Armrest assembly for a vehicle seat structure of a motor vehicle

Abstract

Armrest assembly for a vehicle seat structure of a motor vehicle. Such an armrest assembly is known, which has a vehicle-fixed support structure and has two bracket arms which are swingably supported with respect to the support structure about a swivel axis, and has a blocking device which acts between the support structure and at least one bracket arm, which blocking device can be activated by means of a mechanical control unit in order to block the swivel of the bracket arm, wherein the control unit cooperates with the blocking device in accordance with the acceleration or the speed of the swivel. According to the invention, the support structure has for each bracket arm a shaft bracket protrusion on which one of the two bracket arms is respectively swingably supported, and the two shaft bracket protrusions comprise the respective bracket arms which are spaced apart from one another along the swivel axis.

Description

TECHNICAL FIELD

[0001] The invention relates to an armrest assembly for a vehicle seat structure of a motor vehicle, having a support structure which is fastened to the vehicle in an installation state ready for operation, and having two bracket arms which are swingably mounted with respect to the support structure about a swivel axis, and having a blocking device which acts between the support structure and at least one bracket arm, which blocking device can be activated by means of a mechanical control unit in order to block the swivel of the bracket arm, wherein the control unit cooperates with the blocking device in terms of the acceleration or the speed of the swivel. BACKGROUND

[0002] Such an armrest assembly is known from DE 10 2019 208 069 A1. The armrest assembly is configured as a central armrest of a rear bench seat of a passenger car. The armrest assembly has an armrest body which is fastened on two bracket arms which are swingably mounted on a support shaft which extends over the width of the armrest assembly. The support shaft is part of a support structure which is fastened in an installation state ready for operation at static vehicle bracket parts. The armrest assembly is provided with a crash protection device which comprises a controllable stop element. The stop element can be controlled by means of a mechanical control unit in dependence on the speed and / or the acceleration of the swivel of the armrest body, and thus of the bracket arms. In DE 10 2019 208 069 A1 Figure 14 a variant of the armrest is disclosed in which, instead of a continuous support shaft, two separate support stub shafts are provided to which the support arms are respectively assigned. In order to reinforce the two support arms with respect to one another, the two support arms are rigidly connected to one another by means of a cross bracket. SUMMARY

[0003] It is the task of the invention to achieve an armrest assembly of the kind mentioned at the outset which enables varied use purposes.

[0004] This task is solved by the support structure having a shaft support protrusion for each support arm, on which one of the two support arms is respectively swingably mounted, and by the two shaft support protrusions comprising the respective support arms being spaced apart from each other along the swing axis. By the solution according to the invention, no load-bearing connection is provided between the support arms or between the shaft support protrusions. By this, it is possible to position the opposing support arms at different spacings relative to each other without hindering the function of the mechanical control unit or the blocking device. By this, the handrail assembly according to the invention can be matched to different vehicle models in a simple manner without having to change those functional components which are essential for the swing of the handrail assembly and for the collision safety of the handrail assembly. Different widths of the handrail body can be fastened on the support arms in a simple manner. The transverse connection between the support arms is mainly achieved by placing the handrail body or by connecting further comfort functional components with both support arms. The width of the corresponding comfort functional components, such as in particular a cup holder unit or a handrail body, can be matched to the corresponding vehicle model. The support arms are mounted in a corresponding manner at a suitable distance relative to each other by the two shaft support protrusions on the vehicle side.

[0005] In one configuration of the invention, the control unit and the blocking device are mounted in a module housing which is assigned to a first support arm of the two support arms and which is spaced apart relative to the opposing second support arm. The module housing encapsulates the mechanical control unit and the blocking device relative to the support arms, thus ensuring that the corresponding functional components are not contaminated.

[0006] In a further configuration of the invention, the second support arm is provided with a blocking device similar to the blocking device for the first support arm, which is coupled with the blocking device of the first support arm by means of a synchronizing shaft, wherein the synchronizing shaft extends radially spaced apart and parallel to the swing axis of the support arms. By this, the collision safety of the handrail assembly is further improved, since a blocking device is provided for the second support arm as well as for the first support arm. Both blocking devices can be synchronously with each other and thus jointly controllable by a separate mechanical control unit.

[0007] In a further configuration of the invention, the second support arm is provided with a housing cover which encloses the blocking device and which is spaced apart relative to the module housing of the first support arm. Thus, the functional components of both support arms are encapsulated and thus protected. The housing cover and the module housing are separate and independent components from each other.

[0008] In other configurations of the application, the mechanical control unit has a step drive, in particular in the form of a Maltese mechanism, which causes the bracket arm to transmit the swivel displacement to the blocking device in steps. This configuration is particularly space-saving on the one hand and particularly reliable in its function on the other hand.

[0009] In other configurations of the application, the step drive is configured as a step drive section and is active in a swivel range of up to 90°C. By this, a further reduction of the construction space can be achieved without impairing the function of the control unit and the blocking device. This configuration is based on the knowledge that the handrail body of the handrail assembly according to the application only has a limited swivel range between a nearly upright rest position and a nearly horizontal functional position. This configuration makes use of this knowledge.

[0010] In other configurations of the application, the step drive section is followed by a speed change drive section, which causes the functional component assigned to the blocking device to increase its rotational speed in the swivel range of the step drive section. This configuration is also space-saving and enables the corresponding functional component to be produced in a cost-advantageous manner.

[0011] In other configurations of the application, the speed change drive section is composed of cylindrical gear sections which mesh with one another and are configured in such a way that a speed-increasing drive can be achieved. The cylindrical gear sections enable a cost-reducing production. Furthermore, a space-saving construction is achieved.

[0012] In other configurations of the application, the speed change drive section is followed by an inertial clutch, which is active in connection with the blocking device. As soon as a high acceleration, caused by a vehicle collision, acts on the bracket arm, the inertial clutch switches into an idling state. This causes the activation of the blocking device, which remains in a release position during a normal swivel of the handrail body, and thus of the bracket arm, caused by a manual lifting or lowering of the handrail body.

[0013] In other configurations of the application, the inertial clutch is equipped with a chute control device for swivelably deflecting a blocking lever, which has a blocking element which blocks or releases at least one bracket arm for swiveling relative to the support structure depending on the movement transmission of the control unit. The blocking lever is assigned to the bracket arm, to which the mechanical control unit is also assigned.

[0014] In other configurations of the application, the blocking element is assigned to a first bracket arm. The blocking element is preferably a cylindrical steel pin, which blocks the swiveling of the first bracket arm relative to the support structure in a blocking position.

[0015] In other configurations of the application, at the second support arm, a similar swivelable blocking lever is hinged to a blocking element belonging to the second support arm, and the synchronization shaft couples the blocking lever of the second support arm with this blocking lever in a rotationally locked manner parallel to the lever axis of the blocking lever of the first support arm. The rotationally locked connection of the two blocking levers for the two support arms causes the two support arms to be latched or released simultaneously, and thus produces particularly good, torsion-free collision safety for the handrail body connected with the support arms.

[0016] In other configurations of the application, at least one blocking lever is equipped with an eccentric spring, which respectively applies a torque to the blocking lever in the intermediate position in the direction of the blocking position or in the direction of the release position depending on the reaching of the dead point position of the intermediate position. By this, it is ensured that the blocking lever is reliably guided into one of its two end positions. This enables either a reliable blocking of the swivel of the support arm or a reliable release of the swivel of the support arm.

[0017] In other configurations of the application, at least one shaft support protrusion has a stop which projects radially with respect to the swivel axis, and the blocking element of the associated blocking lever stops at or swivels past the stop depending on the swivel position of the blocking lever. The stop is integrally molded at the shaft support protrusion. The shaft support protrusion is advantageously configured as a metal component, in particular as a steel component. The blocking element of the blocking lever of the first support arm acts on the stop of the shaft support protrusion which supports the first support arm. In the case of a second blocking lever, the blocking element of the second blocking lever acts on the stop of the second shaft support protrusion which supports the second support arm.

[0018] In other configurations of the application, at least one support arm has an end position stop which acts as a limiting force, in particular elastically yielding, which constitutes an end position protection device of the support arm in at least one end position of the support arm. The end position stop is configured in such a way that, in order to move the support arm (and thus also the associated handrail body) into the respective end position, an increased expenditure of force is required, which alerts the operator to the reaching of the end position. In the same way, the operator can also recognize the departure of the handrail body from the end position by an increased expenditure of force in the opposite movement direction (from the end position into the intermediate position). BRIEF DESCRIPTION OF DRAWINGS

[0019] Further advantages and features of the application result from the claims of the application and from the following description of a preferred embodiment of the application, shown according to the drawings, wherein:

[0020] Figure 1An embodiment of a handrail assembly according to the application is shown in a perspective view in a state which has not yet been mounted at the vehicle side;

[0021] Figure 2 A handrail assembly according to the application is shown in a perspective exploded view; Figure 1

[0022] Figure 3 A handrail assembly according to the application is shown in an enlarged perspective view; Figure 1 2 A bracket structure of a handrail assembly according to the application is shown in a perspective view;

[0023] Figure 4 A partial region of a bracket structure according to the application is shown in a perspective exploded view (with bracket arms of the bracket structure omitted); Figure 3

[0024] Figure 5 A partial region of a bracket structure according to the application is shown in an enlarged perspective view in a region of a bracket arm which is provided with a control device and a blocking device of a machine; Figure 3 4 Another perspective view similar to

[0025] Figure 6a is shown (with a bracket plate of the bracket arm omitted); Figure 5

[0026] A partial region of a control unit and a blocking device of a machine according to the application is shown in a further perspective view; Figure 6b Figure 5 6a A further partial region of a bracket structure according to the application is shown in a perspective view (with further functional components omitted);

[0027] Figure 7 A partial region of a bracket structure according to the application is shown in a perspective view (with respective further functional components omitted); Figures 3 to 6b

[0028] Figure 8 A partial region of a bracket structure according to the application is shown in a further perspective view; 9 Figure 7 A partial region of a bracket structure according to the application is shown in a further perspective view;

[0029] Figure 10 Figure 5 A further functional component of a bracket structure according to the application is shown in a further perspective view; 6a

[0030] A further functional component of a bracket structure according to the application is shown in a further perspective view; Figure 11 Figures 3 to 10 A further functional component of a bracket structure according to the application is shown in an enlarged perspective view;

[0031] Figure 12 Figures 4 to 11 ​​​​​​​​​​​Partial areas of the barrier bars and control panel;

[0032] Figure 13 Showing according to Figure 12 Control panel (omitted according to) Figure 12 (in the case of a blocking bar)

[0033] Figure 14 The exploded view shows the basis... Figure 3 The support structure in Figure 3 The middle left part of the area, and

[0034] Figure 15 Other 3D diagrams show the following based on Figure 14 Part of the support structure. Detailed Implementation

[0035] The sedan, not shown, has rear seats in its interior space, the rear seats being equipped with a base that serves as a center armrest. Figures 1 to 15 Armrest assembly 1. The armrest assembly is pivotally supported in the backrest area of ​​the rear seat between a nearly horizontal, forward-swinging functional position and an upright, stationary position integrated into a recess in the backrest assembly of the rear seat. The layout of the armrest assembly 1 in the rear seat area conforms to its arrangement in DE 10 2019 208 069 A1. Figure 1 The diagram shown is as described above.

[0036] according to Figures 1 to 3 The armrest assembly 1 has a support structure 2, which is fixedly connected to the vehicle-side support structure of the rear seats in an operational-ready installation state. Therefore, the support structure 2 is permanently and vehicle-fixed in the operational-ready installation state.

[0037] Furthermore, the armrest assembly 1 includes an armrest body 4 and a cup holder module 3, which are fastened to the support structure 5 of the armrest assembly 1. The cup holder module 3 has a push-in and retractable cup holder attachment. The cup holder module 3 is surrounded on the upper and lower sides by support shells 6 and 7, which are also fastened to the support structure 5. The armrest body 4 is placed on this intermediate structure and is also fixedly connected to this intermediate structure and / or the support structure 5.

[0038] The bracket structure 5 is oscillatingly supported relative to the support structure 2 about the swing axis S (which extends laterally along the vehicle in the operational-ready installation state) between a functional position below the handrail body 4 and a static position above it.

[0039] The support structure 2, constructed of steel plates, has two spaced-apart support flanges that are laterally spaced along the vehicle in a fixed installation state. Axle bracket protrusions 10a and 10b are fastened to these support flanges, wherein the two axle bracket protrusions 10a and 10b are mutually coupled and coaxially oriented with the swing axis S in the installed state. A first support arm 8a and a second support arm 8b are pivotally held at each of the two axle bracket protrusions 10a and 10b, respectively. The two support arms 8a and 8b are constructed of metal. The axle bracket protrusions 10a and 10b are removable components of the support structure 2, allowing them to be alternatively fastened to the support flanges of the support structure 2, having a relatively large or small distance from each other along the vehicle's transverse direction relative to the illustrated embodiment. Each static axle bracket protrusion 10a and 10b pivotally supports its respective coupled support arm 8a and 8b about the swing axis S. Configure a support arm 8a with a feature detailed below and according to Figures 4 to 13 The functional block shown is mounted in the module housing 9a. The module housing 9a is positioned on the inner side of the support arm 8a facing the opposing support arm 8b and is fixedly connected to the support arm 8a. Therefore, the module housing 9a can swing together with the support arm 8a. The support arms 8a and 8b constitute the support structure 5 in the context of this invention.

[0040] Another functional block, detailed below, is provided for the opposing support arm 8b, encapsulated by a housing 9b. The housing 9b is also arranged on the inner side of the support arm 8b facing the support arm 8a and is fixedly connected to the support arm 8b by a rotational locking mechanism. As per... Figure 3 As can be clearly seen, the module housing 9a and housing cover 9b are spaced apart from each other along the swing axis S and therefore laterally along the vehicle. The functional block for the support arm 8b, enclosed by the housing cover 9b, is accessed via... Figure 14 and 15 The details are shown below. Here, the functional components of the two functional blocks of the opposing support arms 8a and 8b that have the same or identical functions are given the same reference numerals (partially by the additional letters a and b) to clearly indicate their affiliation with the opposing support arms 8a and 8b.

[0041] According to Figure 3 As can be seen, the synchronous shaft 11 extends between two functional blocks (which are surrounded on one side by the module housing 9a and on the other side by the housing cover 9b), the function of which is described below. In the installed state, the functional shaft 11 extends parallel to the swing axis S and is therefore arranged at a radial interval relative to the swing axis S.

[0042] The functional blocks installed in the module housing 9a comprise both a mechanical control unit and a blocking device. The blocking device is provided in order to ensure blocking of the swivel of the support structure 5, in particular in the event of a strong deceleration of the vehicle as a result of a vehicle collision, in order to prevent uncontrolled flinging of the handrail body 4 out of its rest position in the event of a vehicle collision. Here, the blocking device cooperates with the stop 26 of the corresponding shaft support projection 10a, 10b. The stop 26 is integrally molded at the shaft support projection 10a and projects radially from the corresponding shaft support projection 10a, 10b with respect to the swivel axis S. In the installed state ready for operation, the two stops 26 of the two shaft support projections 10a and 10b are oriented upward in the vehicle height direction.

[0043] Furthermore, the stops 26 of the two shaft support projections 10a and 10b serve to define the lower end position of the support structure 5, i.e. the horizontal functional position of the handrail body 4. To this end, each support arm 8a, 8b is provided with a stop flange 35 at the rear side, which is integrally molded at the support arm 8a. This stop flange 35 comes to bear form-fittingly against the respective stop 20 of the shaft support projections 10a and 10b when the support arms 8a, 8b are swiveled downward, thereby achieving stable support of the support structure 5 in the functional position.

[0044] The blocking device can be activated by a mechanical control unit, which is explained in detail below. The blocking device has a blocking lever 19a, 19b in the region of each support arm 8a, 8b, which is pivotably supported at the corresponding support arm 8a, 8b about a lever axis H, which carries a blocking element 20 eccentrically with respect to the lever axis H, which is configured as a cylindrical metal pin. The two blocking levers 19a, 19b are pivotably supported about lever axes H which are coaxial with one another, which are oriented parallel to the swivel axis S of the support structure 5. In order to enable a common, simultaneous pivoting of the two blocking levers 19a, 19b, the two blocking levers 19a, 19b are coupled to one another by a synchronization shaft 11, which is inserted into a coupling stud 22 of the corresponding blocking lever 19a. The two coupling studs 22 are integrally molded on the blocking levers 19a, 19b on the inner side facing the other blocking lever 19a, 19b, respectively, and are configured as cylindrical protrusions. The synchronization shaft 11, as a nearly rigid connection, transmits the pivoting of the blocking lever 19a to the opposite blocking lever 19b, so that the opposite blocking lever 19b pivots in the same way as the blocking lever 19a. The pivotability of the blocking levers 19a, 19b about the lever axis H is limited by an arcuate and coaxial with respect to the lever axis H sliding slot 28 in the outer wall of the corresponding support arm 8a, 8b. The blocking element 20 projects into the corresponding sliding slot 28. Furthermore, each support arm 8a, 8b has an inner wall, which is spaced with respect to the outer wall towards the middle of the support structure, and is formed by a flat support plate 21, which is fixedly connected with the support arm 8a, 8b. The support plate 21 also has a sliding slot 24 parallel to the sliding slot 28. The support plate 21 is configured as a metal piece like the support arm 8a, 8b. The blocking element 20 configured as a cylindrical pin passes through the inner sliding slot 24 and also through the outer sliding slot 28, so that in the case of a blocking of the pivoting of the support arm 8a, 8b by the blocking element 20, a stable support between the inner sliding slot 24 and the outer sliding slot 28 can be realized by means of this blocking element 20.

[0045] In order to pivotably support each blocking lever 19a, 19b at the corresponding support arm 8a, 8b, each blocking lever 19 has, on the one hand, a support stud 23 and, on the other hand, a support pin 29, which project coaxially with respect to the lever axis H outwards or inwards from the opposite sides of the blocking lever 19a, 19b. The inner support stud 23 is supported in a recess of the inwardly directed bottom of the shell-shaped module housing 9a or housing cover 9b, respectively. The outer support pin 29 is rotatably supported in a complementary receptacle of the corresponding support plate 21, respectively.

[0046] Each blocking lever 19a, 19b can be swung about the lever axis H in the confines produced by the arcuate slots 24 and 28 between a rest position and a blocking position. In the rest position, the blocking lever 19a, 19b is swung so far that the peg-shaped blocking element 20 does not come into contact with the stop 26, which projects radially from the shaft bracket protrusion 10a and 10b, when the bracket structure 5 and the bracket arms 8a and 8b are swung. Rather, in this rest position, the radial distance of the blocking element 20 relative to the swing axis S is greater than the radial distance of the pointed outer portion of the stop 26 of the shaft bracket protrusion 10a and 10b relative to the swing axis S. Conversely, in the blocking position, the corresponding blocking lever 19a, 19b is swung in the opposite direction so far that the blocking element 20 has a reduced radial distance relative to the swing axis S, which results in the corresponding blocking element 20, when the bracket arm 8a, 8b is swung from the rest position swung high to the direction of the horizontal functional position, collides onto the corresponding stop 26, so that the swing of the bracket structure 5 and thus also of the bracket arms 8a, 8b is blocked in a form-locked manner. Here, in the blocking position, both blocking elements 20 of the opposing blocking levers 19a and 19b act simultaneously, resulting in a particularly stable support of the bracket structure 5 relative to the stop 26 of the shaft bracket protrusion 10a of the support structure 2.

[0047] In order to ensure that the blocking device is not activated when the handrail body 4 is swung in the direction from the rest position to the functional position by manual intervention by an operator, the blocking device is equipped with a mechanical control unit, which is described in detail below. The mechanical control unit is configured such that the blocking device remains in the rest position when the bracket structure 5 is swung normally at a normal speed or at a normal acceleration. However, if the bracket structure 5 is started to be swung with a strong acceleration, the mechanical control unit comes into action and causes the blocking device to be decoupled from the swing, whereby the blocking element 20 does not swing into the release position, but remains in the blocking position.

[0048] The mechanical control unit is only attributed to Figure 3 the bracket arm 8a on the right side in the middle. This mechanical control unit acts directly on Figure 3The blocking device of the right-hand support arm 8a is blocked and at the same time the movement transmission by means of the synchronous shaft 11 is transferred to the blocking device of the opposite support arm 8b. The mechanical control unit has a stepper motor on the one hand and a gear motor behind the latter, which steps up the rotation of the stepper motor. The gear motor is coupled with an inertial clutch, which causes the control of the swing position of the blocking lever 19 by means of a control disc 18. The inertial clutch is in the active state in the normal swing operation of the support structure 5, so that the introduced swing of the support structure 5 causes the blocking lever 19 to be forced to swing into the release position. Here, the mechanical control unit is designed in such a way that it activates only a small swing displacement of the blocking lever 19 by means of the stepper motor and then, in the further swing of the support structure 5 up to the lower end position, keeps the blocking lever 19 in the release position. Since only a swing displacement of less than 90° has to be carried out, the stepper motor of the mechanical control unit is implemented as a stepper motor section, which is currently designed in the form of a section of a Maltese mechanism. The Maltese mechanism has a control sleeve 12, which is provided with an eccentric rotation pin, and a control element 13, which coacts with the rotation pin and has a complementary radial slide 33, in which the rotation pin is guided. The details of the stepper motor function can be taken from the figures. The control element 13 has a cylindrical gear section 31 on the output side, which coacts with a further cylindrical gear section of a support disc 14, which is connected in the output direction, as can be seen in Figure 4 . The support disc 14 is connected in a rotationally locked manner with a clutch disc 15 of the inertial clutch. The clutch disc 15 carries an inertial balance lever 17, which is permanently loaded by a helical torsion spring 16 in the direction of the coupling position for the torque transmission. The inertial clutch corresponds in terms of its function to the inertial clutch described in DE 10 2019 208 069 A1, so that for a detailed description reference is made to this document. According to Figure 11 It can be seen that the inertial balance lever 17, which is swingably mounted at the clutch disc 15, engages in a form-locked manner with a complementary drive cam of the control disc 18. However, as soon as higher speeds or higher accelerations act on the clutch disc 15, a higher centrifugal force is exerted on the inertial balance lever 17 around its swing axis, which causes the hammer-like engagement section of the inertial balance lever 17 to swing outwards against the pressure of the helical torsion spring 16. By this, the inertial clutch switches into an idling state, i.e. the control disc 18 is no longer coupled in a rotationally locked manner with the clutch disc 15. The control disc 18 is on the inside (see Figure 5 , 7and 12, 13) - i.e. towards the opposite bracket arm 8b - has a control slot 32, into which the control pin head 25 of the blocking lever 19a is permanently inserted. The control slot 32 thus causes the blocking lever 19a to be adjusted into the release position in the connected position of the inertia clutch. As soon as the inertia clutch is in the freewheeling state, the blocking levers 19a, 19b move into the blocking position. This is assisted by eccentric springs 36, 37, which act at least on one of the two blocking levers 19a, 19b Figure 15 and press the blocking levers 19a, 19b from an undefined intermediate position always towards the respective end position. According to Figure 4 The control pin head 25 of the blocking lever 19a, which is inserted into the control slot 32 of the control disc 18, can be seen very well.

[0049] As can be seen according to Figure 6a and 7 It can be seen very well that the bracket arm 8a as well as the bracket arm 8b are each equipped with an end position stop 27, which is fixedly connected to the bracket arm 8a, 8b on the inner side and has a slightly elastically yielding stop flange, which cooperates with the end (Stirnende) of the stop 26 of each shaft bracket protrusion 10a, 10b. The end position stop 27 is provided for the erected rest position of the bracket structure 5 and ensures a short increase in force consumption when the bracket structure 5 is swung upwards in the direction from the functional position towards the rest position and also when the bracket structure 5 starts to swing downwards in the direction from the rest position towards the functional position, which prompts the operator to reach or leave the end position. The increased force closure thus establishes a high-quality mechanical function for the operator and, in addition, forms a haptically perceptible reliability, namely that the upper end position has been reached or left.

Claims

1. An armrest assembly (1) for a vehicle seat structure of a motor vehicle, comprising a support structure (2) fixed to the vehicle in an operational-ready installation state, and two support arms (8a, 8b) pivotally supported relative to the support structure (2) about a pivot axis (S), a module housing belonging to the first support arm of the two support arms and spaced relative to the opposing second support arm, and a blocking device acting between the support structure (2) and the first support arm (8a), the blocking device being activating by means of a mechanical control unit to block the pivoting of the first support arm (8a), wherein, The control unit and the blocking device work together according to the acceleration or velocity of the swing, wherein the control unit and the blocking device are installed in the module housing, and the support structure (2) has a shaft support protrusion (10a, 10b) for each support arm (8a, 8b), on which one of the two support arms (8a, 8b) is swingably supported, and the two shaft support protrusions (10a, 10b) including their respective support arms (8a, 8b) are spaced apart from each other along the swing axis (S), wherein the second support arm is provided with a blocking device similar to the blocking device for the first support arm, the blocking device being coupled to the blocking device of the first support arm (8a) by means of a synchronizing shaft (11), wherein the synchronizing shaft (11) extends radially spaced and parallel to the swing axis (S) for the support arm.

2. The armrest assembly (1) according to claim 1, characterized in that, A housing cover (9b) is provided on the second support arm (8b), the housing cover surrounding the blocking device and spaced relative to the module housing (9a) of the first support arm (8a).

3. The handrail assembly (1) according to claim 1 or 2, characterized in that, The control unit of the machine has a stepping transmission mechanism that causes the support arms (8a, 8b) to transmit the swing displacement to the blocking device in stages.

4. The handrail assembly (1) according to claim 1 or 2, characterized in that, The control unit of the machine has a stepping transmission mechanism in the form of a martensitic mechanism, which causes the support arms (8a, 8b) to transmit the swing displacement to the blocking device in stages.

5. The armrest assembly (1) according to claim 3, characterized in that, The stepper drive mechanism is configured as a stepper drive segment and is effective in the swing range up to 90°.

6. The armrest assembly (1) according to claim 5, characterized in that, A speed-changing transmission section is connected after the stepper transmission section, and the speed-changing transmission section causes an increase in the rotational speed of the functional components belonging to the blocking device in the swing area of ​​the stepper transmission section.

7. The armrest assembly (1) according to claim 6, characterized in that, The speed-changing transmission mechanism is composed of meshing cylindrical gear segments, which are constructed in such a way that speed-increasing transmission can be achieved.

8. The armrest assembly (1) according to claim 6 or 7, characterized in that, An inertial clutch is connected to the section of the transmission mechanism, and the inertial clutch is effectively connected to the blocking device.

9. The armrest assembly (1) according to claim 8, characterized in that, The inertial clutch is configured with a groove control device for swingably deflecting the stop bar (19a), the stop bar having a stop element (20) that blocks or releases at least one support arm (8a, 8b) for swinging relative to the support structure (2) according to the motion transmission of the control unit.

10. The armrest assembly (1) according to claim 9, characterized in that, The blocking element (20) is associated with the first support arm (8a).

11. The armrest assembly (1) according to claim 10, characterized in that, At the second support arm (8b), a swingable stop bar (19b) similar to the stop bar (19a) of the first support arm (8a) is hinged to a stop element (20) belonging to the second support arm (8b), and the synchronous shaft (11) rotatably couples the stop bar (19b) of the second support arm (8b) to the stop bar (19a) in a manner parallel to the rod axis (H) of the stop bar (19a) of the first support arm (8a).

12. The armrest assembly (1) according to claim 9 or 10, characterized in that, An eccentric spring (36, 37) is provided for at least one stop bar (19a, 19b), which applies torque to the stop bar (19a, 19b) in the middle position either in the direction of the stop position or in the direction of the release position, depending on the arrival of the dead point position in the middle position.

13. The armrest assembly (1) according to claim 1 or 2, characterized in that, At least one shaft support protrusion (10a, 10b) has a stop (26) that extends radially relative to the swing axis (S), and the blocking element (20) of the associated blocking rod (19a, 19b) stops at the stop or swings past the stop according to the swing position of the blocking rod (19a, 19b).

14. The armrest assembly (1) according to claim 1 or 2, characterized in that, At least one support arm (8a, 8b) has an end position stop (27) that serves to limit force, the end position stop constituting an end position protection device for the support arm (8a, 8b) in at least one end position.

15. The armrest assembly (1) according to claim 1 or 2, characterized in that, At least one support arm (8a, 8b) has an elastically yielding end position stop (27) that serves to limit force, the end position stop constituting an end position protection device for the support arm (8a, 8b) in at least one end position.

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