JPH08230528A - Rail pair for car seat adjustable in longitudinal direction - Google Patents

Abstract

PROBLEM TO BE SOLVED: To eliminate the necessity of manufacture error reduction and move an upper rail and a lower rail easily by supporting a pair of rails having L- shaped cross sections by a pair of longitudinal direction regions arranged mutually in opposition to the upper rail and the lower rail, respectively. SOLUTION: A central plane 15 in the longitudinal direction of a guide groove passage 8' of an upper rail 2 and a guide groove passage 5' formed by a horizontal leg 5 tilts toward an end part of a longitudinal leg 6 of a lower rail 1 and forms an angle of about 45 deg. for a horizontal face defined by two horizontal legs 5 and 8. A longitudinal leg 9 of the upper rail 2 continuous to a region forming a guide groove passage 12 extends apart from a linear part 6' by relative distance above the linear part 6' and in parallel with the linear part 6' through an upper end part of the longitudinal leg 6 of the lower rail 1 and then extends in parallel with an end part 6" of the longitudinal leg 6 of the lower rail 1.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a longitudinally adjustable vehicle seat, in particular a pair of rails for an adjustable motor vehicle seat.

[0002]

A known pair of rails of this type (German Patent 3143431C).
2), the upper rail and the lower rail form a cross-sectional shape like at least a rectangular hollow box. Inside this rectangle, two locking areas are arranged, which lead to the longitudinal areas provided in the end areas of the legs, and between these longitudinal areas are molded rolling bodies (or sliding bodies). A guide member is provided, which reduces energy consumption for adjustment. With regard to unavoidable manufacturing tolerances, the guide elements are not the only ones subject to high stresses, since it is necessary to apply high stresses to the inside of the rails for the seat. Therefore, the force required for longitudinal adjustment reaches an impeding value.

The present invention therefore solves the above problems by providing an improved pair of rails for longitudinally adjustable vehicle seats, in particular without the need to reduce manufacturing errors and to facilitate upper and lower rails. It is possible to move to.

[0004]

According to the present invention, an appropriate balance of manufacturing errors can be secured by the arrangement of the upper rail with respect to the lower rail and the L-shaped outer shape thereof. As a result, it becomes possible to greatly reduce the required stress applied in advance, as compared with the related art. There is no play, but on the one hand the stress on the guide element is reduced and on the other hand the movement of the upper rail inside the lower rail can be considerably facilitated, thus reducing the force required for longitudinal adjustment of the seat. . Another advantage is that it is less sensitive to twisting of the rail pairs and provides greater independence of the vehicle chassis (or chassis mounting points), which facilitates movement of the upper rails. Another advantage of the rail pair of the present invention is that the portion of the upper rail supporting the seat occupies the lowest possible position, thus allowing a lower seat compared to conventional rail pairs. .

The auxiliary guide element in another preferred embodiment is more flexible, flexible and larger than the other guide element. This creates a more uniform and desirable initial condition that balances manufacturing tolerances.

For example, in order to reduce the occupied space, about 9
The two legs of the rail pair may be arranged at an angle of 0 ° or less.

It is also particularly advantageous to lay one of the two legs and lay the other leg upright to install the rail pair. The support surface of the seat here is preferably provided on the leg of the upper rail which is arranged just above the leg of the lower rail forming the lower side of the rail pair. If the space between the two legs is too small, e.g. a larger space is needed for the head of the connecting screw, the lower rail should be spaced parallel to the upper rail and parallel to the lower leg. You may arrange the intermediate part of the lateral leg of.

With regard to the appropriate mutual support of the upper rail and the lower rail via the guide elements, one preferred design variation is that each pair of groove guide rails preferably comprises one longitudinal region pair. Provided in the free end region of one leg of both rails and in the free end region of the other leg, so that the longitudinal midplane of one longitudinal region pair and the longitudinal midplane of the other longitudinal region pair. Are located on the same plane or on two planes parallel to each other.

The locking region functions when a force is exerted on the rail pair which separates the upper rail from the lower rail. Such forces are usually beyond the range and are not absorbed by the pair of longitudinal regions. The locking area prevents the upper rail from being separated from the lower rail when it is overloaded, for example in the event of a collision, and meets the design and placement requirements with high precision. The locking region is formed by, for example, one longitudinal region of the longitudinal region pair and an edge region adjacent to the other longitudinal region. There are further advantages to the locking regions adjacent the longitudinal regions of both longitudinal region pairs. However, it is also possible, for example, to arrange the locking region between the longitudinal region pair and the transition region at a distance from the longitudinal region pair.

Although not necessarily so, the locking area is provided inside the corner area surrounded by the lower rail. For example, one of the at least two locking regions is
It is advantageous if the other locking region is arranged inside the corner region and the other locking region is outside the corner region, so that the locking region arranged outside is arranged at the upper end of the longitudinal leg. The locking area arranged in this way does not make the connection between the seat and the upper rail difficult.

A simple superposition of the hook-shaped leg ends of the lower rail is sufficient to enclose the upper rail in the free end region of the lateral leg by the lower rail. The other locking region is located adjacent to the pair of longitudinal regions near the leg ends, or is located between the pair of longitudinal regions and the transition region and is shaped to have the hook open toward the bottom. Preferably, the locking areas are superposed from above and the open mouths of the locking areas are engaged from below. Such locking areas transmit very high forces.

[0012]

DETAILED DESCRIPTION OF THE INVENTION The present invention will be described in detail below with reference to the drawings.

Similar components refer in detail to the drawings wherein like reference numerals are used. FIG. 1 shows a longitudinally adjustable vehicle seat consisting of a lower rail 1 connected to the chassis of the vehicle, an upper rail 2 connected to the seat body, a guide element 3 and an auxiliary guide element 4. Rail pairs are shown. The lower rail 1 and the upper rail 2 are two rail parts made of steel and having an angular profile. However, these rail portions may be made of other suitable materials, such as aluminum alloys. The guide element 3 is a steel sphere, while the auxiliary guide element 4 is made of a material which is considerably more elastic than steel, for example plastic. Other types of rotating bodies (or sliding bodies) may be used instead of spheres.

As shown in FIG. 1, the lower rail 1 is L
One lateral leg 5 having a V shape and lying linearly, and one vertical leg 6 standing up linearly uniformly are provided. The connection transition area 7 is rounded and forms a guide channel (or groove surface) 7 ′ for the auxiliary guide element 4. The free end of the lateral leg 5 is bent upwards by more than 90 ° towards the adjacent longitudinal leg 6 and further towards the lateral leg 5 to form a guide channel (or groove surface) 5 ′ for the guide element 3. Then, a hook-like outer shape is given to this free end portion.

Directly above the lateral leg 5 of the lower rail 1, the lateral leg 8 of the upper rail 2 is arranged parallel to the lateral leg 5 but with a small space left between them. It extends straight. The free ends of the lateral legs 8 are separated from each other by a short distance below the end regions of the ends bent toward the longitudinal legs 6 and the lateral legs 5, and are formed at the ends of the lateral legs 5. To form a guide channel (or groove surface) 8'of the upper rail 2 for the guide element 3. The longitudinal center plane 15 of the guide channel 8 ′ of this upper rail 2 and the guide channel 5 ′ formed by the lateral legs 5 is the longitudinal center plane 1.
5 leans towards the end of the longitudinal leg 6 of the lower rail 1 and forms an angle of approximately 45 ° with the horizontal plane defined by the two lateral legs 5 and 8.

Like the lower rail 1, the upper rail 2 also has vertical legs 9. The connecting transition region 10 between the lateral leg 8 and the longitudinal leg 9 of the upper rail 2 has been transformed into a corner region defined by these two legs, which guide groove (or guide groove for the auxiliary guide element 4 (or (Groove surface) 10 'is formed. This guide groove 10 '
Is directed towards the guide channel 7'formed by the connection transition region 7, the longitudinal midplane of both guide channels 7'and 10 'being relative to the horizontal plane defined by the lateral legs 6 and 8. Make an angle of 45 °. This longitudinal central plane therefore corresponds to one longitudinal leg 6 and 9 and the other lateral leg 5 and 8
Divides the angle defined by and into two equal parts.

The vertical leg 9 of the upper rail 2 is arranged at a short distance from the inside of the vertical leg 6 of the lower rail 1.
The vertical leg 6 of the lower rail 1 is inward near its free end,
That is, it is bent to the right as viewed in FIG. 1 to form a guide channel (or groove surface) 11 for the guide element 3. Subsequently, it is bent outwards to form a straight portion 6'which is inclined downwards outwards. This straight part 6 ′ goes through a rounded region to a downwardly extending end part 6 ″, the distance from the outside of the longitudinal leg 6 to the end part 6 ″ being somewhat larger than the material thickness of the upper rail 2. large.

The vertical leg 9 of the upper rail 2 is connected to the connection transition region 1
Following 0, it extends parallel to the longitudinal leg 6. The distance to the vertical leg 6 is short. The longitudinal leg 9 bends 90 ° away from the longitudinal leg 6 and forms an upwardly inclined groove which serves as a guide groove (or groove surface) 12 for the guide element 3. The longitudinal midplanes of the guide channels 11 and 12 form an angle of approximately 45 ° with the legs 6 and 9 and thus the lateral legs 5
And 8 extend substantially parallel to the longitudinal median plane 15 of the guide channels 5'and 8'formed by the ends.

The vertical leg 9 of the upper rail 2 following the region forming the guide channel 12 passes through the upper end of the vertical leg 6 of the lower rail 1 and above the straight portion 6'with respect to that straight portion 6 '. At a relative distance and extend parallel to the straight portion 6'and then to the end portion 6 '' of the longitudinal leg 6 of the lower rail 1. The end portion of the vertical leg 9 of the upper rail 2 extending near the end portion 6 ″ is U-shaped and opens upward, and the end portion 6 ″ engages from above. On the other hand, the end portion 9'of the longitudinal leg 9 engages the intermediate region between the longitudinal leg 6 and the end portion 6 ''. The locking region 13 thus formed can absorb and transmit a very high force. The locking area (or closing area) 14, which is formed in particular by the ends of the two lateral legs 5 and 8, absorbs part of the force, so that the upper rail 2 even under the overload that occurs in the event of a collision. Does not separate from the lower rail 1.

The legs 5 and 6 of the lower rail 1 are prestressed slightly against the legs 8 and 9 of the upper rail 2 so that the guide elements 3 and 4 can be guided even if the pair of rails is not stressed. It is placed without play against the road.

The shape of the lower rail 1 and the upper rail 2 makes it possible to very well balance the manufacturing tolerances which cannot be avoided. Therefore, the pre-applied stress can be kept very low. Further, the stress to be transmitted is evenly distributed to the guide element 3 and the auxiliary guide element 4,
Reduces stress on these. Since the number of guide elements for transmitting power is increased by providing the auxiliary guide element 4, the stress of the guide element 3 is already reduced. All these measures contribute to enabling the upper rail 2 to move inside the lower rail 1 with very little force, even if all play is eliminated by prestressing.

Preferred features of the rail pair of the present invention, including the need for a small space for the seat to be held by the upper rail 2 and the depth level, include both locking areas as compared to their dimensions in the direction of their distance from each other. There is also a relatively large distance between 13 and 14. In addition, the rail pair design reduces torsional sensitivity and allows the upper rail 2 to be moved within the lower rail 1 with very little force not only in the unassembled state but also after the seat has been installed. This is particularly advantageous if the longitudinal movement of the seat is associated with free pivoting of the back part of the seat. Another essential advantage arises from the fact that the pair of rails for the seat is open on one side because of its angular profile. Rail pairs for seats are therefore particularly suitable for longitudinal adjustment with electric drive and for the use of drive and / or locking bars, which are suitable for seats because such bars do not penetrate the rails. It extends transversely to the direction of the seat from one of the rail pairs to the other. Also, no longitudinal slits are required in the rail, which can lead to weakening.

The second embodiment of the present invention shown in FIG. 2 also has the advantages mentioned above. Only the features of the second embodiment different from the features of the first embodiment shown in FIG. 1 will be described below.

The first difference is the vertical leg 1 of the lower rail 101.
06 and the vertical leg 109 of the upper rail 102 forms a vertical pair of rails 90 ° with the horizontal legs 105 and 108.
Is smaller than the angle (70 ° in the figure).
The portion 109 ″ of the longitudinal leg 109 leading to the guide channel (or groove surface) 112 at the selected inclination angle extends substantially perpendicular to the lateral leg 108 because the longitudinal leg is inclined inward.
Further, the lateral projection of the surrounding area above the locking area 113, that is, the lateral projection of the locking area 113 is smaller than that of the embodiment of FIG.

The auxiliary guide element 104 is the other guide element 10
It has a diameter significantly larger than 3. However, this also applies to other embodiments, including the embodiment of FIG. The same holds true for the feature that the auxiliary guide element 104 is shaped like a sliding body and consists of a cylindrical rod surrounded by a plastic sleeve with good sliding properties and sufficiently high elasticity.

The difference between the embodiment of FIG. 2 and the embodiment of FIG. 1 is that the connection transition region 107 and the region leading to the guide groove (or groove surface) 105 ′ are bent about twice. The lateral leg 105 of the lower rail 101 is moving parallel to the lateral leg 108 of the upper rail 102 in the central part between the connection transition region 107 and the guide groove 105 ′. By increasing the distance between the side legs 105 and 108, for example, the side legs 105 and
And 108 between the lateral legs 105 of the lower rail 101.
A space is created for the head of the screw used to connect the to the chassis of the vehicle. Of course, the distance may be increased in this manner not only in the embodiment of FIG. 1 but also in other embodiments. Further, the alternate long and short dash line in FIG.
7 illustrates an embodiment where the distance between and has not increased.

Finally, the difference in the second embodiment is that the longitudinal center planes of the two guide groove pairs for guiding the guide element 103 are located in the connecting plane shown by the chain line 116 in FIG. The pre-stressed stress on the lower rail 101 is thus transferred to the upper rail 102 via the guide element 103 in the direction of the dash-dotted line 116.

For other details, refer to the description of the first embodiment because there are no other differences between the two embodiments.

In the rail pair according to the embodiment of the present invention shown in FIG. 3, the lower rail 201 has a linear lateral leg 205 similar to that of the first embodiment and a lateral leg 205 connected to the lateral leg 205 via a connection transition region 207. A uniform straight longitudinal leg 206 connected at a right angle to the lateral leg 205, said connecting transition region 2
07 forms a guide channel (or groove surface) 207 ′ for the auxiliary guide element 204. The free end of the cross leg 205 bends upwards 90 °, forming a guide groove (or groove surface) 205 ′ for the guide element 203.

The ends of the upwardly bent portion are bent inwardly downward to form a hook that is open toward the bottom and is spaced a certain distance above the guide element 203.

The uniformly straight lateral legs 208 for the upper rail 202 are located a short distance above the lateral legs 205. The free end of the cross leg 208 is similar to the embodiment of FIG. 1 in that the guide channel (or groove surface) 2 for the guide element 203
08 'and then bent upwards to engage the hook formed by the end of the cross leg 205 of the lower rail 201. Thus, the area leading to the two longitudinal area pairs forming the guide channels 205 'and 207' is provided with a locking area 214 which functions in the event of overload.

The free end of the longitudinal leg 206 of the lower rail 201 is provided with a guide groove (or groove surface) 211 for the guide element 203.
The guide groove 211 is formed in the upper region of the vertical leg of the rail pair. This free end is bent inwardly at a right angle and downwards away from the guide element 203. The upper end of the vertical leg 209 of the upper rail 202 engages in the space formed between the end bent downward and the adjacent guide element 203, and the locking region 213 forms a guide groove. To the longitudinal region pair. However, this area is less stressed than the locking area 214. The guide groove (or groove surface) 212 formed by the free end of the vertical leg 209 is formed by the two legs 20 of the lower rail 201.
5 and 206 define a longitudinal mid-plane 215 inclined at an angle of 45 °, which guide rails 205 '
And 208 'also define the longitudinal midplane.

In FIG. 3, a third locking area (or surrounding area) 217 capable of withstanding high stress is shown in the central portion of the vertical leg of the rail pair, that is, the lower rail 201 and the upper rail 20.
Above the two connection transition regions 207 and 210 of 2,
It is also shown arranged in the free end region of the longitudinal legs of the rail pair below the longitudinal region pair which accommodates the guide element 203.

In order to form the space of the third locking region 217, the vertical leg 209 of the upper rail 202 has two curved portions which are bent twice, and these curved portions open toward the vertical leg 206. A longitudinal groove 218 defined therein, the longitudinal groove 218 having a rectangular cross section. This longitudinal groove 2
18 houses two enclosing elements 219 and 220 which extend in the longitudinal direction thereof. One of these first enclosing elements 2
19 is attached (or fixed) to the part of the longitudinal leg 206 of the lower rail 201 which is arranged opposite the longitudinal groove 218 and forms a hook with an opening opening towards the bottom. The other enclosing element 220 is shaped as an angled rail and is attached (or fixed) to the part of the leg 209 of the upper rail which forms the lower flank of the longitudinal groove 218 in the region of one leg.
The other upper tip leg engages the opening of the enveloping element 219 from below. Thus, the third locking region 217 withstands high stress in the direction of the longitudinal legs of the rail pair as well as in the direction of the lateral legs.

In the third embodiment, the auxiliary guide element 2
The diameter of the sphere forming 04 is equal to the diameter of the sphere forming guide element 203. However, the elasticity provided by these auxiliary guide elements 204 is much higher than that of the guide elements 203, as in the other embodiments. Of course, the guide element 203 and the auxiliary guide element 204
Can be of different sizes and can be replaced by differently shaped rotating bodies (or active bodies).

If necessary, in principle the third locking region 21
The region formed as 7 may be provided near the horizontal leg instead of one of the vertical legs, or may be provided near the horizontal leg in addition to one of the vertical legs. Of course, it is also possible to form longitudinal grooves in the legs of the lower rail 201.

Although the presently preferred embodiments of the invention have been described herein, it will be apparent to those skilled in the art to which this invention belongs that changes and modifications to the various embodiments shown and disclosed herein may be made within the spirit and scope of the invention. Obviously it is possible without departing from. Accordingly, the invention is limited only to the extent required by the appended claims and applicable law provisions.

[Brief description of drawings]

FIG. 1 is a front view of a first embodiment of the present invention.

FIG. 2 is a front view of a second embodiment of the present invention.

FIG. 3 is a front view of a third embodiment of the present invention.

[Explanation of symbols]

 1, 101, 201 ... Lower rails 2, 102, 202 ... Upper rails 3, 103, 203 ... Guiding elements 4, 104, 204 ... Auxiliary guide areas 5, 105, 205 ... Lateral legs of lower rails 6, 106, 206 ... Lower rail vertical legs 7, 107, 207 ... Lower rail transition region 8, 108, 208 ... Upper rail lateral leg 9, 109, 209 ... Upper rail vertical leg 10, 210 ... Upper rail transition region 13, 14 , 113, 213, 214 ... Locking area 217 ... Third locking area

Claims (12)

[Claims] 1. A longitudinally adjustable pair of rails for a vehicle seat, a lower rail connectable to a chassis of a vehicle and a longitudinally movable inside the lower rail and connectable to the vehicle seat. A pair of rails each comprising: an upper rail; and a) the upper rail being supported by a pair of longitudinal regions arranged on the upper rail and the lower rail, respectively, and being guided between the pair of longitudinal regions. An element is inserted and the upper rail is mounted locked by the pair of longitudinal regions and at least one locking region so as not to separate from the lower rail in the transverse direction of the rail, b) both The rail has a cross-sectional shape with legs, c) the legs of the upper rail are located near each leg of the lower rail, and d) the locking. Zones are located at the ends of the legs, and e) auxiliary guide elements extend from one leg of the lower rail to the other leg and from one leg of the upper rail to the other leg. Installed between the other transition regions opposite the first region, f) said upper rail (2; 102; 202) and lower rail (1; 101; 201) each having two legs (8, 9; 108, 109; 208, 209; 5, 6;
105, 106; 205, 206) only, and g) the two rails (1; 101; 201; 2; 20).
The rail pair formed according to 2) has an L-shaped cross section. 2. The other guiding element (3; 103; 203)
More flexible auxiliary guide element (4; 104; 20
The rail pair according to claim 1, further comprising 4). 3. The other guiding element (3; 103; 203)
Rail pair according to claim 2, further comprising an auxiliary guide element (4; 104; 204) which is made of plastic whereas is made of steel. 4. The rail pair according to claim 3, wherein the two legs form an angle of about 90 ° or less. 5. The legs (8; 208) of the upper rails (2; 202) form the bearing surface for the seat and form the underside of the pair of rails (1; 201). 5; 205) is arranged immediately above the rail pair according to claim 4. 6. A central portion located in the region between the transition region (107) of the lower rail (101) and its guide groove (105 ′) has a transition region (107) and a guide groove (105). ') Each of the legs (10
Rail pair according to claim 5, characterized in that they are separated parallel to 8). 7. One leg (5, 8; 105, 108; 2)
05,208) and the other leg (6,9; 106,10)
9; 206,209) in the free end region, said guide element (3; 103; 203) has a guide channel (5'8 ';11,12;205', formed by a longitudinal region).
208 '; 211, 212) located between each pair of guide channels and the longitudinal mid-plane of one guide channel pair (5', 8 ';205', 208 ') and the other guide channel pair. (11,1
7. The rail pair according to claim 6, wherein the longitudinal central planes (2; 211, 212) are located on the same plane or two planes parallel to each other. 8. At least one of said pair of longitudinal regions forms a locking region (14; 213) or a locking region (13; 213) follows said pair of longitudinal regions. The rail pair according to Item 7. 9. The locking area (13, 14; 113; 2)
Rail pair according to claim 8, characterized in that 13, 213) are provided at the leg ends. 10. The locking regions (213, 214, 21)
10. At least one (7) of 7) is provided between the transition region (207, 210) extending from one leg to the other leg and the end of one leg. Rail pair. 11. The locking area (13, 14; 113).
Rail pair according to claim 10, characterized in that at least one (13; 113) of said is located outside the angular area enclosed by said lower rail (1; 101). 12. The legs (6; 106) of the lower rail (1; 101) forming partly a side wall are bent outwards downwards at their free ends to form hooks open towards the bottom, The hook is superposed from above by the free end of one leg (9; 109) of the upper rail (2; 102) and engages the opening formed by the hook to form one of the locking areas. The rail pair according to claim 11, wherein: