arranged accordingly.

Due to the fact that a motor shaft of the motor, an axis of rotation of the gear unit connecting the motor to the spindle and a spindle axis of the spindle are arranged axially aligned, smaller and more cost-effective motors can be used with a corresponding design of the gear unit. As a result, longitudinal adjusters according to the invention can be produced more easily and more economically.

Advantageous configurations, which can be used individually or in combination with one another, are the subject matter of the dependent claims.

The transmission unit and the motor can be at least partially housed in a cavity formed between the seat rail and the floor rail be arranged. Sections of the motor can protrude upwards in the vertical direction through a recess in the seat rail. Sections of the motor can protrude parallel to the longitudinal direction from a front or rear end region of the seat rail. The transmission unit and the motor can be arranged entirely in a cavity formed between the seat rail and the floor rail.

The motor and the gear unit can be attached, in particular together, to a front or rear end area of the seat rail. The motor and the gear unit can be designed as a geared motor with a common housing.

The motor can be an electric motor. The motor can generate a torque in the range of 3 to 8 Ncm. The engine can generate a speed in the range of 8000 to 12,000 revolutions per minute. The motor can generate a torque in the range from 3 to 8 Ncm, preferably at a speed in the range from 8000 to 12,000 revolutions per minute.

The transmission unit can have a drive wheel. The drive wheel may have a drive surface. The transmission unit can have an output gear. The driven wheel can have a driven surface. The transmission unit can have a spring compressor. The gear unit can have a spring element. The transmission unit can have a support element. The support element can have a support surface. The gear unit can have a spindle nut. The gear unit can have bearing balls. The transmission unit can have a transmission housing.

The transmission unit can translate a speed of a drive wheel into a speed of a driven wheel. The transmission unit can reduce a speed of a drive wheel to a speed of a driven wheel. The gear unit can have a row of gear balls. The row of gear balls can consist of at least three identical balls, each with an identical geometry. The balls of the gear ball row can each bear tangentially on at least one drive surface, in particular two drive surfaces, of the drive wheel, at least one driven surface of the driven wheel and at least one support surface of the support element.

The transmission unit can have a compensating clutch, in particular a claw clutch. The compensating clutch can have a driver. The driver can be made of an elastomer. The driver can be set up to compensate for an offset that occurs between a drive axle and a spindle axle on the output side.

The compensating clutch can have a pressure surface and a counter-contour, which are in contact with one another. The compensating clutch can be set up to compensate for an angular error occurring in the transmission unit at a contact point between a pressure surface on the input side and a counter-contour on the output side.

The underlying object is also achieved according to the invention by a vehicle seat, in particular a motor vehicle seat, with a longitudinal adjuster as described above.

The vehicle seat can have two longitudinal adjusters, each with a pair of rails, which can be arranged at a distance from one another on each side of a vehicle seat. The two longitudinal adjusters can each have their own drive device for adjusting the respective seat rail relative to the respective floor rail. The two drive devices can be operated synchronously by means of a controller.

In summary and in other words, a friction-optimized planetary gear with balls can be used instead of gears.

A motor can drive an inner ring. This inner ring can have two contact surfaces with the balls surrounding the inner ring. The structure can resemble a ball bearing here. The balls can serve as planets of a gear unit.

A non-rotatable support ring, which can be preloaded with a spring element, can be supported on a larger first diameter of a pitch circle of the balls. The spring element can be, for example, a disc spring, helical compression spring or the like. The spring element can be supported on a transmission housing. On a side of the balls opposite the support ring, a mating ring can be arranged, which contacts the balls on a smaller pitch circle with a second diameter. The first diameter of the pitch circle of the balls on the non-rotatable support ring can be adjusted by a corresponding angular position of the contact surface of the support ring. The second diameter of the pitch circle of the balls on the mating ring can be adjusted by a corresponding angular position of the contact surface of the mating ring. The translation/reduction of the gear unit can be defined by the ratio of these two diameters. The entire gear unit can have rolling friction of the balls work, so a very high level of efficiency can be achieved.

An overall system can be based on a rotating spindle, in particular a spindle which is rotatably mounted relative to the seat rail and which implements a longitudinal adjustment via a nut (spindle block) fastened to the floor rail. A required self-locking between the nut (spindle block) and the spindle for load transfer in the event of a crash can be achieved by a corresponding (small) pitch of a thread, in particular a trapezoidal thread (e.g. Tr8x2). In a further embodiment, the rotatable spindle can also be mounted relative to the floor rail.

A nut (spindle nut), which is connected to the spindle in a torque-proof manner, can be mounted with additional balls to the gear housing for counter-support of a spring preload of the support ring. In order to be able to compensate for misalignments, a compensating coupling can be arranged between the mating ring and the nut on the spindle. The spring preload can be transferrable via a pressure surface in the middle.

The engine can be positioned in front of the gearbox. It can be arranged either completely inside the seat rail or partially or completely outside a seat rail profile. The motor and transmission can be arranged on the front or rear end area of the seat rail.

Figures and embodiments of the invention

Before embodiments of the invention are described in more detail below with reference to drawings, it should first be noted that the invention is not limited to the components described or the method steps described. Furthermore, the terminology used does not represent any restriction, but is merely exemplary. Insofar as the singular is used below in the description and the claims, the plural is also included unless the context explicitly excludes this.

• 1: schematisch einen erfindungsgemäßen Fahrzeugsitz mit einem erfindungsgemäßen Längseinsteller,
• 2: eine perspektivische Darstellung des erfindungsgemäßen Längseinstellers,
• 3: eine Ansicht von vorne auf den Längseinsteller von 2,
• 4: ausschnittsweise eine perspektivische Ansicht auf ein Ende des Längseinstellers von 2,
• 5: ausschnittsweise eine perspektivische Ansicht eines Längsschnitts des Längseinstellers von 2,
• 6: eine perspektivische Darstellung eines Motors, eines Getriebes und abschnittsweise einer Spindel,
• 7: eine Seitenansicht des Motors, der Getriebeeinheit und abschnittsweise der Spindel,
• 8: eine Explosionsdarstellung der Getriebeeinheit mit dem Motor und abschnittsweise der Spindel,
• 9: die Explosionsdarstellung der Getriebeeinheit mit dem Motor und der Spindel von 8 aus einem abweichenden Blickwinkel,
• 10: ausschnittsweise eine Schnittdarstellung des Längseinstellers im Bereich der Getriebeeinheit,
• 11: ausschnittsweise eine Schnittdarstellung der Getriebeeinheit, und
• 12: ausschnittsweise eine Schnittdarstellung der Getriebeeinheit mit einer überlagerten Skizze eines Wirkprinzips.

The invention is explained in more detail below using an advantageous exemplary embodiment illustrated in the figures. However, the invention is not limited to this embodiment. Show it:

• 1 : schematically a vehicle seat according to the invention with a longitudinal adjuster according to the invention,
• 2 : a perspective view of the longitudinal adjuster according to the invention,
• 3 : a front view of the fore/aft adjuster from 2 ,
• 4 : a fragmentary perspective view of one end of the longitudinal adjuster from FIG 2 ,
• 5 : a fragmentary perspective view of a longitudinal section of the longitudinal adjuster from FIG 2 ,
• 6 : a perspective view of a motor, a gear and sections of a spindle,
• 7 : a side view of the motor, the gear unit and sections of the spindle,
• 8th : an exploded view of the gear unit with the motor and sections of the spindle,
• 9 : the exploded view of the gear unit with the motor and the spindle from 8th from a different perspective,
• 10 : a sectional view of the longitudinal adjuster in the area of the gear unit,
• 11 : a detail of a sectional view of the gear unit, and
• 12 : A detail of a sectional view of the gear unit with a superimposed sketch of an operating principle.

a in 1 Schematically illustrated vehicle seat 1 is described below using three mutually perpendicular spatial directions. In the case of a vehicle seat 1 installed in the vehicle, a longitudinal direction x runs largely horizontally and preferably parallel to a longitudinal direction of the vehicle, which corresponds to the usual direction of travel of the vehicle. A transverse direction running perpendicularly to the longitudinal direction x is likewise aligned horizontally in the vehicle and runs parallel to a vehicle transverse direction. A vertical direction z runs perpendicular to the longitudinal direction x and perpendicular to the transverse direction. In the case of a vehicle seat 1 installed in the vehicle, the vertical direction z runs parallel to the vertical axis of the vehicle.

The position and direction information used, such as front, back, up and down, relates to a viewing direction of an occupant seated in a vehicle seat 1 in a normal seated position, with the vehicle seat 1 installed in the vehicle in a usage position suitable for passenger transport with the backrest 4 upright and, as usual, is aligned in the direction of travel. However, a vehicle seat 1 according to the invention can also have a different orientation direction, for example installed transversely to the direction of travel.

The vehicle seat 1 has a seat part 2 and the backrest 4 , whose inclination can be adjusted relative to the seat part 2 and can be pivoted forward in the direction of the seat part 2 . The vehicle seat 1 has a longitudinal adjuster 6 for the longitudinally displaceable and longitudinally adjustable mounting of the vehicle seat 1 in the vehicle.

The 2 until 4 show the longitudinal adjuster 6. The longitudinal adjuster 6 comprises a pair of rails 10 which has a seat rail 14 which can be connected to the vehicle seat 1 and a floor rail 12 which can be connected to a vehicle floor and on which the seat rail 14 is guided in a displaceable manner. The vehicle seat 1 preferably has two longitudinal adjusters 6 of identical construction.

The longitudinal adjuster 6 is used for longitudinal adjustment, i.e. setting a seat longitudinal position, of the vehicle seat 1. The vehicle seat 1 preferably has a longitudinal adjuster 6 on each side of the vehicle seat. One longitudinal adjuster 6 is arranged on a tunnel side and the other longitudinal adjuster 6 is arranged on a sill side. The two longitudinal adjusters 6 of the vehicle seat 1 run parallel to one another. Each longitudinal adjuster 6 has a pair of rails 10 with a floor rail 12 that can be connected to a vehicle floor and with a seat rail 14 that is guided by the same and can be connected to the vehicle seat 1 . The two longitudinal adjusters 6 can be adjusted in a manner that is synchronized with one another, in particular electronically. Only one of the two structurally identical longitudinal adjusters 6 is described below.

The longitudinal adjuster 6 has a drive device for adjusting the seat rail 14 relative to the floor rail 12 . The drive device has a motor 30 and a gear unit 40 . The transmission unit 40 and the motor 30 are at least partially arranged in a cavity 18 formed between the seat rail 14 and the floor rail 12 . In the present case, the motor 30 protrudes in sections through a recess 16 in the seat rail 14 in the vertical direction z upwards out of the latter or through it. In the present case, the transmission unit 40 is arranged completely in a cavity 16 formed between the seat rail 14 and the floor rail 12 . In the present case, the motor 30 and the transmission unit 40 are attached together in a front end area of the seat rail 14 . This enables easy access to the motor 30 or the transmission unit 40, so that these components can be easily replaced or repaired, if necessary, even in the case of a longitudinal adjuster 6 installed in a vehicle. The gear unit 40 can be connected to the seat rail 14, in particular in a material-to-material or form-fitting manner, in order to be able to transmit high forces.

5 shows a detail of a longitudinal section of the longitudinal adjuster 6. The drive device has a spindle block 24 fixed to the floor rail 12 or to the seat rail 14 and having an internal thread 26, and a spindle 20 having an external thread 22 actively connected to the internal thread 26 of the spindle block 24, wherein the spindle 20 is screwed and mounted in the spindle block 24 so that it can rotate about a spindle axis A3. When the spindle block 24 is stationary, the spindle 20 is movable along the spindle axis A3. A motor shaft 32 acting as the output shaft of the motor 30, an axis of rotation A1 of the gear unit 40 connecting the motor 30 to the spindle 20 and a spindle axis A3 of the spindle 20 are arranged in axial alignment. Axially aligned means that the motor shaft 32 of the motor, an axis of rotation A1 of the gear unit 40 and the spindle axis A3 are aligned as precisely as possible. Since perfect alignment is impossible in practice due to unavoidable angular and parallel misalignments, the term axially aligned also includes such unavoidable angular and parallel misalignments.

The 6 until 9 show the motor 30 and the gear unit 40 as well as the spindle 20 of the drive device. The transmission unit 40 has a spring tensioner 42 . The transmission unit 40 has a spring element 44 . The transmission unit 40 has a support element 46 . The transmission unit 40 has a drive wheel 50 . The gear unit 40 has a row of gear balls 54 . The transmission unit 40 has an output gear 58 . The transmission unit 40 has a compensating clutch 60, in the present case in the form of a claw clutch, which has a driver 62. The gear unit 40 has a spindle nut 68 . The gear unit 40 has bearing balls 70 . The transmission unit 40 has a transmission housing 72 with a through opening 74 . The spindle nut 68 has at least one assembly lock 76 in the form of a radially extending bore. The at least one assembly lock 76 of the spindle nut 68 can be aligned with the through-opening 74 in the transmission housing 72 by rotating the spindle nut 68 about the axis of rotation A1 in such a way that, for example, a removable locking pin can be inserted from the outside into the assembly lock 76 of the spindle nut 68 to prevent rotation of the Spindle nut 68 to temporarily lock the axis of rotation A1. Since the spindle nut 68 can be locked temporarily against rotation about the axis of rotation A1, a counter-torque required to screw the spindle 20 into the spindle nut 68 can be introduced directly into the spindle nut 68, without being transmitted through the entire transmission unit 40 to the spindle nut 68 .

The drive wheel 50 is connected to the motor shaft 32 in a torque-proof manner. The drive wheel 50 has a drive surface 52 . The driven wheel 58 has a driven surface 56 . The support element 46 has a support surface 48 . The transmission unit 40 can step up or step down a speed of the drive wheel 50 into a speed of the driven wheel 58 . The row of gear balls 54 rests tangentially on the drive surface 52, here on two drive surfaces 52, of the drive wheel 50, a driven surface 56 of the driven wheel 58 and a support surface 48 of the support element 46.

The compensating clutch 60 also has a pressure surface 64 and a counter-contour 66, which are in contact with one another. In the present case, the pressure surface 64 is arranged in a radially inner section of the output gear 58 . In the present case, the pressure surface 64 has a flat shape on an end face of a cylindrical section. The counter-contour 66 is arranged in a radially inner section of the spindle nut 68 . In the present case, the counter-contour 66 has the shape of a spherical cap.

The compensating clutch 60 is set up to compensate for any angular and/or parallel offset that may occur in the transmission unit 40 between the axis of rotation A1 of the driven wheel 58 and the spindle axis A3 at a contact point P5.

The driver 62 of the compensating clutch 60 is set up to compensate for any misalignment that may occur between an axis of rotation A1 of the driven wheel 58 and a spindle axis A3 on the driven side.

10 shows a detail of a sectional view of the longitudinal adjuster 6 in the area of the gear unit 40. The gear ball row 54 consists of at least three identical balls. In 10 are forces occurring at contact points P1, P2 of a ball of gear ball row 54 with the two drive surfaces 52 of drive wheel 50, at a contact point P3 of the balls of gear ball row 54 with support surface 48 of support element 46, and at a contact point P4 of the ball of gear ball row 54 with the Output surface 56 of the output gear 58 shown schematically. The contact points P1 to P4 realize the translation or reduction of the gear unit 40.

The contact point P5 between the pressure surface 64 of the output gear 58 and the counter-contour 66 of the spindle nut 68 serves to support forces acting axially to the longitudinal direction x within the compensating clutch 60 and to correct angle errors and/or an offset. An axial offset between the axis of rotation A1 and the spindle axis A3 can be compensated for via the driver 62 .

The friction required for transmission of a rotational movement of the drive wheel 50 driven by the motor 30 to the balls of the gear ball row 54 and from there to the driven wheel 58 is achieved by means of the spring element 44 . A spring force F1 of the spring element 44 can be adjusted by means of the spring tensioner 42 . The spring element 44 is supported on the one hand on the spring tensioner 42 and on the other hand on the support element 46 . The support element 46 is secured against twisting and is mounted in the gear housing 72 such that it can be displaced axially with respect to the axis of rotation A1. The spring force F1 is designed in such a way that even maximum torques do not lead to sliding friction at the contact point P4. If the maximum torque is exceeded, the motor 30 is stopped.

The friction occurring at the contact points P1, P2, P3 avoids an uncontrolled rotation of the individual balls of the gear ball row 54. The balls of the gear ball row 54 each rotate in a controlled manner about a ball axis A2, which is oriented parallel to the axis of rotation A1.

The respective angles of the drive surfaces 52 in the contact points P1, P2 and of the support surface 48 in the contact point P3 are matched to one another in such a way that a radial distance between the ball axis A2 and the respective contact points P1, P2, P3 corresponds to a first radius r2, which in is identical to the contact points P1, P2, P3. This results in a uniform rolling circle through the contact points P2 and P1. A respective angle of the output surface 56 in the contact point P4 is selected such that a radial distance between the ball axis A2 and the contact point P4 corresponds to a second radius r4. This results in a second rolling circle through the contact point P4.

The rotation of the individual balls of the gear ball row 54 achieved in this way is transmitted to the output wheel 58 at the contact point P4 via friction on the output surface 56 with reduction.

12 shows a sectional view of the longitudinal adjuster 6 in the area of the gear unit 40 with a superimposed sketch of the operating principle of the gear unit 40. The operating principle follows the "systematics of simple returning planetary gears" in an implementation as a friction gear with balls. The schematically indicated gears are realized in the friction gear by balls.

A drive-side central wheel D1 corresponds to the drive wheel 50. A stationary ring gear D3 corresponds to the support element 46, which is mounted in the transmission housing 72 in a rotationally fixed manner.

A drive-side planetary gear D2, rolling between the central gear D1 and the stationary ring gear D3, corresponds in particular to a first stage of a stepped planet and is realized by means of the balls of the gear ball row 54.

A corresponding second stage of this stepped planet, which is realized by means of the balls of the gear ball row 54, is represented by a planet wheel D4 on the output side, which is coupled to the planet wheel D2. A web S coupling the planet wheel D2 to the planet wheel D4 is only shown in dashed lines, since the web S is only theoretically present. The central gear D5 on the output side can also be designed as a ring gear.

The respective radii of the planet gears D2, D4, and thus the reduction or translation of the gear unit 40, depend significantly on an angle of the respective contact surfaces (support surface 48, drive surface 52, output surface 56) in the contact points P1, P2, P3, P4. While maintaining the angle of approximately 45° for the contact points P1, 2, P3, a gear ratio in the range from 3 to 50 is possible simply by varying the angle at the contact point P4.

The features disclosed in the above description, the claims and the drawings can be important both individually and in combination for the implementation of the invention in its various configurations.

Although the invention has been described in detail in the drawings and the foregoing representation, the representations are to be understood as illustrative and exemplary and not restrictive. In particular, the selection of the proportions of the individual elements shown in the drawing should not be interpreted as necessary or restrictive. Furthermore, the invention is in particular not limited to the exemplary embodiments explained. Further variants of the invention and their implementation result from the above disclosure, the figures and the claims for the person skilled in the art.

Terms used in the claims such as "comprise", "have", "include", "contain" and the like do not exclude other elements or steps. The use of the indefinite article does not exclude a plural. A single device can perform the functions of several units or devices specified in the claims.

Reference List

1

vehicle seat

2

seat part

4

rest

6

longitudinal adjuster

10

pair of rails

12

ground rail

14

seat rail

16

recess

18

cavity

20

spindle

22

external thread

24

spindle block

26

inner thread

30

engine

32

motor shaft

40

gear unit

42

spring compressor

44

spring element

46

support element

48

support surface

50

drive wheel

52

driving surface

54

gear ball row

56

output area

58

output gear

60

compensating clutch

62

driver

64

printing surface

66

counter contour

68

spindle nut

70

bearing balls

72

gear case

74

passage opening

76

assembly lock

A1

axis of rotation

A2

ball axis

A3

spindle axis

D1

central wheel (drive)

D2

Planet gear (1st stage of a stepped planet)

D3

ring gear (fixed)

D4

Planet gear (2nd stage of a stepped planet)

D5

central wheel (output)

F1

spring force

F2

counterforce

P1

contact point

p2

contact point

P3

contact point

P4

contact point

P5

contact point

r2

first radius

r4

second radius

S

web

x

longitudinal direction

y

transverse direction

e.g

vertical direction

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited 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 102017218492 A1 [0002]
• DE 102004049994 B3 [0003]

Claims (10)

Longitudinal adjuster (6) for a vehicle seat (1), in particular a motor vehicle seat, the longitudinal adjuster (6) having a pair of rails (10), which have a seat rail (14) that can be connected to the vehicle seat (1) and a floor rail (12) that can be connected to a vehicle floor, on which the seat rail (14) is displaceably guided, the longitudinal adjuster (6) having a drive device for adjusting the seat rail (14) relative to the floor rail (12), and the drive device having a motor (30), a gear unit (40 ), a spindle block (24) fixed to the floor rail (12) or to the seat rail (14) and having an internal thread (26), and a spindle having an external thread (22) actively connected to the internal thread (26) of the spindle block (24). (20), and the spindle (20) is rotatably mounted in the spindle block (24) along a spindle axis (A3), characterized in that a motor shaft (32) of the motor (30), an axis of rotation (A1) of the den engine (30) with the spindle (20) connecting gear unit (40) and a spindle axis (A3) of the spindle (20) are arranged axially aligned. Longitudinal adjuster (6) after claim 1 wherein the transmission unit (40) and the motor (30) are arranged at least partially in a cavity (18) formed between the seat rail (14) and the floor rail (12). Longitudinal adjuster (6) after claim 2 wherein the transmission unit (40) and the motor (30) are arranged entirely in a cavity (18) formed between the seat rail (14) and the floor rail (12). Longitudinal adjuster (6) according to one of Claims 1 until 3 , wherein the motor (30) and the transmission unit (40) are arranged in a front or rear end region of the seat rail (14), in particular are fastened to the seat rail (14). Longitudinal adjuster (6) according to one of Claims 1 until 4 , wherein the motor (30) generates a torque in the range from 3 to 8 Ncm, preferably at a speed in the range from 8000 to 12,000 revolutions per minute. Longitudinal adjuster (6) according to one of Claims 1 until 5 , wherein the gear unit (40) converts or reduces a speed of a drive wheel (50) into a speed of a driven wheel (58), and the gear unit (40) has at least one row of gear balls (54), on which at least one drive surface (52), in particular two drive surfaces (52) of the drive wheel (50), at least one driven surface (56) of the driven wheel (58) and at least one support surface (48) of a support element (46) abut tangentially. Longitudinal adjuster (6) according to one of Claims 1 until 6 , wherein the transmission unit (40) has a compensating clutch (60). Longitudinal adjuster (6) after claim 7 , wherein the compensating coupling (60) has a driver (62) made of an elastomer, which is set up in particular to compensate for an offset between the axis of rotation (A1) and the spindle axis (A3). Longitudinal adjuster (6) according to one of Claims 7 or 8th , wherein the compensating clutch (60) is set up to compensate for an angular error occurring in the transmission unit (40) at a contact point (P5) between a pressure surface (64) on the input side and a counter-contour (66) on the output side. Vehicle seat (1), in particular motor vehicle seat, having at least one longitudinal adjuster (6) according to one of Claims 1 until 9 .

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