Adjustment system and method for longitudinal adjustment of vehicle seats, and the application of the method.

Abstract

The present invention relates to an adjustment system (10) for longitudinally adjusting a vehicle seat (1), having a lower guide rail (12, 14) that can be fixedly mounted on the vehicle, an upper guide rail (16, 18) that can move along the lower guide rail (12, 14) and can be fixedly mounted on the seat, and a locking device for locking the upper guide rail (16, 18) that can be connected to the vehicle seat (1) in a defined longitudinal position, wherein the locking device has a locking guide rail (40, 42) that can be fixedly mounted on the vehicle, the locking guide rail (40, 42) having a locking opening (38) arranged preferably at a uniform distance (x) along the longitudinal direction of the locking guide rail (40, 42), wherein the locking opening (38) cooperates with at least one locking element (32) that can enter into the locking opening (38) and can be fixedly mounted on the seat, the locking element (32) being able to enter into and / or exit from the locking opening (38) by means of an actuating element (34, 36).

Description

Technical Field

[0001] This invention relates to an adjustment system for longitudinally adjusting a vehicle seat, particularly for use in autonomous vehicles. Furthermore, the invention also relates to a method for longitudinally adjusting a vehicle seat and the application of the longitudinal adjustment according to the invention. Background Technology

[0002] An adjustment system and method for longitudinally adjusting a vehicle seat are known from DE 20 2007 016 550 U1. This known adjustment system includes a locking rail having a locking opening into which a locking pin of a locking device can engage. This locking device is used to allow the seat to be returned to its initially set longitudinal position as easily as possible after longitudinal adjustment, for example, to facilitate easier access to the rear seats in a two-door vehicle. The operation of the locking pin of this locking device is purely mechanical, and no information is available from the mentioned literature regarding the drive mechanism for longitudinal adjustment of the vehicle seat.

[0003] Furthermore, as known from DE 10 2004 013 009 B4, in adjustment systems for longitudinally adjusting vehicle seats—which have an electric motor for longitudinal adjustment—the drive mechanism is configured as a self-locking drive mechanism. This self-locking drive mechanism can absorb longitudinal forces acting on the vehicle seat not only during normal vehicle operation but also in the event of an accident, thereby preventing undesirable longitudinal movement or adjustment of the vehicle seat. Summary of the Invention

[0004] This invention proposes an adjustment system for longitudinally adjusting a vehicle seat. The system includes a lower guide rail that can be fixedly mounted in the vehicle, an upper guide rail that can move longitudinally along the lower guide rail and is fixedly mounted in the seat, and a locking device for locking the upper guide rail, which can be connected to the vehicle seat, in a defined longitudinal position. The locking device includes a locking guide rail that can be fixedly mounted in the vehicle, the locking guide rail having locking openings preferably arranged at uniform intervals along the longitudinal direction of the locking guide rail, and wherein the locking openings cooperate with at least one locking element that can enter at least one locking opening and is fixedly mounted in the seat. Similarly, the locking element can enter into and / or exit from the at least one locking opening by means of an actuating element. At least one electric motor connected to the control device is provided, the electric motor being part of a non-self-locking drive mechanism for at least indirectly moving the upper guide rail. The actuating element is an electric motor-type or electromagnetically constructed actuating element. A sensor is provided for at least indirectly detecting the rotation angle of the drive shaft of the at least one electric motor. The control device is configured to evaluate the rotation angle of the drive shaft detected by the sensor and, based on the rotation angle, at least indirectly manipulate the actuating element to operate the locking element. An advantage of the adjustment system according to the invention for longitudinally adjusting a vehicle seat is that it enables particularly rapid longitudinal movement of the vehicle seat, especially in emergency situations where the vehicle seat must be moved to a desired target longitudinal position to, for example, in conjunction with other safety devices such as airbags, reduce the risk of injury in an accident. For this purpose, it is important that the seat position be reliably detected for the proper operation of the restraint system (airbag, seatbelt tensioner), which is ensured by the adjustment system according to the invention. Such a situation might occur in autonomous vehicles, for example, when the vehicle seat, in a reclining position unsuitable for normal driving by the driver during autonomous operation, must be rapidly adjusted to mitigate the risk of an impending accident. This rapid seat adjustment can reach speeds of up to approximately 200 millimeters in 0.2 seconds, a speed typically unattainable with a single electric motor using a self-locking drive system due to the required drive power. Other applications involving rapid seat adjustment include the handover of the vehicle to the driver in autonomous vehicles, where a 3.5-second handover time is provided to allow the vehicle seat to be adjusted to the desired target position.

[0005] The aforementioned rapid adjustment speed is typically 6 to 50 times faster than normal adjustment speed. Furthermore, the rapid adjustment speed, along with the large longitudinal adjustment range of 500 to 1000 millimeters for the vehicle seat, which is unknown in the prior art, can be achieved particularly well using the proposed adjustment system, as the system can guarantee a positional error of less than 1 millimeter during 50,000 adjustments.

[0006] In order to achieve the highest possible seat adjustment speed and safe longitudinal locking not only during normal driving operations but also, especially in the event of an accident or similar situation, it is proposed to construct an adjustment system for longitudinally adjusting a vehicle seat, wherein at least one electric motor connected to a control device is provided, which serves as part of a non-self-locking drive device for at least indirectly moving an upper guide rail fixed at the driver's seat; an actuating element for activating / deactivating the locking element is an actuating element constructed in an electric motor manner or electromagnetically; a sensor is provided for at least indirectly detecting the rotation angle of the drive shaft of at least one electric motor; and a control device is configured to evaluate the rotation angle of the drive shaft detected by the sensor and, based on the detected rotation angle, at least indirectly manipulate the actuating element for manipulating the locking element.

[0007] The present invention is based on the concept of achieving high adjustment speeds through a drive mechanism with at least one electric motor, which is configured as part of a non-self-locking drive mechanism. To reliably secure the vehicle seat in a target longitudinal position—something that cannot be achieved with a non-self-locking drive mechanism—an actuating element is further proposed, which is activated upon reaching the desired target longitudinal position of the vehicle seat to ensure that the vehicle seat locks longitudinally with the locking rails.

[0008] Within the framework of this invention, a non-self-locking drive is understood as a drive coupled to an electric motor that causes undesirable longitudinal movement of the vehicle seat when (external) longitudinal forces are generated on the vehicle seat—such as those occurring during a strong braking action in an accident or similar situation.

[0009] Advantageous improvements to the adjustment system according to the invention for longitudinally adjusting vehicle seats are set forth below.

[0010] In practice, achieving the relatively high vehicle seat adjustment speed mentioned above is difficult using a single electric motor, as this would require a relatively large structural size, which is either undesirable or impossible in design. Furthermore, a relatively complex kinematic system is needed to couple the two upper guide rails fixed to the seat to the (single) electric motor. Therefore, a preferred design of the adjustment system specifies that the non-self-locking drive has two electric motors, each coupled to an upper guide rail that can be fixedly connected to the seat. Sensors are configured to detect the rotation angle of the drive shafts of the two electric motors, and a control mechanism is configured to individually operate the two electric motors based on the detected rotation angle of the drive shafts to achieve the same longitudinal adjustment stroke of the upper guide rails. Individual control of the electric motors has particular advantages in avoiding tension on the seat frame mechanism, which could arise, for example, due to different rotational speeds of the electric motors within their component tolerances.

[0011] In a particularly preferred structural design of the adjustment system, the control device is configured to operate at least one electric motor at at least two different rotational speeds, namely a first rotational speed and at least one rotational speed increased relative to the first rotational speed. The first rotational speed is used in particular to individually adapt the position of the vehicle seat between two longitudinal positions on the upper guide rail. The rotational speed increased relative to the first rotational speed is used to longitudinally adjust the vehicle seat in emergency or handover situations, particularly in autonomous vehicles.

[0012] In order to enable (initial) calibration to detect the absolute longitudinal position of the vehicle seat, for example, during initial operation or when installing a vehicle seat or after replacing a vehicle seat, a preferred improvement to the adjustment system further includes end stops that define the maximum longitudinal adjustment of the upper guide rail, wherein the control device is configured to detect the end stops at least indirectly.

[0013] Furthermore, the present invention also includes a method for longitudinally adjusting a vehicle seat, particularly by means of an adjustment system according to the invention as described herein, wherein an upper guide rail that can be fixedly mounted on the seat moves along a lower guide rail that can be fixedly mounted on the vehicle, and wherein the upper guide rail that can be connected to the vehicle seat can be fixed in a defined longitudinal position relative to the lower guide rail by means of a locking device, wherein a locking element that can be fixedly mounted on the seat is moved by means of an actuating element into at least one locking opening constructed in the locking guide rail. The method according to the invention is characterized in that the movement of the upper guide rail along the longitudinal direction of the lower guide rail is generated by means of at least one electric motor of a non-self-locking drive device via a control device; the movement of the locking element that can be controlled by the control device is generated at least indirectly by means of an electric motor or electromagnetically via an actuating element; the rotation angle of the drive shaft of at least one electric motor is detected at least indirectly by a sensor; and the control of the actuating element is performed according to the detected rotation angle of the drive shaft.

[0014] A preferred improvement to the method described herein specifies that at least one electric motor is controlled by a control device to implement different operating modes to produce different rotational speeds of its drive shaft.

[0015] In a particularly preferred embodiment of the method, it is further specified that the non-self-locking drive device has two electric motors, each of which is coupled to an upper guide rail that can be fixedly connected to the seat, the sensor detects the rotation angle of the drive shafts of the two electric motors, and the control device individually controls the two electric motors according to the detected rotation angle of the drive shafts.

[0016] Preferably, within the operating time of the adjustment system, the absolute longitudinal position of at least one upper guide rail is detected by continuously detecting the rotation angle of the drive shaft and by once detecting the end stop during the adjustment of the upper guide rail.

[0017] In a particularly preferred improvement to the method just mentioned, the absolute longitudinal position of the upper guide rail is detected during continuous operation by detecting the sinking of the locking element into the locking opening.

[0018] Finally, the invention also includes the use of the adjustment system described herein, or the method for longitudinally adjusting a vehicle seat as described herein, in an autonomous vehicle. Attached Figure Description

[0019] Other advantages, features and details of the invention will become apparent from the following description of preferred embodiments of the invention and with the aid of the accompanying drawings.

[0020] Figure 1 A schematic diagram of a seat adjustment system for longitudinally adjusting vehicle seats is shown in top view; Figure 2 and Figure 3 The diagrams show the locking element at different locations according to the top view and cross-sectional view in plane AA. Figure 1 The seat adjustment system in the area of ​​the locking rail, which has a locking element that works in conjunction with the locking rail; Figure 4 and Figure 5 Diagrams illustrating the vehicle seat adjustment process under different operating modes are shown respectively; and Figure 6 A flowchart is shown for the detection of the absolute position of a vehicle seat.

[0021] The same components, or components with the same function, are given the same reference numerals in the figure. Detailed Implementation

[0022] The adjustment system 10 for longitudinally adjusting the vehicle seat 1 shown in the accompanying drawings is preferably, but not limited to, used in autonomous or self-driving vehicles, where the vehicle seat 1 is shown only in a portion of its seat surface area.

[0023] The adjustment system 10 has two lower guide rails 12, 14 arranged parallel to each other, which can be fixedly installed in the vehicle. Above each of the two lower guide rails 12, 14, there is an upper guide rail 16, 18 that cooperates with its respective lower guide rail 12, 14, is adjustable longitudinally in the direction of double arrow 15, and can be connected to the vehicle seat 1, wherein the two upper guide rails 16, 18 are also arranged parallel to each other. The two upper guide rails 16, 18 are connected to each other, for example by means of a crossbar 20. Two individually operable electric motors 22, 24 of the same construction are fixed or arranged at the crossbar 20. The drive shafts 25, 26 of the electric motors 22, 24, shown in partial sections, cooperate with threaded spindles 28, 30, which are fixedly arranged in the area of ​​the lower guide rails 12, 14, respectively, by means of an angle transmission mechanism (Winkelgetriebe) and a spindle nut (not shown) as part of the spindle transmission mechanism, in a manner and method known per se. When the drive shafts 25 and 26 of the two electric motors 22 and 24 are activated or rotated, the crossbar 20 connected to the upper guide rails 16 and 18, and therefore the vehicle seat 1, can be adjusted to the desired longitudinal position. The electric motors 22 and 24 for the upper guide rails 16 and 18, or the drive mechanisms as described, are components of a non-self-locking drive system.

[0024] On the opposite sides of the crossbars 20, the crossbars 20 are configured to extend beyond the lower guide rails 12, 14. At the axial ends of the crossbars 20, for example, a locking element 32 in the form of a pin 31 is arranged. The locking element 32 is based on... Figure 2 and Figure 3 For example, the locking element 32 is applied by means of a pressure spring 33, and is also adjustable by means of an actuator 34, 36 that can be operated electromagnetically or by an electric motor. In particular, the pin 31, or locking element 32, works in conjunction with the locking opening 38 in the area of ​​the locking rails 40, 42.

[0025] Two locking rails 40, 42 are arranged parallel to the two lower rails 12, 14 and have a plurality of locking openings 38 arranged at uniform distances x, the inner diameter of which is adapted to the outer diameter of the pin 31. For example, the two locking rails 40, 42 are constructed as separate components from the lower rails 12, 14; however, they can also be used together with the lower rails 12, 14 to form a common component.

[0026] Preferably, when the actuating elements 34 and 36 are energized or activated, a force is generated that acts opposite to the spring force of the pressure spring 33, thereby raising the pin 31, which is recessed into the locking opening 38, to a position where longitudinal adjustment of the crossbar 20 and thus of the vehicle seat 1 can be achieved, since the pin 31 is disengaged from the locking opening 38. Conversely, when the actuating elements 34 and 36 are not activated, the pressure spring 33 applies a force to the pin 31, causing the pin 31 to recess into the locking opening 38 in a position aligned with it, thus securing the crossbar 20 or the vehicle seat 1 longitudinally to absorb the force acting on the vehicle seat 1 in the direction of the double arrow 15 or in the longitudinal direction, thereby preventing movement of the vehicle seat 1.

[0027] The position of each pin 31, taking into account its unlocked or locked position relative to the latch opening 38, can be detected, for example, by means of a sensing element 44. Furthermore, the two actuators 34, 36 are connected to the control device 50 via lines 51, 52. Lines 51, 52, shown only schematically, are specifically used to provide the position of the pin 31 detected by its respective sensor element 44 as input parameters to the control device 50 and to activate or deactivate the actuators 34, 36.

[0028] For example, in the extensions of the two locking rails 40, 42, two end stops 54 are provided on the same side of the locking rails 40, 42, and the two end stops 54 define the maximum adjustment of the vehicle seat 1, or the crossbar 20. The arrival of the end stops 54 is also detected by means of a device not shown or, for example, by a motor current measurement and provided as an input parameter to the control device 50.

[0029] In addition, according to Figure 1 It can be seen that, for example, a rotor position sensor 56 and a rotor position sensor 58 are respectively installed in the regions of the two electric motors 22 and 24. The rotor position sensors 56 and 58 can at least indirectly detect the rotation angle α and β of each of the two drive shafts 25 and 26 of the two electric motors 22 and 24. The rotor position sensors 56 and 58 are also connected to the control device 50 so as to provide the detected rotation angle α and β, or the corresponding signal, as input parameters to the control device 50, and the corresponding signal is then used, for example, by means of an algorithm in the control device 50 to calculate the rotation angle α and β.

[0030] The two electric motors 22 and 24 are energized or controlled by the control device 60 to obtain desired rotation angles α and β. The control device 60 is coupled to or controlled by the control device 50. The two electric motors 22 and 24, connected to the control device 60 via lines 61 and 62, can be controlled individually. Crucially, the electric motors 22 and 24 can be controlled by the control device 60 at at least two, preferably more than two, different rotational speeds n.

[0031] Input for adjusting the vehicle seat 1 to the desired longitudinal position can be made by the user via an operating element 65 connected to the control device 60. As an example only, electric motors 22 and 24 can be driven at four speeds n1 to n4 to achieve different operating modes. The lowest speed n1 enables adjustment of the vehicle seat 1 at an adjustment speed of, for example, 5 mm / s and is particularly used for recognizing the end stop 54 in conjunction with motor current recognition.

[0032] A higher rotational speed n2, relative to the first rotational speed n1, is selected for seat adjustment to allow for individual positional adaptation along the longitudinal direction. Rotational speed n2 enables, for example, an adjustment speed of 20 mm / s.

[0033] The two highest rotational speeds, n3 and n4, are used for special conditions during vehicle operation, especially for autonomous vehicles. Therefore, the third rotational speed n3, for example, can produce an adjustment speed for the vehicle seat 1 that allows it to be longitudinally adjusted from a reclining position to a driving position in approximately 3.5 seconds. The highest fourth rotational speed n4 is selected to mitigate potential accident consequences, where such consequences are detected, in particular, by the vehicle's corresponding environmental sensors. Rotational speed n4, for example, can achieve an adjustment speed of 1000 mm / s for the driver's seat 1.

[0034] As a supplement, it should be mentioned that, especially in the case of the two highest speeds n3 and n4, it is possible to specify that the speed trend is given in advance at the beginning and near the end of the adjustment, the speed trend is realized according to a non-linear curve function, so as to avoid sudden start or stop of the driver's seat 1.

[0035] Therefore, we now refer to the example. Figure 4 ,exist Figure 4 The adjustment stroke s of vehicle seat 1 with respect to time t is shown in a non-realistic proportion. It is assumed that, due to an impending accident, vehicle seat 1 must be adjusted from its actual position—in which vehicle seat 1 is locked by means of pin 31 along with locking openings 38 in the two locking rails 40, 42—to a target position. The adjustment stroke s from the actual position to the target position is an integer multiple of the distance x between the two locking openings 38, where the greater the distance between the actual position and the target position, the larger n becomes. Furthermore, the required adjustment stroke s corresponds to specific rotation angles α, β of the two drive shafts 25, 26 of electric motors 22, 24, which can be pre-given by the control device 60. The movement, or adjustment, of driver seat 1 is achieved by evaluating the rotation angles α, β detected by rotor position sensors 56, 58 and controlling the rotation angle.

[0036] Between time points t=0 and t1, the two electric motors 22 and 24 are not yet activated; only the actuating elements 34 and 36 are activated to ensure that the pin 31 is lifted from the locking opening 38. Between t1 and t2, the electric motors 22 and 24 are started along, for example, a parabolic trajectory to prevent sudden movement of the vehicle seat 1. Subsequently, between time points t2 and t3, the electric motors 22 and 24 operate at a constant speed n3. This yields a linear relationship between time t and the adjustment stroke s.

[0037] The rotational speed n3, and therefore the adjustment speed of the vehicle seat 1, can be selected to be different, especially depending on the required adjustment stroke s. The purpose is, for example, to reach the actual position of the vehicle seat 1 within a predetermined time period.

[0038] Subsequently, between time points t3 and t4, the adjustment speed is reduced according to a pre-defined function curve. Here, for example, shortly after time point t3, the two actuating elements 34 and 36 are reactivated, causing the pin 31 to be loaded with force by the pressure spring 33 toward the locking rails 40 and 42 and sink into the locking opening 38 when reaching the target position of the vehicle seat 1. Furthermore, time point t4 can be selected such that the pin 31 will be in a position where the adjustment stroke s of the vehicle seat 1 from time point t1 is slightly greater than the adjustment stroke s required to reach the target position. This has the advantage that, despite the potential inaccuracies in detecting the rotation angles α and β of the drive shafts 25 and 26 by the rotor position sensors 56 and 58, the pin 31 will still be locked in the set locking opening 38. This relationship enables... Figure 4 As shown in the diagram, the target position of vehicle seat 1 is reached between two time points t3 and t4.

[0039] exist Figure 5 The diagram illustrates the process of adjusting the vehicle seat 1 by the user to obtain the (changed) longitudinal position of the seat. At time t=0, the adjustment is activated by the operation unit 65, simultaneously activating the actuators 34 and 36 to lift the pin 31 from the current locking opening 38. Then, between time points t1 and t2, the electric motors 22 and 24 are activated at a rotational speed n2. At time point t2, the user stops adjusting the vehicle seat 1. Therefore, the control device 50 has identified the adjustment stroke s of the vehicle seat 1 up to time point t2 by detecting the rotation angles α and β of the two drive shafts 25 and 26, and thus also identifies the distance to the nearest locking opening 38. Subsequently, until time point t3, the adjustment speed is exemplarily reduced to approach the locking opening 38, wherein, according to... Figure 4 Similar to the embodiment, the actuating elements 34 and 36 can be deactivated at time point t3 to ensure that the pin 31 is locked when it reaches / passes through the locking opening 38.

[0040] During the adjustment process, it is important to know the absolute longitudinal position of the vehicle seat 1, that is, which locking opening 38 the pin 31 is located in. Therefore, it is necessary to be able to, for example, combine with the information about Figure 4 The implementation calculates the required adjustment stroke s between the actual position and the target position of the vehicle seat 1. When there is an end stop 54 arranged only in one direction, the absolute longitudinal position also needs to be known to ensure that, in the direction without the end stop 54, the vehicle seat 1 is adjusted only to the final locking opening 38 in that direction.

[0041] The absolute longitudinal position of the vehicle seat 1 is detected through calibration. This calibration is initially performed (once) when the adjustment system 10 is installed in the vehicle. Subsequently, continuous (re)calibration is performed during the adjustment process within the operating time of the adjustment system 10. For an explanation of the initial calibration and (re)calibration of the adjustment system 10, please refer to [link / reference]. Figure 6 .

[0042] In step 100, a first calibration is performed by approaching at least one end stop 54 and detecting the end stop 54. Subsequently, in step 101, knowing the distance between the end stop 54 and, for example, the nearest locking opening 38, the vehicle seat 1 is adjusted into the first locking opening 38. When it is confirmed that the seat is locked into the locking opening 38 by the pin 31, a first absolute longitudinal position of the vehicle seat 1 is known, which is stored in the control device 50 in step 102. If the distance x between the individual locking openings 38 is also additionally stored in the control device 50, then the first calibration is thus completed. If not, all other locking openings 38 are subsequently approached individually and their positions, or distances x, are learned in the control device 50 by detecting rotation angles α, β (not shown).

[0043] Subsequently, the (new) absolute longitudinal position of the vehicle seat 1 is detected by adjusting the vehicle seat 1 in step 103. The (new) absolute longitudinal position can be derived from the rotation angles α and β of the drive shafts 25 and 26 detected here and the distance x between the locking openings 38, wherein the absolute longitudinal position of the vehicle seat 1 stored so far in step 104 is overwritten.

[0044] The adjustment system 10, as described, can be changed or modified in various ways and methods without departing from the inventive concept.

[0045] Thus, for example, it can be imagined that the pin 31 is locked into the locking opening 38 during seat adjustment by means of the following: knowing the adjustment stroke s of the vehicle seat 1, by detecting the rotation angles α and β, the activation actuators 34 and 36 are deactivated only when the pin 31 is aligned with the locking opening 38 as calculated by the control device 50. If the pin 31 is not recessed into the locking opening 38, the electric motors 22 and 24 will synchronously rotate alternately in different directions with small rotation angles α and β until the pin 31 is recessed, thereby allowing the new (absolute) position of the pin 31, or the vehicle seat 1, to be stored.

[0046] In addition, it is also possible to construct the control device 50 and the operating device 60 as a common structural unit or structural component without designing them separately.

Claims

1. An adjustment system (10) for longitudinally adjusting a vehicle seat (1), the adjustment system (10) having a lower guide rail (12, 14) that can be fixedly mounted on a vehicle, an upper guide rail (16, 18) that can move longitudinally along the lower guide rail (12, 14) and can be fixedly mounted on the seat, and having a locking device for locking the upper guide rail (16, 18) that can be connected to the vehicle seat (1) in a defined longitudinal position, wherein the locking device has a locking guide rail (40, 42) that can be fixedly mounted on the vehicle. The locking rails (40, 42) have locking openings (38) arranged along the longitudinal direction of the locking rails (40, 42), and wherein the locking openings (38) cooperate with at least one locking element (32) that can enter into and / or exit from the at least one locking opening (38) by means of an actuating element (34, 36). Its features are, At least one electric motor (22, 24) is provided and connected to the control device (60). The electric motor (22, 24) is used as part of a non-locking drive device to move the upper guide rail (16, 18) at least indirectly. The actuating element (34, 36) is an actuating element constructed in an electric motor manner or electromagnetically. There are sensor elements (56, 58) for detecting at least indirectly the rotation angle (α, β) of the drive shaft (25, 26) of the at least one electric motor (22, 24). The control device (50) is configured to evaluate the rotation angle (α, β) of the drive shaft (25, 26) detected by the sensor elements (56, 58) and manipulate the actuating element (34, 36) at least indirectly according to the rotation angle (α, β) in order to manipulate the locking element (32).

2. The adjustment system according to claim 1, Its features are, The locking opening (38) is arranged at a uniform distance (x) along the longitudinal direction of the locking guide rails (40, 42).

3. The adjustment system according to claim 1 or 2, Its features are, The non-self-locking drive device has two electric motors (22, 24), each of which is coupled to an upper guide rail (16, 18) that can be fixedly connected to the seat. The sensor (56, 58) is configured to detect the rotation angle (α, β) of the drive shaft (25, 26) of the two electric motors (22, 24). The control device (60) is configured to individually control the two electric motors (22, 24) according to the detected rotation angle (α, β) of the drive shaft (25, 26) to obtain the same adjustment stroke of the upper guide rail (16, 18) in the longitudinal direction.

4. The adjustment system according to claim 1 or 2, Its features are, The control device (60) is configured to control the at least one electric motor (22, 24) at at least two different rotational speeds (n1 to n4), namely a first rotational speed (n2) and at least one rotational speed (n3, n4) increased relative to the first rotational speed (n2), the increased rotational speed (n3, n4) being used to quickly adjust the vehicle seat (1) in the longitudinal direction in an emergency, collision or handover situation.

5. The adjustment system according to claim 4, Its features are, The first rotational speed (n2) is used to individually adapt the position of the vehicle seat (1) between two longitudinal positions of the upper guide rails (16, 18).

6. The adjustment system according to claim 4, Its features are, The increased rotational speeds (n3, n4) relative to the first rotational speed (n2) are used to quickly adjust the vehicle seat (1) in the longitudinal direction in an autonomous vehicle in an emergency, collision, or handover situation.

7. The adjustment system according to claim 1 or 2, Its features are, An end stop (54) is provided, which limits the maximum longitudinal adjustment of the upper guide rails (16, 18), and the control device (50) is configured at least indirectly for detecting the end stop (54).

8. A method for longitudinally adjusting a vehicle seat (1), wherein an upper guide rail (16, 18) that can be fixedly mounted at the seat is moved along a lower guide rail (12, 14) that can be fixedly mounted at the vehicle in a longitudinal direction, and wherein the upper guide rail (16, 18) that can be connected to the vehicle seat (1) is locked in a longitudinal position defined relative to the lower guide rail (12, 14) by means of a locking element (32) that can be fixedly mounted at the seat is moved by means of an actuating element (34, 36) into at least one locking opening (38) constructed in the locking guide rail (40, 42), Its features are, The movement of the upper guide rails (16, 18) along the longitudinal direction of the lower guide rails (12, 14) is generated by at least one electric motor (22, 24) of a non-self-locking drive device by means of a control device (60). The movement of the locking element (32), which can be controlled by the control device (50), is generated at least indirectly by the actuating element (34, 36) in an electric motor manner or electromagnetically. The rotation angle (α, β) of the drive shaft (25, 26) of the at least one electric motor (22, 24) is detected at least indirectly by a sensor (56, 58), and the control of the actuating element (34, 36) is based on the detected rotation angle (α, β) of the drive shaft (25, 26).

9. The method according to claim 8, Its features are, The method is used to longitudinally adjust the vehicle seat (1) by means of an adjustment system (10) constructed according to any one of claims 1 to 7.

10. The method according to claim 9, Its features are, The at least one electric motor (22, 24) is controlled by the control device (60) to achieve different operating modes to produce different rotational speeds (n1 to n4) of its drive shaft (25, 26).

11. The method according to claim 8 or 9, Its features are, The non-locking drive device has two electric motors (22, 24), each of which is coupled to an upper guide rail (16, 18) that can be fixedly connected to the seat. The sensors (56, 58) detect the rotation angle (α, β) of the drive shafts (25, 26) of the two electric motors (22, 24), and the control device (60) individually controls the two electric motors (22, 24) based on the detected rotation angle (α, β) of the drive shafts (25, 26).

12. The method according to claim 10, Its features are, Within the operating time of the adjustment system (10), the absolute longitudinal position of at least one upper guide rail (16, 18) is detected by continuously detecting the rotation angle (α, β) of the drive shaft (25, 26) and by once detecting the end stop (54) when adjusting the upper guide rail (16, 18).

13. The method according to claim 12, Its features are, During continuous operation, the upper guide rails (16, 18) are recalibrated by detecting the locking element (32) sinking into the locking opening (38) to detect the absolute longitudinal position of the upper guide rails (16, 18).

14. The application of the adjustment system (10) according to any one of claims 1 to 7 in an autonomous vehicle, or the application of the method according to any one of claims 8 to 13 in an autonomous vehicle.

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