WO2023281384A1 - Élément de rail et dispositif de réglage longitudinal de siège - Google Patents

Élément de rail et dispositif de réglage longitudinal de siège Download PDF

Info

Publication number
WO2023281384A1
WO2023281384A1 PCT/IB2022/056180 IB2022056180W WO2023281384A1 WO 2023281384 A1 WO2023281384 A1 WO 2023281384A1 IB 2022056180 W IB2022056180 W IB 2022056180W WO 2023281384 A1 WO2023281384 A1 WO 2023281384A1
Authority
WO
WIPO (PCT)
Prior art keywords
rail
designed
load
upper rail
locking element
Prior art date
Application number
PCT/IB2022/056180
Other languages
German (de)
English (en)
Inventor
Joachim Flick
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 DE102021214158.7A external-priority patent/DE102021214158A1/de
Application filed by Adient Us Llc filed Critical Adient Us Llc
Priority to EP22743916.3A priority Critical patent/EP4366979A1/fr
Priority to CN202280047933.9A priority patent/CN117651657A/zh
Publication of WO2023281384A1 publication Critical patent/WO2023281384A1/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
    • B60N2/07—Slide construction
    • B60N2/0722—Constructive details
    • B60N2/073—Reinforcement members preventing slide dislocation
    • 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
    • B60N2/0722—Constructive details
    • B60N2/0732—Attachment of seat frame to the slide, e.g. eyelets

Definitions

  • the invention relates to a rail element, in particular an upper rail for a pair of rails, and a longitudinal seat adjustment device with such a rail element for a seat, in particular a vehicle seat.
  • a longitudinal seat adjustment device generally comprises two pairs of rails which are arranged at a distance from one another and are each made up of two rails, an upper rail which is assigned to the seat and a lower rail which is assigned to the floor of a vehicle.
  • the longitudinal seat adjustment device also includes at least one spring-loaded, movable, plate-shaped locking part that is held on the upper rail and, in a locking position, blocks movement of the upper rail in the lower rail.
  • the lower rail can have openings, while the upper rail is provided with openings and the locking part has projections on its two opposite longitudinal sides, which can be moved into the openings and openings by a spring in the locking position.
  • a longitudinal seat adjustment device is known, for example, from European Patent EP 1 227950 B1.
  • the object of the present invention is to specify a rail element that is improved in terms of load absorption and to design a longitudinal seat adjustment device that is simple in design.
  • the object is achieved according to the invention with the features of claim 1 .
  • the object is achieved according to the invention with the features of claim 8.
  • the rail element according to the invention in particular an upper rail (also called rail runner) is designed as a sheet metal profile part, which has a load handling device at each end, on which load interfaces are designed, via which acting forces, such as tensile forces of a belt pull or pressure or shear forces as a result of an accident, can be derived vertically and/or horizontally.
  • the respective load-receiving means is preferably additionally designed as a fastening element for a seat.
  • the at least one load handling device is thus designed as a combined load interface and attachment interface.
  • Such a rail element is suitable in particular for a seat, for example for a removable seat, of a vehicle.
  • the rail element is designed as a profile element, in particular a stamped and bent part, in particular as a stamped sheet metal part or shaped sheet metal part, such as an aluminum profile.
  • the respective load-carrying means for dissipating the load is designed in particular as a forged part or a molded steel part.
  • the load-carrying means can also serve as a fastening element for the seat.
  • the area between the load-carrying means and thus the rail element, in particular the upper rail, itself is designed as a stamped and bent part, for example a U-shaped sheet metal profile or steel profile, or as an aluminum profile, and the load-carrying means at the end as steel molding.
  • a stamped and bent part for example a U-shaped sheet metal profile or steel profile, or as an aluminum profile
  • the load-carrying means at the end is made as steel molding.
  • costly Cold extruded parts or forged parts as rail elements, such as runners or top rails are avoided.
  • Such a production he a particularly easy to produce and light rail element that can be produced suitable for large series.
  • the rail element and the load-carrying means at the end are connected to one another with a material fit, in particular welded.
  • the top rail can be designed as a bent steel profile with welded-on molded steel parts.
  • the load interfaces are designed, for example, as vertical, lateral and/or horizontal claws, webs, walls and/or
  • the load handling device comprises, for example, as lateral and/or vertical load interfaces, two legs which are arranged parallel to one another and are connected to one another via a web.
  • the legs form, for example, extensions of the side walls of the rail element.
  • the web connecting the two legs borders on a floor at the end of the rail of the rail element.
  • a fastening lug goes from the web, in particular vertically or as an extension.
  • the attachment tab can be designed as a horizontal load interface.
  • the load-carrying means is materially connected to the rail element by means of the fastening flag.
  • the fastening element serving to fasten the seat can be designed, for example, as a claw fastening with a receiving opening for receiving a claw of the seat.
  • a longitudinal seat adjustment device comprises at least two pairs of rails arranged at a distance from one another and at least one locking element, the pairs of rails each consisting of an upper rail and a bottom rail are formed, which are movable relative to each other be.
  • the upper rail is designed as the above-described, in particular movable, rail element.
  • the upper rail can alternatively be designed to be fixed and the lower rail can be designed as the previously movable rail element.
  • the upper rail or the rail runner has a significantly shorter length than the lower rail or the guide rail.
  • the bottom rail which is in particular fixed, has a length of a few meters, in particular from 1.5 m to 2.5 m, for example 2 m.
  • the upper rail or the rail runner has a short length of less than 1 m.
  • the upper rail comprises a load-carrying means at each end, which is designed as a fastening element for the seat.
  • the fastening element is designed as a claw fastening with a receiving opening for a seat fastening, in particular a seat claw or a seat hook.
  • the at least one locking element is spring-loaded and movably supported on the upper rail and blocks movement of the upper rail in the lower rail in a locking position and releases movement in an unlocking position.
  • the spring-loaded locking element can have a number of projections which are designed in such a way that viewed in the longitudinal direction of the locking element in the locking position a front projection contacts the lower rail and a rear projection contacts the upper rail or vice versa.
  • the locking element is designed as a horizontal locking mechanism and locks the top rail and bottom rail to one another in a simple manner with freedom from play.
  • the upper rail and lower rail are pretensioned in relation to one another in the locking position by means of the spring-loaded locking element.
  • the invention provides a rail element, in particular a movable upper rail element (also called rail runner), which in turn provides at least one interface for seat claws or seat locks of a seat to be fastened, the interface/s at the same time for load absorption and load dissipation vertically and horizontally from forces that can be introduced into the seat and the movable rail element into a fixed rail element (also called guide rail or bottom rail).
  • the at least one interface also called a load handling device
  • the rail runner also called the movable top rail
  • the maximum loads are transferred from the seat claws or seat locks to the rail runner via at least one interface. These loads are introduced into a molded steel part (cold extruded or forged part), which forms the load handling device. This molded part directs the vertical load components directly into the guide profile (also called fixed lower rail) via the lateral "claws" (also called legs). Designing the rail runner (also known as the movable top rail) entirely as a cold extruded or forged part is not economically viable due to the subsequent machining required or the size of the workpiece required.
  • the range between the load-carrying points also called load-carrying equipment
  • the rail element or rail profile also called top rail
  • This can be produced more easily and significantly more cheaply, also with the required interfaces for the longitudinal locking and storage.
  • the connection between the steel form part and the stamped and bent part can be easily generated by welding processes.
  • Figure 1 shows a schematic perspective view of a seat, in particular a vehicle seat, with a longitudinal seat adjustment device comprising two pairs of rails,
  • Figure 2 is a schematic sectional view through a pair of rails in the area of a locking element
  • FIG. 3 shows a schematic sectional view through another alternative pair of rails in the area of a locking element
  • FIG. 4 shows a schematic perspective representation of an upper side of a head rail
  • FIG. 5 shows a schematic perspective representation of a bottom side of the upper rail
  • FIG. 6 schematically shows an enlarged section of FIG. 5 in the area of the locking element
  • FIGS. 7 to 9 show a schematic sequence of an unlocking of the locking element
  • FIG. 10 is a schematic sectional view of a longitudinal seat adjustment device with an optional longitudinal end stop
  • FIG. 11 is a schematic, further sectional view of the longitudinal seat adjustment device with the optional longitudinal end stop according to FIG. 10,
  • FIG. 12 shows a perspective view of a further exemplary embodiment of an upper rail for a longitudinal seat adjustment device
  • FIG. 13 shows a further perspective view of the upper rail according to FIG.
  • Figure 1 shows a schematic perspective view of a seat 1, in particular a vehicle seat, with a seat adjustment device 2.
  • the seat 1 is arranged by means of the seat adjustment device 2, for example on a vehicle body, not shown in detail.
  • the 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 running perpendicular to the longitudinal direction x Direction y is also 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.
  • the vertical direction z preferably runs parallel to a vertical axis of the vehicle.
  • the position and direction information used such as front, back, up and down, relates to the viewing direction of an occupant seated in seat 1 in a normal seating position, with seat 1 installed in the vehicle in a usage position suitable for passenger transport with the backrest upright and, as usual, is aligned in the direction of travel.
  • the seat 1 can also be installed or moved in a different orientation, for example in the opposite direction to the direction of travel.
  • the longitudinal seat adjustment device 2 comprises, for example, two pairs of rails 3, which are arranged at a distance from one another.
  • the respective pair of rails 3 comprises an upper rail 31, also referred to as a rail runner or seat rail, and a lower rail 32, also referred to as a guide rail or bottom rail.
  • the upper rail 31 is arranged on the lower rail 32 so that it can be longitudinally adjusted between a front end position and a rear end position. This adjustability allows a longitudinal adjustment of the position of the seat 1 in the longitudinal direction x, the front end position of the upper rail 31 being assigned the foremost position of the seat 1 and the rear end position of the upper rail 31 being the rearmost position of the seat 1.
  • the upper rail 31 and the lower rail 32 each have associated rail ends 31.3 and 32.2, respectively.
  • the longitudinal seat adjustment device 2 also includes at least one locking element 4.
  • Each pair of rails 3 can have an associated one Include locking element 4, as will be described below with reference to Figures 2 to 5 in more detail.
  • Figure 2 shows a schematic sectional view through one of the pairs of rails 3 in the area of the associated locking element 4.
  • FIG. 3 schematically shows a sectional view through another alternative pair of rails 3 in the area of the associated locking element 4.
  • the two pairs of rails 3 are constructed essentially the same and correspond to one another in terms of construction and function, unless otherwise described below.
  • the two pairs of rails 3 according to FIGS. 2 and 3 differ only with regard to the structure of an actuating element 9 for the locking element 4.
  • FIGS. 2 and 3 show a fastening bolt 8 for fastening the lower rail 32 to the floor.
  • an actuating element 9 is shown in the non-actuated position, with the actuating element 9 protruding into a through-opening 36 in the upper rail 31 .
  • the actuating element 9 can also protrude through the through-opening 36 in the non-actuated position, not shown.
  • the rail shape of the upper rail 31 and the lower rail 32 of the respec gene pair of rails 3 are identical.
  • the at least one locking element 4 is spring-loaded and movable bar on the upper rail 31 supported, in particular rotatable and movable, in particular adjustable by means of a combined rotary movement and pulling movement or movable in an arc.
  • the locking element 4 is guided, for example, in the locking holes or openings 34 of the upper rail 31, in particular when the locking element 4 is pivoted into the locking position S1.
  • the locking element 4 is unlocked controlled by the actuating element 9 by means of the combined rotary-pull movement.
  • the locking element 4 has no defined axis of rotation.
  • a restoring element 11 shown in FIGS. 3 and 4 is provided, in particular a restoring spring.
  • the restoring element 11 is held on the upper rail 31 at one end 11.2 and on the locking element 4 at the other end 11.1.
  • a locking position S1 as shown in FIG. 2 or 3
  • the locking element 4 blocks a movement of the upper rail 31 in the lower rail 32.
  • the restoring element 11 is tensioned.
  • the restoring element 11 relaxes, so that the locking element 4 is automatically returned to the locking position S1 by means of the restoring element 11 .
  • the resetting element 11 is designed in such a way that it presses the locking element 4 into the locking position S1.
  • the locking element 4 is spring-loaded into the locking position S1, in particular pressed in particular, so that the upper rail 31 and the lower rail 32 are arranged without play in relation to one another.
  • an unlocking position S2 shown in Figure 8 the locking element 4 causes the upper rail 31 to move towards the lower rail 32 free.
  • the locking element 4 is arranged and designed in such a way that when it is unlocked, it can first be rotated in certain areas from the locking position S1 into an intermediate position S3 (shown in Figure 8) and then out of the intermediate position S3 into the unlocked position S2 (also called the release position, shown in Fig FIG. 9) is adjustable, in particular can be pulled out or moved linearly or in an arc.
  • the lower rail 32 is provided with a number of openings 33 and the upper rail 31 with a number of openings 34, as shown in FIGS.
  • Projections 41, in particular tooth-shaped projections 41, of the locking element 4 engage in these openings 33, in particular slit-shaped passage openings, and openings 34, in particular slit-shaped or comb-like openings, in the locking position S1, so that a movement between the upper rail 31 and lower rail 32 is blocked.
  • the upper rail 31 is formed from a U-shaped sheet metal profile.
  • the lower rail 32 is formed from a pressed aluminum profile, for example.
  • the top rail 31 can be designed as a bent steel profile with welded-on shaped steel parts, for example the blocking element 98 welded on.
  • the profiles can be designed in such a way that the ends 35 of the upper rail 31 and the lower rail 32, which are free in cross-section, in particular the free ends 35 of their side walls 31.1 or 32.1, engage in one another, as a result of which the upper rail 31 is largely fixed in the z-axis direction z is.
  • the upper rail 31 In the assembled position of the upper rail 31 on the lower rail 32 , these delimit a cavity 5 inside the longitudinal seat adjustment device 2 .
  • a longitudinal adjustment of the seat 1 relative to the vehicle floor takes place via a longitudinal displacement of the upper rail 31 relative to the lower rail 32.
  • the upper rail 31 and the lower rail 32 are in contact with each other via rolling elements 6 only in certain guide areas.
  • the upper rail 31 is fixed resiliently prestressed in normal operation with a longitudinal seat adjustment in the z-axis direction z relative to the lower rail 32 and is movable in the x-axis direction x.
  • the lower rail 32 and the upper rail 31 are spring-loaded due to the bearing via the rolling elements 6 and are therefore arranged at a distance from one another without play.
  • First rolling elements 61 and second rolling elements 62 are provided as rolling elements 6 .
  • the first rolling elements 61 and the lower rail 32 have contact surfaces which correspond to one another and run obliquely.
  • the second rolling elements 62 and the lower rail 32 also have mutually corresponding contact surfaces which run essentially horizontally.
  • a prestressing element 7 which is arranged within the upper rail 31 , is provided for spring prestressing of the upper rail 31 in relation to the lower rail 32 via the at least one rolling element 6 .
  • the tensioning element 7 is arranged in the cavity 5 .
  • the biasing element 7 allows a simple release of play between the lower rail 32 and the upper rail 31 even during a longitudinal adjustment of the seat 1.
  • the movable upper rail 31 is spring-biased in the lower rail 32 moves.
  • the prestressing element 7 is designed as a multifunctional component, which at the same time serves as a carrier, spring and bearing for at least one or several of the rolling elements 6 is formed.
  • the prestressing element 7 is in particular a profile element, a shaped sheet metal part or a stamped sheet metal part.
  • the pretensioning element 7 comprises a carrier area 71 which is formed from a carrier plate.
  • the support area 71 is shaped in such a way, in particular bent, that a bearing area 72 and a spring area 73 are formed.
  • the spring area 73 can be designed, for example, as a leaf spring with an internal hole, for example in the form of an elongated hole.
  • the spring area 73 can be bent several times.
  • the bearing area 72 is designed to accommodate a bearing bolt 60 (shown in FIG. 5) for a first rolling element 61 .
  • the corresponding pretension is generated in order to eliminate play between the rails 31, 32 of the respective pair of rails 3 to reach.
  • the invention enables a movable upper rail 31 with at least one or more spring-biased first rolling element(s) 61 to the lower rail 32 to avoid free play in the lower rail 32 or in the guide rail.
  • the first rolling elements 61 are rotatably mounted on the pretensioning element 7 and are spring-pretensioned by means of this on the upper rail 31, in particular the rail runner.
  • the spring area 73 of the pretensioning element 7 supported on the upper rail 31 (rail runner) transmits the pretension to the bearing area 72 and via this to the first rolling element(s) 61, which is/are applied via openings or recesses 381 in the upper rail 31 of the lower rail 32 are arranged in a spring-biased manner in the locking position S1 and/or roll/roll in the unlocking position S2 or the release position in a spring-loaded manner on a contact surface of the bottom rail 32 .
  • the longitudinal seat adjustment device 2 for the longitudinal adjustment of the seat 1 comprises as at least one second rolling element 62 sliding rollers or sliding cylinders, which roll on the lower rail 32 on oblique contact surfaces.
  • the first rolling elements 61 (as shown) or the second rolling elements 62 (not shown) can be arranged in a resiliently prestressed manner on the upper rail 31 and roll resiliently on the lower rail 32.
  • the upper rolling elements 61 are fixed and the lower rolling elements 62 are cushioned by means of the element 7 Vorspannele or vice versa.
  • a fastening bolt 8 is provided, which is passed through a through hole of a floor portion of the lower rail 32 to be fixed to the vehicle body.
  • the longitudinal seat adjustment device 2 also includes an actuating element 9.
  • the upper rail 31 has a through opening 36 through which the actuating element 9 can be actuated.
  • the actuating element 9 is designed as an actuating lever, in particular a rotary lever, which is rotatably mounted on the upper rail 31 .
  • the actuating element 9 includes a pivot bearing 95 (shown, for example, in FIG. 2), which is arranged on the upper rail 31 .
  • the actuating element 9 also includes at least at least an actuating portion 91 and a coupling portion 92.
  • the actuating portion 91 is formed as an actuating arm or actuating projection.
  • the actuating area 91 protrudes in the locking position S1 through the through opening 36 and beyond the upper rail 31 and into the open leg area 37 of the U-shaped lower rail 32, so that the actuating area 91 can be actuated to unlock the locking element 4 is.
  • the coupling area 92 is designed to correspond to the contact area of the locking element 4 .
  • the coupling area 92 includes at least one hook-shaped projection 93 and a control cam 94.
  • the locking element 4 includes an engagement opening 42, in which the hook-shaped projection 93 of the coupling area 92 engages.
  • the control cam 94 rests against an upper side of the locking element 4, which is particularly plate-shaped.
  • the actuating element 9 is actuated, with the actuating area 91 being actuated in the direction of the passage opening 36 and into it, in particular according to arrow P1, in order to be pivoted about an actuating axis BA according to arrow P2. so that the control cam 94, which is in engagement with the locking element 4, initially tilts or rotates the plate-shaped locking element 4 downwards in accordance with arrow P31 (as shown, for example, in FIG. 7).
  • the actuating element 9 is pivoted about an actuating axis BA according to arrow P2, so that the control cam 94, which is in engagement with the locking element 4, first tilts or rotates the plate-shaped locking element 4 downwards according to arrow P31 (as also in Figures 7 and 8 shown).
  • the part arranged in the cavity 5, in particular plate-shaped, of the locking element 4 is rotated downwards in the direction of the bottom rail 32 according to arrow P31.
  • the actuation axis BA is identical to axis 96.
  • the projections 41 of the locking element 4 are rotated or pivoted upwards according to arrow P33 in the locking position S1 within the openings 34 and the openings 33, as in Figures 7 and 8 shown.
  • the projections 41 move out of the frictional engagement in the openings 33 in the upper rail 31.
  • the projections 41 continue to reach through the openings 34 in the upper rail 31 and the openings 33 in the lower rail 32.
  • the locking element 4 is placed in an intermediate position S3, in Figure 8 shown. This is not a fixed position, but an intermediate position S3 of a continuous unlocking movement of the locking element 4 controlled by the actuating element 9, the unlocking movement being a combined rotary-pull movement.
  • the locking element 4 is first pressed down within the upper rail 31 in order to get the blocking element 98 out of the blocking area.
  • the locking element 4 is then pulled past the blocking element 98 and into the upper rail 31 at least in some areas by means of a tensile force.
  • the hook-shaped projection 93 reaches the access opening 42 until the hook-shaped projection 93 engages around the locking element 4 and upon further actuation whose projections 41 are completely pulled out of the openings 33 of the lower rails 32 according to arrow P32.
  • the locking element 4 with its in particular tooth-like projections 41 disengages from the comb-shaped or slot-shaped openings 33 of the lower rails 32 (as shown in Figure 9), so that a release position (not shown) is made possible and the upper rail 31 can be moved relative to the lower rail 32. in particular longitudinally adjustable.
  • FIG. 4 schematically shows a perspective view of a rail element 30 according to the invention, designed as a top rail 31, with an upper side 38 of the top rail 31 being shown in particular.
  • the upper rail 31 is designed as a sheet metal profile part, which has a load handling device 10 at each end, on which load interfaces 101 are configured, via which forces acting on the upper rail 31, such as tensile forces of a belt pull or compressive forces or shearing forces as a result of an accident, vertically and/or can be derived horizontally.
  • the respective load handling device 10 is preferably additionally designed as a fastening element 103 for the seat 1 .
  • the at least one load handling device 10 is thus designed as a combined load interface 101 and attachment interface 108 .
  • the load interfaces 101 are formed, for example, as vertical, lateral and/or horizontal claws, webs, walls and/or projections. About the projecting in particular in the direction of the seat 1 and/or acting load interfaces 101, for example lateral claws or walls, vertical load components are introduced directly from the seat 1 via the load handling device 10 into the fixed lower rail 32.
  • the load handling device 10 comprises, for example, as lateral and/or vertical load interfaces 101, two legs 105 arranged parallel to one another, which are connected to one another via a web 106.
  • the limbs 105 form, for example, extensions of side walls 31.1 of the upper rail 31.
  • the web 106 of the respective lifting device 10 connecting the two limbs 105 adjoins a rail bottom 31.2 at the rail end 31.3 of the upper rail 31.
  • a mounting lug 107 goes from the 31.2 of the upper rail 31 rests or rests on a rail Bo.
  • the fastening tab 107 runs parallel to the upper side 38 of the upper rail 31 and is designed, for example, as an extension of the web 106 extending in the longitudinal direction x.
  • the attachment lug 107 can be designed as a horizontal load interface 101 .
  • the respective load-carrying means 10 is connected to the upper rail 31, in particular the rail bottom 31.2, by means of the fastening lug 107 in a cohesive manner.
  • the fastening element 103 used to fasten the seat can be designed, for example, as a claw fastening with a receiving opening 104 for receiving a claw of the seat 1 .
  • the top rail 31 is designed as a profile element, in particular a stamped and bent part, in particular as a a stamped sheet metal part or formed part or bent steel profile.
  • the respective load-receiving means 10 is designed in particular as a forged part or a molded steel part for load dissipation.
  • such a top rail 31 (the rail runner) has a much shorter length than the bottom rail 32 (the fixed guide rail).
  • the lower rail 32 which is in particular fixed, has a length of a few meters, in particular from 1.5 m to 2.5 m, for example 2 m.
  • the movable upper rail 31 has a short length of less than 1 m.
  • the area between the load-receiving means 10 and thus the upper rail 31 itself is designed as a stamped and bent part, in particular as a bent steel profile, and the end-side load-receiving means 10 as a molded steel part.
  • the upper rail 31 and the end-side load-carrying means 10 are connected to one another with a material fit, in particular by means of a welded connection 102 between the fastening lug 107 and the rail bottom 31.2.
  • the load handling device 10 can serve as a fastening element 103 and fastening interface 108 for the seat 1 at the same time.
  • the respective fastener 103 can be designed differently depending on the type of seat attachment.
  • the fastening elements 103 are designed as claw fastenings, each of which includes a receiving opening 104 into which claws of the seat 1 (not shown in detail) engage in a holding manner.
  • the fastener 103 can be designed to attach the seat 1 to to attach the upper rail 31 by means of a screw connection or weld connection.
  • the actuating area 91 of the actuating element 9 protrudes into the through-opening 36 .
  • the tooth-shaped projections 41 of the locking element 4 are in the locking position S1 and protrude through the openings 34 in the upper rail 31 and the openings 33 in the lower rail 32 therethrough.
  • the upper rail 31 has recesses 381 on its upper side 38, from which at least the first rolling elements 61 protrude in order to roll on the lower rail 32, as shown in FIGS.
  • the first rolling elements 61 are resiliently prestressed and movably arranged on the lower rail 32 by means of the prestressing element 7 and roll resiliently on a contact surface of the lower rail 32 .
  • top rail 31 can include further recesses 382 on its upper side 38, into which the second rolling elements 62 at least protrude and run “freely”.
  • the upper rail 31 has at least one further recess 383 in the region of the locking element 4, in which one end of the restoring element 11 is held.
  • Figure 5 schematically shows a perspective representation of a bottom 39 of the upper rail 31.
  • the restoring element 11 in particular a spring such as a wire spring or clip spring, is held in a receptacle 43 on the locking element 4 at the other end.
  • the locking element 4 may comprise two openings 42 A handle.
  • the actuating element 9 then has two hook-shaped projections 93 shown in FIG.
  • the longitudinal seat adjustment device 2 comprises two second roller elements 62, which are each arranged at one end of the upper rail 31.
  • the second rolling elements 62 in particular the sliding elements for the longitudinal adjustment of the seat 1, are designed, for example, as rolling cylinders or spools.
  • the second rolling elements 62 have a fixed axle which is fixed to the head rail 31 and on which the second rolling elements 62 rotate.
  • the longitudinal seat adjustment device 2 comprises two prestressing elements 7 which are each arranged between one of the second rolling elements 62 and the central locking element 4 .
  • the support area 71 of the respective prestressing element 7 is flat and flat.
  • the respective spring area 73 is designed as a clip spring or punch spring or leaf spring.
  • a pair of first rolling elements 61 are rotatably mounted on the respective prestressing element 7 .
  • the respective prestressing element 7 in the associated bearing area 72 includes the bearing bolts 60, which are shown in FIG.
  • the pivot bearing 95 of the actuating element 9 includes a fixed axis 96.
  • the pivot bearing 95 is fastened to the upper rail 31 on the inside, in particular welded by means of a weld seam 97.
  • the pivot bearing 95 is designed, for example, as a rod-shaped molded part for supporting and storing the pivotable actuating element 9 .
  • the rotary bearing 95 can simultaneously form a stop element or the blocking element 98 , in particular a horizontal stop or transverse stop, for the locking element 4 .
  • the pivot bearing 95 and the blocking element 98 can be designed as separate components.
  • the blocking element 98 is fastened on the inside to the upper rail 31 , in particular connected to the upper rail 31 by means of the welded seam 97 in a materially bonded manner.
  • the blocking element 98 can be used to block horizontal or transverse movements of the locking element 4, for example due to mechanical stresses on the locking element 4, in particular in the event of excitations or vibrations in the horizontal direction or transverse direction y (y-axis direction), for example due to an accident, at least to a limited extent or completely blocked will.
  • the blocking element 98 is arranged and designed in such a way that the locking element 4 remains in the locking position S1 despite possible undesired horizontal movements or transverse movements.
  • the seat longitudinal Adjusting device 2 is locked and the seat 1 is fixed in its adjusted longitudinal position.
  • the blocking element 98 is designed, for example, as a profile body that extends along the longitudinal direction x.
  • the blocking element 98 is arranged within the upper rail 31 and attached thereto, in particular special welded.
  • the blocking element 98 can also be designed as a bearing for the actuating element 9 .
  • the blocking element 98 is arranged parallel to the locking element 4 within the upper rail 31 .
  • the blocking element 98 extends in the longitudinal direction x at least over the entire length of the locking element 4.
  • the blocking element 98 can have a greater length than the locking element 4.
  • the blocking element 98 has a correspondingly shaped stop surface along the side facing the locking element 4 99 on.
  • This catching function and thus the blocking of the locking element 4 by the blocking element 98 is bypassed by means of a combined rotary movement and pulling movement of the locking element 4 when it is unlocked, so that the pair of rails 3 is unlocked and the upper rail 31 can be moved, in particular adjusted, relative to the lower rail 32 , is.
  • the pivot bearing 95 and the blocking element 98 can be designed as one component or as separate components.
  • the blocking element 98 is designed as a molded component with the planar stop surface 99 .
  • FIG. 6 schematically shows an enlarged detail of FIG. 5 in a sectional view in the area of the locking element 4. Another simple embodiment for clearance clearance of the upper rail 31 and lower rail 32 in the locking position S1 is provided by the spring-loaded locking element 4.
  • the spring-loaded locking element 4 has a number of projections 41, which are designed in such a way that, viewed in the longitudinal direction x (x-axis direction) of the locking element 4, in the locking position S1 a projection 41.1 in front of it, in particular the foremost one, with the lower rail 32 and a rear projection 41.2, in particular the rearmost one, is in contact with the upper rail 31 or vice versa.
  • the front projection 41.1 in particular a front tooth, has a conical area in the contact area K with the bottom rail 32.
  • the rear projection 41.2 in particular a rear tooth, has a conical area in the contact area K with the upper rail 31.
  • the front projection 41.1 can be the foremost projection or tooth of the locking element 4.
  • the rear projection 41.2 can be the rear projection of the locking element 4 te.
  • the remaining projections 41 in particular those between the front projection 41.1 and the rear projection 41.2, have no contact in the locking position S1. This means that these remaining projections 41 make contact neither with the upper rail 31 nor with the lower rail 32.
  • the remaining projections 41 are also designed in such a way that they only come into contact with the Contact upper rail 31 and lower rail 32.
  • At least one of the two contacting projections 41.1 or 41.2, either the front projection 41.1 or the rear projection 41.2 or both, has a greater width B in the x-axis direction x than the remaining projections 41.
  • the conical shape of the front projection 41.1 and the rear projection 41.2 extends in particular over the associated contact area K.
  • FIGS. 7 to 9 show schematically a sequence of unlocking the locking element 4, which is described in more detail below:
  • the sequence of movements during unlocking is described in detail with reference to FIGS.
  • This provides a simple clamping and catching function for the locking element 4 without additional components by using a combined movement of the locking element 4 from a rotary movement and a pulling movement.
  • the locking element 4 is designed as a horizontal lock. With the help of the spring-loaded locking element 4, a simple release of play between the lower rail 32 and the upper rail 31 is achieved and a dynamic modulation of the locking element 4 is prevented
  • FIG. 7 corresponds to the embodiment according to FIG. 2. Reference is made to the description of FIG.
  • the actuating element 9 can be actuated mechanically or electromechanically in accordance with arrow P1. Alternatively or additionally, the actuation element 9 can be rotated electromechanically according to arrow P2.
  • the actuating area 91 is moved in the direction of the through opening 36 of the upper rail 31 and actuated into it, in particular pressed according to arrow P1, in order to be rotated or pivoted about an actuating axis BA according to arrow P2, so that the with the locking element 4 engaged control cam 94 first tilts the plate-shaped locking element 4 downwards or rotates according to arrow P31.
  • the actuating element 9 is screwed into the cavity 5 in the process.
  • the locking position S1 the locking element 4 partially performs the rotary movement or tilting movement according to arrow P31, in particular only a small rotary movement or tilting movement, as shown in FIGS.
  • the locking element 4 is placed in an intermediate position S3.
  • the locking element 4 is first pressed down within the upper rail 31 in order to get out of the blocking area of the blocking element 98 .
  • the locking element 4 is then pulled past the blocking element 98 by means of a tensile force and into the upper rail 31 at least in certain areas.
  • the locking element 4 Upon further actuation of the actuating element 9, in particular by turning it according to arrow P2, the locking element 4, in particular its projections 41, is completely moved out of the openings 34 and the openings 33 of the rails 31, 32 according to arrow P32, in particular pulled out.
  • the locking element 4 with its particularly tooth-like projections 41 disengages from the tooth-shaped or slot-shaped openings 34 and the openings 33 of the rails 31 and 32, so that the locking element 4 is placed in its release position or unlocked position S2 and the upper rail ne 31 relative to the bottom rail 32 is movable, in particular longitudinally adjustable.
  • This provides a simple clamping and catching function for the spring-loaded locking element 4 without additional components by using a combined movement of rotary movement and pulling movement.
  • the unlocking movement or pulling-out movement described above is supported by the undersides of the actuating area 91 and the control cam 94 facing the locking element 4 .
  • the underside of the actuating area 91 and the underside of the control cam 94 each come into contact with an upper side of the locking element 4.
  • the hook-shaped projection 93 presses against the locking element 4, in particular against an inner surface of the Engagement openings gene 42 in the direction of arrow P32, wherein the actuating portion 91 and the control cam 94 press from above on the locking element 4 and support the withdrawal movement of the projections 41 according to arrow P2.
  • the actuating element 9 is actuated as a continuous movement, so that the locking element 4 is moved from the locking position S1 via the intermediate position S3 into the unlocking position S2 via a continuous combined rotary movement and pulling movement.
  • this can also be designed as a stop element and, for example, be arranged on the upper rail 31 in such a way that the actuating movement of the actuating element 9 into the unlocking position S2 is at least limited or blocked .
  • FIG. 10 shows a schematic sectional view of the longitudinal seat adjustment device 2 with an optional longitudinal end stop 12.
  • the longitudinal seat adjustment device 2 according to Figures 10 and 11 differs from the longitudinal seat adjustment device 2 according to Figures 1 to 9 only in the optional longitudinal end stop 12, otherwise they correspond to one another in terms of structure and the function.
  • the longitudinal end stop 12 is arranged and fastened, for example, at one end of the bottom rail 32 .
  • the longitudinal end stop 12 is formed, for example, as a profiled stop plate 12.1, in particular a stop plate or an elongated stop lug.
  • the stop plate 12.1 is arranged on an inside of a side wall 32.1 of the bottom rail 32. A pointing in the direction of the upper rail 31 ERS TES end 12.2 of the stop plate 12.1 is angled inwardly out forms. An opposite end 12.3 of the stop plate 12.1 is angled towards the inside of the bottom rail 32.
  • the first end 12.2 serves as a stop end for the upper rail 31.
  • the stop plate 12.1 is attached to the lower rail 32, for example by means of a fastening element 12.4.
  • the second end 12.3 serves as an additional attachment of the longitudinal end stop 12 on the lower rail 32.
  • the second end 12.3 engages in a form-fitting and/or force-fitting manner in a fastening mount 32.3 of the lower rail 32.
  • Figure 11 shows schematically in a further sectional view the longitudinal seat adjustment device 2 with the optional longitudinal end stop 12 according to Figure 10.
  • the stop plate 12.1 is on an inside of the side wall 32.1 of the bottom rail 32 and is attached by means of the fastening elements 12.4, for example a screw, a rivet or the like, is attached to the lower rail 32.
  • Figure 12 shows a perspective view of a further exemplary embodiment of an upper rail 31 for a longitudinal seat adjustment device 2.
  • the longitudinal seat adjustment device 2 according to FIGS. 12 and 13 differs from the longitudinal seat adjustment device 2 according to FIGS. 1 to 9 or 10 to 11 only in the type of roller bearing, otherwise they correspond to one another in terms of structure and function.
  • the upper rail 31 has the previously described recesses 381 only for the first rolling elements 61 .
  • the recesses 382 for the two ten roller elements 62 are omitted in this embodiment.
  • the side wall 31.1 of the upper rail 31 is profiled and has elevations 31.4, for example.
  • FIG. 13 shows a further perspective view of the upper rail 31 according to FIG. 12.

Landscapes

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

Abstract

L'invention concerne un élément de rail (30), qui se présente sous la forme d'une pièce profilée en tôle dotée, à chaque extrémité, d'un moyen de réception de charge (10) sur lequel des interfaces de charge (101) sont formées ou fixées, au moyen duquel des forces d'interface de charge agissant sur l'élément de rail (30) peuvent être transférées verticalement et/ou horizontalement, chaque moyen de réception de charge (10) se présentant sous la forme d'un élément de fixation (103) pour un siège (1). L'invention concerne également un dispositif de réglage longitudinal de siège (2) pourvu d'un élément de rail (30) de ce type.
PCT/IB2022/056180 2021-07-07 2022-07-04 Élément de rail et dispositif de réglage longitudinal de siège WO2023281384A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP22743916.3A EP4366979A1 (fr) 2021-07-07 2022-07-04 Élément de rail et dispositif de réglage longitudinal de siège
CN202280047933.9A CN117651657A (zh) 2021-07-07 2022-07-04 导轨元件以及座椅纵向调节装置

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102021207170 2021-07-07
DE102021207170.8 2021-07-07
DE102021214158.7A DE102021214158A1 (de) 2021-07-07 2021-12-10 Schienenelement und Sitzlängsverstelleinrichtung
DE102021214158.7 2021-12-10

Publications (1)

Publication Number Publication Date
WO2023281384A1 true WO2023281384A1 (fr) 2023-01-12

Family

ID=82608218

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2022/056180 WO2023281384A1 (fr) 2021-07-07 2022-07-04 Élément de rail et dispositif de réglage longitudinal de siège

Country Status (2)

Country Link
EP (1) EP4366979A1 (fr)
WO (1) WO2023281384A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1227950B1 (fr) 2000-10-13 2007-12-05 KEIPER GmbH & Co. KG Systeme de reglage longitudinal de siege
US20170057388A1 (en) * 2015-08-27 2017-03-02 Tesla Motors, Inc. Monopost for free-standing vehicle seat
DE102016217843B3 (de) * 2016-07-14 2017-12-07 Adient Luxembourg Holding S.à.r.l. Längseinsteller sowie Fahrzeugsitz
WO2018011053A1 (fr) * 2016-07-14 2018-01-18 Adient Luxembourg Holding S.à.r.l. Dispositif de réglage longitudinal et siège de véhicule
DE102016217848A1 (de) * 2016-07-14 2018-01-18 Adient Luxembourg Holding S.à.r.l. Längseinsteller sowie Fahrzeugsitz
US20190016236A1 (en) * 2017-07-17 2019-01-17 Faurecia Sièges d'Automobile Rail for vehicle seat and vehicle seat comprising such a rail

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1227950B1 (fr) 2000-10-13 2007-12-05 KEIPER GmbH & Co. KG Systeme de reglage longitudinal de siege
US20170057388A1 (en) * 2015-08-27 2017-03-02 Tesla Motors, Inc. Monopost for free-standing vehicle seat
DE102016217843B3 (de) * 2016-07-14 2017-12-07 Adient Luxembourg Holding S.à.r.l. Längseinsteller sowie Fahrzeugsitz
WO2018011053A1 (fr) * 2016-07-14 2018-01-18 Adient Luxembourg Holding S.à.r.l. Dispositif de réglage longitudinal et siège de véhicule
DE102016217848A1 (de) * 2016-07-14 2018-01-18 Adient Luxembourg Holding S.à.r.l. Längseinsteller sowie Fahrzeugsitz
US20190016236A1 (en) * 2017-07-17 2019-01-17 Faurecia Sièges d'Automobile Rail for vehicle seat and vehicle seat comprising such a rail

Also Published As

Publication number Publication date
EP4366979A1 (fr) 2024-05-15

Similar Documents

Publication Publication Date Title
DE3726711C2 (fr)
WO2005025927A1 (fr) Dispositif a memoire pour une glissiere longitudinale d'un siege de vehicule automobile
EP2188147A1 (fr) Ferrure de fixation
EP1289793A1 (fr) Module de siege
WO2005068248A2 (fr) Dispositif de verrouillage de siege de vehicule
EP1107878B1 (fr) Dispositif de fixation pour siege enfant
DE202011000957U1 (de) Längsführung für einen Kraftfahrzeugsitz
EP2625062B1 (fr) Dispositif de réglage en position longitudinale pour un siège de véhicule
AT518211B1 (de) Runge für einen nutzfahrzeug- oder anhängeraufbau
EP0697307B1 (fr) Dispositif de verrouillage pour dossiers divisible et escamotable dans un siège arrière pour véhicules automobiles
DE19617691C1 (de) Längsverstellvorrichtung für Kraftfahrzeugsitze
DE102021214144A1 (de) Sitzlängsverstelleinrichtung
DE10056082A1 (de) Kraftfahrzeugsitz
EP1336530A2 (fr) Dispositif de fixation pour siège enfant
EP2708406B1 (fr) Siège doté d'un dispositif de blocage
WO2023281384A1 (fr) Élément de rail et dispositif de réglage longitudinal de siège
WO2002045994A1 (fr) Dispositif d'ancrage pour siege de vehicule pouvant etre monte et demonte sans outil
DE102021214158A1 (de) Schienenelement und Sitzlängsverstelleinrichtung
DE10014722B4 (de) Befestigungsvorrichtung für einen Fahrzeugsitz
EP4366982A1 (fr) Dispositif de réglage longitudinal de siège et siège
DE4414027C1 (de) Rücksitzbank für ein Fahrzeug
DE102021214147A1 (de) Sitzlängsverstelleinrichtung und Sitz
WO2023281380A1 (fr) Dispositif de réglage longitudinal d'un siège et siège
DE19737635C2 (de) Sitzunterkonstruktion für eine Sitzbank oder einen Einzelsitz in einem Kraftfahrzeug
DE102021214146A1 (de) Sitzlängsverstelleinrichtung und Sitz

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22743916

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 202280047933.9

Country of ref document: CN

WWE Wipo information: entry into national phase

Ref document number: 2022743916

Country of ref document: EP

ENP Entry into the national phase

Ref document number: 2022743916

Country of ref document: EP

Effective date: 20240207

NENP Non-entry into the national phase

Ref country code: DE