DE10229385A1 - Device for a motor vehicle, airplane, train, and ship for adjusting and/or locking a component connected to a structure comprises an adjusting device and a clamping device arranged on an undercarriage of the component - Google Patents

Abstract

Device for adjusting and/or locking a component connected to a structure, e.g. a base of a transport device, especially for a motor vehicle, mobile home, airplane, train, magnetic levitation railway, and ship, comprises at least one adjusting device and at least one clamping device (18) arranged on an undercarriage (10) of the component. The component is moved within guide rails (12) via the adjusting device and locked within the guide rails using the clamping device. Preferred Features: Each adjusting device consists of at least one roller (14) running in the guide rails. The clamping device has at least one clamping jaw (48). The contour of a contact surface (62) of the clamping jaw and the contour of a contact surface (60) of the guide rails assigned to the contact surface of the clamping jaw have corresponding shape characteristics allowing accurately positioned locking action.

Description

The invention relates to a device for adjusting and / or locking a Guide rails connectable unit, preferably for a traffic or Means of transport, in particular for a motor vehicle, a motorhome, an aircraft, a Railway, a magnetic levitation train and a ship or the like, and one Device for fastening a restraint system of a means of transport or transportation, for one on a vehicle seat or the like in the event of a crash or deceleration person to be restrained, an object to be restrained or locked securing cargo or the like, with a connecting element, such as Seat belt, tension belt, holding element or the like and a device for Attachment of an object to a construction element.

It is known to have vehicle seats by means of rotatable rollers connected to them to adjust in the longitudinal direction and in the desired position using suitable components to lock.

DE 36 42 441 C1 describes a roller guide for a vehicle seat that consists of a C-profile-shaped seat rail, within which a roller is movably arranged is. A rotatable auxiliary roller is provided parallel to the first roller, with the dimensional one Tolerances of the seat rail should be compensated.

Another guide for adjustable vehicle seats is known from DE 195 19 153 A1. It is provided that the guide rail has at least two guide areas has, which are separated from each other by a central web. DE 196 48 170 C1 includes a guide device for motor vehicle seats, in which the running rail is a has upper and a lower career. Using an elastic ring attached to the Roller is arranged, a rattle-free running of the rollers within the C-shaped Track can be reached.

EP 0 765 776 A2 provides a roller guide for a longitudinally adjustable seat is designed so that it runs smoothly and is not susceptible to contamination as well as being stable and safe cornering is given. The roller guide has two partial treads, whereby a groove-like depression in the area between the partial treads Guide rail is arranged. In addition to the sliding roller is a pressure roller provided, both of which are made of plastic.

On the one hand, these solutions are said to provide the necessary displaceability of the Ensure necessary movement play and on the other hand production-related Compensate tolerances of the guide rails. The manufacturing tolerances of the rails lead to rattling noises in motor vehicles, which according to the prior art Partly be remedied by the fact that elastically deformable between the rails Rolls or the like are interposed, the one when the seat is loaded Experience material compression and the profile rails in again when the seat is relieved press their upper contact position.

From US 5,348,261 a roller guide is known, one from a hollow profile formed guide rail with a tread for two at a distance on a seat frame arranged sliding rollers and each have a pressure element for the sliding rollers. The pressure element is on the inside of the upper opposite the tread Profile wall slidably arranged and the sliding roller by means of a mounting arm in Direction applied to the tread. With this role guidance remain Dust and dirt accumulating on the tread adhere and impair up to towards blocking the seat adjustment, its ease of movement.

The disadvantages of this known device for adjusting and locking a Vehicle seat essentially consist in that they are relative in their execution is complex. Furthermore, it often tends to penetrate the guides Dirt particles for stiffness in the direction of displacement and does not allow backlash-free locking of the vehicle seat, which makes rattling noises within the Vehicle can be caused while driving.

All of the above facilities do not solve the problem of ensuring one permanent smooth movement of a seat or other structural unit of a Vehicle. They are also complex to assemble and disassemble a seat or another structural unit to be connected to the vehicle floor. The great Effort for assembly and disassembly is particularly due to the fact that Units only in certain areas where the guide rails have recesses have, inserted into and removed from the guide rails can. In the case of the vehicle seats, their arrangement within the Inevitably a certain order for the assembly and disassembly of the vehicle Seats. Another disadvantage of the known solutions is that the functions of the Guide rails only for adjusting and locking components are aligned and therefore do not allow any other use.

From US-PS 5,937,706 is a device for adjusting and locking a Unit on a construction element, preferably a bottom of a Transport, known. This assembly is within the construction element assigned guide rails slidably, with a locking means a clamping device. Here, jaws are by means of a manually operated fixing element pressed against contact surfaces of the guide rail. This creates between the contact surfaces of the jaws and the contact surfaces of the Guide rail is a substantially linear contact. There is therefore a risk that when the clamping force decreases, for example due to vibration or the like, a tight fit of the unit within the guide rail is not guaranteed. The The unit can thus be affected by forces acting in the longitudinal direction of the guide rail their position will be shifted.

It is also known that vehicle seats, in particular integral seats for passenger compartments, in the Crash case are exposed to significant dynamic loads. For this reason their load-bearing components are designed according to the requirements, resulting in a leads to considerable weight of the seats. Especially if additional restraint systems are used are present, their attachment requires additional point screw connections a vehicle floor to be able to absorb the forces.

The invention has for its object a device for adjustment and locking an object or the like on a construction element of the entry mentioned type to create a smooth adjustment and / or a safe and play-free locking of a structural unit, in particular a means of transport or transportation, guaranteed and at the same time easy assembly and disassembly of the unit on one any position of the guide rails and the requirements for one multifunctional use of the guide rails creates and through one weight-saving structure and is simple and therefore inexpensive to manufacture and has a high stability.

This task is carried out by a device for adjusting and locking Guide rails connectable unit, in particular a traffic or Means of transport solved with the features mentioned in claim 1. Because the Clamping device has at least one clamping jaw, the contour of one Contact surface of the at least one clamping jaw and the contour of one of the contact surface associated contact surface of the guide rail corresponding shape features have, which allow a precise locking, is a smooth adjustment and a safe and play-free locking of a structural unit of a means of transport guaranteed and at the same time its easy assembly and disassembly on any Location of the guide rails. The smooth adjustment of the unit is advantageously realized by means of at least one roller. The safe and play-free The assembly is advantageously locked by at least one clamping device guaranteed. The assembly and disassembly of the assembly are easy at any time Way possible. It is particularly advantageous that the unit can be attached to any Location of the guide rails can be removed and inserted. In particular becomes a positive connection due to the corresponding shape characteristics producible between the assembly and the guide rails. This will in particular a secure and play-free positional fixation of the unit is guaranteed. The form fit remains essentially the same even with slight follow-up of the clamping forces, so that a displacement of the assembly in the longitudinal direction of the guide rails is excluded.

Furthermore, connecting elements, in particular, can be attached to the guide rails Tension belts, holding elements or the like, non-positively fixed at any point be used, for example, to secure items, goods or the like in transit. But the transportation or delivery of the vehicle seats themselves is also possible with the Device according to the invention by means of appropriately trained transport devices possible.

In addition, the guide rails can be electrically conductive due to the arrangement Elements can be used multifunctionally in an advantageous manner. The multifunctionality of the Guide rails in particular offers the possibility of using the guide rails Power supply, for example for an electric motor, as well as for purposes of Use communication and data transmission.

In a preferred embodiment of the invention it is provided that four modules on the Base frame of the unit are arranged on both sides with the base frame, each in an area near the front and near the rear end of the base, are connected. This arrangement of the four assemblies advantageously allows in particular, the unit can be easily moved and securely fixed in position.

According to the invention, this object is further achieved by a device having mentioned features solved. The fact that at least one, in particular two of the Articulation points, the connecting element, in particular the seat belt, Tension belt, holding element or the like, directly non-positively with a Guide rail of the vehicle seat is connected, the guide rail is non-positively connected to a structural element of the means of transport advantageously achieved that a resulting introduction of force into load-bearing components of the Transportation in the event of a crash, i.e. in the event of a load, over a relatively large area can be distributed so that there is a good distribution of force. This distribution of power leads to the fact that the individual construction elements are less massive and thus ultimately can be designed to save weight.

In a preferred embodiment of the invention it is provided that the articulation points of the Seat belt with the guide rail non-positively via a clamping device are connectable, which has at least one jaw, preferably the contour a contact surface of the at least one clamping jaw and the contour of one of the Corresponding contact surface associated contact surface of the guide rail Have shape features that allow a precise locking. This will on the one hand, advantageously possible, the connection of the articulation points to the guide rail to be variable, that is, the positioning of the articulation points can be done with the Position the vehicle seat. This results in variable Adjustment options for vehicle seats in the means of transport, especially in motor vehicles. If, in a further preferred embodiment, it is provided in particular that Support points of the vehicle seat and the articulation points of the seat belt have the same functional structure, can be in a particularly simple manner Positioning of the vehicle seat can be achieved without being force-locked Connection for the introduction of high dynamic loads in construction elements of the Means of transport must be waived.

With regard to possible embodiments of the clamping devices both for connection the support points of the vehicle seat and for connecting the articulation points of the Seat belt on the guide rail (s) is based on the previous explanations for setting up, adjusting and locking a structural unit on one Design element referenced.

Furthermore, the device according to the invention can also be used to fasten an object or the like can be used on a statically fixed structure.

Further preferred refinements of the invention result from the others in the Characteristics mentioned subclaims.

The invention is described below in exemplary embodiments on the basis of the associated Drawings explained in more detail. Show it:

Figure 1 is a schematic side view of an assembly of a first embodiment of the inventive device in its arrangement on the base of a unit.

Fig. 2 is a schematic sectional view of Figure 1, the section running across the guide rail and the roller.

Figure 3 is a schematic sectional view of a clamping device according to Figure 1, the section being taken along by the guide rail and the clamping device..;

Fig. 4 is a schematic sectional view of FIG. 3;

Fig. 5 is a schematic sectional view of Figure 3, the section being taken transversely through the guide rail and the clamping device.

Fig. 6 is a schematic sectional view of FIG. 5;

Fig. 7 is a schematic side view of the actuator unit;

FIG. 8 shows a schematic top view of the actuation unit according to FIG. 7;

Fig. 9 is a schematic perspective view of a base with disposed therein guide rails;

FIG. 10 is a schematic sectional view of FIG 9, the section being taken transversely through a guide rail.

Fig. 11 is a schematic plan view of a portion of a guide rail;

FIG. 12 is a schematic sectional view of a second embodiment of a guide rail, the section being taken transversely through a guide rail;

Figure 13 is a schematic sectional view of a second embodiment of a clamping device of the device according to the invention, the section being taken transversely through the guide rail and the clamping device.

Figure 14 is a schematic sectional view of a third embodiment of a clamping device of the device according to the invention, the section being taken transversely through the guide rail and the clamping device.

Figure 15 is a schematic sectional view of a fourth embodiment of a clamping device of the device according to the invention, the section being taken transversely through the guide rail and the clamping device.

FIG. 16 is a schematic sectional view of a fifth embodiment of a clamping device of the device according to the invention, the section being taken transversely through the guide rail and the clamping means;

FIG. 17 shows a schematic sectional illustration according to FIG. 16; FIG.

FIG. 18 is a schematic perspective view of a guide rail with a machining tool;

Fig. 19 and 20 are schematic perspective views of an integral seat of a motor vehicle;

Fig. 21 is a schematic perspective view of a detail for a swivel seat;

Fig. 22 is a schematic perspective view of a seat of a motor vehicle;

Fig. 23 and 24 illustrations of connection of points of articulation of the seat belt in a first embodiment;

FIGS. 25 and 26 illustrations of connection of points of articulation of the seat belt in a second embodiment and

Fig. 27 representations of the connecting points of articulation of the seat belt in a third embodiment.

In FIGS. 1 to 18, the individual parts and assemblies 19 of the device according to the invention shown schematically and only with the essential ingredients of the invention. Identical parts of the device according to the invention are provided with the same reference symbols in the figures and are generally only described once.

Fig. 1 shows an assembly 19 of a first embodiment of the device according to the invention. The illustrated assembly of the device according to the invention essentially consists of a roller 14 and a clamping device 18 , which are each arranged on the base 10 of a structural unit. In a preferred embodiment of the invention, four of the modules shown are arranged on a base frame 10 of a structural unit to be connected to the floor 20 . A vehicle seat that can be moved and locked within guide rails 12 is particularly suitable as such a structural unit. According to a preferred embodiment of the invention, it is provided that the assemblies 19 , consisting of roller 14 and clamping device 18 , are each connected on both sides to the underframe 10 , near the front and near the rear end of the underframe 10 . The assembly is displaceable within the guide rails 12 , which are connected to the floor 20 , via the rollers 14 . As a rule, the unit is moved manually. According to a preferred embodiment of the invention, it is provided that the rollers 14 are optionally connected to an electric motor 22 through which the rollers 14 can be driven and the assembly can be moved by an electric motor. The clamping device 18 serves to lock the structural unit within the guide rails 12 .

Furthermore, it can be seen in FIG. 1 that the clamping device 18 is connected to a cable pull 50 which leads via a deflection roller 38 to an actuating unit 30 shown in FIGS. 7 and 8.

FIG. 2 shows a section across the guide rail 12 and the roller 14 according to FIG. 1. The roller 14 is rotatably mounted on the base 10 of the assembly and is supported on the running surface of the guide rail 12 . Furthermore, this illustration shows the design of the guide rail 12 and its attachment to the floor 20 . In this preferred exemplary embodiment of the invention, the guide rail 12 is of symmetrical cross section and has a T-groove in the profile. The guide rail 12 is fastened to the base 20 by means of screw connections, which are implemented here by means of countersunk screws 28 . The guide rail 12 has prism guides 16 on both sides of the T-profile, which serve to accommodate electrically conductive elements in the form of conductor tracks 26 . These conductor tracks 26 can advantageously be used in a multifunctional manner. For example, they can be used to supply power to an electric motor 22 . It is also possible to use them for data transmission and / or communication purposes.

FIGS. 3 and 5 show the guide rail shown in FIG. 1, 12 and clamping device 18 each in different sectional views. In FIG. 3 the section runs longitudinally through the guide rail 12 and the clamping device 18 and in FIG. 5 the section runs across the guide rail 12 and the clamping device 18 .

The clamping device 18 has a symmetrical basic structure and is fastened to the base frame 10 of the structural unit. It essentially consists of two clamping jaws 48 pivotably mounted on the base frame 10 about axes 47 , between which a fixing element 52 which can be changed in its vertical position is arranged. By changing the position of the fixing element 52 , two working positions of the clamping device 18 are realized, one of which is the locking position in which the clamping device 18 is positively connected to the guide rail 12 , and the other is the open position in which the clamping device 18 is from the Guide rail 12 is released.

According to the representations in FIGS. 3 and 5, the clamping device 18 is in the locking position. The fixing element 52 , which is acted upon by the force of a compression spring 44 , is in its lower position, in each case pressing the two clamping jaws 48 outwards and holding them in a direct positive fit with the guide rail 12 . The fixing element 52 is constantly held in this position by the force of the compression spring 44 , which is arranged around a guide pin 46 , and thus the positive engagement of the two clamping jaws 48 with the guide rail 12 is maintained as long as no force in the direction of the arrow 51 according to FIG act. 3 on the cable 50th To produce a positive connection, the contact surfaces 60 of the guide rail 12 and the contact surfaces 62 of the clamping jaws 48 advantageously have corrugated contours that correspond to one another ( FIG. 4). This advantageous design of the contours of the two contact surfaces 60 , 62 results in a form-fitting fit and thus a stable position fixation of the structural unit.

The positive connection between the contact surfaces 62 of the two clamping jaws 48 and the contact surfaces 60 of the guide rail 12 is illustrated in an illustrative manner in FIG. 4, which is a horizontal section according to FIG. 3.

In order to release the positive locking of the two clamping jaws 48 with the guide rail 12 and thus to release the clamping device 18 , a push button 40 of an unlocking unit 30 shown in FIGS . 7 and 8 must be actuated by hand. This is done in such a way that the unlocking unit 30 is moved by hand via the pushbutton 40 in the direction of the underframe 10 and the cable pull 50 is thereby moved in the direction of the arrow (arrow 51 ) ( FIG. 3). The cable 50 is fastened to the guide pin 46 , which is connected to the fixing element 52 . As a result of the movement of the cable pull 50 in the direction of the arrow 51 , the fixing element 52 is moved upward in the direction of the arrow 53 ( FIG. 5). In this case, the contact of the fixing element 52 with the two clamping jaws 48 is released , so that these are brought out of engagement with the guide rail 12 inwards by a slight pivoting movement (arrows 55 in FIG. 5). FIG. 6 shows the arrangement of the two clamping jaws 48 in a horizontal section according to FIG. 5.

FIGS. 7 and 8 each show the unlocking unit 30 in two different views, FIG. 7 showing this in a side view and FIG. 8 showing it in a top view. The unlocking unit 30 essentially consists of a carrier part 32 with fastening parts 34 for the cable pulls 50 and a push button 40 . The cables 50 are each attached in pairs to the carrier part 32 . Each of the cables 50 runs over a cable pulley 54 which is rotatably mounted on the base 10 of the assembly. In the initial position of the unlocking unit 30 , the clamping device 18 is in its locking position, in which the clamping jaws 48 of the clamping device 18 are positively connected to the guide rail 12 . If the clamping device 18 is to be released so that the structural unit can be moved within the guide rails 12 or removed therefrom, the pushbutton 40 must be actuated by hand, as has already been explained above. The entire unlocking unit 30 is moved in the direction of arrow 41 and the cables 50 are pressed further around the cable pulleys 54 . This results in a displacement movement of the cables 50 in the direction of arrow 51 , which has the consequence that the fixing element 52 ( FIG. 3), which is arranged at the other end of the cables 50 and connected to them, upwards against the force of the compression spring 44 ( Arrow 53 ) is moved. The locking position of the clamping device 18 is thus released.

The assembly can now be freely moved within the guide rails 12 or removed from them. In particular, the invention enables the assembly to be moved easily over the rollers 14 . On the other hand, the invention advantageously makes it possible to remove the assembly from the guide rails 12 at any point and to reinsert it. This significantly simplifies the assembly and disassembly of the structural units.

To lock the assembly within the guide rails 12 , the pushbutton 40 of the unlocking unit 30 must be released so that no force acts on it. The fixing element 52 of the clamping device 18 is moved downward by the force of the compression spring 44 and the clamping jaws 48 are thereby pressed outwards against the guide rails 12 . Due to the positive connection between the clamping devices 18 and the guide rails 12 , the structural unit is locked in its position again.

When the fixing element 52 is moved downward, the cable pulls 50 are simultaneously moved in the opposite direction to the arrow 51 . The result of this is that the unlocking unit 30 also moves in the opposite direction to the arrow 41 shown in FIG. 8. To limit the displacement movement of the unlocking unit 30 , a stop 36 is arranged on the underframe 10 of the structural unit.

FIG. 9 shows a schematic representation of a segment of a floor 20 with two guide rails 12 arranged therein parallel and spaced apart from one another. The guide rails 12 are embedded in the floor 20 . The connection of the guide rails 12 to the base 20 can advantageously be made by screw or adhesive connections.

In the Fig. 10 is a section transversely represented by a guide rail 12 of FIG. 9. The guide rail 12 is integrally connected to the floor 20 by an adhesive 56 . The guide rail 12 has a symmetrical profile, the conductor tracks 26 being arranged in its upper region, within prism guides 16 formed on both sides. Below the prism guides 16 are the contact surfaces 60 of the guide rail 12 , which have a wavy contour - as already explained with reference to FIG. 4. The undulating contour of the contact surfaces 60 of the guide rail 12 can be seen in the illustration according to FIG. 11, which shows a plan view of a partial section of a guide rail 12 .

Fig. 12 shows a second embodiment of a guide rail 12 of the inventive device. Here, another example of a multifunctional guide rail 12 is shown, which can preferably be used to hold a table. The double-track guide rail 12 is integrally connected to the floor 20 by an adhesive 56 . The guide rail 12 has a combined T and L profile, conductor tracks 26 advantageously being integrated in both profiles. It is also possible to design the guide rails 12 in both double and multi-track with the same or different profile geometry.

The adjustment and locking of a component accommodated by the guide rails 12 , for example a table in a motorhome, takes place in the manner already described. The multifunctionality due to the advantageous design of the guide rails 12 with regard to the possibilities of an electric drive, the power supply, the communication and the data transmission is also given in this embodiment of the invention. The invention provides the framework for making the profile of the guide rails 12 geometrically different, without having to do without the multifunctional use of the guide rails 12 . A reversal of the L and T profiles of the guide rails 12 already shown in the form of outer profiles is possible.

Fig. 13 shows a second embodiment of a clamping device 18 of the inventive device. The guide rail 12 here has a profile with an L-groove. Instead of a clamping device 18 acting on both sides, in which two clamping jaws 48 are arranged within a guide rail 12 with the profile of a T-slot, only one clamping jaw 48 is arranged here. The functioning of this clamping device 18 is analogous to the functioning of the clamping device 18 already described above. The difference essentially consists in the fact that a positive connection with the guide rail 12 can only be produced via a clamping jaw 48 . Since the construction of this clamping device 18 is simpler and fewer components are required for this, this design of the clamping device 18 offers itself as a less expensive variant solution.

Fig. 14 shows a third embodiment of a clamping device 18 of the inventive device. The guide rail 12 here also has a profile with an L-groove, the undulating contour being formed on an obliquely running contact surface 60 of the guide rail 12 . The clamping jaw 48 has a contour of its contact surface 62 which corresponds to the contact surface 60 of the guide rail 12 . Instead of a clamping device 18 acting on both sides, only one clamping jaw 48 is also arranged here. The difference from the exemplary embodiment described above also lies in the shape of the fixing element 52 . As the illustration shows, the fixing element 52 is advantageously wedge-shaped in cross section. By this design that a force component is generated for preparing a compound of the clamping jaw 48 with the guide rail 12 by the fixing member 52 at which the jaw 48 is pressed against the guide rail 12 is achieved. This advantageously creates a positive and non-positive connection between the clamping jaw 48 and the guide rail 12 . In this exemplary embodiment of the invention, the geometric design of the fixing element 52 achieves a particularly stable position fixing of the structural unit that is absolutely free of play in the directions x, y and z of the means of transport.

Fig. 15 shows a fourth embodiment of a clamping device 18 of the inventive device. The guide rail 12 here has a profile with a groove, the wavy contour being formed on a perpendicular contact surface 60 of the guide rail 12 . The clamping jaw 48 has a contour of its contact surface 62 which corresponds to the contact surface 60 of the guide rail 12 . The essential difference from the exemplary embodiment described above is that the fixing element 52 likewise has a wavy contour of its contact surface, which corresponds to the contour of the contact surface 60 of the guide rail 12 . The fixing element 52 is acted upon in the vertical direction by the force of a compression spring 44 . Before the clamping jaw 48 is inserted into the guide rail 12 in the clamping device 18 , the fixing element 52 is arranged in such a way that its undulating contour is offset by half a pitch relative to the contour of the clamping jaw 48 . When the clamping jaw 48 is inserted into the guide rail 12 , the fixing element 52 in the clamping device 18 is pressed upward against the force of the compression spring 44 due to the offset of the undulating contour. After the clamping jaw 48 has assumed its end position and is engaged with the guide rail 12, the fixing member 52 can also engage with the guide rail 12 by a slight displacement of the structural unit. This advantageously creates a positive and non-positive connection between the clamping jaw 48 , the guide rail 12 and the fixing element 52 . The particular advantage of this exemplary embodiment of the invention is that the geometrical design of the fixing element 52 also achieves a particularly stable position fixing of the structural unit that is absolutely free of play in the directions x, y and z of the means of transport.

FIGS. 16 and 17 show a fifth embodiment of a clamping device 18 of the device according to the invention in different sectional views. The guide rail 12 here has a profile with an L-groove, the undulating contour of the contact surface 60 being formed on the wrap-around surface of the guide rail 12 . In this exemplary embodiment, the fixing element 52 provided in the other exemplary embodiments of the clamping device 18 is omitted. The clamping jaw 48 likewise has a contour of its contact surface 62 which corresponds to the contact surface 60 of the guide rail 12 . The clamping jaw 48 is acted upon by the force of a compression spring 44 via a lever 64 and can be moved in the vertical direction. The lever 64 is connected to a camshaft 68 , which has an eccentric cam 66 . The eccentric cam 66 is in contact with the clamping jaw 48 within a correspondingly designed recess. The clamping device 18 is locked and released in each case by rotating the camshaft 68 via the lever 64 by a certain angle.

In the locking position of the clamping device 18 , the clamping jaw 48 is automatically held by the force of the compression spring 44 , which presses the lever 64 downward. The Klemrnbacke 48 is pressed with its contact surface 62 via the eccentric cam 66 fixed to the contact surface 60 of the guide rail 12th The wavy contours of the contact surface 60 of the guide rail 12 and the contact surface 62 of the clamping jaw 48 produce a positive connection between the two parts 12 , 48 due to their interlocking. In this advantageous manner, a particularly stable and absolutely play-free position fixing of the structural unit is achieved in the directions x, y and z of the means of transport.

If the locking of the clamping device 18 is to be released, the actuating unit 30 , which is connected to the cable pull 50 , is used to move the lever 64 upward against the force of the compression spring 44 . The clamping jaw 48 is moved downward by the eccentric cam 66 arranged in the recess of the clamping jaw 48 . A pin 70 is fastened to the camshaft 68 and is brought into contact with an inclined sliding surface 74 of a groove machined into the clamping jaw 48 by the force of a compression spring 72 . When the camshaft 68 is rotated, the pin 70 slides along the inclined sliding surface 74 of the clamping jaw 48 and thereby moves the clamping jaw 48 out of the contact area with the guide rail 12 against the force of the compression spring 72 . By rotating the camshaft 68 , the connection of the clamping jaw 48 to the guide rail 12 is thus advantageously released at the same time and the clamping jaw 48 is brought into a position within the guide rail 12 in which the assembly can be freely moved within the guide rails 12 or removed therefrom can.

FIG. 18 shows a possibility of mechanically processing a guide rail 12 in accordance with the configuration in FIG. 14. The guide rails 12 can be produced inexpensively, for example, from aluminum in the extrusion process. The wavy contour of the contact surface 60 of the guide rails 12 can advantageously be achieved by mechanical processing of the guide rails 12 produced by the extrusion process. For example, it is also possible to produce a separate part with a wavy contour made of the same or a different material, which is then joined, for example glued, to the guide rail 12 .

Mechanical machining is particularly concerned with producing a wavy contour on the inclined surface of the guide rail 12 , which is to serve as the contact surface 60 , with little technological effort and to keep the production costs as low as possible. According to the illustration in FIG. 15, it is provided that the wavy contour of the contact surface 60 is produced by punching in the desired shape and in the desired length. The machining tool 58 shown , which has a shape adapted to the wavy contour to be produced, is moved in the direction of the arrow, that is to say obliquely from top to bottom, along the contact surface 60 of the guide rail 12 to be machined and material is removed from the contact surface.

An integral seat 71 for a motor vehicle is shown in each case in a schematic perspective view in FIGS. 19 and 20. The integral seat 71 comprises a seat part 73 and a backrest part 75 , which are arranged on a supporting base frame 10 . The underframe 10 can be adjusted and locked on the guide rails 12 by means of the assemblies 19 which have the clamping devices 18 and which have been explained with reference to FIGS. 1 to 18.

The integral seat 71 comprises a 3-point seat belt, the three points being formed by a belt buckle connection 78, a deflection 80 and a belt tractor connection 82 . The construction and mode of operation of such seat belts are generally known, so that they are therefore not dealt with in more detail in the context of the present description.

Belt buckle connection 78 and belt retractor connection 82 can be non-positively connected to the guide rails 12 via assemblies 84 . The structure and function of the assemblies 84 can correspond to the structure and function of the assemblies 19 . This means that an additional non-positive connection with the guide rails 12 and thus with the construction of the motor vehicle is also possible via the assemblies 19 or the assemblies 84 . Despite this additional connection to the guide rails 12 via the assembly 84 , the integral seat 71 can be variably displaced within the guide rail 12 and locked at the desired location.

With reference to the perspective views of FIGS. 19 and 20, it is readily apparent that by connecting the integral seat 71 via the assemblies 19 and the additional connection of the safety belt on the modules 84 to the guide rails 12 an optimum resultant force introduction in supporting components of the motor vehicle in the case of load is possible. The significant dynamic loads occurring in the event of a crash can thus be derived. By selecting a clamping length of the assemblies 19 or 84, different maximum forces to be dissipated can be taken into account. For example, the clamping length of the assemblies 19 and the assemblies 84 can be selected differently. Passive and / or active damping elements, which dampen dynamic loads occurring in the event of a crash, can be integrated into the assemblies 19 or 84, not shown in detail.

Fig. 21 shows a schematic perspective view - without showing the actual integral seat 71 - for connection of a safety belt in a three-seat. This means that the seat part 73 and the backrest part 75 can be rotated, for example by 180 °, without the base frame 10 also rotating. In addition to a turntable for the seat, a further turntable 86 is provided, on which the belt tractor connection 82 engages. The turntable 86 is guided on a bridge structure 88 which merges into the assemblies 84 . This ensures that, even with rotating seats, a non-positive connection of the articulation points of the seat belt to the guide rails 12 is ensured via the assemblies 84 .

Fig. 22 shows another embodiment, wherein a seat of a motor vehicle is shown. The same parts as in the previous figures are provided with the same reference numerals and are not explained again.

The illustration shown in FIG. 22 clearly shows that it is also possible to connect both the seat and the seat belts to the guide rails 12 by means of the assemblies 19 and 84 in the case of benches which have, for example, three seats arranged next to one another. Even in this way, the displaceability of the seat 71 is ensured without having to do without the optimal introduction of force in the event of a crash into the construction of the motor vehicle.

The exemplary embodiments shown have in common that the separate guidance and introduction of different force components over the assemblies 19 or assemblies 84 , in terms of area, into the guide rails 12 for the seat 71 result in overall reduced dynamic loads. This makes it possible to produce the seat 71 , in particular the base frame 10 , with a correspondingly low amount of material, so that this results in a weight reduction of the seat 71 . This in turn has an advantageous effect on the overall mass of the vehicle and thus, for example, advantageously on its fuel consumption.

Dynamic loads occurring in the event of a crash are introduced via the assemblies 84 independently of the introduction of dynamic loads on the seat 71 via the assemblies 19 into the guide rail 12 . This means that the assemblies 84 are decoupled from the assemblies 19 in terms of force. This results in the mentioned particular advantages with regard to the design of the seats 71 .

In Figs. 23 to 27, various embodiments for forming the assemblies 84 are shown, via which the connection of the Gurtanlenkpunkte to the guide rail 12. The same parts as in the previous figures, in particular with regard to the design of the assemblies 10 , are provided with the same reference symbols and are not explained again.

FIGS. 23 and 24 illustrate a first embodiment in which a clamping jaw is held pivotable about the axis of rotation 47 48. Here, the contact surfaces 60 and 62 come into contact, which may have the corresponding shape features already explained, for example the undulating contours. This results in a particularly good absorption of tensile and compressive forces via the assembly 84 on the guide rail 12 in the event of a crash.

The fixing element 52 is actuated via a lever 90 which can be rotated about an axis of rotation 92 . The lever 90 forms - at the opposite end to the axis of rotation 92 - an elongated hole 94 into which a pin 96 engages, which is connected to the fixing element 52 . By moving the lever 90 in the direction of the arrow 98 , the pin 96 slides into an elongated hole 100 formed with the fixing element 52 and lifts the fixing element 52 in the direction of the arrow 53 ( FIG. 23) with a correspondingly large angular rotation in the direction of the arrow 98 about the axis of rotation 92 . The fixing element 52 thus comes into its release position. When the fixing element 52 is in the release position, the clamping jaw 48 can be pivoted about the axis of rotation 47 , so that the entire assembly 84 can be removed from the guide rail 12 or can be displaced in the longitudinal direction of the guide rail 12 .

In Figs. 25 and 26 an embodiment of an assembly 84 is shown in which the clamping jaw without fixing element 52 is connected to 48 positive and nonpositive engagement with the guide rail 12. For this purpose, a support element 102 is provided which can be actuated by an eccentric 104 . The support element 102 is arranged in a corresponding recess 106 of the clamping jaw 48 . The support element 102 is guided by two pins 108 which are guided through corresponding feedthroughs 110 of the clamping jaw 48 . The pins 108 form shoulders 112 , the diameter of which is larger than the diameter of the bushings 110 . A spring element 114 is supported on the shoulders 112 , which on the other hand is supported on the clamping jaw 48 - on a correspondingly designed ring step of the bushing 110 .

The eccentric 104 is rotatably supported about an axis of rotation 116 , the eccentric 104 being supported in the locking position both on the support element 102 and on the clamping jaw 48 . As a result, the support element 102 and the clamping jaw 48 are pushed apart against the force of the spring elements 114 , so that on the one hand the supporting element 102 is supported on the guide rail 12 and on the other hand the contact surfaces 60 of the guide rails 12 and 62 of the clamping jaw 48 reach the form fit already explained.

The sectional view in FIG. 26 also clarifies that the adjustment movement of the eccentric 104 is accompanied by an offset movement of the clamping jaw 48 against the force of the spring element 72 . This displacement movement is guided by a pin 108 which engages in a groove 120 running under a helical line. Another pin 122 , which engages in an elongated hole 124 ( FIG. 25), guides the eccentric 104 .

In Fig. 27, a further embodiment of an assembly 84 is finally shown, whereby the support element 102 is enclosed in the longitudinal direction of the guide rail 12 of the clamping jaw 48 quasi here. This results in even better support options on the guide rail 12 , so that in the event of a crash the forces to be dissipated can be dissipated even better into the construction of the motor vehicle. REFERENCE SIGN LIST 10 underframe
12 guide rail
14 roller
16 prism guide
18 clamping device
19 assemblies
20 floor
22 electric motor
26 conductor track
28 countersunk screw
30 Unlocking unit / actuation unit
32 carrier part
34 fastening part
36 stop
38 deflection roller
40 push button
44 compression spring
46 guide bolts
47 axis of rotation
48 jaw
50 cable
52 fixing element
54 pulley
56 adhesives
58 machining tool
60 contact surface (guide rail)
62 contact surface (clamping jaw)
64 levers
66 cams
68 camshaft
70 pen
71 seat
72 compression spring
73 seat part
74 sliding surface
75 backrest section
78 Buckle connection
80 deflection
82 Belt tractor connection
84 assemblies
86 turntable
88 bridge construction
90 levers
92 axis of rotation
94 slot
96 cones
98 direction of arrow
100 slot
102 support element
104 eccentrics
106 recess
108 pen
110 recess
112 shoulder
114 spring element
116 axis of rotation
120 groove
122 pen
124 slot

Claims (20)

1. Device for adjusting and / or locking a structural unit, an object or the like on a structural element, preferably a floor or a vehicle structure of a means of transport or transportation, in particular for a motor vehicle, aircraft, rail vehicle, ship or the like, the structural unit along at least a guide rail assigned to the construction element is arranged displaceably, and at least one assembly can be arranged on the structural unit, which comprises at least one clamping device, by means of which the structural unit can be locked within the guide rail ( 12 ), characterized in that the clamping device ( 18 ) has at least one clamping jaw (48), wherein the contour of a contact surface (62) of the at least one jaw (48) and the contour of a (62) associated contact surface (60) of the guide rail (12) having the contact surface shape corresponding features a positionally accurate Arr allow creation. 2. Device according to claim 1, characterized in that the corresponding shape features are formed in the longitudinal extension of the guide rail ( 12 ) at constant intervals. 3. Device according to one of the preceding claims, characterized in that the corresponding shape features of the contact surfaces ( 60 ) and ( 62 ) are formed by wavy contours. 4. Device according to one of the preceding claims, characterized in that the at least one clamping jaw ( 48 ) can be transferred into a clamping position or an unlocking position by means of a fixing element ( 52 ). 5. Device according to one of the preceding claims, characterized in that the fixing element ( 52 ) with an unlocking unit ( 30 ), in particular via a cable ( 50 ), a linkage or the like is connected. 6. Device according to one of the preceding claims, characterized in that the unlocking unit ( 30 ) can be actuated manually via a push button ( 40 ) or a lever system. 7. Device according to one of the preceding claims, characterized in that the unlocking unit ( 30 ) can be actuated via electrical control elements. 8. Device according to one of the preceding claims, characterized in that preferably four assemblies ( 19 ) are arranged on the base frame ( 10 ) of the structural unit, which are on both sides with the base frame ( 10 ), each in an area near the front and near the rear End of the base ( 10 ) are connected. 9. Device according to one of the preceding claims, characterized in that the assembly ( 19 ) comprises at least one roller ( 14 ) by means of which the structural unit can be displaced within the guide rail ( 12 ). 10. Device according to one of the preceding claims, characterized in that the rollers ( 14 ) are optionally connected to an electric motor ( 22 ) through which the rollers ( 14 ) can be driven. 11. Device according to one of the preceding claims, characterized in that the guide rail ( 12 ) forms at least one receptacle ( 16 ) for at least one electrically conductive element ( 26 ) which is electrically insulated from the guide rail ( 12 ). 12. Device for fastening a restraint system of a means of transport or means of transport, for a person to be restrained on a vehicle seat or the like in the event of a crash or deceleration, an object to be restrained or locked, goods to be secured or the like, with a connecting element, such as a safety belt, tension belt, holding member or the like, characterized in that at least one, in particular two of the pivot points (78, 82) of the connecting member is directly drivingly connected to a guide rail (12) is / are, with the guide rail (12) frictionally connected to a structural element of the traffic / Tränsportmittels connected is. 13. Device according to one of the preceding claims, characterized in that the articulation points ( 78 , 82 ) are non-positively connected to the guide rail ( 12 ) via a clamping device. 14. Device according to claim 13, characterized in that the clamping device has at least one clamping jaw ( 48 ), the contour of a contact surface ( 62 ) of the at least one clamping jaw ( 48 ) and the contour of a contact surface ( 60 ) assigned to the contact surface ( 62 ). have corresponding shape features of the guide rail ( 12 ). 15. Device according to one of the preceding claims, characterized in that the connecting elements can be non-positively connected to the guide rail ( 12 ) via assemblies ( 84 ) which comprise the clamping device ( 18 ). 16. Device according to one of the preceding claims, characterized in that the assemblies ( 84 ) are decoupled from the assemblies ( 19 ), so that no flow of force in the event of the introduction of dynamic loads in the seat ( 71 ) between the assemblies ( 84 ) and the modules ( 19 ). 17. Device according to one of the preceding claims, characterized in that each guide rail ( 12 ) has a profile with an L-groove. 18. Device according to one of the preceding claims, characterized in that each guide rail ( 12 ) has a profile with a T-groove. 19. Device according to one of the preceding claims, characterized in that each guide rail ( 12 ) has a combined T and L profile. 20. Device for attaching an object or the like to a structural element, in particular a statically fixed structure, characterized by at least one connecting element and by at least one assembly ( 84 ) and / or assembly ( 19 ), the at least one connecting element via the at least one assembly ( 84 , 19 ) can be non-positively connected to a guide rail ( 12 ) connected to the construction element or formed in / on the construction element.