Vehicle seat with seat depth adjustment device

Abstract

Vehicle seat (1), wherein the vehicle seat (1) has a seat part frame (2) and a seat depth adjustment device (4) with a seat depth adjustment element (5), wherein the seat depth adjustment element (5) is displaceable relative to the seat part frame (2), wherein a locking device (6) is provided, which is designed to lock the displacement of the seat depth adjustment element (5) relative to the seat part frame (2) by engaging a locking element (9) of the locking device (6) in at least one recess (7) of the seat part frame (2), characterized in that the locking device (6) comprises a locking unit (8) having a first end (10) rigidly arranged on the seat depth adjustment element (5) and a second end (11) deflectable in a height direction (H), a carriage element (12) which is provided and designed to deflect the second end (11) of the locking unit (8) when the carriage element (12) is displaced relative to the locking unit (8).

Description

Technical Field

[0001] The present invention relates to a vehicle seat having a seat portion frame and a seat depth adjustment device with a seat depth adjustment element displaceable relative to the seat portion frame, wherein a locking device is provided, the locking device being designed to lock the displacement of the seat depth adjustment element relative to the seat portion frame by engaging a locking element of the locking device in at least one recess of the seat portion frame. Background Technology

[0002] In the prior art, vehicle seats with seat depth adjustment devices are known for adjusting the seat depth of the vehicle seat, particularly the seat depth of the seat surface on which a person can sit. The seat depth of the corresponding vehicle seat is adjusted by shifting the entire seat portion, thereby changing the position of the seat portion relative to the backrest.

[0003] In doing so, the seat portion itself is locked relative to the seat frame by means of a locking mechanism. Summary of the Invention

[0004] Therefore, one object of the present invention is to provide a vehicle seat by means of which the seat surface of the seat portion can be expanded, wherein the locking of displacement is provided by a locking mechanism independent of the seat portion.

[0005] This objective is achieved by the vehicle seat of the present invention. Advantageous embodiments of the invention can be found in the detailed description.

[0006] The main idea of ​​this invention is to provide a vehicle seat having a seat portion frame and a seat depth adjustment device with a seat depth adjustment element that is displaceable relative to the seat portion frame. A locking device is provided, designed to lock the displacement of the seat depth adjustment element relative to the seat portion frame by engaging a locking element of the locking device in at least one recess of the seat portion frame. The locking device includes: a locking unit having a first end rigidly arranged on the seat depth adjustment element and a second end deflectable in a height direction, wherein in a non-deflected position, the second end engages the locking element in the recess, and in a deflected position, the locking element is separated from the recess; and a carriage element provided and adapted to deflect the second end of the locking unit when the carriage element is displaced relative to the locking unit.

[0007] The seat portion frame should be understood as the frame of the seat portion, where the seat portion refers to the part of the vehicle seat that a person can sit on. Preferably, the seat portion has a cushion and / or cover on its upper side. The seat portion is fixed relative to the seat portion frame, and the seat depth adjustment element is movable relative to the seat portion and the seat portion frame.

[0008] According to the invention, the seat depth adjustment element can be displaced relative to the seat portion frame, preferably linearly. Preferably, the seat depth adjustment element is displaced along a displacement direction. The displacement is particularly preferably such that the seat depth adjustment element can be displaced in a translational manner. Preferably, the seat depth adjustment element can be displaced in a longitudinal direction, whereby this longitudinal direction corresponds to the longitudinal direction of the vehicle seat. By displacing the seat depth adjustment element relative to the seat portion frame, the seat depth of the vehicle seat, especially the seat depth of the seat portion, can be adjusted because the seat surface can be altered by the seat depth adjustment element.

[0009] According to a preferred embodiment, the seat depth adjustment travel is up to 100mm, more preferably 80mm, and particularly preferably 60mm. The seat depth adjustment travel refers to the distance the seat depth adjustment element can shift relative to the seat frame. This means that the seat depth adjustment element can occupy both the minimum and maximum shift positions, thus each position can be occupied between the shift positions. Between the minimum and maximum shift positions, the seat depth adjustment element covers the shift path.

[0010] Particularly preferably, the seat depth adjustment element is made of plastic, and thus preferably, the seat depth adjustment element can be manufactured in an injection molding process.

[0011] According to the present invention, the locking device comprises a locking unit and a locking element. Particularly preferred is that the locking element, which can engage in the recess, is arranged at the second end of the locking unit, preferably rigidly arranged.

[0012] According to the invention, when the locking element engages in one of the recesses, displacement of the seat depth adjustment element is prevented. The locking unit is in a non-deflection position.

[0013] The first end of the locking unit is preferably arranged to be stationary relative to the seat depth adjustment element by means of a rigid connection, thereby allowing the rigid connection to be advantageously achieved by means of a riveted connection, a screw connection or other connection method.

[0014] On the other hand, the second end of the locking unit can releasably contact the seat portion frame, particularly the recess, and thus can deflect at least in the height direction.

[0015] The height direction is preferably understood as a direction perpendicular to the displacement direction, thus preferably corresponding to the vehicle seat height direction. The displacement direction is preferably understood as the direction in which the seat depth adjustment element can be displaced or is displaced.

[0016] According to the invention, the locking element of the locking device engages in the recess in the non-deflected position to lock the displacement movement of the seat depth adjustment element relative to the seat portion frame. On the other hand, if the locking device is in the deflected position, the locking element no longer engages in the recess of the seat portion frame. However, it should be noted that the deflected position means that the locking element is no longer engaged in the recess. If the locking device or locking unit moves from the non-deflected position to the deflected position by deflecting the second end, the locking element continues to engage in the recess at least partially, such that sliding movement continues to be locked. The locking element moves relative to the recess, whereby the extension of the locking element allows the overlap between the locking element and the recess to continue during the deflection movement. In the deflected position, the locking element is completely removed from the recess, so that, viewed in the height direction, the locking element is arranged above the recess.

[0017] According to a preferred embodiment, if the locking device is at least partially extended, the second end of the locking device can be deflected particularly more easily. Advantageously, the extended locking unit extends in the direction of displacement.

[0018] An extended design is understood to mean that the longitudinal extension of the locking device is greater than its height and width extensions. Therefore, the second end of the locking device can be deflected more easily with the aid of this extended design. By extending it in the adjustment direction, the force required for deflection can be reduced.

[0019] Particularly preferably, it can be specified that, in the non-deflection position, the first end of the locking unit is above the second end of the locking unit when viewed in the height direction.

[0020] Particularly preferably, the first end and the second end of the locking unit can be connected by means of a U-shaped connector, wherein the first leg of the U-shaped connector includes the first end of the locking unit, and the second leg of the U-shaped connector includes the second end of the locking unit. Particularly preferably, the first leg is shorter than the second leg.

[0021] According to a preferred embodiment, if the locking device is at least partially elastically deformable, the locking device can be structurally simplified.

[0022] Elastic deformation is particularly ideal in the height direction.

[0023] According to a preferred embodiment, it is advantageous that the locking unit is at least partially composed of a spring sheet and / or spring steel. Particularly advantageously, the locking element of the locking device is made of a rigid or hard material. According to a preferred embodiment, the locking unit is formed as a leaf spring element.

[0024] By designing the locking unit at least partially using spring plates and / or spring steel, the locking unit can be designed to be elastically deformable, while minimizing manufacturing costs by saving materials and components.

[0025] According to a further provision of the invention, the locking device includes a carriage element that is configured and designed such that when the carriage element is displaced relative to the locking unit, a second end of the locking unit can be deflected.

[0026] This means that the second end of the locking unit can only be deflected when the carriage element is displaced relative to the locking unit.

[0027] Preferably, when the locking device is actuated, the carriage element is movable relative to the seat depth adjustment element and relative to the seat portion frame.

[0028] Particularly preferably, the carriage element is connected to the seat depth adjustment element such that when the seat depth adjustment element is movable relative to the seat portion frame, the carriage element can be movable in the same manner as the seat depth adjustment element. Therefore, if the locking device is actuated and the seat depth adjustment element is movable relative to the seat portion frame, the carriage element also moves accordingly with the seat depth adjustment element, thereby keeping the relative position of the carriage element and the locking unit unchanged.

[0029] According to a particularly preferred embodiment, the locking device is therefore specified to include an actuation unit, wherein the carriage element is at least effectively connected to the actuation unit, wherein the carriage element can be displaced relative to the locking unit when the actuation unit is actuated.

[0030] According to another embodiment, in the normal position of the carriage element, the second end is in a non-deflected position, and when the carriage element is displaced, the second end can be deflected. Preferably, a maximum displacement position is provided where the displacement sliding element cannot be further displaced, wherein in the maximum displacement position, the second end of the locking unit is in a deflected position.

[0031] Therefore, the normal position of the carriage element corresponds to the non-deflection position of the locking unit, and the maximum displacement position of the carriage element corresponds to the deflection position where the locking element is no longer engaged in the recess.

[0032] According to a preferred embodiment, the actuation unit is rotatably connected to the seat depth adjustment element about a first rotation axis.

[0033] By rotating the actuation unit, the locking device can be actuated accordingly; that is, the carriage element is displaced relative to the locking unit by rotating the actuation unit.

[0034] Particularly preferably, the actuation unit is provided with a first rotational position and a second rotational position, whereby in the first rotational position the carriage element is in its normal position and in the second rotational position the carriage element is in its maximum displacement position. The actuation unit can occupy any possible rotational position or position between the first and second rotational positions, corresponding to the displacement of the carriage element.

[0035] Particularly preferably, the actuation unit is rotatably arranged relative to the seat depth adjustment element such that only the first rotational position, the second rotational position, and the rotational position between the first and second rotational positions can be occupied. This means that when the first and second rotational positions are occupied, further rotation in the same direction is not possible.

[0036] According to a particularly preferred embodiment, the locking unit has an opening through which a first inclined portion of the carriage element extends, wherein preferably, the locking unit has a second inclined portion that can contact the first inclined portion, such that the inclined portions move relative to each other when the carriage element is displaced.

[0037] Preferably, in the normal position of the carriage element, either the first and second inclined portions are positioned a first distance apart from each other, or the inclined portions are in contact with each other. Particularly preferably, the inclined portions are arranged a first distance apart such that small movements of the carriage element caused by small rotational movements of the actuating unit do not cause deflection of the second end of the locking unit.

[0038] Particularly preferably, the inclined portions are arranged to be substantially parallel to each other.

[0039] The sliding movement of the carriage element causes the second inclined portion to move relative to the first inclined portion, such that the second inclined portion moves along the first inclined portion, thereby guiding the second inclined portion and moving it according to the shape of the first inclined portion, thereby deflecting the second end of the locking unit. Therefore, the first inclined portion preferably describes a guide groove for the second inclined portion.

[0040] According to another preferred embodiment, a return element is provided, which is designed to counteract the displacement of the carriage element relative to the locking unit. Preferably, the return element can be used to return the carriage element from the displaced position (i.e., the position displaced relative to the locking unit) to the normal position.

[0041] The intention is that when the actuation unit is rotated or rotated to its maximum, the carriage element can automatically move from the shifted position or the maximum shifted position to the normal position by means of a return element. The actuation unit is then released. This means that the actuation unit does not need to be returned.

[0042] According to another preferred embodiment, the return element is a tension spring connected to the seat depth adjustment element and the slide element. Preferably, the tension spring is connected to the seat depth adjustment element and the slide element such that when the slide element moves relative to the locking unit, the tension spring is stretched, thereby generating a reaction force to counteract the movement of the slide element.

[0043] According to alternative or cumulative embodiments, the return element is a compression spring connected to the seat depth adjustment element and the slide element. Preferably, the compression spring is connected to the seat depth adjustment element and the slide element such that when the slide element shifts relative to the locking unit, the compression spring is compressed, thereby generating a reaction force to counteract the movement of the slide element.

[0044] According to another embodiment, the locking unit is surrounded by the carriage element when viewed in the width direction.

[0045] This allows for the compact construction of locking devices.

[0046] Further advantageous implementation schemes are derived from specific implementation methods. Attached Figure Description

[0047] Further objects, advantages, and usefulness of the present invention will become apparent from the following description taken in conjunction with the accompanying drawings. As follows:

[0048] Figure 1A : A vehicle seat with seat depth adjustment in the first state according to the preferred embodiment;

[0049] Figure 1B :according to Figure 1A The vehicle seats in their second state;

[0050] Figure 2A : A cross-sectional view of the locking device in the non-deflection position according to the first embodiment;

[0051] Figure 2B :according to Figure 2A The locking device is in the deflected position;

[0052] Figure 2C :according to Figure 2B The locking device is in the forward-shifted position;

[0053] Figure 2D :according to Figure 2C The locking device is in the non-deflection position;

[0054] Figure 2E :according to Figures 2A-2D A perspective view of the carriage components and locking unit;

[0055] Figure 2F :according to Figure 2E A top view of the carriage components and locking unit;

[0056] Figure 3A : A cross-sectional view of the locking device in the non-deflection position according to the second embodiment;

[0057] Figure 3B :according to Figure 3A The locking device is in the deflected position;

[0058] Figure 3C :according to Figure 3B The locking device is in the forward-shifted position;

[0059] Figure 3D :according to Figure 3C The locking device is in the non-deflection position;

[0060] Figure 3E :according to Figures 3A-3D A perspective view of the carriage components and locking unit;

[0061] Figure 3F :according to Figure 3E A top view of the carriage components and locking unit. Detailed Implementation

[0062] In the accompanying drawings, the same components should be understood to have corresponding reference numerals. For clarity, some components may not have reference numerals in some figures, but are indicated elsewhere.

[0063] exist Figure 1A In the preferred embodiment, vehicle seat 1 is shown in a first state Z1 and... Figure 1B The image shows the seat depth adjustment element 5 in the second state Z2. States Z1 and Z2 refer to the positions of the seat depth adjustment element 5 of the seat depth adjustment device 4. State Z1 describes the seat depth adjustment element 5 in its minimum position, i.e., at the minimum usable seat surface area. Correspondingly, state Z2 describes the seat depth adjustment element 5 in its maximum position, i.e., at the maximum usable seat surface area. State Z2 is achieved by forward displacement of the seat depth adjustment element 5 in the longitudinal direction L, while state Z1 is achieved by backward displacement of the seat depth adjustment element 5 in the longitudinal direction L. The seat depth adjustment element 5 undergoes maximum backward displacement in state Z1 and maximum forward displacement in state Z2. The displacement of the seat depth adjustment element should be understood relative to the seat frame 2.

[0064] The vehicle seat 1 has a seat portion frame 2 and preferably a backrest frame 3. In addition, the vehicle seat 1 includes a seat depth adjustment device 4 with seat depth adjustment elements 5.

[0065] Preferably, the seat depth adjustment element 5 may be configured to be at least partially complementary to the seat portion frame 2, thereby improving the guidance of the seat depth element 5. Particularly preferably, a seat depth adjustment element guide 17 may be provided, which is centrally positioned relative to the seat depth adjustment element 5. Preferably, the seat depth adjustment element guide 17 is prismatic.

[0066] The following figures describe in more detail a locking device for locking the displacement of the seat depth adjustment element 5 relative to the seat portion frame 2.

[0067] exist Figure 2A In the image, the seat depth adjustment element 5 is shown in the first state Z1, which means that when viewed in the longitudinal direction L, the seat depth adjustment element 5 is in the rearmost position.

[0068] Furthermore, the locking device 6 is shown to have a locking unit 8 and a locking element 9, wherein the locking unit 8 has a first end 10, which is rigidly connected to the seat depth adjustment element 5, preferably by means of a releasable connector, such as by means of a screw connector 22. The locking unit 8 has a second end 11, wherein the locking element 9 is arranged or fastened to the second end 11 of the locking unit 8.

[0069] The locking unit 8 includes a U-shaped connector 23 having a first leg 24 and a second leg 25. The first leg 24 includes or forms a first end 10, and the second leg 25 includes or forms a second end 11. Therefore, viewed in the height direction H, the first end 10 can be positioned above the second end 11, allowing the locking device 6 to be constructed more compactly as a whole. Similarly, deflection of the second end 11 is easier to perform because the elastic deformation of the locking unit 8 can be easily performed due to the U-shaped connector 23.

[0070] according to Figure 2A The diagram shows the non-deflection position S1, where the locking unit 8 is not deflected and the locking element 9 engages in the recess 7 of the seat portion frame 2, thereby locking the movement or displacement of the seat depth adjustment element 5 relative to the seat portion frame 2.

[0071] The locking device 6 also includes a slide element 12, which is actuated by means of an actuation unit 13 connected to the seat depth adjustment element 5 so as to be rotatable about a first rotation axis 14. Actuation of the actuation unit 13 is the rotation of the actuation unit 13 about the first rotation axis 14. Rotation of the actuation unit 13 causes displacement of the slide element 12, preferably along the displacement direction or longitudinal direction L. The slide element 12 is mounted such that displacement of the slide element 12 relative to the seat depth adjustment element 5 and the locking unit 8 is possible. Particularly preferred is displacement in the longitudinal direction L away from the normal position S1, such that the slide element 12 is pulled by the actuation unit 13.

[0072] Furthermore, the carriage element 12 is at least effectively connected to the actuation unit 13, such that movement of the actuation unit 13 causes movement of the carriage element 12.

[0073] The actuation unit 13 is connected to the carriage element 12 such that when the actuation unit 13 rotates in the first rotation direction DR1 (currently clockwise), the carriage element 12 moves forward in the longitudinal direction L, and when the actuation unit 13 rotates in the second rotation direction DR2 (currently counterclockwise), the carriage element 12 moves backward in the longitudinal direction L.

[0074] Particularly preferably, the actuation unit 13 includes a hook element 26 that, when rotated in rotational directions DR1 and DR2, can contact the hook element 27 of the carriage element 12. Preferably, the hook element 26 is arranged to extend downward from the first rotational axis 14 in the height direction H. As a result, the carriage element 12 is pulled forward in the longitudinal direction L during rotation along the first rotational direction DR1.

[0075] The rotation of the actuation unit 13 about the first rotation axis 14 is preferably limited by means of a first stop element 28 and a second stop element 29 of the actuation unit 13, which can contact the stop member 30 of the seat depth adjustment element 5. Preferably, the first stop element 28 contacts the stop member 30 in the non-deflection position S1, and the second stop element 29 contacts the stop member 30 in the deflection position S2.

[0076] According to the invention, the carriage element 12 is provided and configured to deflect the second end 11 of the locking unit 8 when the carriage element 12 is displaced relative to the locking unit 8.

[0077] Therefore, preferably, the carriage element 12 includes a first inclined portion 16 and the locking unit 8 includes an opening 15 through which the first inclined portion 16 extends. Furthermore, the locking unit 8 includes a second inclined portion 18, which is disposed substantially parallel to the first inclined portion 16. More preferably, the inclined portions 16 and 18 do not contact each other in the non-deflected position S1.

[0078] Particularly preferably, the locking device 6 includes a protective device to prevent undesirable deflection of the locking unit 8 and thus undesirable release of the lock. For this purpose, as... Figure 2AAs shown, a first safety stop 42 and a second safety stop 43 are provided, with the first safety stop 42 and the second safety stop 43 arranged one above the other in the height direction H. The first safety stop 42 is part of the carriage element 12, preferably part of the first inclined portion 16, and the second safety stop 43 is part of the locking unit 8. Preferably, the second safety stop 43 is formed as part of the opening 15, but other arrangements are also possible. The safety stops 42 and 43 are arranged at a distance 44 from each other in the height direction H. The distance 44 is such that in the event of a slight deflection of the second end 11, the second safety stop 43 contacts the first safety stop 42, thus preventing further movement in the height direction H. The distance 44 is dimensioned such that the locking element 9 continues to engage in the corresponding recess 7 even during slight deflection.

[0079] Particularly preferably, a return element 19 is also provided, wherein the first embodiment is shown in Figures 2A to 2F The return element 19 is designed as a tension spring 20, and the second embodiment is shown in Figures 3A to 3F The return element 19 is designed as a compression spring 21.

[0080] Regarding the embodiment where the return element 19 is designed as a tension spring 20, a first attachment region 31 and a second attachment region 32 are provided. By means of these attachment regions, the tension spring 20 can be connected to the carriage element 12 and, on the other hand, to the seat depth adjustment element 5. In the non-deflection position S1 shown, the tension spring 20 is not loaded, i.e., there is no restoring force to resist the displacement of the carriage element 12, so the carriage element 12 can automatically shift to the normal position via the return element 19, thus the locking unit is released from the seat depth adjustment element 5. Figure 2B The deflection position S2 shown in the figure begins to return to the non-deflection position S1.

[0081] By actuating the actuating unit 13, i.e., rotating it in direction DR1, the carriage element 12 moves forward in the longitudinal direction L and relative to the locking element 8, causing the tilting portions 16 and 18 to contact and the second tilting portion 18 to be guided at the first tilting portion 16, causing the second end 11 to deflect in the height direction H, thereby moving the locking element 9 from the recess 7 to the deflected position S2. Thus, viewed in the height direction H, the locking element 9 is completely positioned above the recess 7, making displacement of the seat depth adjustment element 5 relative to the seat portion frame 2 possible. Preferably, the tilting portions 16 and 18 extend at a first angle 36 with the longitudinal direction L. Preferably, the first angle 36 is an acute angle. Preferably, the first tilting portion 16 extends downward through the opening 15.

[0082] Figure 2B It shows Figure 2AAll components, with locking unit 8 in deflected position S2. Similarly, carriage element 12 shifts, actuating unit 13 causes second stop element 29 to contact stop 30, and tension spring 20 is stretched.

[0083] Since the locking element 9 is no longer engaged in the recess 7, the seat depth adjustment element 5 can be moved forward in the longitudinal direction L, thereby causing the actuation unit 13, the carriage element 12, and the locking unit 8 to move in the same manner as the seat depth adjustment element 5 due to their arrangement relative to it. The forward displacement position of the seat depth adjustment element 5 is... Figure 2C As shown in the image.

[0084] Once the desired position of the seat depth adjustment element 5 is reached, the actuation unit 13 can be released, allowing the slide element 12 to move back to the normal position S1 via the stretched tension spring 20. This allows the locking unit 8 to move from the deflected position S2 to the non-deflected position S1, and the locking element 9 engages in another recess 7, thereby again preventing displacement of the seat depth adjustment element 5. This... Figure 2D As shown in the image.

[0085] Figure 2E The carriage element 12 and locking unit 8 are shown again in perspective view.

[0086] Preferably, the locking unit 8 is surrounded by the carriage element 12 in the width direction B. More specifically, the carriage element 12 has a first side 33 and a second side 34 spaced apart in the width direction B, and the locking unit 8 is arranged between the first side 33 and the second side 34 in the width direction B. This allows the locking unit 8 to be guided through the sides 33 and 34 when the second end 11 is deflected. The sides 33 and 34 are interconnected, preferably rigidly connected, by means of a hook element 27 and a web element 35, whereby the first inclined portion 16 is preferably connected to and supported by the web element 35.

[0087] The opening 15, the first inclined portion 16, and the second inclined portion 18 are shown again. Particularly preferably, both the carriage element 12 and the locking unit 8 are symmetrical about the central plane M formed by the longitudinal direction L and the height direction H.

[0088] exist Figure 2F In the top view, carriage element 12 and locking unit 8 are again shown.

[0089] Figures 3A to 3F Another embodiment is shown, in which the return element 19 is formed as a compression spring 21. The functional principle is the same as that described so far, but the structure itself is different.

[0090] Essentially, the change is that the tension component becomes the compression component; that is, the tension spring 20 is now a compression spring 21, and the actuation of the actuation unit 13 pulling the carriage element 12 is now replaced by the actuation of the actuation unit 13 pushing the carriage element 12. The inclined portions 16, 18 are now arranged at a second angle 37 with the longitudinal direction L, preferably, the second angle 37 is an obtuse angle. Further, the first inclined portion 16 extends upward through the opening 15.

[0091] Instead of hook element 26, actuation unit 13 now includes pressure element 40, which compresses carriage element 12 in the longitudinal direction L during rotation along the first rotation direction DR1 (i.e., clockwise), causing carriage element 12 to move rearward in the longitudinal direction L. Furthermore, actuation unit 13 has stop elements 28, 29 that interact with stop members 30. Viewed in the height direction H, pressure element 40 extends upward from the first rotation axis 14. Therefore, when actuation unit 13 rotates in the first rotation direction DR1, carriage element 12 is pressed rearward in the longitudinal direction L. Carriage element 12 preferably includes a pressure region 41 that can contact pressure element 40. Pressure region 41 is preferably designed such that pressure element 40 can be guided along it, so that rotational motion of actuation unit 13 can be easily transmitted to carriage element 12.

[0092] The return element 19, now designed as a compression spring 21, is arranged between the first contact area 38 and the second contact area 39, whereby the first contact area 38 is connected to the carriage element 12 and the second contact area 39 is connected to, in particular, rigidly connected to, the seat depth adjustment element 5.

[0093] When the carriage element 12 moves relative to the locking unit 8, the contact areas 38 and 39 move toward each other, causing the compression spring 21 to be compressed, thereby generating a reaction force that counteracts the sliding movement of the carriage element 12.

[0094] Figure 3B It shows the position of deflection S2. Figure 3A .

[0095] As described above, by rotating the actuating unit 13 in the first rotational direction DR1, the carriage element 12 is pushed backward in the longitudinal direction L, causing the first tilting portion 16 to also shift and contact the second tilting portion 18. For this purpose, preferably, the carriage element 12 includes the first tilting portion 16 and the locking unit 8 includes an opening 15 through which the first tilting portion 16 extends. Furthermore, the locking unit 8 includes a second tilting portion 18 arranged substantially parallel to the first tilting portion 16. More preferably, the tilting portions 16 and 18 do not contact each other in the non-deflection position S1.

[0096] By actuating the actuating unit 13, i.e., rotating it in direction DR1, the carriage element 12 moves rearward in the longitudinal direction L relative to the locking element 8, causing the tilting portions 16 and 18 to contact and the second tilting portion 18 to be guided to the first tilting portion 16. This causes the second end 11 to deflect in the height direction H, causing the locking element 9 to move out of the recess 7 and into the deflection position S2. Thus, viewed in the height direction H, the locking element 9 is completely positioned above the recess 7, making displacement of the seat depth adjustment element 5 relative to the seat portion frame 2 possible. Preferably, the tilting portions 16 and 18 extend at a second angle 37 with the longitudinal direction L. Preferably, the second angle 37 is an obtuse angle. Preferably, the first tilting portion 16 extends upward through the opening 15.

[0097] Particularly preferably, the locking device 6 includes a protective device to prevent undesirable deflection of the locking unit 8 and thus undesirable release of the lock. For this purpose, as... Figure 3A As shown, a first safety stop 42 and a second safety stop 43 are provided, one positioned above the other when viewed in the height direction H. The first safety stop 42 is part of the carriage element 12, preferably part of the first inclined portion 16, and the second safety stop 43 is part of the locking unit 8. Preferably, the second safety stop 43 is formed as part of the second inclined portion 18, but other arrangements are possible. The safety stops 42 and 43 are arranged to be spaced 44 apart from each other in the height direction H. The distance 44 allows the locking unit 8 to be locked in place. The distance 44 allows the second safety stop 43 to contact the first safety stop 42 and thus prevent further movement in the height direction H in the event of a slight deflection of the second end 11. The distance 44 is dimensioned such that the locking element 9 remains engaged in the corresponding recess 7 even during slight deflection.

[0098] Figure 3B It shows Figure 3A All components, with locking unit 8 in deflected position S2. Carriage element 12 is also displaced, and actuation unit 13 causes second stop element 29 to contact stop 30 and compression spring 21 to be compressed.

[0099] Since the locking element 9 is no longer engaged in the recess 7, the seat depth adjustment element 5 can be moved forward in the longitudinal direction L, thereby causing the actuation unit 13, the carriage element 12, and the locking unit 8 to move in the same manner as the seat depth adjustment element 5 due to their arrangement relative to it. The forward displacement position of the seat depth adjustment element 5 is... Figure 3C As shown in the image.

[0100] Once the desired position of the seat depth adjustment element 5 is reached, the actuation unit 13 can be released, allowing the slide element 12 to move back to the normal position S1 via the stretched tension spring 20. This allows the locking unit 8 to move from the deflected position S2 to the non-deflected position S1, and the locking element 9 engages in another recess 7, thereby again preventing displacement of the seat depth adjustment element 5. This... Figure 3D It is displayed in the middle.

[0101] Figure 3E The carriage element 12 and locking unit 8 are shown again in perspective view.

[0102] Preferably, the locking unit 8 is surrounded by the carriage element 12 when viewed in the width direction B. More specifically, the carriage element 12 has a first side 33 and a second side 34 spaced apart in the width direction B. The locking unit 8 is arranged between the first side 33 and the second side 34 in the width direction B. This allows the locking unit 8 to be guided through the sides 33 and 34 when the second end 11 is deflected. The sides 33 and 34 are interconnected by means of a pressure region 41 and a web element 35, preferably a rigid connection.

[0103] The opening 15, the first inclined portion 16, and the second inclined portion 18 are also shown. Particularly preferably, both the carriage element 12 and the locking unit 8 are symmetrical about a central plane M formed by the longitudinal direction L and the height direction H.

[0104] exist Figure 3F In the top view, carriage element 12 and locking unit 8 are again shown.

[0105] If all features disclosed in the application are new individually or in combination compared to the prior art, they are considered to be inventive.

[0106] List of reference numerals

[0107] 1. Vehicle Seats

[0108] 2. Seating section frame;

[0109] 3. Backrest frame;

[0110] 4. Seat depth adjustment device;

[0111] 5. Seat depth adjustment element;

[0112] 6. Locking device;

[0113] 7 recess;

[0114] 8. Locking unit;

[0115] 9. Locking element;

[0116] 10 First end;

[0117] 11. Second end;

[0118] 12. Carriage components;

[0119] 13 Actuation Units;

[0120] 14. First axis of rotation;

[0121] 15. Opening;

[0122] 16. First inclined section;

[0123] 17. Seat depth adjustment element guide;

[0124] 18. The second inclined section;

[0125] 19 Return to component;

[0126] 20. Tension spring;

[0127] 21. Compression spring;

[0128] 22. Screw connectors;

[0129] 23 U-shaped connectors;

[0130] 24. First leg;

[0131] 25. Second leg;

[0132] 26. Hook components;

[0133] 27. Hook components;

[0134] 28. First stop element;

[0135] 29. Second stop element;

[0136] 30 Stop components;

[0137] 31 First Attachment Region;

[0138] 32 Second Attachment Region;

[0139] 33 First side;

[0140] 34. Second side;

[0141] 35. Web plate elements;

[0142] 36. First corner;

[0143] 37. Second corner;

[0144] 38. First contact area;

[0145] 39 Second contact area;

[0146] 40 Pressure components;

[0147] 41. Pressure Zone;

[0148] 42. First safety stop;

[0149] 43. Second safety stop;

[0150] 44. Distance;

[0151] S1 is the non-deflection position, the normal position;

[0152] S2 deflection position;

[0153] Z1 First state;

[0154] Z2 Second State;

[0155] DR1 First rotation direction;

[0156] DR2 Second rotation direction;

[0157] M is the central plane;

[0158] H represents the height direction;

[0159] L represents the longitudinal direction;

[0160] B. Width direction.

Claims

1. A vehicle seat (1), wherein the vehicle seat (1) has a seat portion frame (2) and a seat depth adjustment device (4) with a seat depth adjustment element (5), wherein the seat depth adjustment element (5) is displaceable relative to the seat portion frame (2), wherein a locking device (6) is provided, the locking device (6) being designed to lock the displacement of the seat depth adjustment element (5) relative to the seat portion frame (2) by engaging a locking element (9) of the locking device (6) in at least one recess (7) of the seat portion frame (2), Its features The locking device (6) includes - A locking unit (8) having a first end (10) rigidly arranged on the seat depth adjustment element (5) and a second end (11) deflectable in the height direction (H), the second end (11) engaging the locking element (9) in the recess (7) in the non-deflected position (S1), and the locking element (9) disengaging from the recess (7) in the deflected position (S2). - Carriage element (12), which is configured and designed to deflect the second end (11) of the locking unit (8) when the carriage element (12) is displaced relative to the locking unit (8); In the normal position (S1) of the carriage element (12), the second end (11) is in the non-deflection position (S1), and the second end (11) can be deflected when the carriage element (12) is displaced.

2. The vehicle seat (1) according to claim 1. Its features In the non-deflection position (S1), viewed in the height direction (H), the first end (10) of the locking unit (8) is above the second end (11) of the locking unit (8).

3. The vehicle seat (1) according to claim 1 or 2. Its features The carriage element (12) is at least effectively connected to the actuation unit (13), and when the actuation unit (13) is actuated, the carriage element (12) is able to shift relative to the locking unit (8).

4. The vehicle seat (1) according to claim 3. Its features The actuation unit (13) is connected to the seat depth adjustment element (5) so that the actuation unit (13) can rotate about the first rotation axis (14).

5. The vehicle seat (1) according to any one of claims 1-2 and 4. Its features The locking unit (8) has an opening (15) through which a first inclined portion (16) of the carriage element (12) extends. The locking unit (8) has a second inclined portion (18) that can contact the first inclined portion (16) such that when the carriage element (12) is displaced, the first inclined portion (16) and the second inclined portion (18) move relative to each other.

6. The vehicle seat (1) according to claim 5. Its features When the carriage element (12) is displaced, the first inclined portion (16) and the second inclined portion (18) move into contact with each other.

7. The vehicle seat (1) according to any one of claims 1-2, 4 and 6. Its features A return element (19) is provided, which is designed to counteract the displacement of the carriage element (12) relative to the locking unit (8).

8. The vehicle seat (1) according to claim 7. Its features The return element (19) is a tension spring (20), which is connected to the seat depth adjustment element (5) and the slide element (12).

9. The vehicle seat (1) according to claim 7 Its features The return element (19) is a compression spring (21), which is connected to the seat depth adjustment element (5) and the slide element (12).

10. The vehicle seat (1) according to any one of claims 1-2, 4, 6 and 8-9. Its features When viewed in the width direction (B), the locking unit (8) is surrounded by the carriage element (12).

11. The vehicle seat (1) according to any one of claims 1-2, 4, 6 and 8-9. Its features The locking unit (8) is a leaf spring element.

Images