WO2023089378A1 - Agencement d'engrenage, dispositif de réglage longitudinal et siège de véhicule - Google Patents

Agencement d'engrenage, dispositif de réglage longitudinal et siège de véhicule Download PDF

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Publication number
WO2023089378A1
WO2023089378A1 PCT/IB2022/020073 IB2022020073W WO2023089378A1 WO 2023089378 A1 WO2023089378 A1 WO 2023089378A1 IB 2022020073 W IB2022020073 W IB 2022020073W WO 2023089378 A1 WO2023089378 A1 WO 2023089378A1
Authority
WO
WIPO (PCT)
Prior art keywords
spindle
drive
gear
rail
seat
Prior art date
Application number
PCT/IB2022/020073
Other languages
German (de)
English (en)
Inventor
Ingo Quast
Erik Sprenger
Original Assignee
Adient Us Llc
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 DE102022202333.1A external-priority patent/DE102022202333A1/de
Application filed by Adient Us Llc filed Critical Adient Us Llc
Publication of WO2023089378A1 publication Critical patent/WO2023089378A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • 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
    • B60N2/067—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 by linear actuators, e.g. linear screw mechanisms
    • 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
    • B60N2/0224—Non-manual adjustments, e.g. with electrical operation
    • B60N2/02246—Electric motors therefor
    • B60N2/02253—Electric motors therefor characterised by the transmission between the electric motor and the seat or seat parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
    • F16H25/20—Screw mechanisms
    • F16H25/24—Elements essential to such mechanisms, e.g. screws, nuts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/12—Gearings comprising primarily toothed or friction gearing, links or levers, and cams, or members of at least two of these types
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
    • F16H25/20—Screw mechanisms
    • F16H2025/2062—Arrangements for driving the actuator
    • F16H2025/2075—Coaxial drive motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H25/00—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms
    • F16H25/18—Gearings comprising primarily only cams, cam-followers and screw-and-nut mechanisms for conveying or interconverting oscillating or reciprocating motions
    • F16H25/20—Screw mechanisms
    • F16H25/24—Elements essential to such mechanisms, e.g. screws, nuts
    • F16H2025/2481—Special features for facilitating the manufacturing of spindles, nuts, or sleeves of screw devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H49/00—Other gearings
    • F16H49/001—Wave gearings, e.g. harmonic drive transmissions
    • F16H2049/003—Features of the flexsplines therefor

Definitions

  • the invention relates to a gear arrangement for a longitudinal adjuster for a vehicle seat, in particular a motor vehicle seat, and a longitudinal adjuster with such a gear arrangement and a vehicle seat.
  • An exemplary longitudinal adjustment device for vehicle seats is known from DE 298 14626 U1.
  • a drive torque of a motor is supplied by means of a drive device via a shaft running transversely to the two pairs of rails.
  • the motor is typically located between the two pairs of rails.
  • the shaft is located in an area below the center of the vehicle seat that runs across the two pairs of rails.
  • the shaft is assigned to the two seat rails, so that the shaft and the motor do not change their positions relative to the seat frame, but they do change their positions relative to the floor rails.
  • Such a construction requires sufficient space under the seat part. This space can be required for future developments of the vehicle seat or the vehicle itself.
  • a drive for a longitudinal adjuster of a vehicle seat is known from DE 198 60 910 B4, in which the longitudinal adjuster has two pairs of rails, each with a drive motor, the both drive motors are each arranged projecting into an intermediate space between the corresponding pair of rails.
  • EP 3 358 218 A2 discloses an adjusting device with a drive which is coupled to a spindle via a gear, the gear being in the form of a planetary gear or helical planetary gear.
  • the object of the invention is to improve a gear arrangement for a longitudinal adjuster and to provide a longitudinal adjuster with such a gear arrangement and a corresponding vehicle seat with a longitudinal adjuster with such a gear arrangement.
  • the object is achieved according to the invention by the features of claim 1, with regard to the longitudinal adjuster for a vehicle seat by the features of claim 9 and with regard to the vehicle seat by the features of claim 15.
  • the transmission arrangement comprises at least one housing, a transmission, a drive with a drive element, in particular with one or more drive journals or bearing journals, and with an output which is motionally coupled to the drive via the transmission and has an interface to a spindle nut for a spindle or to a spindle for direct coupling to the spindle, the drive having a drive axis and the spindle nut or spindle having an axis of rotation, the drive axis being identical to the axis of rotation and forming a central axis of rotation and the gear being arranged concentrically to the central axis of rotation and as an elastic gear is trained.
  • the elastic transmission is a shaft transmission, for example an expansion shaft transmission or a tension shaft transmission, in particular a so-called harmony drive.
  • the elastic transmission comprises a wave generator, which comprises, for example, a fixed outer ring and an elastic transmission element, for example a flexible elliptical sleeve or a flexible elliptical ring or a flexible toothed sleeve (also called a flexspline).
  • the elastic transmission element in particular its flexible elliptical sleeve, can have an input or a drive section (also called the drive side) in the direction of the drive, in particular the drive element, and an output or output section (also called the output or driven side) in the direction of the spindle.
  • the drive section can be formed, for example, by a first section of the elastic transmission element, in particular the flexible, elliptical sleeve or the flexible, elliptical ring, with external teeth.
  • the output section (also called output or output side) can be formed, for example, by a second section of the elastic transmission element, in particular the flexible elliptical sleeve or the flexible elliptical ring, without external teeth.
  • the drive section can be designed to be larger in circumference than the driven section. Both the drive section and the driven section can each be conical in longitudinal extent, in particular in the form of a truncated cone.
  • the outer ring is a solid ring or sleeve, for example made of steel.
  • the outer ring can be designed as a cylindrical sleeve or a cylindrical ring with internal teeth.
  • the outer ring with the internal toothing is designed as an internally toothed outer housing.
  • the drive section with the external toothing of the elastic transmission element engages in the internal toothing of the fixed outer ring, so that a relative movement is generated between the elastic transmission element and the outer ring.
  • the elastic gearing can include a bearing, in particular an elliptically deformable bearing.
  • the elastic transmission element in particular the flexible elliptical sleeve or the flexible elliptical ring, forms the elliptically deformable bearing.
  • the elastic transmission element in particular the flexible elliptical sleeve or the flexible elliptical ring, can have a central drive axle as the central gear axis and at least one ball bearing or roller bearing as the elliptically deformable bearing, which engages in the drive section of the flexible elliptical sleeve.
  • the output section without external teeth converts the movement from the drive element via the elastic transmission element, in particular the drive section of the flexible elliptical sleeve and the driven section of the flexible elliptical sleeve, via the spindle nut or directly into a rotating movement of the spindle, which is attached to a seat rail or top rail is mounted.
  • the spindle nut is non-rotatably connected to the spindle.
  • the spindle nut is rotatably mounted in the gearbox housing. The rotating movement of the spindle is in turn converted into a longitudinal adjustment of the vehicle seat via a spindle block with an internal thread that is fixed to a floor rail.
  • the object is achieved according to the invention with at least one pair of rails, one of which can be connected to the vehicle seat Seat rail and a floor rail which can be connected to a vehicle floor and on which the seat rail is guided so as to be displaceable in a longitudinal direction, the longitudinal adjuster having a drive device for adjusting the seat rail along the longitudinal direction relative to the floor rail, the drive device having an electric motor, the gear arrangement described above and a spindle fixed to the floor rail or to the seat rail, the electric motor being operatively connected to the spindle via the gear arrangement in order to convert the movement of the spindle into a longitudinal adjustment of the vehicle seat via a spindle block fastened to or on the floor rail or another fixed spindle nut.
  • the self-locking required between the spindle nut and the spindle for load dissipation in the event of a crash can be achieved by a corresponding, in particular slight, pitch of a nut thread of the spindle nut, in particular a trapezoidal thread, for example a trapezoidal thread TR8x2.
  • the electric motor can be positioned in front of the gear arrangement.
  • the electric motor can be arranged entirely within the seat rail or upper rail.
  • the electric motor can also be arranged partially or completely outside the seat rail or upper rail.
  • the electric motor and gear assembly can be located at the front end or rear end of the head rail.
  • the motor and the gear arrangement can be attached, in particular together, to a front or rear end area of the seat rail.
  • the motor and the gear unit can be designed as a geared motor with a common housing.
  • Such a longitudinal adjuster requires little installation space, in particular the installation space between the pairs of rails is free and can be used as a battery room, for example.
  • small, inexpensive electric motors for example 3 Ncm to 8 Ncm at 8,000 to 12,000 revolutions per minute (RPM), can be used.
  • Both the electric motor and the gear arrangement can be arranged through a recess at least partially in a cavity formed between the seat rail and the floor rail.
  • the electric motor can be partially positioned in the cavity through the recess in such a way that the lowest possible overall height, measured from a lower edge of the floor rail opposite the electric motor and an upper edge of the electric motor and/or a transmission housing or an upper edge of the seat rail opposite the electric motor and a Lower edge of the electric motor and / or a gear housing can be achieved.
  • FIG. 1 a perspective view of an adjustable vehicle seat with a longitudinal adjuster
  • FIG. 5 shows a sectional view of the transmission arrangement according to FIG. 3,
  • FIG. 6 shows a perspective view of an end area of a pair of rails of a longitudinal adjuster
  • FIG. 7 shows a perspective view of a pair of rails of a longitudinal adjuster
  • FIG. 8 shows a plan view of the end area according to FIG.
  • a vehicle seat 1 shown schematically in FIG. 1 is described below using three spatial directions running perpendicular to one another.
  • a longitudinal direction x runs largely horizontally and preferably parallel to a longitudinal direction of the vehicle, which corresponds to the usual direction of travel of the vehicle.
  • a transverse direction y running perpendicularly to the longitudinal direction x is likewise aligned horizontally in the vehicle and runs parallel to a vehicle transverse direction.
  • a vertical direction z runs perpendicular to the longitudinal direction x and perpendicular to the transverse direction y. In the case of a vehicle seat 1 installed in the vehicle, the vertical direction z runs parallel to the vertical axis of the vehicle.
  • the position information and direction information used refer to one Direction of view of an occupant seated in a vehicle seat 1 in a normal seating position, the vehicle seat 1 being installed in the vehicle in a usage position suitable for passenger transport with an upright backrest 2 which, as usual, is aligned in the direction of travel.
  • a vehicle seat 1 according to the invention can also be installed in a different orientation, for example transverse to the direction of travel.
  • the vehicle seat 1 has a seat part 3 and the backrest 2 , whose inclination can be adjusted relative to the seat part 3 and can be pivoted forward in the direction of the seat part 3 .
  • the vehicle seat 1 has a longitudinal adjuster 4 for the longitudinally displaceable and longitudinally adjustable mounting of the vehicle seat 1 in the vehicle.
  • the longitudinal adjuster 4 is used for longitudinal adjustment, i. H. the adjustment of a longitudinal seat position of the vehicle seat 1.
  • the longitudinal adjuster 4 On each side of the vehicle seat, the longitudinal adjuster 4 has a respective pair of rails 5 for this purpose.
  • a pair of rails 5 is arranged on a tunnel side and the other pair of rails 5 on a sill side of the vehicle.
  • the two pairs of rails 5 of the longitudinal adjuster 4 run parallel to one another.
  • Each pair of rails 5 has a floor rail 6 that can be connected to a vehicle floor and, guided by the same, has a seat rail 7 that can be connected to the vehicle seat 1 .
  • the seat rail 7 is guided in a displaceable manner relative to the floor rail 6 along the longitudinal direction x.
  • FIGS. 2 to 8 show various components of the longitudinal adjuster 4 in detail.
  • Figure 2 shows an exploded view of a drive device 8 for the longitudinal adjuster 4.
  • the drive device 8 for adjusting the seat rail 7 along the longitudinal direction x relative to the floor rail 6 comprises, at least for one of the pairs of rails 5, an electric motor 9, a gear arrangement 10 and a rotatable spindle 11 fixed to the floor rail 6 or to the seat rail 7 and a spindle nut 12, wherein the electric motor 9 is operatively connected via the gear arrangement 10 directly to the spindle 11 or indirectly via the spindle nut 12 to the spindle 11 in order to move the spindle 11 into a longitudinal adjustment of the vehicle seat 1 via a spindle block (not shown) attached to the floor rail 6 implement.
  • the required self-locking between spindle block and spindle 11 for load dissipation in the event of a crash can be achieved by a corresponding, particularly small, pitch of a nut thread (not shown) of the spindle block, in particular a trapezoidal thread, for example a trapezoidal thread TR8x2.
  • the rotating spindle 11 can be mounted in the floor rail 6 and the spindle block on the seat rail 7 .
  • the electric motor 9 can be positioned in front of the transmission arrangement 10 .
  • the electric motor 9 can be arranged on the end face of a housing 13 or cover 14 of the transmission arrangement 10 .
  • the transmission arrangement 10 comprises at least one drive 15 with a drive element 16 for a transmission 17 and one with the drive 15 above the transmission 17 has a motion-coupled output 18 with an output interface 19 to the spindle nut 12 for the spindle 11 , the drive 15 having a drive axle 20 and the spindle nut 12 and/or spindle 11 having an axis of rotation 21 .
  • the drive axis 20 is identical to the axis of rotation 21 and these together form a central axis of rotation 22.
  • the gear 17 is arranged concentrically to the central axis of rotation 22 and has a central gear axis 27 (which has both a drive axis section and an output axis section).
  • the drive axis 20, the gear axis 27 and the axis of rotation 21 and thus also the central axis of rotation 22 are arranged axially aligned.
  • Axially aligned means that the drive axis 20 of the drive 15, in particular of the electric motor 9, the gear axis 27 of the gear arrangement 10 and the axis of rotation 21 (also known as the spindle axis) are aligned as precisely as possible. Since perfect alignment is impossible in practice due to unavoidable angular and parallel misalignments, the term axially aligned also includes unavoidable angular and parallel misalignments.
  • Both the housing 13 and the cover 14 have associated connection openings 23 for connecting the electric motor 9 or the spindle 11 .
  • the electric motor 9 includes, for example, a motor pin 9.1 for coupling to the drive 15.
  • the drive 15 includes a drive receptacle 15.1 that corresponds to the motor pin 9.1.
  • the drive element 16 comprises, for example, one or more bearing journals 16.1. In the exemplary embodiment, two bearing journals 16.1 are shown.
  • the gear 17 is designed in particular as an elastic gear.
  • the transmission 17 is a shaft transmission, in particular an expansion shaft transmission or a tension shaft transmission, in particular a so-called harmony drive.
  • the transmission 17 can comprise a so-called shaft generator.
  • the elastic gear 17 comprises, for example, an in particular fixed outer ring 24 and an in particular elastic transmission element 25, for example a flexible elliptical sleeve, with a deformable, in particular elliptically deformable, bearing 26 and the output 18.
  • the elastic transmission element 25, in particular its flexible, elliptical sleeve comprises a drive section 25.2 with external teeth 25.1 and a driven section 25.3.
  • the drive section 25.2 (also called the drive side) is arranged in the direction of the drive 15, in particular the drive element 16.
  • the output section 25.3 (also called output, output or output side) is arranged in the direction of the spindle 11 and/or the spindle nut 12.
  • the drive section 25.2 can be formed, for example, by a first section of the elastic transmission element 25, in particular a first section of a flexible elliptical sleeve or a first section of a flexible elliptical ring, with the external teeth 25.1.
  • the output section 25.3 (also called output or output side) can be formed, for example, by a second section of the elastic transmission element 25, in particular a second section of the flexible elliptical sleeve or the flexible elliptical ring, without external teeth and thus without teeth.
  • the drive section 25.2 can be designed to be larger in circumference than the driven section 25.3. Both the drive section 25.2 and the driven section 25.3 can each be conical in the longitudinal extent of the transmission element 25, in particular in the form of a truncated cone.
  • the outer ring 24 is a solid ring or sleeve, for example made of steel.
  • the outer ring 24 can be designed as a cylindrical sleeve or a cylindrical ring with internal teeth 24.1.
  • the drive section 25.2 with the external toothing 25.1 of the elastic transmission element 25 engages in the internal toothing 24.1 of the fixed outer ring 24, so that a relative movement between the elastic transmission element 25 and the outer ring 24 is generated.
  • the elastic gear 17 can include the bearing 26, which can in particular be deformed elliptically.
  • the elastic transmission element 25, in particular the flexible elliptical sleeve or the flexible elliptical ring, with the ball bearings 28 forms the elliptically deformable bearing 26.
  • the elastic transmission element 25, in particular the flexible elliptical sleeve or the flexible elliptical ring, can have a central transmission axis 27 Axis and as an elliptically deformable bearing 26 have two ball bearings or roller bearings which engage in the drive section 25.2 of the flexible elliptical sleeve.
  • the output section 25.3 without external gearing sets the movement of the drive element 16 via the elastic transmission element 25, in particular the drive section 25.2 of the flexible elliptical sleeve with the elliptically deformable bearing 26 and the output section 25.3 of the flexible elliptical sleeve, via the spindle nut 12 or directly into a rotating movement of the spindle 11, which is mounted on the seat rail 7 (also called the upper rail or carriage or slider).
  • the spindle nut 12 is connected to the spindle 11 in a rotationally fixed manner.
  • the spindle nut 12 is rotatably mounted in the housing 13 .
  • the rotating movement of the spindle 11 is in turn converted into a longitudinal adjustment of the vehicle seat 1 via a conventional spindle block (not shown in detail) with an internal thread that is fixed to the floor rail 6 .
  • the elastic transmission element 25, in particular a sleeve made of flexible steel or plastic, can have a central gear axis 27 and the bearing 26, in particular an elliptically deformable bearing, for example a ball bearing or roller bearing.
  • the central gear axis 27 is identical to the central axis of rotation 22 and thus to the drive axis 20 of the electric motor 9 and the axis of rotation 21 of the spindle nut 12 and/or the spindle 11 .
  • the output 18 comprises, as an output interface 19, one or more output journals 18.1, for example.
  • a ball bearing 28 is arranged on each end face of the spindle nut 12 for the rotatable mounting of the spindle nut 12 in the housing 13 .
  • the respective ball bearing 28 is in particular an angular ball bearing or a roller bearing with a tapered bore.
  • a clamping ring or a clamping sleeve 29 can be provided.
  • the clamping sleeve 29 is arranged, for example, between the ball bearing 28 pointing in the direction of the electric motor 9 and the output 18 of the transmission 17 .
  • the clamping sleeve 29 can be adjusted via an annular spring 30, Support Woodruff key or plate spring on outer ring 24.
  • the output 18 can have a corresponding shoulder 18.2 for supporting the clamping sleeve 29.
  • the spindle nut 12 has an interface 31 for coupling the motion of the output 18 to the spindle nut 12 .
  • the interface 31 corresponds to the output interface 19 of the gear 17.
  • the output interface 19 can be coupled directly to a front end of the spindle 11 (not shown in detail).
  • the drive element 16 is motionally coupled to the electric motor 9 and converts the movement of the electric motor 9 into a movement of the gear 17 and via this and the spindle nut 12 into a movement of the spindle 11 .
  • Figure 3 shows the gear assembly 10 for the longitudinal adjuster 4 in an exploded view.
  • the electric motor 9 drives two, in particular elliptically deformable, bearings 26, for example two elliptically deformable or elliptically movable ball bearings or roller bearings, which are in contact on the inside with the transmission element 25, in particular the drive section 25.2 of the flexible elliptical sleeve made of metal or plastic. stand.
  • the transmission element 25 On the outside of the transmission element 25, in particular in the drive section 25.2, the transmission element 25 has external teeth 25.1.
  • This transmission element 25, in particular its output section 25.3, serves as an output 18.
  • This transmission element 25 is in contact with the rigid outer ring 24 connected to the housing 13.
  • the outer ring 24 has internal teeth 24.1. This internal toothing 24.1 has more teeth than the external toothing 25.1.
  • the elastic, partially externally toothed transmission element 25, in particular a flexible elliptical sleeve, is pressed with its external toothing 25.1 into two opposite areas of the outer ring 24 with the internal toothing 24.1.
  • the gear 17, in particular the Harmonie Drive, is part of the overall system of the gear arrangement 10 of the longitudinal adjuster 4, in which the rotating spindle 11, which is mounted to the seat rail 7, the longitudinal adjustment of the vehicle seat 1 via the spindle block attached to the lower rail 6 (not shown) implements.
  • the required self-locking between the spindle nut 12 and the spindle 11 for load dissipation in the event of a crash is achieved by a small pitch of the trapezoidal thread of the spindle nut 12 and the spindle 11.
  • Figure 4 shows a perspective view of the gear 17 of the gear assembly 10.
  • the bearings 26 rotate in the direction of the arrow according to the first arrows P1 about their respective bearing axes 32 and about the central axis of rotation 22 and the central gear axis 27, driven by the motor 9 via the bearing journals 16.1.
  • the elastic transmission element 25, in particular the elastic sleeve, with the external toothing 25.1 located thereon is pressed into the internal toothing 24.1 of the outer ring 24 in opposite areas.
  • the spindle 11 which is movably coupled to the transmission element 25 via the spindle nut 12, rotates in the opposite direction according to a second arrow P2 to the drive direction according to arrow P1.
  • the angle difference here corresponds to the angle of the tooth difference between the outer ring 24 and the inner transmission element 25 (also called the inner ring).
  • Figure 5 shows a side sectional view of the transmission assembly 10 according to Figure 3.
  • the elastic transmission element 25 can be cohesively connected to the output 18 directly to a front end of the drive spindle 11.
  • the outer ring 24 can be arranged directly in the seat rail 7 and cohesively or non-positively with it to be connected.
  • the electric motor 9 is connected to the transmission 17 via the bearings 26, which deform the sleeve-shaped, elastic transmission element 25.
  • the electric motor 9 can be connected to the gear 17 via a simple plastic adapter in the seat rail 7 (not shown in detail). The power dissipation from the spindle 11 to the seat rail 7 must take place via other separate components.
  • Figure 6 shows a perspective view of an end area of one of the pairs of rails 5 of the longitudinal adjuster 4.
  • the electric motor 9 and the gear arrangement 10 are connected via the housing 13, for example a plastic housing.
  • the housing 13 can, for example, be connected to the seat rail 7 (for example in a materially bonded or form-fitting manner) in order to be able to transmit high forces.
  • the seat rail 7 can have a recess 7.1, into which the housing 13 is arranged at least partially protruding, as is shown in FIG.
  • the electric motor 9 can also be arranged completely inside the seat rail 7, for example. Alternatively, the electric motor 9 can also be arranged partially or completely outside of the seat rail 7 .
  • the electric motor 9 and the gear arrangement 10 can be arranged at the front end or rear end of the seat rail 7 .
  • Figure 7 shows a perspective view of the pair of rails 5 with the housed gear arrangement 10 arranged in the cavity 33 between the seat rail 7 and the floor rail 6.
  • Figure 8 shows a plan view of the end area according to Figure 6.

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

Abstract

L'invention concerne un système d'engrenage (10), comprenant - un boîtier (13), - un engrenage (17), - un entraînement (15) avec un élément d'entraînement (16) pour l'engrenage (17), - une sortie (18) qui est couplée en mouvement à l'entraînement (15) via l'engrenage (17) et a une interface (19) avec un écrou de broche (12) pour une broche (11) ou avec une broche (11) pour un couplage direct à la broche (11), l'entraînement (15) présentant un axe d'entraînement (20), et l'écrou de broche (12) ou la broche (11) présentant un axe de rotation (21), l'axe d'entraînement (20) étant identique à l'axe de rotation (21) et les deux formant un axe central de rotation (22), l'engrenage (17) étant disposé de manière concentrique par rapport à l'axe central de rotation (22) et étant conçu sous la forme d'un engrenage élastique. L'invention concerne en outre un dispositif de réglage longitudinal (4) pour un siège de véhicule (1) équipé d'un tel agencement d'engrenage (10), ainsi qu'un siège de véhicule (1).
PCT/IB2022/020073 2021-11-16 2022-11-15 Agencement d'engrenage, dispositif de réglage longitudinal et siège de véhicule WO2023089378A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102021212865.3 2021-11-16
DE102021212865 2021-11-16
DE102022202333.1 2022-03-09
DE102022202333.1A DE102022202333A1 (de) 2021-11-16 2022-03-09 Getriebeanordnung, Längseinsteller sowie Fahrzeugsitz

Publications (1)

Publication Number Publication Date
WO2023089378A1 true WO2023089378A1 (fr) 2023-05-25

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Application Number Title Priority Date Filing Date
PCT/IB2022/020073 WO2023089378A1 (fr) 2021-11-16 2022-11-15 Agencement d'engrenage, dispositif de réglage longitudinal et siège de véhicule

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WO (1) WO2023089378A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE29814626U1 (de) 1998-08-17 1999-02-04 C. Rob. Hammerstein GmbH & Co. KG, 42699 Solingen Kraftfahrzeugsitz mit einem Verstellmechanismus
DE19860910B4 (de) 1998-12-31 2007-07-26 C. Rob. Hammerstein Gmbh & Co. Kg Fahrzeugsitz mit einem Sitzgestell und einem Untergestell
WO2013011218A1 (fr) * 2011-07-21 2013-01-24 Faurecia Sièges d'Automobile Dispositif d'entrainement a moteur electrique et reducteur
CN102705451B (zh) * 2012-05-21 2015-05-27 深圳职业技术学院 消减谐波齿轮传动偏心误差的方法及自动调心波发生器
EP3358218A2 (fr) 2017-02-01 2018-08-08 IMS Gear SE & Co. KGaA Dispositif de réglage destiné au réglage d'un siège de véhicule le long d'un axe de déplacement

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE29814626U1 (de) 1998-08-17 1999-02-04 C. Rob. Hammerstein GmbH & Co. KG, 42699 Solingen Kraftfahrzeugsitz mit einem Verstellmechanismus
DE19860910B4 (de) 1998-12-31 2007-07-26 C. Rob. Hammerstein Gmbh & Co. Kg Fahrzeugsitz mit einem Sitzgestell und einem Untergestell
WO2013011218A1 (fr) * 2011-07-21 2013-01-24 Faurecia Sièges d'Automobile Dispositif d'entrainement a moteur electrique et reducteur
CN102705451B (zh) * 2012-05-21 2015-05-27 深圳职业技术学院 消减谐波齿轮传动偏心误差的方法及自动调心波发生器
EP3358218A2 (fr) 2017-02-01 2018-08-08 IMS Gear SE & Co. KGaA Dispositif de réglage destiné au réglage d'un siège de véhicule le long d'un axe de déplacement

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