EP1572492A1 - Mecanisme d'entrainement pourvu d'un element de poussee, connu pour un dispositif d'ajustage de siege de vehicule - Google Patents

Mecanisme d'entrainement pourvu d'un element de poussee, connu pour un dispositif d'ajustage de siege de vehicule

Info

Publication number
EP1572492A1
EP1572492A1 EP03767717A EP03767717A EP1572492A1 EP 1572492 A1 EP1572492 A1 EP 1572492A1 EP 03767717 A EP03767717 A EP 03767717A EP 03767717 A EP03767717 A EP 03767717A EP 1572492 A1 EP1572492 A1 EP 1572492A1
Authority
EP
European Patent Office
Prior art keywords
drive
control
wheel
rotary
thrust
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP03767717A
Other languages
German (de)
English (en)
Inventor
Rolf Schüler
Jürgen STEMMER
Rainer Messerschmidt
Michael Berres
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Johnson Controls Components GmbH and Co KG
Original Assignee
Keiper GmbH and Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE10260548A external-priority patent/DE10260548B4/de
Priority claimed from DE10348823A external-priority patent/DE10348823B4/de
Application filed by Keiper GmbH and Co filed Critical Keiper GmbH and Co
Publication of EP1572492A1 publication Critical patent/EP1572492A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/16—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable height-adjustable
    • B60N2/1635—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable height-adjustable characterised by the drive mechanism
    • B60N2/167—Ratchet mechanism
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/16—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable height-adjustable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/16—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable height-adjustable
    • B60N2/1605—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable height-adjustable characterised by the cinematic
    • B60N2/161—Rods
    • B60N2/1615—Parallelogram-like structure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/04—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable
    • B60N2/16—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable height-adjustable
    • B60N2/18—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable height-adjustable the front or the rear portion of the seat being adjustable, e.g. independently of each other
    • B60N2/185—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the whole seat being movable height-adjustable the front or the rear portion of the seat being adjustable, e.g. independently of each other characterised by the drive mechanism
    • B60N2/1882—Ratchet mechanism
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/22—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/22—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable the back-rest being adjustable
    • B60N2/224—Stepwise movement mechanisms, e.g. ratchets

Definitions

  • the invention relates to a drive for a vehicle seat adjuster with the features of the preamble of claim 1.
  • the drive lever pivots a tilting element with two molded tooth areas, one of the tooth areas depending on the swivel direction engaging by means of direct tooth engagement in a drive wheel and then this drive wheel being rotated in one direction, the power flow between the drive lever and the drive wheel via the tilting element.
  • a braking device arranged between the drive wheel and the output element absorbs an output-side torque and only allows an input-side torque to pass through, i.e. during the return of the drive lever to the zero position, the braking device holds the drive wheel.
  • the drive wheel can be turned further by deflecting the drive lever again.
  • An overload safety device is also provided between the drive wheel and the braking device, which disconnects the drive wheel from the braking device and the driven element when a limit load is exceeded.
  • the invention is based on the object of improving a drive of the type mentioned. This object is achieved by a drive with the features of claim 1. Advantageous refinements are the subject of the dependent claims.
  • a translationally movable thrust element is provided as an element to be coupled in, via which the force flow between drive lever and drive wheel takes place, one and the same area of the element to be coupled in can be used with one and the same movement for the two possible drive directions. This saves Installation space so that a compact drive is possible.
  • the thrust element is preferably guided in the radial direction of the drive wheel in order to carry out a defined movement when engaging. When the clutch is engaged, the thrust element preferably engages with the drive wheel, preferably meshing with teeth.
  • the guide for the thrust element is preferably formed on a carrier plate, which is held in a non-positive manner only when engaging, so that the free travel when engaging is as small as possible.
  • a rotary element is preferably provided, which is rotated by the drive lever and acts on the thrust element in contact via a control contour, the control contour changing the rotational movement of the rotary element into a translational movement of the in contact implemented thrust element.
  • the rotary element can also be used to translate the pivoting movement of the drive lever, in that the drive lever preferably acts on the rotary element via involute geometry with involutes, that is to say a rolling movement which, with a corresponding distance between the common contact point and the respective pivot axis, increases the pivoting angle allowed.
  • the coupled thrust element when the drive lever is returned to the zero position of the drive lever by means of a control toothing, the coupled thrust element is disengaged again, the number of springs used can be reduced, since no spring is required for disengaging, so that ultimately no system is precise by many interacting springs is more necessary. This lowers the manufacturing costs and at the same time saves space that the springs would otherwise need for their deflection.
  • the control toothing preferably has a control segment connected to the drive lever, which ensures a direct implementation of the deflection movement, and a rotatable control wheel, which then acts on the element to be disengaged, for example by means of a control cam which is round for the purpose of direction-independent installation and a control slope, so that, for example, a preferred rotary movement of the steering wheel is translated into a translatory movement of the element to be disengaged becomes.
  • the control cam can be designed or molded as an individual part, for example on the steering wheel.
  • An overload safety device is preferably provided between the drive wheel and the driven element, which prevents the drive wheel from moving when a limit load is exceeded
  • the overload protection is preferably of the torque transmission in the power flow, and based on a friction principle, so that ⁇ a clear and complete separation of the drive side is ensured. Any known design can be used for the overload protection, but a radially separating system is preferred.
  • the drive according to the invention can be used for all possible vehicle seat adjusters, but as a rule it is used for height adjusters, backrest adjusters or various inclination adjusters which are provided in a correspondingly adjustable vehicle seat.
  • 1 is an exploded view of the first embodiment including the gear
  • FIG. 3 a representation corresponding to FIG. 2 in the deflected position
  • 4 is a view of the rotary element and the thrust element in the zero position looking in the direction of the gear
  • FIG. 5 shows a representation corresponding to FIG. 4 after the thrust element has been engaged
  • FIG. 6 is a perspective view of the rotating element, thrust element, carrier plate and drive wheel in the direction of view away from the transmission,
  • FIG. 8 is a schematic side view of a vehicle seat
  • FIG. 10 shows a representation corresponding to FIG. 9 after the thrust element has been engaged
  • FIG. 11 is a simplified view, partly in section, of the second exemplary embodiment in the zero position
  • FIG. 12 is a view corresponding to FIG. 11 from the opposite viewing direction
  • FIG. 13 is a view corresponding to FIGS. 11 and 12 in an engaged, somewhat deflected intermediate position
  • FIG. 14 is a view corresponding to FIG. 13 in the end position
  • FIG. 15 is a view corresponding to FIG. 14 in a disengaged, strongly deflected intermediate position
  • 16 is a perspective view of the second embodiment, including the output element and gear, and
  • a drive 1 of the first exemplary embodiment is provided for a vehicle seat adjuster 3, which in the present case serves as a height adjuster of a vehicle seat 5 in a motor vehicle.
  • the drive 1 acts on a gear 7, in the present first exemplary embodiment on a self-locking gear fitting, which in turn moves two parts of the vehicle seat adjuster 3, for example the seat frame and a swing arm, relative to one another via its two fitting parts which can be rotated relative to one another.
  • the transmission 7 blocks an output-side torque, that is to say from the side of the vehicle seat adjuster 3, while a drive-side torque, that is to say from the drive 1, rotates the transmission 7.
  • the drive 1, of which the zero position is first described, has a half-open housing 11 which defines a cylindrical installation space. In the center of this installation space, a bearing sleeve 13 is formed on the housing 11, which defines the cylinder coordinates used below.
  • a drive lever 15 is pivotally mounted in the housing 11 by means of an integrally formed bearing pin 17 which is offset parallel to the bearing sleeve 13.
  • the bearing pin 17 On the outside of the housing 11, the bearing pin 17 is secured by a ring clip 18.
  • the drive lever 15 encloses the bearing sleeve 13 by means of an elongated hole 19 with a lot of play.
  • the radially extending connecting line is on both sides from
  • Bearing pin 17 to the slot 19 each have a curved contact surface as an external involute 21.
  • a radially protruding lever arm 23 is attached as an extension and for actuation.
  • a rotary element 25 is rotatably mounted on the bearing sleeve 13, ie drive lever 15 and rotary element 25 are mounted on different axes.
  • the rotary element 25 has an inner involute 27 on both sides, which is in contact with the associated outer involute 21 at a contact point 29.
  • the rotating element 25 has a fork-shaped control contour 31 with two wedges. With this control contour 31, the rotary element 25 acts on a cam 33 of a translationally movable thrust element 35 in a manner described in more detail later.
  • a disk-shaped carrier plate 37 is also rotatably mounted on the bearing sleeve 13.
  • the carrier plate 37 has two radial lateral guides 39 for the thrust element 35 which is movable in the radial direction.
  • a clutch spring 41 which is designed in the manner of a ring with radially outwardly angled, approximately parallel projecting spring ends, is arranged between the rotary element 25 and the carrier plate 37 and rotatably supported on the carrier plate 37.
  • the two spring ends of the clutch spring 41 are supported in the zero position on the one hand on a first spring support 43 of the rotary element 25, further on a second spring support 45 of the carrier plate 37 and finally on a third spring support 46 of the housing 11.
  • a spring tab 47 formed on the edge of the carrier plate 37 protrudes from the carrier plate 37 approximately in the area of the spring supports 43 and 45 and abuts the housing 11.
  • a thrust element spring 49 is also mounted on the carrier plate 37, which has one end hooked into the thrust element 35 and pulls it radially inward.
  • a drive wheel 51 designed as a toothed ring is rotatably mounted on the bearing sleeve 13, which is partially hollow on both sides and therefore overlaps the carrier plate 37 and the rotating element 25.
  • a toothing 53 is formed on the inner wall of the drive wheel 51 defined thereby.
  • a toothing of the thrust element 35 can cooperate with this toothing 53, but in the zero position the thrust element 35 is spaced from the toothing 53 of the drive wheel 51.
  • an overload ring 55 is rotatably mounted on the drive wheel 51 (or optionally on the bearing sleeve 13), but non-positively by means of four, approximately triangularly curved leaf springs 57 by means of corresponding contact bevels on the drive wheel 51 connected to the drive wheel 51.
  • a compensating element 59 is inserted into the overload ring 55 and connected in a rotationally fixed manner by positive locking.
  • a cover 61 is arranged, which is screwed to the housing 11 or is otherwise firmly connected.
  • a return spring 65 is also arranged and on the outside of the housing 11 is mounted, which is designed in the manner of a ring with radially outwardly angled, approximately parallel projecting spring ends.
  • a projection projecting axially from the drive lever 15 and projecting through a link of the housing 11 is clamped between the two spring ends of the return spring 65, so that it swivels the drive lever 15 back into its zero position after actuation.
  • the drive 1 is preassembled and then plugged together with the output element 63 onto the gear 7 and connected to the latter, for which purpose fastening areas are preferably provided on the housing 11.
  • a pump movement of the lever arm 23 of the drive lever 15 can be translated and converted into a directional rotary movement of the transmission 7.
  • the drive lever 15 When the drive lever 15 is deflected from the zero position into a deflected position, it pivots about its bearing journal 17. Because of its shape, the inner involute 27 carries out a rolling movement on the outer involute 21, the contact point 29 moving and the rotary element 25 rotating about the bearing sleeve 13.
  • the selected dimension results in a translation in the swivel angle, i.e. the deflection of the rotary element 25 is greater than that of the drive lever 15.
  • the one spring end of the coupling spring 41 is carried along by the first spring support 43.
  • This spring end then has neither contact with the support plate 37 nor with the housing 11.
  • the first spring support 43 on the rotary element 25 thereby experiences a certain advance compared to the second spring support 45 on the support plate 37.
  • the braking torque which is generated due to friction between the spring plate 47 and the housing 11 and acts on the carrier plate 37, which is greater than the torque which acts on the carrier plate 37 when it is engaged.
  • Coupling also begins with the rotary movement of the rotary element 25.
  • the control contour 31 of the rotary element 25 rotates in the circumferential direction relative to the thrust element 35, so that a radial force component is transmitted to the adjacent cam 33 of the thrust element 35 due to the slope.
  • the thrust element 35 is thereby pressed radially outward against the force of the spring element 49, the guides 39 of the carrier plate 37 guiding the thrust element 35.
  • the engagement process ends when the thrust element 35 comes into engagement with the toothing 53 of the drive wheel 51.
  • the carrier plate 37 and, in particular, the drive wheel 51 are also rotated, ie the force flow required for generating this rotary movement takes place from the drive lever 15 - after translation by means of the rotary element 25 over it - onto the thrust element 35 and from there on the drive wheel 5.
  • the arrangement acts as an overload protection, i.e. the leaf springs 57 disengage from the drive wheel 51, so that it spins empty.
  • This overload protection and since the drive 1 is not loaded in the event of a crash, it is possible to manufacture most components from inexpensive plastic. If, as a rule, the overload ring 55 experiences a torque from the drive wheel 51, it rotates the output element 63 via the compensating element 59, which in turn drives the transmission 7.
  • the drive lever 15 When the end position of the deflection is reached, the drive lever 15 is returned to the zero position or released via the lever arm 23, in which case the return spring 65 ensures the return to the zero position.
  • the drive lever 15 rotates the rotary element 25 back via the rolling movement, the control contour 31 first of all releasing from the cam 33, so that the thrust element spring 49 can pull the thrust element 35 radially inward, ie disengage.
  • the clutch spring 41 also rotates the inner involute 25 and the carrier plate 37 back to the zero position. Due to the slip-free transmission connection existing at the present moments between the drive wheel 51 and the transmission 7 and the self-locking of the latter, the drive wheel 51 stops until the drive lever 15 has reached the zero position.
  • the rotary element 25 acts on the thrust element 35' by means of a control cam 81 which is formed on the rotary element 25 'and protrudes in the axial direction and which engages in a control link 83 of the thrust element 35'.
  • the control cam 81 slides when the thrust element 35 'is coupled into the drive wheel 51 along the radially further outward outer link contour 83' of the control link 83, while when it is disengaged it bears against the radially further inside inner link contour 83 ' protruding tip in the inner link contour 83 ", the control cam 81 presses the thrust element 35 'radially inward on the way to the zero position.
  • the modification corresponds to the described first exemplary embodiment.
  • a drive 101 is provided for a vehicle seat adjuster 103, which in the present case serves as a height adjuster for a vehicle seat 105 in a motor vehicle.
  • the drive 101 acts on a gear 107, in the present second exemplary embodiment on a self-locking gear fitting, which in turn moves two parts of the vehicle seat adjuster 103, for example the seat frame and a swing arm, relative to one another via its two fitting parts which can be rotated relative to one another.
  • the transmission 107 blocks an output-side torque, that is to say from the side of the vehicle seat adjuster 103, while a drive-side torque, that is to say from the drive 101, rotates the transmission 107.
  • the drive 101 of which the zero position is first described, has a half-open housing 111 which defines a cylindrical installation space. In the center of this installation space, a bearing sleeve 113 is formed on the housing 111, which defines a main axis A together with the cylinder coordinates used below.
  • a drive lever 115 is pivotally mounted about a minor axis B in the housing 111 by means of a molded-on bearing journal 117 which is offset parallel to the bearing sleeve 113.
  • the drive lever 115 surrounds the bearing sleeve 113 with a lot of play by means of a first recess 119.
  • the edge of the first recess 119 is shaped symmetrically to the longitudinal direction of the drive lever 115 to form a toothed external involute 121.
  • a radially protruding lever arm 123 is attached as an extension and for actuation.
  • a rotary element 125 is rotatably mounted on the bearing sleeve 113, i.e.
  • Drive lever 115 and rotary element 125 are mounted on different axes.
  • the rotating element 125 has an inner involute 127 which bears against a contact point 129 on the associated outer involute 121.
  • a semicircular, toothed control wheel 130 is arranged on the side of the rotary element 125 which is axially facing away from the drive lever 115.
  • the rotating element 125 At the end facing away from the inner involute 127, the rotating element 125 has a cranked, fork-shaped control contour 131 with two wedges. With this control contour 131, the rotary element 125 acts on a cam 133 of a translationally movable thrust element 135 in a manner described in more detail later.
  • the thrust element 135 also encloses a control cam 130a of the control wheel 130 with a second cutout 135a in addition to the bearing sleeve 113.
  • the second cutout 135a has two control bevels 135b running almost at right angles to one another.
  • a control segment 136 which is slightly curved around the secondary axis B and which is fixedly attached to the drive lever 115.
  • the control wheel 130 and the control segment 136 form a control toothing.
  • a disk-shaped carrier plate 137 is also rotatably mounted on the bearing sleeve 113.
  • the carrier plate 137 has two radially extending, laterally formed guides 139 for the thrust element 135 movable in the radial direction.
  • a drive wheel 151 designed as a toothed ring is rotatably mounted on the bearing sleeve 113, which is partially hollow on both sides and therefore the carrier plate 137, the steering wheel 130, the control segment 136 and overlaps the rotating element 125.
  • a toothing 153 is formed on the inner wall of the drive wheel 151 defined thereby.
  • a toothing of the thrust element 135 can interact with this toothing 153, but in the zero position the thrust element 135 is spaced apart from the toothing 153 of the drive wheel 151.
  • a cover 161 On the side of the drive wheel 151 which faces axially from the carrier plate 137, a cover 161 is arranged, which is screwed to the housing 111 or is otherwise firmly connected.
  • the drive 101 is preassembled and then, together with the output element 163, plugged onto the gear 107 and connected to the latter, for which purpose fastening areas are preferably provided on the housing 111.
  • a pump movement of the lever arm 123 of the drive lever 115 can be translated and converted into a directional rotary movement of the transmission 107. 11 and 12, the zero position is shown.
  • the drive lever 115 When the drive lever 115 is deflected, it pivots about the minor axis B. Due to its shape, the inner involute 127 performs a rolling movement on the outer involute 121, the contact point 129 moving and the rotating element 125 rotating about the major axis A.
  • the selected dimension results in a translation in the swivel angle, i.e. the deflection of the rotary element 125 is greater than that of the drive lever 115.
  • Coupling also begins with the rotary movement of the rotary element 125.
  • the control contour 131 of the rotary element 125 rotates in the circumferential direction relative to the thrust element 135, so that a radial force component is transmitted to the adjacent cam 133 of the thrust element 135 due to the slope.
  • the thrust element 135 is thereby pressed radially outwards, the guides 139 of the carrier plate 137 guiding the thrust element 135.
  • the carrier plate 137 is held in position by a braking torque.
  • the engagement process ends when the thrust element 135 comes into engagement with the toothing 153 of the drive wheel 151, as shown in FIG. 13.
  • the control cam 130a is located exactly between the two control slopes 135b.
  • the carrier plate 137 and the drive wheel 151 are rotated, ie the power flow from the drive lever 115 (via the rotary element 125) to the thrust element 135 and further to the drive wheel 151.
  • This rotates the output element 163 the main axis A, which in turn drives the transmission 107.
  • the steering wheel 130 and the steering segment 136 remain disengaged.
  • the end position of the deflection is shown in Fig. 14.
  • the drive lever 115 is released and returned to the zero position by a spring acting on it.
  • the control segment 136 now drives the steering wheel 130.
  • the thrust element 135 is pulled out of the toothing 153 of the drive wheel 151 by means of the control cam 130a via the control slope 135b which is closer to the zero position.
  • the thrust element 135 disengages.
  • the rotating element 125 is turned back by means of the cam 133 and the control contour 131. Due to the slip-free transmission connection existing at the present moments between the drive wheel 151 and the transmission 107 and the self-locking of the latter, the drive wheel 151 stops until the drive lever 115 has reached the zero position.

Abstract

L'invention concerne un mécanisme d'entraînement (1) conçu pour un dispositif d'ajustage de siège de véhicule (3), comprenant un levier d'entraînement (15) à pivotement manuel qui peut être déplacé d'une position zéro. L'objectif de cette invention est de pouvoir animer un élément de sortie (63) d'un mouvement de rotation dirigé, après avoir accouplé un élément (35) à une roue d'entraînement (51) de façon que cet élément s'engrène avec ladite roue. A cet effet, le mécanisme d'entraînement comprend, en tant qu'élément d'accouplement, au moins un élément de poussée (35) pouvant décrire un mouvement de translation.
EP03767717A 2002-12-21 2003-12-02 Mecanisme d'entrainement pourvu d'un element de poussee, connu pour un dispositif d'ajustage de siege de vehicule Withdrawn EP1572492A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10260548A DE10260548B4 (de) 2002-12-21 2002-12-21 Antrieb für einen Fahrzeugsitzeinsteller
DE10260548 2002-12-21
DE10348823 2003-10-21
DE10348823A DE10348823B4 (de) 2003-10-21 2003-10-21 Antrieb für einen Fahrzeugsitzeinsteller
PCT/EP2003/013531 WO2004056605A1 (fr) 2002-12-21 2003-12-02 Mecanisme d'entrainement pourvu d'un element de poussee, conçu pour un dispositif d'ajustage de siege de vehicule

Publications (1)

Publication Number Publication Date
EP1572492A1 true EP1572492A1 (fr) 2005-09-14

Family

ID=32683472

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03767717A Withdrawn EP1572492A1 (fr) 2002-12-21 2003-12-02 Mecanisme d'entrainement pourvu d'un element de poussee, connu pour un dispositif d'ajustage de siege de vehicule

Country Status (6)

Country Link
US (1) US7114778B2 (fr)
EP (1) EP1572492A1 (fr)
JP (1) JP2006511385A (fr)
KR (1) KR20050084790A (fr)
BR (1) BR0308089A (fr)
WO (1) WO2004056605A1 (fr)

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DE10340997B3 (de) 2003-09-05 2005-01-13 Keiper Gmbh & Co. Kg Drehantrieb für einen Einsteller eines Fahrzeugsitzes
DE112009000118B4 (de) 2008-01-17 2014-12-18 Fisher Dynamics Corp. Verstellmechanismus und Sitzbaugruppe
JP5315859B2 (ja) * 2008-08-28 2013-10-16 アイシン精機株式会社 車両用シート
DE102009014651B4 (de) * 2009-03-27 2015-01-15 Johnson Controls Gmbh Fahrzeugsitz mit einem Höhenversteller
US8616648B2 (en) * 2011-03-11 2013-12-31 Keiper Gmbh & Co. Kg Vehicle seat and recliner fitting for vehicle seat
DE102012112138B3 (de) 2012-12-12 2014-05-15 Grammer Ag Fahrzeugsitz
DE102012112557B4 (de) 2012-12-18 2018-07-05 Grammer Ag Fahrzeugsitz, insbesondere für Nutzfahrzeuge, mit einem Sitzteil und einer Rückenlehne und gemeinsam nutzbaren Funktionen
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US7114778B2 (en) 2006-10-03
JP2006511385A (ja) 2006-04-06
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WO2004056605A1 (fr) 2004-07-08
BR0308089A (pt) 2004-12-21
US20050067871A1 (en) 2005-03-31

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