EP2991856A1

EP2991856A1 - Longitudinally adjustable vehicle seat

Info

Publication number: EP2991856A1
Application number: EP14715966.9A
Authority: EP
Inventors: Wolfgang Pluta; Thomas Dill; Christian Wolf; Thomas Christoffel
Original assignee: Johnson Controls Components GmbH and Co KG
Current assignee: Adient Luxembourg Holding SARL
Priority date: 2013-04-30
Filing date: 2014-04-09
Publication date: 2016-03-09
Also published as: DE102013214175B4; DE102013214175A1; US9758061B2; WO2014177351A1; JP2016516639A; KR20160003797A; CN105189194A; JP6082844B2; CN105189194B; US20160107545A1

Abstract

The invention relates to a longitudinally adjustable vehicle seat (1) comprising a lower rail (5) and an upper rail (3) that can be guided displaceably therein, in the longitudinal direction, within a comfort adjustment region, as well as an end stop (40, 40b) that is mounted on said lower rail (5) and delimits said comfort adjustment region by interacting with a stop element (36) mounted on the upper rail (3). By shifting the stop element (36) away, the upper rail (3) can be displaced beyond the comfort adjustment region and into an easy entry region. The stop element (36) is part of a stop module (30) which can be pivoted about a pivot axis (S), said stop module (30) comprising a deflector element (34) and being designed such that, when the stop element (36) has not been shifted away, the deflector element (34) moves upwards in the vertical direction upon contact with a screw head (22) that is located in the cavity between the upper rail (3) and the lower rail (5), said stop element (36) form-fittingly engaging with the end stop (40, 40b) when said end stop (40, 40b) is reached.

Description

LENGTH ADJUSTABLE VEHICLE SEAT

The invention relates to a longitudinally adjustable vehicle seat having the features of the preamble of claim 1.

PRIOR ART WO 2012/0841 16 A1 discloses a generic vehicle seat. The vehicle seat comprises a longitudinal adjuster with two pairs of rails, each with two seat rails, which can be displaced relative to one another, namely an upper rail and a lower rail, which engage around one another alternately. The

Upper rail is relative to the lower rail within a

Comfort adjustment range and beyond in an easy-entry area movable. For locking the upper rail with the lower rail in a position within the comfort setting range, a locking device is provided. To limit the comfort setting range is on the top rail

End stop element provided with a movable stop surface, which cooperates with a arranged on the lower rail end stop. To shift the lower rail from the comfort setting range out into the easy-entry area, the end stop element can be switched away with the movable stop surface. Also from US 2012/0168595 A1 a generic vehicle seat is known which a lower rail with an end stop and a

Upper rail with a stop element comprises. The stop element and the end stop limit a comfort setting range. The

Stop element is wegschaltbar by pivoting about an axis, whereby the upper rail over the comfort setting range also in an easy-entry area is displaced.

DE 10 2004 049 404 A1 discloses a vehicle seat which is adjustable in a comfort setting range and in an easy entry range. At the top rail while a cam is attached, which with a

under-railed stop bar cooperates to limit the comfort setting range. DE 10 2004 049 404 A1 discloses a vehicle seat which is adjustable in a comfort setting range and in an easy entry range. The comfort setting range is limited by means of a wegschaltbaren stop.

OBJECT The object of the invention is to improve a vehicle seat of the type mentioned in the introduction, in particular to avoid collisions of an abutment element fixed to the rail with obstacles, which are located in the cavity between the upper rail and the lower rail. solution

This object is achieved by a vehicle seat with the

Characteristics of claim 1 solved.

Advantageous embodiments, which can be used individually or in combination with each other, are the subject of the dependent claims. A generic longitudinally adjustable vehicle seat includes a bottom rail and a longitudinal direction within a comfort adjustment range therein

slidably guided upper rail, as well as one at the lower rail

attached end stop, which by interaction with a at the

Upper rail attached stop element limits the comfort adjustment, wherein by switching off the stop element, the upper rail is displaced beyond the comfort setting range addition in an easy-entry area, and wherein the stop element is part of a pivotable about a pivot axis stop module.

According to the invention it is provided that the stop module a

Deflector element comprises, wherein the stop module is designed such that when not weggeschaltetem stop element, the deflector element is in contact with a in the cavity between the upper rail and the

Lower rail located screw head moves vertically upwards, and the stop member engages upon reaching the end stop form-fitting manner to the end stop. As a result, the stop element overcomes obstacles, in particular

Screw heads, which are located in the cavity between the upper rail and the lower rail, but acts to limit the comfort setting range anyway with the mounted on the lower rail end stop together. Advantageously, the stop element surrounds the deflector element on both sides, each with a hook-shaped stop area. That's it

Stop module designed mirror-symmetrically in the transverse direction, which forces are distributed evenly when attacking the end stop. According to an advantageous embodiment of the invention, the end stop on two transversely offset from one another arranged stop arms, between which a slot is formed. This is the end stop in Transverse direction designed mirror-symmetrical, which forces are distributed evenly when attacking the stop element.

Preferably, when not weggeschaltetem stop element penetrates the

Deflector element when reaching the end stop in the slot of

End stop.

The stop module has to control, so to switch off the

Stop element, preferably an actuating element, which the

Protrudes through the top rail.

Preferably, the stop module is configured in the form of a rocker, wherein the deflector element and the stop element are arranged on one side of the pivot axis, and wherein the actuating element is arranged on the other side of the pivot axis.

The control of the stop module is relatively simple when the stop module is pivoted about the pivot axis by pressure on the actuating element, whereby the stop element is switched off.

According to an advantageous embodiment of the invention for controlling the actuating element by means of pressure on a control arm of a

Provided on control element arranged ramp element, which has an outer contour which extends inclined to the control arm, and which acts on the actuating element.

Preferably, a spring element is provided, which pivots the stop module about the pivot axis after releasing the actuating element. The deflector element advantageously has an inclined to the vertical direction and inclined to the longitudinal direction front slope and / or inclined to the vertical direction and inclined to the longitudinal direction extending rear slope.

The deflector element preferably extends deeper in the vertical direction than the stop element. Thus, only the deflector element comes into contact with a screw head, while the stop element of the

Screw head remains removed.

The production of the stop module is relatively simple when the deflector element and the stop element are integrally formed.

Preferably, the deflector element, the stop element and the actuating element are integrally formed.

Figures and embodiments of the invention

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

Fig. 1: a side sectional view of a rail pair of a

Longitudinal adjuster of a vehicle seat in a rear adjustment position,

Fig. 2: a side sectional view of the rail pair in a middle

setting position,

3 is a perspective, partially sectioned view of the

Pair of rails in a front adjustment position,

4 shows another perspective, partially sectioned view of the

Pair of rails in a front adjustment position, 5 shows a lateral sectional representation of the pair of rails in a front setting position in the locked state, FIG. 6 shows a lateral sectional view of the pair of rails in a front

Setting position in unlocked state,

Fig. 7 is a side sectional view of the rail pair in front

end position,

8 is a side sectional view of the rail pair in

Transition position,

9 is a side sectional view of the pair of rails in easy-entry position,

10a is a perspective view of an end stop,

10b: a perspective view of an end stop according to a

modified embodiment,

1 1: a perspective view of a stop module,

12 is a schematic representation of a vehicle seat,

Fig. 13: a side sectional view of the rail pair with

Control element with not activated Easy Entry function,

Fig. 14: a side sectional view of the rail pair with

Control element with activated Easy Entry function, FIG. 15: a perspective view of a structure of a

Inventive vehicle seat from the outside and

16 is a perspective view of a structure of a

Inventive vehicle seat from the inside.

A vehicle seat 1 for a present three-door motor vehicle, in this case a front seat, has a seat part 2 and a backrest 10 which is attached thereto and can be tilted. The vehicle seat could also be a rear seat, in particular in a five-door motor vehicle with three rows of seats and seven vehicle seats.

The arrangement of the vehicle seat 1 within the vehicle and its usual direction of travel define those used below

Directional information. In this case, a direction oriented perpendicular to the ground is hereinafter referred to as vertical direction and a direction perpendicular to the vertical direction and perpendicular to the direction of travel is hereinafter referred to as

Transverse direction. By means of a longitudinal adjuster, which two with the vehicle floor of the

Motor vehicle connected lower rails 5 and two upper rails 3, the vehicle seat 1 is longitudinally adjustable within a comfort range. This means that the seat part 2 is together with the backrest 10 in

Longitudinal direction, which in the present case corresponds approximately to the direction of travel, adjustable. For this purpose, each of the top rails 3 in each one of the parallel in

Lengthwise extending lower rails 5 slidably guided.

Each of the two upper rails 3 each forms a seat rail pair with the associated lower rail 5. The longitudinal adjuster thus comprises two transversely offset from one another and parallel to each other

Seat rail pairs. The upper rail 3 and the lower rail 5 engage around each other mutually, wherein in each case a cavity between the upper rail 3 and the lower rail 5 is formed.

By means of a respective locking device 14, which is arranged in such a cavity, each of the two upper rails 3 with the respective lower rail 5 can be locked. By means of a Entriegelungsbügels 16, which in this case in

Direction of travel is arranged on the front of the vehicle seat 1, the

Locking devices 14 unlocked, whereby the vehicle seat 1 is displaced in the longitudinal direction.

The two pairs of seat rails are presently constructed mirror-symmetrically to one another. The following is therefore only on a seat rail pair of

Longitudinal adjuster received. The lower rail 5 is fastened, inter alia, by means of a fastening screw 20 to the floor structure of the vehicle. The fastening screw 20 protrudes with its shank the lower rail 5 in the vertical direction and is screwed into a corresponding thread on the floor structure of the vehicle. The fastening screw 20 has a screw head 22, which is located in the vertical direction above the shaft and projects into the cavity between the upper rail 3 and the lower rail 5. The fastening screw 20 is located in a rear region of the lower rail 5 in the longitudinal direction.

The locking device 14 includes a vertically movable locking plate 18 having transversely projecting locking teeth. The locking plate 18 is by means not shown

Locking springs attached to the upper rail 3. The locking springs thereby raise the locking plate 18 in the vertical direction upwards. On the locking plate 18 is a cylindrical unlocking pin 19th

attached, whose central axis extends in the vertical direction. The unlocking pin 19 extends through an opening in the upper rail 3, which represents a guide for the unlocking pin 19.

The lower rail has downwardly open notches 7 in the vertical direction. In the locked state of the pair of rails, the locking plate 18 is in an upper position and the locking teeth of the locking plate 18 engage in the notches 7 a. To unlock, a release member 17 actuated by the unlocking bracket 16 presses the unlocking pin 19 downwards, whereby also the locking plate 18 is pressed down into a lower position. As a result, the locking teeth move the

Locking plate 18 down out of the notches 7 out. The pair of rails is then unlocked and the upper rail 3 is movable longitudinally relative to the lower rail 5 within the comfort adjustment range. Furthermore, the vehicle seat 1 has an easy-entry function. To facilitate the entry to a rear seat, the upper rail 3 relative to the

Lower rail 5 are moved forward beyond the comfort area into an easy-entry area. The Easy Entry feature is through

Actuation of an operating lever 8 activated.

In a longitudinal rear region, in particular behind the

Locking device 14, a stop module 30 on the upper rail 3 and almost completely in the cavity between the upper rail 3 and

Lower rail 5 attached. The stop module 30 is presently configured in the form of a rocker and pivotable about a pivot axis S extending in the transverse direction. Said pivot axis S is defined by a cylindrical bearing pin 38 which is mounted in a holding plate 28 which on the

Upper rail 3 is attached. The retaining plate 28 is located within the cavity between the

Upper rail 3 and the lower rail 5 and has an approximately U-shaped profile, wherein the base of the profile extends horizontally and on the upper rail. 3 is attached. From the base are two legs from right angles, which extend in the vertical direction downwards.

The bearing pin 38 is mounted in holes provided in the legs of the retaining plate 28. In addition to the support of the bearing pin 38, the holding plate 28 additionally serves to reinforce the upper rail 3. The retaining plate 28 can also be omitted and the bearing pin 38 can be attached directly to the upper rail 3. In the longitudinal direction in front, the stop module 30 has an actuating element 32, which extends through the upper rail 3 through an opening provided for this purpose upwards. Rearward in the longitudinal direction, the stop module 30 a

Deflector element 34 and a stop element 36. The deflector element 34 is arranged centrally within the stop element 36 in the transverse direction. The stop element 36 thus surrounds the deflector element 34 on both sides, each with a hook-shaped stop area.

The deflector element 34 has on the side facing the bearing pin 38 an inclined to the vertical direction and inclined to the longitudinal direction, up and forward, extending front bevel. On the bearing pin 28

facing away from the deflector element 34 an inclined to

Vertical direction and inclined to the longitudinal direction, upwards and backwards, running rear bevel on. The deflector element 34 extends in the vertical direction at least as far, in the present case deeper, than the stop regions of the

Stop element 36.

Upon actuation of the operating lever 8 and pivoting of the backrest 10 relative to the seat part 2, the actuating element 32 is pressed by a drive element 50 in the vertical direction downwards. In this case, the stop module 30 executes a pivoting movement about the pivot axis S defined by the bearing pin 38, as a result of which the deflector element 34 and the stop element 36 move upwards. Upon actuation of the operating lever 8 and pivoting the Backrest 10 relative to the seat part 2 and the locking device 14 is unlocked.

If the actuator 32 is let go, a spring element, not shown, pivots the stop module 30 about its pivot axis S in the

Starting position back. In this case, the actuating element 32 moves upward and the deflector element 34 and the stop element 36 move downwards. The spring element is preferably designed as a torsion spring and arranged around the bearing pin 38 around. But other embodiments of the spring element, such as a coil spring or a leg spring are conceivable.

In the longitudinal direction in front of the fastening screw 20, an end stop 40 is arranged on the lower rail 5. The end stop 40 comprises a base plate 46, which is fixed to the lower rail 5, and two stop arms 42, which are arranged offset in the transverse direction to each other and parallel to each other. Between the two stop arms 42, a slot 44 is formed. Such an end stop 40 is shown in Fig. 10a. In Fig. 10b, an end stop according to a modified embodiment 40b is shown, which is designed in cross-section U-shaped. In this case, the base of the U-shaped cross-section forms the base plate 46 which is fixed to the lower rail 5, and the legs of the U-shaped cross section form the

Stop arms 42. The stop arms 42 extend, for example, parallel to each other in the vertical direction upwards, or slightly inclined to each other and inclined to the vertical direction. Between the two stop arms 42, the slot 44 is formed.

In the present case, the base plate 46 of the end stop 40 is below the

Lower rail 5 arranged and the stop arms 42 protrude through a designated opening in the lower rail 5 in the cavity between

Upper rail 3 and lower rail 5 into it. The stop arms 42 extend thereby, starting at the base plate 46, inclined to the vertical direction and inclined to the longitudinal direction upwards and to the rear.

The stop arms 42 of the end stop 40 extend in

Vertical direction only so far up that the locking plate 18 is still above the stop arms 42 in its lower position. Thus, a collision of the locking plate 18 with the stopper arms 42 at a

Displacement of the upper rail 3 relative to the lower rail 5 safely avoided. In the illustration shown in Fig. 1, the pair of rails is in

Comfort area in a rear adjustment position. The deflector element 34 of the stop module 30 is located in the longitudinal direction behind the

Screw head 22 of the fastening screw 20. The easy-entry function is not activated and the locking device 14 is unlocked.

Starting from the rear adjustment position shown in FIG

Vehicle seat 1 pushed forward. In this case, the front bevel of the deflector element 34 comes into contact with the screw head 22 of the

Fixing screw 20, which is an obstacle to the stop module 30. The front slope of the deflector element 34 slides along the screw head 22, whereby the deflector element 34 moves upwards. The stop module 30 is thereby pivoted counter to the force of the spring element about its pivot axis S. In Fig. 2, a middle setting position is shown, in which the

Abweiserelement 34 on the screw head 22 of the fastening screw 20 is located.

Starting from the middle setting position shown in FIG

Vehicle seat 1 pushed further forward. In this case, the rear slope of the deflector element 34 comes into contact with the screw head 22 of the

Fixing screw 20. The rear slope of the deflector element 34 slides in this case along the screw head 22, whereby the deflector element 34, supported by the force of the spring element, moves downwards. In this case, the stop module 30 is pivoted about its pivot axis S by the force of the spring element.

The pair of rails then passes into a front adjustment position, which is shown in Figs. 3 to 6, and in which the deflector element 34 in

Longitudinal direction in front of the screw head 22 of the fastening screw 20 is located. The Easy Entry function is not activated. In the illustration according to FIG. 5, the locking device 14 is locked. The locking plate 18 is in the upper position.

To push the vehicle seat 1 further forward, starting from the illustration according to FIG. 5, the locking device 14 is initially unlocked, as shown in FIG. In this case, the locking plate 18 is brought into the lower position. If the vehicle seat 1 is now pushed further forward, then the pair of rails reaches a front end position shown in FIG

Comfort area limited to the front. In this case, the stop module 30 comes into contact with the end stop 40.

In the front end position shown in FIG. 7, the deflector element 34 penetrates into the slot 44 of the end stop 40, while the hook-shaped abutment areas of the stop element 36 come into abutment against the stop arms 42 of the end stop 40. The stop regions of the stop element 36 and the stop arms 42 of the end stop 40 are located in this case

self-locking contact with each other. Another move of the

Upper rail 3 relative to the lower rail 5 is thus not possible.

To activate the easy-entry function is in a position within the comfort range, for example, in the front end position shown in FIG. 7 or in the front adjustment position shown in FIG. 5 or in the middle setting position shown in FIG. 2 or in the Fig. 1 shown rear End position of the operating lever 8 is actuated. Thereby, the unlocking pin 19 of the locking device 14 and the actuator 32 of the

Stop module 30 pressed down, causing the deflector element 34 and the stop member 36 to move up and the

Locking device 14 is unlocked.

The stop element 36 is moved so far up that its hook-shaped abutment areas are located in the vertical direction above the stop arms 42 of the end stop 40. As a result, the upper rail 3 can be moved further forward relative to the lower rail 5 and the pair of rails reaches the easy-entry area.

The contours of the stop arms 42 of the end stop 40 and the

Stop element 36 of the stop module 30 are designed such that in the front end position with respect to a displacement of the upper rail 3 relative to the lower rail 5 forward Although there is a self-locking contact.

Nevertheless, a pivoting movement of the stop module 30 about its pivot axis S is possible in the front end position, whereby the

Stop member 36 moves relative to the stop arms 42 upwards.

In Fig. 8, the transition position of the rail pair is shown, in which the deflector element 34 and the stop element 36 of the stop module 30 are located exactly in the vertical direction over the stop arms 42 of the end stop 40.

The upper rail 3 can now be moved further relative to the lower rail 5 to the front until the easy-entry position shown in FIG

Rail pair is reached. In the easy entry position suggests a at the

Upper rail 3 trained counter-stop 26 to a formed on the lower rail 5 fixed stop 24, whereby the travel of the upper rail 3 is limited to the front. Instead of the counter-stop 26, the stop element 36 of the

Stop module 30 in the easy-entry position to the fixed stop 24th

strike to limit the travel of the upper rail 3 relative to the lower rail 5 to the front. In this case, the fixed stopper 24 is similar to the described end stop 40 or the end stop according to the modified embodiment 40 b executed, wherein the stop arms 42 in

Vertical direction extend so far that the hook-shaped

Stop areas of the stop member 36 can not pass over the stop arms 42 of the end stop 40.

The stop module 30 is present in one piece. Instead of the rigid deflector element 34, which over obstacles such as the

Screw head 22 slides, a rotating or rolling element, such as a roller, can be provided on the stop module.

In the present embodiment, the control of the easy-entry function is carried out by pressure in the vertical direction down to the actuator 32 of the stop module. Alternatively, a tension element, for example in the form of a Bowden cable, can also be arranged on the deflector element 34 or on the stop element 36. In this case, the Easy Entry function can be controlled by pulling vertically upwards.

In the present case, the end stop 40 is designed as a separate component and attached to the lower rail 5. It is also conceivable to form the end stop 40 integrally with the lower rail 5, for example, by the stop arms 42 are issued from the material of the lower rail 5 and bent upwards.

Upon actuation of the operating lever 8 for activating the easy-entry function and pivoting of the backrest 10 relative to the seat part 2 actuates a rotatably connected to the backrest 10 cam 58 a top rail fixed pivotally mounted transmission lever 56. The transmission lever 56 then actuates the drive element 50, which also solid rail is pivotally mounted. The arrangement of the cam 58, the

Transmission lever 56 and the drive element 50 is apparent from the illustration of FIG. 15. The drive element 50 is pivotable about a pivot pin 52 relative to the seat part 2 and relative to the upper rail 3 and has an approximately radially projecting from the pivot pin 52 control arm 60. On the control arm 60, a ramp element 54 is arranged, which has an outer contour which extends inclined to the control arm 60 and which acts upon activation of the easy-entry function on the actuating element 32 of the stop module 30. The outer contour of the ramp element 54 is designed curved in the present case.

In the illustrations according to FIG. 13 and FIG. 14, an actuating element 32 modified relative to the other representations is shown. The actuating element 32 shown in FIGS. 13 and 14 has an additional tongue extending approximately in the direction of travel for interacting with the tongue

Ramp element 54 on.

When pivoting the backrest 10 and actuation of the control element 50 by the transmission lever 56, the control arm 60 pivots about the

Pivot pin 52, whereby the ramp element 54 approximately in

Vertical direction moves down. In this case, the ramp element 54 presses the actuating element 32 of the stop module 30 down, whereupon the

Stop module 30 performs a pivoting movement about the defined by the bearing pin 38 pivot axis S.

The unlocking bracket 16 is pivotally mounted about an unlocking shaft 15 on the upper rail 3 and rotatably connected to the unlocking shaft 15. With the Entriegelungswelle 15 and the unlocking element 17 is rotatably connected. Upon actuation of the Entriegelungsbügels 16 is the

Unlocking element 17 is pivoted about the unlocking shaft 15 and pushes thereby on the unlocking pin 19, whereby the locking device 14 is unlocked.

Pivot pin 52 and additionally presses on the Ent egelungselement 17, which thereby presses on the unlocking pin 19, whereby the

Locking device 14 is unlocked. The Ent egelungselement 17 is not shown in the illustrations of FIG. 13 and FIG. 14.

Upon actuation of the operating lever 8 for activating the easy-entry function and pivoting of the backrest 10 relative to the seat part 2, the stop module 30 is thus simultaneously actuated and the locking device 14 is unlocked. The features disclosed in the foregoing description, the claims and the drawings may be of importance both individually and in combination for the realization of the invention in its various forms.

LIST OF REFERENCE NUMBERS

vehicle seat

seat part

upper rail

bottom rail

notch

operating lever

backrest

locking device

unlocking

Entriegelungsbügel

unlocking

locking plate

unlocking

fixing screw

screw head

fixed stop

counterstop

Halteblech

stop module

actuator

deflector

stop element

bearing bolt

end stop

b End stop according to modified version Stop arm

slot

baseplate Control element Pivot bolt Ramp element Transmission lever Cam

control arm

swivel axis

Claims

claims

Longitudinally adjustable vehicle seat (1), comprising

a bottom rail (5) and one longitudinally therein within a

Comfort adjustment area slidably guided upper rail (3),

and an end stop (40, 40b) attached to the lower rail (5) which limits the comfort setting range by cooperation with a stop element (36) attached to the upper rail (3), the upper rail (3) being displaced by disengaging the stop element (36) the comfort setting range is displaceable into an easy entry area,

and where

the stop element (36) is part of a stop module (30) pivotable about a pivot axis (S),

characterized,

in that the stop module (30) comprises a deflector element (34), wherein the stop module (30) is designed such that

when the stop element (36) is not switched off

the deflector element (34) is in contact with one in the cavity between the upper rail (3) and the lower rail (5)

Screw head (22) moves vertically upward, and

the stop element (36) on reaching the end stop (40, 40b) positively engages the end stop (40, 40b).

Vehicle seat (1) according to claim 1, characterized in that the stop element (36) surrounds the deflector element (34) in the transverse direction on both sides, each with a hook-shaped stop area.

3. Vehicle seat (1) according to any one of the preceding claims, characterized in that the end stop (40, 40b) has two transversely offset from one another arranged stop arms (42), between which a slot (44) is formed.

4. Vehicle seat (1) according to claim 3, characterized in that

when the stop element (36) is not switched off, the deflector element (34), upon reaching the end stop (40, 40b), enters the slot (44) of the stop

End stop (40, 40b) penetrates.

5. Vehicle seat (1) according to one of the preceding claims, characterized

characterized in that the stop module (30) has an actuating element (32) which projects through the upper rail (3).

6. Vehicle seat (1) according to claim 5, characterized in that

the stop module (30) is designed in the form of a rocker, wherein the deflector element (34) and the stop element (36) are arranged on one side of the pivot axis (S), and wherein the actuating element (32) on the other side of the pivot axis (S ) is arranged.

7. Vehicle seat (1) according to one of claims 5 to 6, characterized

characterized in that by pressure on the actuating element (32), the stop module (30) is pivoted about the pivot axis (S), whereby the stop element (36) is switched off.

8. Vehicle seat (1) according to claim 7, characterized in that the

Actuation of the actuating element (32) by means of pressure on a control arm (60) of a drive element (50) arranged ramp element (54) is provided, which has an outer contour which is inclined to the control arm (60), and which on the actuating element (32 ) acts.

9. Vehicle seat (1) according to one of claims 7 to 8, characterized in that a spring element is provided, which after releasing the actuating element (32), the stop module (30) about the pivot axis (S) pivots back.

10. Vehicle seat (1) according to one of claims 5 to 9, characterized

characterized in that the deflector element (34), the stop element (36) and the actuating element (32) are integrally formed. 1 1. Vehicle seat (1) according to one of the preceding claims, characterized

characterized in that the deflector element (34) is inclined to the

Vertical direction and inclined to the longitudinal direction extending front bevel. 12. Vehicle seat (1) according to any one of the preceding claims, characterized

characterized in that the deflector element (34) is inclined to the

Vertical direction and inclined to the longitudinal direction extending rear slope. 13. Vehicle seat (1) according to one of the preceding claims, characterized

characterized in that the deflector element (34) extends vertically lower than the stop element (36).

14. Vehicle seat (1) according to one of the preceding claims, characterized

characterized in that the deflector element (34) and the stop element

(36) are integrally formed.

15. Vehicle seat (1) according to any one of the preceding claims, characterized

characterized in that the pivot axis (S) extends in the transverse direction.