WO2011147991A1 - Glissière longitudinale pour un siège de véhicule automobile - Google Patents

Glissière longitudinale pour un siège de véhicule automobile Download PDF

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Publication number
WO2011147991A1
WO2011147991A1 PCT/EP2011/058849 EP2011058849W WO2011147991A1 WO 2011147991 A1 WO2011147991 A1 WO 2011147991A1 EP 2011058849 W EP2011058849 W EP 2011058849W WO 2011147991 A1 WO2011147991 A1 WO 2011147991A1
Authority
WO
WIPO (PCT)
Prior art keywords
leg
rail
region
lower rail
longitudinal guide
Prior art date
Application number
PCT/EP2011/058849
Other languages
German (de)
English (en)
Inventor
Wolfgang Suck
Nick RÖHNERT
Karsten Hartleb
Andreas Prause
Bernd Griebel
Original Assignee
Brose Fahrzeugteile Gmbh & Co. Kg, Coburg
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 DE102010017328A external-priority patent/DE102010017328A1/de
Application filed by Brose Fahrzeugteile Gmbh & Co. Kg, Coburg filed Critical Brose Fahrzeugteile Gmbh & Co. Kg, Coburg
Priority to CN201180026652.7A priority Critical patent/CN102971181B/zh
Priority to KR1020127034126A priority patent/KR101409475B1/ko
Priority to JP2013511704A priority patent/JP5658819B2/ja
Priority to US13/700,196 priority patent/US9108533B2/en
Publication of WO2011147991A1 publication Critical patent/WO2011147991A1/fr
Priority to US14/798,645 priority patent/US9387778B2/en
Priority to US14/798,584 priority patent/US9579992B2/en

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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
    • 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
    • B60N2/06—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 slidable
    • B60N2/07—Slide construction
    • B60N2/0702—Slide construction characterised by its cross-section
    • B60N2/0705—Slide construction characterised by its cross-section omega-shaped

Definitions

  • the present invention relates to a Leksdorfung for a motor vehicle seat with two on both sides of the Kraftfalirzeugsitzes at the bottom of the interior directly or indirectly fixed sub-rails.
  • an upper rail is slidably disposed on each lower rail such that both rails form a substantially rectangular cross-sectional profile in their functional position, bearing portions of the upper rail are formed on the lower rail as Umklamm réelles Episode, which is located on two substantially diagonally opposite corner regions Rail profiles are provided and which are associated with guide means, wherein expiring ends of the lower rail and the upper rail in the storage areas are each formed as a substantially U-shaped profiles which engage with each other.
  • WO 2006/106044 A1 of the applicant discloses such a longitudinal guide in which a first upper bearing area, which uses a plurality of balls as filling means, and a second lower bearing area, which is diagonally opposite the first bearing area, and as a guide means a combination of rollers for supporting used a base leg of the lower rail and balls, are braced diagonally against each other to achieve a high rigidity of the rail profile.
  • the balls are mounted in the first storage area between two arc-shaped curved profiles, wherein one of the arcuate curved profiles forms a corner region at the upper end of an obliquely obliquely upward and outwardly projecting connecting leg of the lower rail.
  • JP 2004 203264 A discloses a further longitudinal guide for a motor vehicle seat, in which a second storage area in the sense of the present application, however, does not simultaneously include a ball guide and roller guide, but two ball guides.
  • the upper ball guide is not associated with a bearing leg, which includes an acute angle with another bearing leg. Rather, the ball is received in a curved trained longitudinal bead.
  • EP 1 336 765 A discloses a longitudinal filling with double pairs of ball guides in each storage area. Further prior art is disclosed in the publications EP 1 621 390 A, DE 10 2004 061140 A, FR 2 872 102 A and US 2005/285008 A.
  • the object of the present invention is to further develop a longitudinal filling of the aforementioned type in such a way that with a simple mechanical construction and with the lowest possible weight and material consumption, a higher mechanical rigidity can be achieved, in particular also in the event of a crash.
  • the Lhacksyoglirung in load case, especially in the event of a crash absorb forces even more effective.
  • the present invention is based on a Lssens alternlirung for vehicle seats, especially for motor vehicle seats, with two elongated rails, each with a lower rail, a longitudinally displaceably mounted on this upper rail and two diagonally opposite and mutually braced storage areas for guide means, each upper and lower rail in Profile seen an L-shaped portion which is formed by a base leg and one of this substantially perpendicular projecting L-leg, and having two end portions which connect to the L-shaped portion, each end portion of the upper or lower rail under mutual Entanglement with the end region of the associated lower or upper rail forms a Umklamm réelles Championship, form the end portions of the upper rail with opposite portions of the associated lower rail, the bearing areas, and in a first storage area on the as arcuate s profile formed end portion a plurality of balls are supported.
  • the first bearing region is formed by a corner region of the lower rail and the end region of the upper rail designed as a circular arc-shaped profile to support the plurality of balls, wherein a first connecting leg of the L-leg of the L-shaped portion of the lower rail horizontally or slightly inclined below a bending region of the upper rail protrudes outward and the corner region is formed on a second connecting leg adjoining this first connecting leg.
  • the aforementioned first outwardly projecting connecting leg may, according to a first embodiment, be at a comparatively small acute angle, in particular in the range between 10 degrees to 30 degrees, more preferably 15 degrees to 20 degrees, relative to a horizontal line or to the base leg of the lower rail extend.
  • the first connecting leg may extend substantially horizontally outwardly of the L-leg of the L-shaped portion of the lower rail.
  • a particularly effective support of an opposite leg of the profile can be achieved in particular by the action of substantially downwardly directed forces, such as may occur in the event of a crash, that the opposite leg of the profile is depressed and finally in contact with the horizontally and outwardly extending first connecting leg device. Another rail inward sliding of the opposite leg is thereby effectively prevented by the substantially horizontal extension direction of the first connecting leg.
  • the first connecting leg may alternatively extend downward at a comparatively small acute angle, in particular in the range between 10 degrees to 30 degrees, more preferably 15 degrees to 20 degrees, relative to a horizontal line or to the base leg of the lower rail.
  • a particularly effective support of an opposite leg of the profile can be achieved in particular by the action of substantially downwardly directed forces, such as may occur in the event of a crash, in that the opposite leg of the profile is pressed down and finally in abutment to the obliquely downwardly and outwardly extending first connecting leg device.
  • the abutment points of the balls lie on the end region formed as an arc-shaped profile, viewed from an interior of the rails, particularly preferably on an opposite side of an imaginary center line through the L-leg of the L-shaped region of the lower rail.
  • the abutment points of the balls may preferably be very close to the imaginary center line, so that a force dissipation of vertically acting forces directly into the underlying L-leg of the more stable, i. can be done with higher material thickness, running bottom rail, which allows very short acting in the power dissipation Hebelanne and thus allows a further increase in rigidity.
  • the first storage area located near the upper side of the longitudinal guide partially overlaps with the inner space, so that the lower width of the longitudinal guide (or projection of the first storage area on the base leg of the lower rail) can be significantly shortened.
  • This allows considerable advantages and additional degrees of freedom in the design of the interior of motor vehicles.
  • the space required for the longitudinal guidance in the vehicle transverse direction can be reduced, in particular directly at the bottom of the vehicle interior.
  • the corner region formed by the two connecting limbs in cooperation with the opposite circular-arc-shaped bearing profile and the balls mounted therebetween in the bearing region, leads to an advantageously high rigidity in the first bearing region.
  • an escape of the balls in the vertical or horizontal direction is reliably prevented even at high loads, as can occur in particular in the event of a crash.
  • the balls Due to the partial looping of the balls, which is predetermined by the circular arc-shaped bearing profile, and by the corner region whose inner curvature is matched to the radius of curvature of the balls to be stored and is preferably slightly smaller than this radius of curvature, the balls can be stored very precisely in the first storage area, which is advantageous for the tolerances of L Lucassftihrung overall and their Adjustment behavior is and allows a relatively low surface pressure in the points of contact of the balls with associated storage areas.
  • the two connecting legs subtend an angle in the range of 100 degrees to 120 degrees, more preferably in the range of 12.5 degrees to 107.5 degrees even more preferably, a winelcel of about 110 degrees.
  • the aforementioned corner region joins an outwardly of the L-Schenlcel of the L-shaped portion of the lower rail projecting first kausschenlcel and this subsequent, obliquely upwards and outwardly extending rail second connecting leg.
  • the first kausschenlcel is expediently of comparatively short length, so that the balls to be stored in the first storage area is not located too far outside the L-shaped portion of the lower rail.
  • the second, oblique balletsschenlcel expediently protrudes at an acute angle, in particular an angle in the range between 50 degrees and 70 degrees, more preferably from about 60 degrees, obliquely upward and in the direction of the corner.
  • the material of the lower rail is bent suitably. With this configuration, an advantageously high rigidity can be achieved with a pleasantly resilient behavior under normal loads.
  • the distance of the contact points to the imaginary center line is very particularly preferably less than a material thickness of the upper rail, in particular something of the order of magnitude of half the material thickness of the upper rail.
  • the distance of the 6.3punlcte to the imaginary center line basically correspond to the material thickness of the upper rail or be of the same order of magnitude.
  • the contact points of the balls in the first bearing area are also located on or, viewed from the interior of the rails, slightly outside an imaginary extension line of the outside of the L-leg of the L-shaped area of the lower rail.
  • the distance of the contact points to the imaginary extension line is preferably at least considerably less than the material thickness of the upper or lower rail. It is advantageous that with a certain elongation of the longitudinal tion by a vertical load, in particular by a normal-weight person on the vehicle seat, the investment points then exactly on the imaginary extension line (or in their immediate vicinity) can come to rest and so forces can be absorbed and derived even more effective.
  • all gaps in the clasping areas of the storage areas are in the vertical direction (z), i. in the direction perpendicular to the base leg of the L-shaped portion of the lower rail, equal and smaller than a material thickness of the upper rail.
  • an upper side of the base leg of the L-shaped region of the upper rail projects a predetermined distance over an upper reversal region of the lower rail in the Umklammerangs Scheme the first storage area, said distance in an unloaded state of the longitudinal guide is less than twice the material thickness the top rail is.
  • a desired bending point is provided in the transitional region between a connecting leg opposite the L-leg of the upper rail and the adjoining end region. While a first storage area adjoins the connecting leg and the desired bending point, the L-leg of the upper rail merges into a second storage area diagonally opposite the first storage area.
  • the desired bending point leads in such extreme situations to a controlled bending or deformation of the longitudinal filling and leads to a state in which a high rigidity and torsional strength is achieved.
  • the desired bending point results in quasi a load reversal, so that from a substantially vertical load substantially a load in the transverse direction of the longitudinal guide is that can be effectively absorbed due to the higher material thickness and rigidity of the rail profile of the lower rail.
  • the desired bending point is designed so that vertically downward forces provide for a bending of the upper rail both in the vertical direction (z) and in the vehicle transverse direction (y).
  • the diagonally opposite second bearing area which decomposes downward forces in a corresponding manner into two force components, namely into a force component in the vertical direction (z) and into a force component in the vehicle transverse direction (y) but in the opposite direction be ensured so for increased rigidity of the longitudinal guide. Therefore, in particular, the total height of the longitudinal guide can be increased and is to achieve a given rigidity, a smaller width of the lower rail or a smaller overall width required lent.
  • such a desired bending point is advantageously made simpler in that it is designed to be less rigid than at least one adjacent curved or curved region of the upper rail, which is in particular can accomplish that the or the adjacent (s) curved (s) or bent ⁇ ) areas of the upper rail are provided with a formed by Kaltumformimg embossing or embossing.
  • embossments or stampings can be realized in particular by means of projections, folds or the like on bending tools, wherein it is preferred if the embossments or stampings are formed evenly curved gel.
  • the adjacent horizontal or curved areas which are respectively provided with the embossing or embossing, according to a further embodiment, are a corner area at the upper end of the L-shaped area of the upper rail and a transitional area between an obliquely extending connecting leg that extends the connecting leg opposite the L-leg of the upper rail, and an end region of the upper rail, which is designed as a circular arc-shaped profile.
  • the obliquely extending connecting leg can thus allow a compensation movement with components both in the vertical direction and in the vehicle transverse direction and thus a certain "breathing" of the rails in the vertical direction under normal loads of the longitudinal guide
  • a transition region between the obliquely downwardly (or upwardly) and outwardly extending connecting leg and formed as a circular arc-shaped end region of the upper rail (2) is preferably formed as a bending point, the is located substantially on an imaginary center line through the L-leg of the lower rail projecting substantially perpendicularly from the base leg. More preferably, the bending point is exactly on this imaginary center line arranged. In any case, the distance of this bending point from this imaginary center line is considerably less than the material thickness of the upper and lower rail.
  • the upper rail is bent by approximately 180 degrees in the region of the aforementioned bending point, ie it is essentially designed as a reversal region, in which the profile of the upper rail essentially reverses its direction of extension.
  • This design provides for a certain elasticity in the region of the bending point or the reversal region, so that the rail can sufficiently "breathe” during normal load changes, but nevertheless can have sufficient inherent rigidity under limit loads, in particular in the event of a crash.
  • the bending point is located between the obliquely extending connecting leg and the end section of the upper rail formed as a circular arc-shaped profile, the aforesaid obliquely upward and outwardly extending first, oblique connecting leg being opposite the lower rail, which faces the L leg of the L-shaped section the lower rail connects.
  • two groups of rollers are mounted in the second, diagonally opposite lower storage area, namely a plurality of first rollers which are laterally interposed between the base leg of the L-shaped area of the lower rail and an opposite and extending parallel thereto Lagerschenlcel the upper rail are supported, and a plurality of second rollers mounted between the formed at an acute angle obliquely upwardly extending bearing leg end portion of the upper rail and an opposing and extending parallel beveled bearing leg between the base leg subsequent and vertically upwardly extending Connecting leg and a subsequent this horizontal base leg of the Umldamm réelles Symposiums are supported in the end region of the lower rail.
  • the rollers of the upper roller group in the second storage area may have a smaller diameter than the rollers of the lower roller group, for example one Diameter of less than 3.0 mm, which in comparison to systems in which a ball group is provided in the second storage area, allows a further gain in space in the vertical direction. Another gain in space finally results from the fact that the upper roller group is supported on inclined bearing legs, so that the outer profile of the rail group in this area has a beveled and thus further offset inwardly obtuse corner.
  • FIG. 1 is a sectional view of a L jossfihrung according to a first embodiment of the present invention
  • FIG. 2 shows the longitudinal guide according to FIG. 1, wherein distances and lengths to be discussed below are designated;
  • FIG. 3 shows the longitudinal guide according to FIG. 1, wherein further important geometrical
  • FIG. 4 shows a longitudinal guide according to a second embodiment of the present invention
  • FIG. 5a shows a longitudinal guide according to a third embodiment of the present invention
  • 5b shows a longitudinal guide according to a fourth embodiment of the present invention
  • FIG. 6 shows a sectional view of a longitudinal guide according to the first embodiment of the present invention with a first exemplary locking device of a longitudinal adjustment device of a power tool seat;
  • FIG. 7 is a sectional view of the longitudinal guide according to the first Aus spalirirngsform with another exemplary locking device.
  • FIG. 8 shows a sectional view of the longitudinal guide according to the first embodiment with a further exemplary locking device and an easy-entry mechanism; a sectional view of a longitudinal guide according to the first embodiment with a further exemplary locking device and an easy-entry mechanism;
  • FIG. 6 a sectional view of a longitudinal guide according to the first embodiment with a modified guide web of the locking device according to FIG. 6, wherein further the base leg of the lower rail is modified;
  • FIG. 19 a sectional view of another exemplary modification of the further embodiment according to FIG. 19 with an exemplary Arretiereinrichtimg and an easy-entry mechanism as onliand the Fig. 8 described.
  • identical reference numerals designate identical or essentially identically acting elements or groups of elements.
  • motor vehicle seat is arranged on both sides and arranged in the longitudinal direction of the vehicle (x-direction) rail guides directly or indirectly on also not shown bottom of the interior of the motor vehicle.
  • the upper rail 2 is arranged longitudinally displaceable on the lower rail 4 imd by means of a locking or locking device, as described in more detail below, locked at a suitable position or locked.
  • the upper rail 2 and the lower rail 4 result in a substantially rectangular cross-sectional profile.
  • the upper rail 2 and the lower rail 4 are each formed as an L-profile, as explained in more detail below, so that the location areas 3, 5 of the upper rail 2 on the lower rail 4 are opposite each other diagonally.
  • Each rail 2, 4 has seen in profile each one lying approximately in the middle of their profile section L-shaped portion which is formed in each case by a base leg and an associated L-leg, namely in the case of the upper rail 2 of the base leg 20 and the approximately at right angles to this upright L-leg 21 and in the case of the lower rail 4 of the base leg 40 and approximately perpendicularly standing on this L-leg 41.
  • a right angle between Base leg and associated L-leg are also minor angular deviations to this geometry.
  • Each L-leg of a rail is in each case substantially parallel, preferably exactly parallel, to an L-leg of the other rail, and the two base legs 20, 40 run parallel to one another.
  • this longitudinal channel can be adapted to the respective intended use, for which purpose the lengths of the base legs, L-legs and further protruding legs of the upper and lower rails 2, 4 are suitably adapted.
  • relatively large free cross sections can be realized, for example, for comparatively high and / or relatively wide longitudinal channels.
  • the rail profile according to the invention is basically to be tuned and optimized for high mechanical rigidity and torsional strength in the event of a crash while at the same time having an outstanding overall width in the folding cross product direction (y direction) and a high level of operating convenience.
  • Further parameters for this complex optimization process are, in particular, the material thicknesses of upper and lower rail 2, 4, offsets, bends and embossments of the rail profiles.
  • the angular relationships can be suitably adjusted.
  • each base leg 20, 40 and each L-leg 21, 41 adjoins an end region designed as a clasp region, in which suitable guide means are mounted, namely balls 7 in the first bearing region 3 and rollers 8, 9 around a second bearing region 5 diagonally opposite , as stated below, and in the case of an electrically operated LNicolsverstellvomchtung also sliders or sliding profiles.
  • the L-leg 21 of the upper rail 2 includes a perpendicularly projecting from this projecting and parallel to the base leg 40 extending bearing leg 22 and bent at an acute angle and flat or flat, that is, without arcuate depressions, trained oblique bearing leg 23 (FIGS. free end of the profile of the upper rail 2). Furthermore, the base leg 40 of the lower rail 4 in the right part of Fig. 1 is extended to the bending region between the bearing leg 22 and oblique bearing leg 23 out.
  • the base leg 40 is followed at a right angle by this sem bent and vertically, that is in z- direction (vertical direction), extending connecting leg 49, which merges into an oblique bearing leg 50 which is opposite to the oblique bearing leg 23 of the upper rail and extends parallel to this.
  • the rollers 8 are mounted with a predetermined lateral clearance.
  • the oblique bearing leg 50 is followed by a parallel to the base leg 40 extending base leg 51 in the right Umklamm réelles Scheme.
  • the front free end of this base leg 51 is bent at a preferably right angle, so that the front free end 52 extends into the gap between the L-leg 21 of the upper rail 2 and the oblique bearing leg 23.
  • two clasp regions are formed, which engage in each other essentially in the shape of a hook.
  • the base rail 20 of the upper rail 2 is adjoined by a right-angled connecting leg 24 which extends to the front free end 48 of the lower rail 4 and is suitably bent in this region 29 in an oblique manner Connecting leg 25 which extends at an acute angle, in the embodiment about 45 °, from the connecting leg 24 down and out the rail.
  • Connecting leg 25 which extends at an acute angle, in the embodiment about 45 °, from the connecting leg 24 down and out the rail.
  • the oblique kauschenlcels 25 At the lower end of the oblique Wegsschenlcels 25 this is bent over in the region 26 upwards and goes into a trained as laeisbogenf ⁇ rmiges profile free end 28 of the upper rail 2 on.
  • the bending region 26 initially passes over into a short transition leg, which extends essentially in the z direction and is adjoined by the region 28, which is arc-shaped with a predetermined bending or crimp radius and adapted to the balls 7 to be supported.
  • the front free end 28 of the profile of the upper rail 2 protrudes in this area at an acute angle, in the embodiment about 55 °, obliquely upward and rail outward.
  • the L-leg 41 of the lower rail 4 adjoins at an acute angle, in the embodiment about 20 °, bent and obliquely upward and outwardly extending oblique first connecting leg 42, which is followed by a second oblique connecting leg 43, located below a acute angle of, for example, about 25 degrees relative to a vertical extends.
  • This oblique connection leg 43 is adjoined by an obtuse angle of approximately 110 degrees, an upper connecting leg 45.
  • a corner region is formed whose internal curvature is based on the radius of curvature of the balls mounted in this region 7 is tuned, in particular slightly smaller than this radius of curvature.
  • the corner region 44 supports the balls 7 reliably and very precisely.
  • the upper end of the second oblique connecting leg 43 is approximately at the same level as the front free end 28 of the upper rail 2.
  • the upper reversal region 47 of the lower rail 4 is finally followed by a free end 48 of the rail profile of the lower rail 4 on, which projects into the gap between the connecting leg 24 and the free end 28 of the rail profile of the upper rail 2.
  • the transition region between the L-leg 41 and the first connecting leg 42 is preferably formed by a longitudinal bead. 1, the position of the balls 7 in the first bearing area 3 in the vehicle transverse direction (y-direction) is precisely predetermined by the corner area 44 and the associated circular-arc-shaped bearing section 27. Overall, the balls 7 are guided so very precisely.
  • rollers 8 and 9 can be mounted in the diagonally opposite second storage area 5 each with a certain lateral play, so that the balls 8 in the load case compensating movements in Fal rzeugquerides (y-direction) and in the case of adjustment in the vehicle longitudinal direction (x-direction ) can export. Furthermore, 5 rollers are mounted between the base leg 40 and the opposite thereto parallel bearing leg 22 in the lower region of the second storage area, which do not work due to the line support of the rollers 9 in the material of the rail profiles. The same applies to the rollers 8.
  • roller groups 8, 9 connects in the second storage area 5, the roller groups 8, 9, to avoid migration of the rollers 9 in the vehicle transverse direction (y-direction).
  • These roller cages are preferably in one piece and formed of a plastic material. While only rollers are used as Fülirungsmittel in the case of a mechanically actuated LNicolsverstellvorplatz, as described above, in the case of an electrically operated LNicolsverstellvorplatz in the second storage area 5 instead of the upper rollers 8 in principle also sliders or sliding profiles are used.
  • the U clamping areas in the second storage area 5 are outside the limited by the L-profiles rectangular space I, while the Umklamm réelles Schemee protrude in the first storage area 3 partially in this space, whereby the total width of the rail profile in the vehicle transverse direction according to the invention can be significantly reduced, resulting in a represents the decisive advantage of the inventive rail profile s.
  • the inventive rail profile is designed to be relatively high overall, which further supports a diagonal bracing of the two storage areas 3, 5 and offers further advantages in the use of the interior I, in particular opens up new possibilities for locking or detecting a longitudinal locking device, as described in more detail below with reference to FIGS. 6 to 10.
  • the abutment points 19 of the balls 7 are located on the circular-arc-shaped bearing portion 27 of the upper rail 2 slightly outside an imaginary center line 18 of the L-leg 41, when viewed from the interior of the rail profile.
  • the term “slightly” means in particular a distance less than or equal to the material thickness of the upper rail 2, more preferably less than half the material thickness of the upper rail 2.
  • the abutment points 19 can be replaced by a vertical one in the case of a certain elongation of the longitudinal guide Stress, in particular by a normal-weight person on the vehicle seat (not shown), exactly on the imaginary center line 18 of the L-leg 41 come to rest, because the forces then directly and straight away in the immediately underlying L-leg 41 of the lower rail 4
  • the distance of the support points 19 to the imaginary center line 18 may also be vanishing, so that the contact points 19 are on the imaginary center line 18.
  • the power flow in particular in the event of a crash, ie in mutual entanglement the clasping areas in the campber oak are optimized because the forces occurring due to the entanglement in the first storage area 3 can be derived directly and in a straight line in the immediately below L-leg 41 of the lower rail 4.
  • the symmetry of the clasping areas and the position of the contact points 19 can be selected so that the forces can be derived exactly vertically (in the z-direction) in entanglement of Umklamm réelles Schemee in the underlying L-leg 41.
  • the material thickness of the upper rail 2 can thus be selected to be significantly lower than the material thickness of the lower rail 2. rail 4.
  • the oblique connecting leg 25 acts, as it were, as a resilient leg, which supports a diametric sealing of the two bearing areas 3, 5 against each other.
  • the radius of the balls 7 can be suitably selected, which due to the geometry has a direct influence on the diagonal bias.
  • the material stiffening embossments and a desired bending point on the oblique connecting leg 25.
  • Fig. 1 formed at both ends of the base leg 20 of the upper rail 2 by cold deformation Markings or stampings 11, 12 formed with a smaller bending radius.
  • suitable bending devices which may be provided for example with longitudinal projections. Due to the Embossing or stamping leads to a local increase in the dislocation density and thus to a local solidification of the metal, which allows a higher rigidity. Overall, the material thickness of the upper rail 2 can be reduced. According to FIG.
  • corresponding embossings or stampings are also provided in the regions 13 and 14, which serve for further stiffening in the second bearing region 5, in particular of the oblique bearing leg 23.
  • a corresponding embossing or stamping for stiffening the clasp region of the lower rail 4 can also be provided in the region 15.
  • Also important in this context is the use of a corresponding embossing or embossing 10 in the transition region between the oblique connecting leg 25 and the bearing portion 27 of the balls 7 in the first bearing area 3, ie on the inside of the bending area 26.
  • the bending points in profile the upper rail 2 provided with embossments or stampings, with the exception of the circular-arc-shaped bearing portion 27 of the balls 7 and another angled portion which is to serve as a desired bending point and is designated in the figures by the reference numeral 29.
  • the region 29 is less rigid, in particular rigid, compared to the adjacent curved or curved portions of the upper rail 2, is formed.
  • this desired bending point 29 is the first to yield, so that the profile of the upper rail 2 is bent in the area 29, ie the oblique connecting leg 25 about the desired bending point 29 is pivoted lever-like.
  • the bending region 26 of the upper rail 2 is at a distance from the first connecting leg 42 of the profile of the lower rail 4 (clearance e, see FIG. 2). This allows in the event of a crash, that is to say with excessive loading in the z direction, direct support of the bending region 26 on the directly opposite first connecting leg 42, either in alignment with the L leg 41 or in the immediate vicinity of the imaginary center line 18 (see Fig. 3) of the L-leg 41, in particular on the rail outward side thereof.
  • the overlapping of the bending region 26 with the first connecting leg 42 may be preferred, viewed in projection from vertically above, at least equal to the material thickness of the lower rail.
  • this allows a very effective support of the upper rail 2 on the lower rail 4 in the event of a crash in the z direction.
  • the area 29 without embossing serves as a desired bending point, which, as stated above, further strengthens the diagonal bracing of the two bearing areas 3, 5.
  • a further increase in rigidity is brought about by cold work hardening of the material of the upper rail 2 in the region of the stampings or embossments 10-15 in the event of a crash, if the displacement density in the metal structure is further increased precisely in these areas due to plastic deformation.
  • the geometry of the rail profiles is selected so that all the gap dimensions a-d, preferably including the gap dimension e, are exactly the same, to be precise in the context of the usual manufacturing tolerances. This makes it possible in any case in the event of a crash with medium train, ie without torque in the vehicle longitudinal direction, an exactly simultaneous power and mutual contact directly opposite profile sections, so that a high and considered over the rail profile uniform rigidity can be realized. Even in the case of a crash with moment, so in non-centrally acting train, the aforementioned simultaneous power and imffenbare plant, viewed in the longitudinal direction of the rail profile, at least partially realized.
  • the following gap dimensions are present: between the inside of the arcuate bearing area 27 and the opposite free end 48 is a gap f before, between the free end 48 and the connecting leg 24 is a gap g before, between the L-leg 21 and the free end 52 is a gap h before and between the free end 52 and the front end of the oblique bearing leg 23, a gap i is present.
  • all the aforementioned gap dimensions in the y direction are exactly the same, within the framework of the usual manufacturing tolerances, so that it also (or alternatively) in the event of a side crash simultaneous power consumption and a simultaneous investment directly opposite each other sections of the rail profiles comes.
  • the function of the formed by Kalturnformung embossments or stampings 10 to 14 which lead to a further increase in the stiffness of the rail profiles in the z-direction in the event of a crash.
  • the rail profile has an overall width B and an overall height H.
  • the inside inside diameter of the interior I is B '.
  • the rail profile according to the invention can be made very narrow with high rigidity and torsional strength in the region of the base leg compared to the prior art, which can accommodate high demands on the space in today's motor vehicles. It should be emphasized that this outstanding ratio according to the prior art can not be realized.
  • M / N K / L, within the manufacturing tolerances, wherein for the accuracy of the aforementioned conditions about a maximum of 4% o, more preferably not more than 2% o can be.
  • the ratio M / N is 1.33, while the ratio K / L is about 1.3.
  • K ' the height of the L-leg 41 as far as the infiltration or the transitional area to the first connecting leg 42
  • the base leg 40 is not flat but stepped, wherein the base leg 40 still merges within the interior I of the rail profile in a substantially rectangular bent connecting leg 53, which merges into a parallel to the base leg 40 extending bearing leg 54, the Spacing bearing 22 spaced and parallel opposite and a storage of rollers 9 in the second storage area 5 is used.
  • the height offset a between the bearing leg 54 and base leg 40 may be, for example 7.0 mm and allows formed below the interior space I, which can be used for other purposes, such as latching of locking pins of a locking device Lssensverstellvorplatz L Kunststoffs hypolirung, which will be described in more detail below 6 - 10 will be described.
  • cables and / or lines can also be routed in the free space thus created.
  • To support the rail profile on the floor of the Kraft mecanici-aum can be screwed to the floor panel, welded, glued or otherwise attached blocks or profiles. The space thus created also allows assembly and installation operations with a different order for such locking devices, cables and / or cables.
  • an obliquely downwardly extending oblique connecting leg 25 provided. This may or may not be so.
  • the oblique connecting leg 25 can basically also run obliquely upward.
  • the further shaping of the second bearing region is achieved by the support region or oblique bearing leg 50 merging into a connecting leg 55 substantially perpendicular to the base leg 40, which is bent substantially in the bending region 56 by 180 ° and into the free end 52 merges, which projects downwards into the gap between oblique bearing leg 23 and L-leg 21 and is perpendicular to the base leg 40.
  • a bearing of the rollers 8 is realized between the support region 50 and the opposite oblique connecting leg 23, the rollers 8 furthermore preferably having a small lateral clearance in this support region 50.
  • the upper side of the base leg 20 is not arranged in alignment with the upper reversal area 47 in the first storage area 3. Rather, the base leg 20 protrudes by a distance G above the upper reversal area 47. In the unloaded state of the longitudinal guide 1, this distance G should be less than twice the material thickness of the upper rail, but preferably in the vicinity of this upper limit.
  • the geometry of the rail profiles is chosen that in this loaded normal state, in particular under load by particularly heavy persons, for example, 120 kg to 150 kg body weight, all gaps in the z-direction, in the context of manufacturing tolerances are exactly the same.
  • the longitudinal position of the rails relative to each other is determined by means of a conventional locking device, as disclosed for example in the publications DE 203 13 954 Ul and DE 101 27 153 AI of the Applicant or as disclosed in the European patent application EP 1 316 466 AI, the disclosure of which hereby in Ways of reference are expressly included. Examples of such locks will be described in more detail below with reference to FIGS. 6 to 10, in each case starting from a basic profile according to the first embodiment. It should be expressly pointed out, however, that the aspects to be discussed below and relating to the locking or locking can basically also be independent of such a rail profile and should also be able to be claimed independently of the concrete shape design of such a rail profile.
  • a guide bar 71 is mounted on the inside of the L-leg 21, for example, by welding, whose front free end is bent at an acute angle and merges into a support region 72, the front end side parallel to the oblique connecting leg 25 of the upper rail 2 runs.
  • a gap is formed between the support region 72 and the oblique connection leg 25.
  • the areas 25, 72 may rest against each other and thus provide further support in the z-direction and also in the y-direction.
  • openings are formed through which extend locking pins 64 a locking device, not shown.
  • truncated cone-like portions 65 are formed, which engage in the base leg 40 and not shown here VeiTastungsötechnisch in the known manner or engage in this, to determine the longitudinal position of the upper rail 2 relative to the lower rail 4.
  • a locking web 73 extending in the longitudinal direction and located in the interior of the rail profile is fastened on the base leg 40 by means of the two laterally provided vertical connecting webs 74.
  • the Verriegelungsöffhungen (not shown) are formed in the locking web 73, so that in the base leg 40 no material weakening Vemegelungsö réelleen need to be formed.
  • further locking openings can be aligned in the base leg be formed to the locking openings in the locking web 73 and, if necessary, with a smaller diameter than this.
  • Fig. 8 shows further details of a locking device, as this can also be used in the embodiments according to FIGS. 6 and 7.
  • openings which are not shown in greater detail, are formed in the base leg 20, which openings are penetrated by the locking pins 64 of the locking device.
  • the upper end of the locking pins 64 is formed by a pin plate 66 of larger diameter.
  • a tapered portion 67 is formed on the lock pins 64 serving as a receptacle for receiving the front end of a compression spring 68 whose opposite end is supported on the inner side of the base leg 20, so that the lock pins 64 against the lower base leg 40th spring-biased.
  • a support plate 69 is fixed, in particular welded, on which the claws 70 of the locking device are supported.
  • the Arretiereimichtung is coupled to an easy-entry mechanism 60 which is attached via the base portion 61 on the side surface of the L-leg 21 of the upper rail 2 and a coupling member 63 which is coupled to the backrest of a motor vehicle seat, not shown.
  • an easy-entry mechanism 60 which is attached via the base portion 61 on the side surface of the L-leg 21 of the upper rail 2 and a coupling member 63 which is coupled to the backrest of a motor vehicle seat, not shown.
  • a central unlocking of all locking pins when folding the backrest in the direction of the seat surface of the seat frame can be accomplished by means of the easy-entry mechanism, so that the entire vehicle seat are pushed forward can to allow the entry of a passenger in a rear area.
  • This feature is particularly advantageous in two-door vehicles or in the rear area in motor vehicles with three or more rows of seats advantage.
  • By operating the easy-entry mechanism or manual actuation of the locking device can be unlocked by lifting the jaws 70, the locking pins 64 to allow a displacement of the seat in the longitudinal direction.
  • the guide web 71 is fastened very far down on the L-leg 21 and, correspondingly, the length of the support region 72 running obliquely upwards and outward from the rail extends.
  • a locking web 73 is fastened on the inner side of the base leg 40, in which a plurality of locking openings are formed are equally spaced to receive therein the locking pins 64 and so aiTetieren the longitudinal position of the Kraftfalirzeugsitzes.
  • the pin cones 65 also pass through openings, which are not shown, in the base leg 40 for locking purposes, according to this exemplary embodiment, the locking can also be accomplished only by means of the locking openings, not illustrated, in the locking web 73, so that in the base leg 40 no Vemegelungs- openings need to be formed.
  • the lower base leg 40 is broken in y-direction, forming a free space 58 which is bridged by means of a connecting web 57, which is fastened to the two ends of the base leg 40. in particular welded.
  • This free space 58 or connecting web 57 may extend over the entire length of the lower rail 4, but may also be shorter than the lower rail, so that at the front and / or rear end of the lower rail of the base leg need not be formed interrupted.
  • the connecting web 57 may in particular consist of a harder material, so as to receive the locking pins in the locking openings, not shown, even more reliable.
  • the connecting web 57 can also be used for fastening the lower rail 4 at the bottom of the Ki-afthusinnenraums.
  • the lower base limb 40 is designed to overlap, ie with two overlapping base limbs 40 d and 40 f, which are preferably fixedly connected to each other, in particular by a welded joint, also formed by a Plurality of welds.
  • the lower base leg continues to extend substantially over the entire width of the inner space I of the rail profile, thus has aligned base legs 40a, 40b, which transitions obliquely upwards and connecting leg 40e extending railwise, between which finally the connecting leg 40f is formed, which is formed symmetrically to the formed by the base leg 21 and the connecting leg 24 of the lower rail 4 interior of the rail profile.
  • the length of the L-leg 41 is shortened in this embodiment by the material thickness of the lower rail 4, so that the base leg 40c merges into the obliquely upward and rail-inward connecting leg 40e, which in the Base leg 40d passes.
  • the base leg 40b continues to serve as a storage area for the rollers 9 in the second storage area, as described above.
  • Figures 12 to 18 reveal further modifications in the region of the base leg 40 of a lower rail 4 according to further Ausyoglmmgsfoiii s, which are intended to interact positively or non-positively with locking and locking devices not further explained below.
  • recesses 80a, 80b are formed in the base leg 40 under uniform longitudinal spacing, of which locking teeth 81a, 81b protrude essentially perpendicularly, which form-lockingly engage locking or locking devices, which are not described in greater detail. or frictionally cooperate.
  • the recesses are divided into two alternating groups of recesses 80a and 80b, which are arranged alternately transversely to the rail longitudinal direction offset from each other.
  • the recesses 80a, 80b can be formed by suitable processing steps, such as stamping or lasing, wherein the locking teeth 81a, 81b are suitably bent.
  • FIG. 13 shows a larger section of the embodiment according to FIG. 12.
  • the recesses 80 are aligned in the longitudinal direction of the rail and at equal distances from each other, namely in the middle in the L-shaped region of the lower rail 4.
  • the locking teeth 81 deviate from the Figures 12 and 13 respectively bent in the same directions.
  • locking teeth locking lugs 82 are formed in the embodiment of FIG. 16, which are connected via lateral connecting webs 83 a, 83 b respectively with the base leg 40 of the lower rail 4 and formed integrally therewith.
  • Such locking tabs 82nd can be formed by suitably punching or lasering rectangular blanks and deep drawing or reshaping the thus formed areas.
  • the locking teeth 81a, 81b are not bent by 90 degrees relative to the base leg 40, but at an acute angle, which may be, for example, 60 degrees .
  • the locking teeth 81a, 81b are oriented in opposite directions, wherein the recesses 80a, 80b are subdivided into two alternating groups of recesses 80a and 80b, as in the exemplary embodiment according to FIGS alternately arranged offset transversely to the rail longitudinal direction to each other.
  • FIG. 18 shows a further exemplary embodiment in which the locking teeth 81a, 81b are formed not rectangular but pointed, with a flattened locking tip 84, which closes off two lateral, chamfered connecting sections 85.
  • FIG. 19 shows a sectional view of an exemplary modification of the longitudinal guide according to FIG.
  • the track In the case of a crash, in particular in the event of a frontal collision of the vehicle or a rear-end collision, the track strives forward, relative to the body, due to the inertia. However, since the movement of the track rail is limited by a lock, the rear part of the track rail is raised and bent toward the front of the vehicle body.
  • the first connecting leg 42 ' may extend downwardly and outwardly at a comparatively small acute angle relative to a horizontal or relative to the base leg 40 of the lower rail 4.
  • This angle may in particular be in the range between 10 ° and 30 °, more preferably between 15 ° and 20 °.
  • the bending region 26 would gradually slide further away obliquely outwards along the first connecting leg 42 ', but in any case the area of mutual contact is comparatively close or on an imaginary center line 18 (see FIG would and thus a further bending of the first connecting leg 42 'would occur only when exposed to extremely high forces.
  • FIG. 20 is a sectional view of a further exemplary modification of the embodiment according to FIG. 19 with an exemplary locking device and an easy locking device. Entry mechanism shows, as described above with reference to FIG. 8.
  • the gap between the first connecting leg 42 'and the opposite bending region 26 should be small.
  • This support can be further assisted by the cooperation of the oblique connecting leg 25 with an immediately opposite supporting region of a guiding or locking web 71 (see Fig. 6), as explained above by way of example with reference to FIG. Embodiment 1
  • the following geometries and dimensions apply in particular:
  • the material thickness of the upper rail is 1.5 mm, while the material thickness of the lower rail is 1.7 mm (manufacturing tolerances in each case 0.08 mm).
  • the depth of the stampings is 0.2 mm.
  • the total width B is 47.0 mm, the clear inner width of the interior I 23.5 mm.
  • the clear inner width C of the upper portion of the inner space is 18.4 mm, the distance between the ball centers D is 38.5 mm.
  • the gap dimensions in the y direction are preferably all the same and are 1.0 ⁇ 0.02 mm.
  • the maximum height K of the first storage area is 32.5 mm in the unloaded state
  • the height of the balls 7 measured from the underside of the base leg 40 is 25 mm
  • the maximum height of the second storage area is 16 , 8 mm
  • the height of the upper rollers in the second storage area measured from the bottom of the base leg 40 is 12.5 mm.
  • the maximum height H of the rail profile is 35 mm. All gap dimensions in the z direction, in particular a - c and preferably a - d, are the same and are 1.02 ⁇ 0.02 mm.
  • the gap width e is 1.05 mm, but can be chosen the same as the gap dimensions in the z-direction.
  • the radius of the balls 7 is 5.0 mm
  • the bending radius of the circular arc-shaped bearing portion 44 is 4.8 mm, which also applies to the radius of curvature of the circular arc-shaped bearing portion 27 and the radius of curvature of the corner portion 44 in the first storage area.
  • the radius of curvature of the bend 26 is 2.2 mm
  • the embossment or embossment 10 in the bending region 26 is indented by 0.2 mm, so that there the radius of curvature is 1.8 mm.
  • the length O of the free end 48 is 7.8 mm
  • the length of the free end 52 is 5.1 mm, each considered to the bottom of the associated base leg 47 and 51, respectively.
  • the acute angle, which includes the oblique bearing leg 23 with the base leg 22 is 55 °.
  • the diameter of the upper rollers 8 in the second storage area is 3.0 mm.
  • the radius of the lower rollers 9 in the second storage area is 5.0 or 6.0 mm.
  • the "height difference" between the balls 7 and the upper rollers 8 in the second storage area 5 in the vertical direction compared to the state of Teclinik can be further increased, which further increases the aforementioned diagonal bracing of the storage areas 3, 5.
  • Rail profile according to the invention is considered and can also be used in rail profiles with any other geometries, especially in a rail profile according to WO 2006/10 60 44 A2 or DE 101 27 153 AI the applicant.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)

Abstract

L'invention concerne une glissière longitudinale pour des sièges de véhicule, en particulier des sièges de véhicules automobiles, ladite glissière comportant deux rails longitudinaux constitués chacun d'un rail inférieur (4), d'un rail supérieur (2) monté mobile longitudinalement sur celui-ci, et de deux zones de roulement (3, 5), diagonalement opposées et bloquées l'une par rapport à l'autre, pour des moyens de guidage (7, 8). Chaque rail supérieur et inférieur présente un profil avec une zone en forme de L, qui est formée par une branche de base (20, 40) et une branche en forme de L (21, 41) faisant saillie de cette dernière de manière sensiblement perpendiculaire, et deux zones d'extrémité (23, 28; 52, 48) qui sont adjacentes à la zone en forme de L. Chaque zone d'extrémité du rail supérieur ou du rail inférieur forme une zone d'enserrement sous l'effet d'un accrochage réciproque avec la zone d'extrémité du rail inférieur ou du rail supérieur associé. Les zones d'extrémité (23, 28) du rail supérieur (2) forment, avec des parties (50, 44) opposées du rail inférieur associé, les zones de roulement (3, 5) et, dans une première zone de roulement (3), une pluralité de billes (7) repose sur la zone d'extrémité (28) réalisée avec un profil en arc de cercle.
PCT/EP2011/058849 2010-05-28 2011-05-30 Glissière longitudinale pour un siège de véhicule automobile WO2011147991A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
CN201180026652.7A CN102971181B (zh) 2010-05-28 2011-05-30 用于汽车座椅的纵向导引装置
KR1020127034126A KR101409475B1 (ko) 2010-05-28 2011-05-30 모터 차량 시트를 위한 길이방향 가이드
JP2013511704A JP5658819B2 (ja) 2010-05-28 2011-05-30 自動車用シートの長手方向ガイド
US13/700,196 US9108533B2 (en) 2010-05-28 2011-05-30 Longitudinal guide for a motor vehicle seat
US14/798,645 US9387778B2 (en) 2010-05-28 2015-07-14 Longitudinal guide for a motor vehicle seat
US14/798,584 US9579992B2 (en) 2010-05-28 2015-07-14 Longitudinal guide for a motor vehicle seat

Applications Claiming Priority (14)

Application Number Priority Date Filing Date Title
DE102010021852 2010-05-28
DE102010021852.9 2010-05-28
DE102010017329.0 2010-06-10
DE102010017328A DE102010017328A1 (de) 2010-05-28 2010-06-10 Längsführung für einen Kraftfahrzeugsitz
DE102010017330.4 2010-06-10
DE102010017330A DE102010017330A1 (de) 2010-05-28 2010-06-10 Längsführung für einen Kraftfahrzeugsitz
DE102010017329A DE102010017329A1 (de) 2010-05-28 2010-06-10 Längsführung für einen Kraftfahrzeugsitz
DE102010017328.2 2010-06-10
DE102010060538.7 2010-11-12
DE102010060538.7A DE102010060538B4 (de) 2010-05-28 2010-11-12 Längsführung für einen Kraftfahrzeugsitz
DE202011000716.2 2011-03-29
DE202011000716 2011-03-29
DE202011000957U DE202011000957U1 (de) 2010-05-28 2011-04-21 Längsführung für einen Kraftfahrzeugsitz
DE202011000957.2 2011-04-21

Related Child Applications (3)

Application Number Title Priority Date Filing Date
US13/700,196 A-371-Of-International US9108533B2 (en) 2010-05-28 2011-05-30 Longitudinal guide for a motor vehicle seat
US14/798,584 Continuation US9579992B2 (en) 2010-05-28 2015-07-14 Longitudinal guide for a motor vehicle seat
US14/798,645 Continuation US9387778B2 (en) 2010-05-28 2015-07-14 Longitudinal guide for a motor vehicle seat

Publications (1)

Publication Number Publication Date
WO2011147991A1 true WO2011147991A1 (fr) 2011-12-01

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PCT/EP2011/058849 WO2011147991A1 (fr) 2010-05-28 2011-05-30 Glissière longitudinale pour un siège de véhicule automobile

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016104789A1 (de) 2016-01-27 2017-07-27 Brose Fahrzeugteile Gmbh & Co. Kg, Coburg Verstelleinrichtung zur Längsverstellung eines Fahrzeugsitzes
DE102017201504A1 (de) 2017-01-31 2018-08-02 Brose Fahrzeugteile Gmbh & Co. Kg, Coburg Feststellvorrichtung für einen einstellbaren Kraftfahrzeugsitz
DE102020108799B3 (de) 2020-03-30 2021-07-22 Bayerische Motoren Werke Aktiengesellschaft Sitzschienenpaar zur Längsverstellung eines Fahrzeugsitzes
US20240000229A1 (en) * 2022-06-29 2024-01-04 Martas Precision Slide Co., Ltd. Geometric reinforcing structure for slide rail

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DE10127153A1 (de) 2001-05-25 2002-11-28 Brose Fahrzeugteile Kraftfahrzeugsitz
EP1316466A1 (fr) 2001-11-28 2003-06-04 C.Rob. Hammerstein GmbH & Co.KG Dispositif d'arrêt avec plusieurs goupilles de blocage
EP1336765A2 (fr) 2002-02-13 2003-08-20 Westfalia Profiltechnik GmbH & Co. KG Système de coulisse pour siège de véhicule, tiroir, en particulier pour chariot d'usine ou similaire
DE20313954U1 (de) 2003-09-05 2003-11-06 Kermi Gmbh Beschlag oder Scharnierband
JP2004203264A (ja) 2002-12-26 2004-07-22 Shiroki Corp スライドレール
DE202004010549U1 (de) 2004-07-06 2005-03-31 Raguse Michael Stuhl in Form eines Damenpumps
US20050285008A1 (en) 2004-06-24 2005-12-29 Wilfried Beneker Longitudinal guide for an automotive vehicle seat
FR2872102A1 (fr) 2004-06-24 2005-12-30 Hammerstein Gmbh C Rob Glissiere de guidage longitudinal d'un siege de vehicule automobile
EP1621390A2 (fr) 2004-07-28 2006-02-01 C. Rob. Hammerstein GmbH & Co.KG Glissière pour sièges de véhicule
WO2006053145A1 (fr) * 2004-11-12 2006-05-18 Johnson Controls Technology Company Glissière de siège de véhicule
WO2006106044A2 (fr) 2005-04-05 2006-10-12 Brose Fahrzeugteile Gmbh & Co. Kg, Coburg Glissiere longitudinale pour siege de vehicule automobile
DE202007015163U1 (de) 2006-10-31 2008-03-13 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Coburg Längsverstellvorrichtung für einen Kraftfahrzeugsitz

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Publication number Priority date Publication date Assignee Title
DE19717667A1 (de) 1997-04-26 1998-10-29 Hammerstein Gmbh C Rob Längsführung für Fahrzeugsitz mit zwei länglichen Schienen und Führungsmitteln
DE10127153A1 (de) 2001-05-25 2002-11-28 Brose Fahrzeugteile Kraftfahrzeugsitz
EP1316466A1 (fr) 2001-11-28 2003-06-04 C.Rob. Hammerstein GmbH & Co.KG Dispositif d'arrêt avec plusieurs goupilles de blocage
EP1336765A2 (fr) 2002-02-13 2003-08-20 Westfalia Profiltechnik GmbH & Co. KG Système de coulisse pour siège de véhicule, tiroir, en particulier pour chariot d'usine ou similaire
JP2004203264A (ja) 2002-12-26 2004-07-22 Shiroki Corp スライドレール
DE20313954U1 (de) 2003-09-05 2003-11-06 Kermi Gmbh Beschlag oder Scharnierband
DE102004061140A1 (de) 2004-06-24 2006-01-19 C. Rob. Hammerstein Gmbh & Co. Kg Längsführung für einen Kraftfahrzeugsitz
US20050285008A1 (en) 2004-06-24 2005-12-29 Wilfried Beneker Longitudinal guide for an automotive vehicle seat
FR2872102A1 (fr) 2004-06-24 2005-12-30 Hammerstein Gmbh C Rob Glissiere de guidage longitudinal d'un siege de vehicule automobile
DE202004010549U1 (de) 2004-07-06 2005-03-31 Raguse Michael Stuhl in Form eines Damenpumps
EP1621390A2 (fr) 2004-07-28 2006-02-01 C. Rob. Hammerstein GmbH & Co.KG Glissière pour sièges de véhicule
WO2006053145A1 (fr) * 2004-11-12 2006-05-18 Johnson Controls Technology Company Glissière de siège de véhicule
WO2006106044A2 (fr) 2005-04-05 2006-10-12 Brose Fahrzeugteile Gmbh & Co. Kg, Coburg Glissiere longitudinale pour siege de vehicule automobile
DE202007015163U1 (de) 2006-10-31 2008-03-13 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Coburg Längsverstellvorrichtung für einen Kraftfahrzeugsitz

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Publication number Priority date Publication date Assignee Title
DE102016104789A1 (de) 2016-01-27 2017-07-27 Brose Fahrzeugteile Gmbh & Co. Kg, Coburg Verstelleinrichtung zur Längsverstellung eines Fahrzeugsitzes
WO2017129785A1 (fr) 2016-01-27 2017-08-03 Brose Fahrzeugteile Gmbh & Co. Kg, Coburg Dispositif de réglage permettant le réglage en longueur d'un siège de véhicule
DE102017201504A1 (de) 2017-01-31 2018-08-02 Brose Fahrzeugteile Gmbh & Co. Kg, Coburg Feststellvorrichtung für einen einstellbaren Kraftfahrzeugsitz
WO2018141658A1 (fr) 2017-01-31 2018-08-09 Brose Fahrzeugteile Gmbh & Co. Kommanditgesellschaft, Coburg Dispositif de blocage pour un siège de véhicule réglable
DE102020108799B3 (de) 2020-03-30 2021-07-22 Bayerische Motoren Werke Aktiengesellschaft Sitzschienenpaar zur Längsverstellung eines Fahrzeugsitzes
WO2021197809A1 (fr) 2020-03-30 2021-10-07 Brose Fahrzeugteile SE & Co. Kommanditgesellschaft, Coburg Paire de glissières de siège conçu pour le réglage longitudinal d'un siège de véhicule et amortisseur de choc et dispositif de verrouillage, en particulier pour une telle paire de glissières de siège
US20240000229A1 (en) * 2022-06-29 2024-01-04 Martas Precision Slide Co., Ltd. Geometric reinforcing structure for slide rail
US11864652B1 (en) * 2022-06-29 2024-01-09 Martas Precision Slide Co., Ltd. Geometric reinforcing structure for slide rail

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