Adjustment device for a brake assembly with asymmetric action and vehicle seat with such adjustment device
By using an asymmetrically designed braking assembly, the braking torque is adjusted according to the direction of the output lateral force, which solves the problems of resource waste and load imbalance in existing vehicle seat adjustment equipment, achieving more efficient load absorption and cost savings.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- BROSE FAHRZEUGTEILE GMBH & CO KG
- Filing Date
- 2022-02-17
- Publication Date
- 2026-07-21
Smart Images
Figure CN116848017B_ABST
Abstract
Description
Technical Field
[0001] The proposed solution involves an adjustment device for vehicle seats. Background Technology
[0002] Adjustment devices of this type include, in particular, an output element; a drive assembly for introducing drive torque to be transmitted to the output element; and a braking assembly for locking the output element and absorbing forces acting on the output element on the output side via at least two braking elements adjustablely supported in the brake housing of the braking assembly. If drive torque is introduced on the drive side via the drive assembly, the locking via the braking assembly should be released and the output element should be able to rotate. If no drive torque is applied on the drive side, the braking assembly ensures that the output element does not undergo undesirable adjustment. For this purpose, the braking elements of the braking assembly abut against the brake surface of the brake housing in a friction-locking manner and apply braking force, and thus a braking torque, such that when force is introduced on the output side, this braking torque resists adjustment of the output element. Such an adjustment device is, for example, installed in a vehicle seat for seat height adjustment. Thus, a collision-resistant lock is provided via the braking assembly, preventing the adjusted seat height from changing without the application of drive torque and without the user intentionally triggering seat height adjustment.
[0003] In conventional regulating devices, a symmetrical structure is typically employed, ensuring that regardless of the direction of rotation in which the force introduced on the output side acts on the output element, the same maximum braking torque is provided via the braking assembly. Therefore, the load introduced on the output side can be absorbed with a consistent magnitude, regardless of the direction of action. Such regulating devices are known, for example, by US 9,884,572 B2. In the regulating device known by US 9,884,572 B2, it is further provided that when a driving torque is introduced on the drive side, the regulating force is also transmitted to the output element via the braking element.
[0004] Due to the symmetrical structure of the braking assembly, its components are often over-specified for one load direction, thus failing to save costs and resources in the design. Therefore, when the regulating device is operating as intended, the load applied to the output side when force is introduced is typically much lower along one load direction, and thus along one rotational direction of the output element, than along the opposite load direction. For example, in the event of a collision, an increased force acts on the output element, especially along exactly one load direction.
[0005] DE 100 14 823 C1 describes a device for adjusting the position of a section of a vehicle seat.
[0006] Therefore, there is a need to improve the type of adjustment devices and vehicle seats described at the beginning. Summary of the Invention
[0007] In this regard, the adjustment device according to the invention and the vehicle seat according to the invention provide a remedy.
[0008] In addition to the drive assembly, the proposed adjustment device also includes a braking assembly, which provides the maximum braking torque to resist the adjustment of the output element. The magnitude of this braking torque varies depending on the direction of rotation of the force acting on the output element on the output side.
[0009] Therefore, the basic idea of the proposed solution is to provide braking force via a braking assembly and a braking element housed therein and supported in an adjustable manner. This braking force varies depending on whether the force acting on the output element on the output side is in one direction of rotation or the opposite direction. Thus, the resulting maximum braking torque varies depending on the direction of rotation of the force acting on the output element on the output side. Therefore, while the braking assembly is designed to lock the output element to prevent it from rotating in one of the two possible directions, the braking force provided in one direction is higher than that provided in the other. This reduces manufacturing and material costs because, at least considering the load conditions, the braking assembly can be sized for lower load conditions. Therefore, the braking assembly is designed asymmetrically to effectively absorb loads varying according to the load direction within a smaller structural space.
[0010] If the braking elements of the braking assembly are in their respective locked positions, thus locking the output element to prevent rotation, the braking elements can contact not only the braking surface of the brake housing but also the output element itself, so that the force acting on the output element can be transmitted to the brake housing via at least one of the braking elements. Furthermore, by friction-locking contact with the braking surface of the brake housing, and with the braking elements supported adjustably within the brake housing, the locking can still be easily released when a driving torque is introduced via the drive assembly as specified (on the drive side) and should be transmitted to the output element. In this respect, one embodiment of the proposed solution is configured such that the driving torque introduced on the drive side is not transmitted to the output element via the braking elements of the braking assembly. After unlocking, the braking elements only lock the output element and do not prevent adjusting movement caused by the driving torque introduced on the drive side. In such an embodiment, the braking elements are therefore only configured to lock the output element. Therefore, in such an implementation variant, there is an intentional functional separation between the element used to transmit drive torque from the drive assembly to the output element and the element used to lock the output element when no drive torque is applied.
[0011] For example, the braking assembly provides first and second maximum braking torques of different magnitudes, both of which resist adjustment of the output element, or more precisely, resist it according to the direction of rotation of the resultant force acting on the output element on the output side. For example, the first maximum braking torque provided by the braking assembly to resist the output element (due to the force acting on the output element on the output side) rotating in a first direction of rotation is less than the second maximum braking torque provided by the braking assembly to resist the output element (due to the force acting on the output element on the output side and acting in the opposite direction) rotating in the opposite second direction of rotation.
[0012] Different braking torques are achieved, for example, by different numbers of braking elements and / or different numbers of braking segments of the braking elements, which are frictionally engaged (and thus, by locking the output element) against the braking surface in a locked position. For the direction of rotation where a higher resistance to the maximum braking torque should be provided, for example, more braking elements and / or more braking segments are provided compared to the opposite direction, which are frictionally engaged against the braking surface in their respective locked positions.
[0013] In one embodiment, at least three, particularly exactly three, braking elements are provided, each having at least one braking section for frictionally engaging with the braking surface of the brake housing. With at least three braking elements, for example, two braking elements may be provided to lock the output element in one direction of rotation, and one braking element may be provided to lock the output element in the opposite direction of rotation. Depending on the direction of the force applied on the output side, different numbers of braking elements are thus engaged to hold the output element in position and prevent rotation. This is included, for example, in the following embodiment where a first group of braking elements is provided, whose braking sections frictionally engage with the braking surface when a force is applied to the output element on the output side causing it to rotate in the first direction of rotation. A second group of braking elements is provided, whose braking sections frictionally engage with the braking surface when a force is applied to the output element on the output side causing it to rotate in the opposite second direction of rotation, wherein the second group has at least one more braking element and / or at least one more braking section than the first group. This allows for a higher braking force, and consequently a higher maximum braking torque, to be provided via the second group of braking elements. The different first and second groups of braking elements are thus assigned to different directions of the braking force to be applied, and are therefore configured to lock or "take responsibility" for the output elements in different load directions. Thus, the second group, having at least one more braking element and / or at least one more braking section (and therefore a larger area for frictionally engaging with the brake surface of the brake housing), can be effectively designed, for example, for loads occurring in the primary load direction, while the first group is designed for loads in the secondary load direction.
[0014] For example, in one implementation variant, the maximum braking torque provided in the primary load direction is more than 30%, particularly more than 50%, greater than the maximum braking torque provided in the secondary load direction. For example, the maximum braking torque in the primary load direction is greater than 140 Nm, particularly greater than 160 Nm or 180 Nm. In another variant, the maximum braking torque in the primary load direction is, for example, between 180 Nm and 210 Nm, particularly 200 Nm. In contrast, the maximum braking torque in the secondary load direction is less than 160 Nm, particularly less than 140 Nm or 120 Nm. In yet another variant, the maximum braking torque in the secondary load direction is between 90 Nm and 110 Nm, particularly 100 Nm.
[0015] To achieve a compact structure for the regulating device, both the first and second group of braking elements can be moved from their respective locked positions to released positions via a drive element driven by the driving element of the braking assembly, so as to release the locking of the output element provided by the braking assembly when drive torque is introduced via the drive assembly. Therefore, the locking of not only the first group of braking elements but also the second group of braking elements can be released via one of the drive elements. Here, the drive element acts on different braking elements, for example, depending on the rotational direction of the applied drive torque.
[0016] For example, the driving element may include multiple driving sections, each assigned to at least one braking element for releasing the respective lock provided by the braking element. The multiple driving sections may be arranged in a peripheral direction around the rotation axis of the output element, particularly evenly distributed peripherally.
[0017] For example, when drive torque is introduced, in order to move the associated braking element into its respective release position, the drive section can be positioned to contact the contact section of the associated braking element. Therefore, the drive section of the drive element can act on the associated contact section of the braking element to move the braking element into its respective release position. The adjusting force transmitted from the drive element to the braking element can be partially generated by the drive torque. Therefore, a portion of the drive torque is used to release the lock-up caused by the braking assembly.
[0018] For example, the driving element can rotate about the rotation axis, and the driving section of a specific braking element in the first group can only be placed in contact with the contact section located in the first driving rotation direction, while the driving section of another braking element in the second group can only be placed in contact with the contact section located in the opposite second driving rotation direction. In principle, the rotation axis of the driving element can coincide with the rotation axis of the output element.
[0019] In a variant implementation based on this, the (axially projecting) driving segment of the driving element is, for example, embedded in the recess of the respective associated braking element, wherein the distance from the respective contact segment in the first or second drive rotation direction is less than the distance from the opposing segment on the peripheral side of the braking element. Thus, when the driving element rotates in its respective second or first drive rotation direction, which is not locked via that braking element, the driving segment does not contact the opposing segment. Therefore, one driving segment then, for example, has already contacted the contact segment of the corresponding other set of braking elements, which is less distant from the associated driving segment in the rotation drive direction. Since the other set of braking elements does not resist the rotation of the output element in its respective drive rotation direction, and therefore does not have locking contact with the braking surface of the brake housing, such braking elements do not need to be moved to the release position via the driving element, but simply rotate together.
[0020] In one embodiment, the braking elements of the braking assembly are supported within the brake housing in a manner that allows them to swing between their respective locked and released positions. In the released position, the locking of the output element via the respective braking element is released. Therefore, depending on the direction of rotation of the drive torque introduced on the drive side, the braking elements can swing from their respective locked positions to the released positions, in which the braking elements no longer have locking frictional contact with the braking surface of the brake housing. For example, here, each braking element can swing about a swing axis parallel to the rotation axis of the output element. Thus, each braking element is supported within the brake housing in a manner that allows it to swing about one of a plurality of swing axes (one swing axis per braking element). Here, the braking elements can be preloaded via at least one spring element in the direction of their respective swing-after-locked position. Therefore, when no drive torque is applied, the braking elements, which may initially be in the released position, will autonomously shift to their respective locked positions under the action of at least one spring element to lock the output element.
[0021] In particular, in this implementation variant, the braking element of the braking assembly can be constructed as a braking segment, and thus can be constructed according to the type of brake shoe. The outer contour of such a braking segment can be externally inscribed by the contour of a circular segment in the viewing direction along the rotation axis of the output element, and thus framed by it.
[0022] In this particular configuration, the braking elements of the braking assembly can abut against the corresponding contact surface of the output element via convex, arched contact sections in their respective locked positions. Thus, the convex, arched contact sections are positioned radially inward of the braking element, for example, relative to the axis of rotation about which the output element can rotate when driving torque is introduced on the drive side. Conversely, the braking sections to be placed in frictional-locking contact with the braking surface of the brake housing are positioned radially outward of the braking element. The convex arching of the contact sections is particularly advantageous here for guiding the oscillation of the respective braking elements in a manner that allows the contact sections to at least partially roll on the contact surface of the output element.
[0023] For example, the braking assembly includes exactly three braking elements. In this configuration, the output element may, for example, have a coupling section with a hexagonal cross-section and three separate contact surfaces for the three braking elements. Thus, each contact surface of the output element is coupled to exactly one braking element, via which the output element can be locked. Through its contact surface, the output element can introduce the force from the output side into its respective braking element, and thus into the brake housing.
[0024] In another embodiment, the actuating element, for releasing the brake assembly lock, includes at least one actuating section that, depending on the direction of the applied drive torque, can be positioned to contact two different brake elements. Thus, when the drive torque acts in a first direction, the actuating section can be positioned to contact one brake element to displace it into a release position. When the drive torque acts in the opposite second direction, the actuating section can be positioned to contact another brake element (opposite on the peripheral side) to displace it into a release position. Therefore, the actuating section of the actuating element is thus configured, depending on the direction of the applied drive torque, to act on two different brake elements of the brake assembly.
[0025] In a possible improvement, at least one additional driving section is assigned to a driving element for exactly one braking element, such that the braking element is shifted into the release position only when the driving torque is applied in one of the two possible directions of action. Therefore, the additional driving section does not act on the braking element in the opposite direction of rotation.
[0026] In this particular implementation variant, the braking element can be configured as a rotationally symmetrical clamping body. Therefore, the braking elements are configured as rotating bodies, such as rollers or balls, which clamp against the braking surface of the brake housing in their respective locked positions. For example, the rotating body is housed in a gap between the braking surface of the brake housing and a) the coupling section of the output element or b) the coupling element connected to the output element in a way that resists relative rotation. According to the type of clamping roller one-way clutch, the rotating body exists in the gap in a clamping manner, depending on the direction of rotation of the force acting on the output side, in order to lock the output element against the braking surface of the brake housing.
[0027] In particular, regardless of whether the braking element is constructed as a braking segment or a rotationally symmetric clamping body, in one embodiment, the braking assembly can include at least two spring elements, through which the braking elements of the braking assembly are preloaded against each other, wherein the magnitudes of the spring forces acting on and loaded by the spring elements are different. Therefore, the combined spring force acting on the braking element can vary, for example, depending on the type of spring element, the arrangement of the spring elements, and / or the spring constant, in order to apply different preloads to the braking element. By using spring elements with different combined spring forces on the braking element (e.g., spring elements with different spring constants, and therefore especially by using springs with different strengths), the different maximum braking torques provided by the braking assembly can be selectively adjusted according to the direction of action. The advantage of using different spring elements is that these spring elements will result in different natural frequencies, at which the locking may be at least partially released. Therefore, the spring preload loaded on the braking element particularly determines the self-oscillating characteristics of the braking element. Therefore, a braking element that supports a spring element can function better in another frequency band compared to another braking element that supports a spring element with a different spring constant.
[0028] Depending on the configuration of the braking assembly and especially the design of the braking elements, at least two spring elements with different spring constants can preload different braking sections together.
[0029] For example, in a first variant, a first spring element having a first spring constant preloads the first and second braking elements of at least three braking elements in the braking assembly, while a second spring element having a higher second spring constant preloads the third braking element and the first braking element. This configuration can be used, for example, in braking sections that are supported in a swingable manner. In the case of exactly three braking sections, for example, exactly two spring elements in the form of compression springs are provided, having different spring constants and therefore different strengths.
[0030] In the second variant, the first and second braking elements of the braking assembly are preloaded together via a first spring element having a first spring constant, while the third and second braking elements are preloaded together via a second spring element having a higher second spring constant. This configuration can be advantageous when the braking element is constructed as a rotationally symmetric clamping body, in which each of the three clamping bodies (in a clamping body set) is preloaded together by two springs with different spring constants. Alternatively, multiple sets of three clamping bodies each can be distributed around the rotation axis of the output element on the peripheral side to ensure effective locking of the output element.
[0031] To transmit the drive torque introduced via the drive assembly to the output element, the regulating device may include a control element that is form-locked to either a) a coupling section of the output element or b) a coupling element of the regulating device that is anti-rotationally connected to the output element. Through the form-locked connection of the control element and its coupling section or coupling element, the drive torque can be transmitted to the output element without transmission via the (unlocked) braking element of the braking assembly. To achieve the form-locked connection, for example, a form-locking opening may be provided in the control element, into which the coupling section of the output element or the anti-rotationally connected coupling element is form-locked. For example, the control element may be configured as a control disc with a central form-locking opening.
[0032] The control element, configured to transmit drive torque, can also be connected to the drive element in a way that resists relative rotation, thereby releasing the locking action of the braking element via the braking assembly. Therefore, when the control element rotates to transmit the introduced drive torque to the output element, the drive element rotates along with the control element.
[0033] This causes the driving element to act on the braking assembly in order to release the lock on the output element.
[0034] The proposed adjustment device can, for example, be configured to transmit manually applied force to the seat height adjustment mechanism of the vehicle seat. Therefore, the height of the vehicle seat can be adjusted, i.e., lowered or raised, via the drive torque transmitted to the output element of the adjustment device. The direction of the applied drive torque plays a decisive role in whether the vehicle seat should be raised (the first direction of the drive torque) or lowered (the second opposite direction of the drive torque).
[0035] Therefore, within the scope of the proposed solution, a vehicle seat is also provided, which includes an implementation variant of the proposed adjustment device for seat height adjustment. Attached Figure Description
[0036] The accompanying figures illustrate possible exemplary implementation variations of the proposed solution.
[0037] in:
[0038] Figure 1 An exploded view of a first embodiment variant of the proposed regulating device is shown;
[0039] Figure 2 Show Figure 1 A side view of the braking assembly of the regulating device;
[0040] Figure 2A Show along Figure 2 A cross-sectional view of section AA, showing three braking segments of the braking assembly, each supported in a swingable manner, which are preloaded together by two compression springs with different spring constants.
[0041] Figure 3 A perspective view of a second embodiment of the proposed regulating device is shown, which has a drive assembly and a braking assembly separated from each other;
[0042] Figure 4 Show Figure 3 A side view of the adjustment device in its assembled state;
[0043] Figure 4A Show along Figure 4 A cross-sectional view of the AA-section adjustment device, showing multiple assemblies each consisting of three brake rollers arranged circumferentially in slots within the brake assembly and preloaded together by spring elements with different spring constants.
[0044] Figure 5 shows Figure 4A An enlarged section of the sectional view;
[0045] Figure 6 shows Figure 3 The drive assembly of the regulating device, in which a driving element for manipulating the braking assembly is observed. Detailed Implementation
[0046] Figure 1 An exploded view of a first embodiment of the proposed regulating device V, having a drive assembly 1 and a braking assembly 2, is shown, wherein the braking assembly 2 is configured as an asymmetrically acting shoe brake having a plurality of (currently three in total) braking elements in the form of braking sections 6.1, 6.2 and 6.3. Figure 1The adjustment device V is configured for manual seat height adjustment of the vehicle seat. Here, the adjustment device V is designed to introduce drive torque via the drive assembly 1 and transmit this drive torque to an output element in the form of a (driven) pinion 7. The pinion 7 is supported in a manner rotatable about a central axis of rotation M of the adjustment device V, and is received in a form-locking manner in the pinion opening 107 of the control disk 10 of the drive assembly 1 via a coupling section 71. Thus, drive torque can be transmitted from the control disk 10 to the pinion 7.
[0047] The driving torque can then be transmitted to the seat structure of the vehicle seat via the driven section 72 of the pinion 7. For this purpose, the teeth of the driven section 72 can, for example, engage with the toothed section of the vehicle seat used for seat height adjustment. Depending on the direction of rotation when the driving torque acts on the drive assembly 1, the pinion 7 rotates about the central axis of rotation M in one direction or another, and thus, for example, clockwise or counterclockwise. To introduce the driving torque, a roller-type one-way clutch drive or a ratchet-type drive can be provided, for example. Of course, other configurations are also possible.
[0048] To prevent the pinion 7 from accidentally shifting when it occupies the seat height, a braking assembly 2 of the device V is provided. When no driving torque is applied, the pinion 7 is locked in its occupied adjustment position via the braking assembly 2. This locking is also used in particular for anti-collision locking of adjustment mechanisms provided for seat height adjustment, so as to prevent the adjusted seat height of the vehicle seat from changing due to loads occurring in the event of a collision. The braking assembly 2 prevents the pinion 7 from rotating when a force is applied to it on the output side. For example, if the driven section 72 is subjected to torque from the seat structure via a toothed section embedded in its teeth, this torque is absorbed via the braking assembly 2. Therefore, the braking sections 6.1, 6.2, and 6.3 of the braking assembly 2 (and the brake rollers 6.1', 6.2', and 6.3' of the embodiments explained below) are loaded with a braking force to resist the rotation of the pinion 7, so as to prevent the pinion 7 from rotating when a combined force is applied on the output side.
[0049] To lock the pinion 7, braking sections 6.1, 6.2, and 6.3 can respectively abut against the brake surface 30, which radially surrounds the brake housing 3, in which the braking sections 6.1, 6.2, and 6.3 are adjustablely supported, by friction engagement. Here, the three braking sections 6.1, 6.2, and 6.3 are arranged around the central rotation axis M of the adjusting device V, and contact the coupling section 71 of the pinion 7 via the radially inner abutment sections 6.11, 6.21, and 6.31 of the braking sections 6.1, 6.2, and 6.31 (see also...). Figure 2AHere, braking sections 6.1, 6.2, and 6.3 are preloaded in the circumferential direction by compression springs 4 and 5 of varying strengths, so as to provide different magnitudes of maximum braking torque depending on the direction of rotation of the combined force acting on the pinion 7 on the output side. Therefore, in one direction of rotation, both braking sections 6.1 and 6.2 are active, while in the other direction of rotation, only the other braking section 6.3 is active, as will be explained in detail below.
[0050] To release the pinion 7 from the locking via braking sections 6.1, 6.2, and 6.3 when driving torque is applied, the control disc 10 is connected to the drive disc 11 in a rotationally incompatible manner. The drive disc 11 has a plurality of axially projecting drive tabs 111, 112, and 113 that, when the drive disc 11 rotates about the rotation axis M, act on the braking sections 6.1, 6.2, and 6.3 to displace these braking sections from their respective locked positions, thereby releasing the pinion 7.
[0051] exist Figure 2 The brake assembly 2 is shown in the side view. It is particularly clear that the pinion 7, with its driven section 72 and especially the teeth constructed thereon, protrudes axially from the brake housing 3 along the central axis or rotation axis M of the adjusting device V.
[0052] Figure 2A It shows along Figure 2 Section line AA passes through the cross-sectional view of brake assembly 2. From Figure 2A It is particularly clear that each braking segment 6.1, 6.2, or 6.3 has a convex abutment segment 6.11, 6.21, or 6.31 that is radially inwardly arched relative to the rotation axis M, through which the respective braking segment 6.1, 6.2, or 6.3 abuts against the corresponding abutment surface 7.11, 7.12, or 7.13 of the coupling segment 7 of the pinion 7. Correspondingly, adjacent secondary segments 6.12, 6.22, or 6.32 of the braking segments 6.1, 6.2, or 6.3, which are also similarly convexly arched, are slightly spaced radially from the corresponding abutment surfaces 7.11, 7.12, or 7.13 of the coupling segment 71. Therefore, each braking segment 6.1, 6.2, and 6.3 is supported inside the brake housing 3 in a manner that allows it to swing about an oscillating axis extending parallel to the rotation axis M but radially outward. Here, by the rolling of each of the abutment sections 6.11, 6.21, or 6.31 on the abutment surface 7 toward the spaced-apart secondary sections 6.12, 6.22, or 6.32, the respective braking sections 6.1, 6.2, or 6.3 can move from... Figure 2AThe locking position of the braking section 6.1, 6.2 or 6.3 shown in the figure is swung to the release position so as to release the lock of the pinion 7 relative to the brake housing 3 by the respective braking section 6.1, 6.2 or 6.3.
[0053] Currently, the first and second braking sections 6.1 and 6.2 of the braking assembly 2 are rotating in the first direction cw under the spring tension loaded by compression springs 4 and 5. Figure 2A The first braking section 6.1 (clockwise) is preloaded into its respective locked position after swinging, while the third braking section 6.3 is preloaded into its locked position in the opposite second rotation direction ccw (counterclockwise). Therefore, currently, a compression spring 4 with a larger spring constant is provided between the first braking section 6.1 and the third braking section 6.3. The weaker second compression spring 5 preloads the first and second braking sections 6.1 and 6.2 together. Due to the higher spring constant of the stronger compression spring 4, the first braking section 6.1 and the third braking section 6.3 are preloaded in opposite rotation directions cw and ccw. The higher preload force of the compression spring 4 also causes the second braking section 6.2 to be preloaded in the same rotation direction cw as the first braking section 6.1 via the weaker compression spring 5.
[0054] Correspondingly, each braking segment 6.1, 6.2, and 6.3 is frictionally engaged with the braking surface 30 of the brake housing 3 via a radially outwardly constructed braking section 6.1a, 6.2a, or 6.3a. Each braking section 6.1a, 6.2a, and 6.3a is located closer to the abutment section 6.11, 6.21, or 6.31 on the abutment surface 7.11, 7.12, or 7.13 of its respective braking segment 6.11, 6.2a, or 6.3a. Therefore, if the torque introduced on the output side is transmitted to the abutting braking sections 6.1, 6.2, or 6.3 by the coupling section 71, which is currently hexagonal in cross-section, of the pinion 7, the respective braking sections (depending on the direction of rotation) are supported on the braking surface 30 by frictional locking via their respective braking sections 6.1a, 6.2a, or 6.3a, thereby locking the pinion 7 to prevent it from rotating around the rotation axis M. Here, if a force is introduced on the output side along the first rotation direction cw, locking is ensured by the third braking section 6.3; and if a force is applied on the output side along the second rotation direction ccw, locking of the pinion 7 is ensured by the two first and second braking sections 6.1 and 6.3.
[0055] If, for example, torque is introduced from the seat structure via the toothed portion embedded in the teeth of the driven section 72 of the pinion 7 along the first rotational direction cw, the load is transmitted to one of the braking sections, namely the third braking section 6.3, via the transmission profile formed by the coupling section 71. The third braking section 6.3 is supported towards the adjacent, opposing first braking section 6.1 by a strong compression spring 4 and is preloaded in the brake housing 3. Therefore, a backlash-free load introduction from the pinion 7 to the third braking section 6.3 is provided, and the load can be directly absorbed by the brake housing 3. Here, the position of the contact point between the third braking section 6.3 and the pinion 7 on its abutment section 6.31 and the contact point between the third braking section 6.3 and the brake housing 3 defines a normal force, which, based on its geometric position, exerts a self-locking, force-locking effect on the pinion 7 on the coupling section 71 of the pinion. When a force is introduced on the output side along the first rotation direction cw, the force is only introduced into the third braking section 6.3, and not into the first and second braking sections 6.1 and 6.2.
[0056] Correspondingly, if a force in the opposite second rotational direction ccw is introduced into the pinion 7 on the output side when locked via the braking assembly 2, the resulting load will be transmitted to the first and second braking sections 6.1 and 6.2 via the coupling section 71 of the pinion 7 and its transmission profile. Here, the first and second braking sections 6.1 and 6.2 are supported towards the opposing third braking section 6.3 via compression springs 4 and 5 and are pre-tensioned in the brake housing 3. Since the compression spring 4, which is located between the first braking section 6.1 and the third braking section 6.3, is subjected to a high force level, the correct orientation of the first and second braking sections 6.1 and 6.2 in the brake housing 3 is ensured. This also provides a backlash-free force introduction from the pinion 7 to the first and second braking sections 6.1 and 6.2, thereby absorbing the load by the brake housing. Furthermore, a self-locking and force-locking locking effect on the pinion 7 is also ensured to prevent the pinion 7 from rotating about the rotation axis M in the second rotational direction ccw. Therefore, if a force is introduced on the output side along the second rotation direction ccw, the force is only introduced into the first and second braking sections 6.1 and 6.2, and not into the third braking section 6.3.
[0057] In the illustrated regulating device V, and especially its braking assembly 2, different maximum braking torques are provided via different numbers of braking sections or braking zones acting in conjunction with the braking surface 30 of the brake housing 3, depending on the rotational direction cw or ccw of the combined force acting on the pinion 7. This allows for cost- and resource-efficient consideration of the fact that, in applications designed for the regulating device V, it is typically assumed that the force absorbed along one rotational direction cw (the primary load direction) is greater than the force absorbed along the opposite rotational direction ccw (the secondary load direction). The asymmetrically acting braking assembly 2 effectively addresses this situation, thereby avoiding over-specification for absorbing loads along the secondary load direction, and thus allowing the device V to be designed more compactly and cost-effectively.
[0058] Therefore, for example, a maximum braking torque that is 30% or more, especially 50% or more, higher in the primary load direction than the maximum braking torque in the secondary load direction can be provided. For example, the maximum braking torque in the primary load direction is greater than 140 Nm, especially greater than 160 Nm or 180 Nm. In one variant, the maximum braking torque in the primary load direction is, for example, between 180 Nm and 210 Nm, especially 200 Nm. Correspondingly, the maximum braking torque in the secondary load direction is less than 160 Nm, especially less than 140 Nm or 120 Nm. In one variant, the maximum braking torque in the secondary load direction is, for example, between 90 Nm and 110 Nm, especially 100 Nm.
[0059] Furthermore, it is advantageous in this respect that the self-vibration characteristics of the components can be well coordinated by using compression springs 4 and 5 of different strengths. Therefore, the natural frequency of the braking section depends primarily on the preload of the loaded springs. Thus, in the illustrated embodiment, the first braking section 6.1 will function more effectively in one frequency band than the second braking section 6.2, and vice versa. Therefore, the asymmetric shoe brake implemented via the braking assembly 2 is less prone to independent adjustment of braking sections 6.1 and 6.2 under frequency excitation.
[0060] Although brake sections 6.1, 6.2, and 6.3 are constructed identically in the illustrated embodiments, they can also be configured differently. Furthermore, spring elements 4 and 5 can also be designed differently. Alternatively or additionally, in the illustrated brake assembly 2, spring elements 4 and 5 can also be interchangeable and replaceable. Thus, for example, the brake assembly 2, designed for the primary and secondary load directions that are crucial to the (left or right) longitudinal side of a vehicle seat, can be used on the opposite (right or left) longitudinal side of the vehicle seat by simply replacing spring elements 4 and 5. This particularly includes embodiments in which a kit is provided via brake assembly 2 having a brake housing 3 and brake sections 6.1, 6.2, and 6.3 supported in a swingable manner within the brake housing. In this assembly, when assembling the brake assembly 2 and the corresponding adjustment device V, compression springs 4 and 5 are placed at different positions into the gaps between the various brake sections 6.1, 6.2 and 6.3, depending on the intended use, so that the brake sections 6.1, 6.2 and 6.3 are pre-tightened to their respective locking positions in opposite directions (i.e., one brake section is pre-tightened in one direction of rotation, while a pair of brake sections are pre-tightened in the other direction of rotation).
[0061] To release the lock on the pinion 7 provided by the braking assembly 2, a drive disc 11, as previously mentioned, and its axially protruding drive tabs 111, 112, and 113 are provided. Each of these drive tabs 111, 112, and 113 is embedded in a corresponding recess 6.10, 6.20, or 6.30 of the braking section 6.1, 6.2, or 6.3, which is radially outwardly constructed on the respective braking section 6.1, 6.2, or 6.3. Therefore, each drive tab 111, 112, and 113 exists within the recess 6.10, 6.20, or 6.30 between two peripherally opposed sections 6.10a / 6.10b, 6.20a / 6.20b, or 6.30a / 6.30b of the respective braking section 6.1, 6.2, and 6.3. Here, the distance between each of the driving contact pieces 111, 112 or 113 and one of the two sections is small, so that they can contact their respective sections along their respective rotation directions cw or ccw.
[0062] Therefore, the distances between the drive contacts 111 and 112 and, for example, the contact sections 6.10a or 6.20a of the first or second braking sections 6.1 and 6.2 located in the second rotation direction cw are relatively small. Consequently, the distances between the drive contacts 111 and 112 and the corresponding sections 6.10b or 6.20b of their respective empty portions 6.10 or 6.20 are relatively large, especially larger than the distance between the drive contacts 113 of the third braking section and the contact section 6.30a of the third braking section 6.3 located in the first rotation direction cw. If the drive disc 11 rotates along the first rotation direction cw via the control disc 10, the (third) drive contact 113 acts on the third braking section 6.3 via the contact point 6.30a, while the other drive contacts 111 and 112 do not act on the braking sections 6.1 and 6.2 to which they are paired. The rotation of the drive disc 11 along the first rotation direction cw causes the first braking section 6.3 to swing from its locked position to its released position, thus releasing the lock on the pinion 7. It is irrelevant here that the drive tabs 111 and 112 do not contact the opposing sections 6.10b and 6.20b of the corresponding first and second braking sections 6.1 and 6.2. In the first (drive) rotation direction cw, the first and second braking sections 6.1 and 6.2 do not provide locking of the pinion 7.
[0063] Conversely, if the drive disc 11 rotates around the rotation axis M under the application of a drive torque in the opposite second (drive) rotation direction ccw, then the (first and second) drive contacts 111 and 112 will contact the contact sections 6.10a and 6.20a of the corresponding first and second brake sections 6.1 and 6.2. Thus, brake sections 6.1 and 6.2 can swing from their respective locked positions to their released positions. Therefore, the lock on the pinion 7 rotating in the second (drive) rotation direction ccw is released, and the pinion 7 can be rotated around the rotation axis M by the control disc 10.
[0064] If a driving torque is introduced on the drive side along the first (driving) rotation direction cw, the third braking section 6.3 will swing towards the stronger compression spring 4 with a defined no-load stroke (until the associated drive contact plate 113 abuts against the contact section 6.30a of the third braking section 6.3) and compress the compression spring 4. This cancels the self-locking effect defined by the contact point between the third braking section 6.3 and the brake housing 3, and the pinion 7 can be rotated in the rotation direction cw. When the driving torque acts in the opposite (driving) direction ccw, the first and second braking sections 6.1 and 6.3 again swing towards and compress the two compression springs 4 and 5 with a defined no-load stroke. Therefore, the self-locking effect between the braking sections 6.1 and 6.2 and the brake housing 3 is also canceled here. Since the opposing third braking section 6.3 does not exert a locking effect in the rotation direction ccw, the pinion 7 can be rotated in the rotation direction ccw.
[0065] Figure 3 Figure 6 shows another implementation variant of the proposed regulating device V, in which an asymmetric braking effect is provided by the braking component 2 according to the same principle. Figure 3 In the implementation variant of Figure 6, instead of Figures 1 to 2A In the implementation variant, the braking sections 6.1, 6.2, and 6.3 are provided with rotationally symmetrical clamping bodies, which take the form of brake rollers 6.1', 6.2', and 6.3'. Here, a plurality of brake roller sets, each consisting of three brake rollers, are distributed around the coupling section 71 of the pinion 7 on the peripheral side. The brake rollers 6.1', 6.2', and 6.3' are here accommodated in the annular gap g between the coupling section 71 and the brake surface 30 of the brake housing 3, so as to function in a clamping manner in their respective locking positions, and thus lock the pinion 7.
[0066] Figure 3 The adjustment device V, which has a brake assembly 2 integrating an asymmetrical roller brake, is shown here first in a partially exploded view. Therefore, the drive assembly 1 and the brake assembly 2 are shown disassembled. Figure 4 The assembly state of the regulating device V is shown in a side view.
[0067] Figure 4A The text shows along Figure 4 A cross-sectional view of the brake assembly 2, section AA. It can be seen in particular that, in this embodiment, the first brake roller 6.1' and the second brake roller 6.2' are always preloaded together by a weaker spring 5 (with a smaller spring constant), while the second brake roller 6.2' is preloaded toward the third brake roller 6.3' by a stronger spring 4. This is consistent with the previously described... Figures 1 to 2AA similar implementation variant involves two braking elements (in this form, a first brake roller 6.1' and a second brake roller 6.2') preloaded together via a weaker spring element 5 located in the middle, and thus jointly configured to lock the pinion 7 in one direction of rotation (currently counterclockwise). A third braking element, in the form of a brake roller 6.3', preloaded toward the second brake roller 6.2' via a stronger spring 4, conversely assumes the function of locking the pinion 7 in the opposite direction of rotation cw (currently clockwise).
[0068] Therefore, the first and second brake rollers 6.1', 6.2' and Figures 1 to 2A The braking sections 6.1 and 6.2 of the implementation variant are, like each other, part of the braking elements of the second group of braking components 2, when a force is applied from the drive side to the pinion 7 causing the pinion 7 to rotate in the (second) direction cw (in Figures 1 to 2A When the pinion 7 (ccw) rotates, the first and second brake rollers are frictionally engaged against the brake surface 30, and the pinion 7 is locked to prevent such rotation. Furthermore, the brake roller 6.3' (similar to the third brake section 6.3) is part of the first group of brake elements in the brake assembly 2. When a force is applied to the pinion 7 on the output side, causing the pinion 7 to rotate in the opposite (first) rotation direction ccw, the braking section of this brake roller is frictionally engaged against the brake surface 30, and the pinion 7 is locked to prevent corresponding rotation.
[0069] exist Figure 3 In the embodiment shown in Figure 6, three sets of first, second, and third brake rollers 6.1', 6.2', and 6.3' are arranged in an annular gap g around the periphery of the coupling section 71, so that a braking force evenly distributed around the periphery can be applied to the drive pinion 7. Axially protruding drive tabs 111a, 112a, or 113a of the drive disc 11 are embedded into the respective gaps between the two sets of brake rollers. Furthermore, additional drive tabs 111b, 112b, or 113b are respectively provided between each of the first and second brake rollers 6.1' and 6.2'. Compared to the other drive tabs 111a, 112a, or 113a, these additional drive tabs 111b, 112b, or 113b are shortened in the axial direction, so that the additional, shortened drive tabs 111b, 112b, or 113b do not collide with the spring 5 between the first and second brake rollers 6.1' and 6.2'.
[0070] As can be seen from the enlarged cross-sectional view in Figure 5, the brake rollers 6.1', 6.2', and 6.3' are located on the transmission profile of the coupling section 71 of the pinion 7 (which is nonagonal in cross-section) and are respectively attached to the mating surfaces 7.11, 7.2, and 7.13. The brake rollers 6.1', 6.2', and 6.3' are preloaded via springs 4 and 5. In these locked positions, the brake rollers 6.1', 6.2', and 6.3' are clamped between the coupling section 71 and the brake surface 30 only in one of the two possible rotational directions cw and ccw. Therefore, the annular gap g locally tapers, for example, in the region of the mating surfaces 7.11 and 7.12 that mate with the first and second brake rollers 6.1' and 6.2' in the second rotational direction ccw (counterclockwise). Conversely, the annular gap g locally tapers along the first rotation direction cw (clockwise) on the transmission profile of the contact surface 7.13 of the third brake roller 6.3'. Therefore, the first and second brake rollers 6.1' and 6.2' are pre-tensioned into a locked position along the second rotation direction cw by a stronger spring 4, while the third brake roller 6.3' is pre-tensioned into a locked position along the opposite first rotation direction cw. Thus, the first and second brake rollers 6.1' and 6.2', utilizing their outer peripheral surfaces that function as braking sections 6.1a and 6.2a, clamp against the brake surface 30 and their respective contact surfaces 7.11 and 7.12 in a clamping manner, so as to lock the pinion 7 when force is introduced to the output side and the first rotation direction cw is applied. In contrast, the outer peripheral side of the third brake roller 6.3', which functions as the brake section 6.3a, is frictionally locked against the radially outer brake surface 30 and the radially inner contact surface 7.13 of the pinion 7, respectively, so as to resist the rotation of the pinion 7 when the output side is subjected to a force along the second rotation direction ccw (counterclockwise).
[0071] exist Figure 3 In the brake assembly 2 shown in Figure 6, the total number of brake sections 6.1a and 6.2a that operate in a braking and therefore locking manner along the main load direction, and the total number of brake elements 6.1' and 6.2' that operate in a locking manner, is twice the number of brake sections 6.3a and their associated brake elements 6.3' that are configured to lock in the opposite rotational direction. This significantly reduces the load and wear acting on the respective surfaces of the brake elements, which can slide along the brake housing 3, depending on the load direction. This allows for the use of more advantageous materials and improved performance even when the brake element specifications are smaller.
[0072] In addition, Figure 3In the embodiment shown in Figure 6, improved self-vibration characteristics can also be observed due to the different strengths of springs 4 and 5. Therefore, the first brake roller 6.1' functions better than the second brake roller 6.2' in another frequency band, for example, and vice versa. Consequently, the roller brake provided via the braking assembly 2 is less prone to independent adjustment under frequency excitation.
[0073] Figure 6 further details the drive disc 11 currently configured to release the lock on the brake assembly 2. Here, the drive disc 11 is also connected to the control disc 10, for example, via multiple pin connections to resist relative rotation. The control disc 10 also has a pinion opening 107, into which a coupling element, in the form of a coupling ring 8, is embedded, resisting relative rotation with the pinion 7. For this purpose, the coupling ring 8 has multiple radially protruding protrusions that are fitted into the corresponding recesses of the pinion opening 107 in a form-locking manner. Thus, when a driving torque is applied to the control disc 10 on the drive side, the rotational motion of the control disc 10 is converted into the rotational motion of the coupling ring 8, and therefore into the rotational motion of the pinion 7. In this case, the drive disc 10 is also driven in its respective drive rotation direction cw or ccw, and the drive disc acts on different brake rollers 6.1', 6.2' and 6.3' via its different drive contacts 111a / b, 112a / b and 113a / b (depending on the rotation direction) in order to release the lock on the pinion 7.
[0074] Here, the drive sections 111a, 111b, 112a, 112b, 113a, and 113b act on the first and second brake rollers 6.1' and 6.2' of the brake roller pair, respectively, so as to release the lock on the pinion 7 when the drive torque is transmitted in the first (drive) rotation direction cw. As a result, the first and second brake rollers 6.1' and 6.2' are displaced relative to the coupling section 71 of the pinion 7 against the preload force loaded by springs 4 and 5, so that the first and second brake rollers 6.1' and 6.2' are no longer clamped against the brake housing 3 and the coupling section 71.
[0075] Conversely, when the driving torque is applied in the opposite (driving) rotation direction ccw, only the (first) driving tabs 111a, 112a, and 113a of the drive disc 11 act on the third brake roller 6.3' in that rotation direction ccw to resist the stronger preload of the spring 4. As a result, the third brake roller 6.3' is displaced relative to the coupling section 71 of the pinion 7 in the rotation direction ccw, so that the third brake roller 6.3' is no longer clamped against the brake housing 3.
[0076] List of reference numerals
[0077] 1 driver components
[0078] 10. Control panel (control element)
[0079] 107. Pinion opening (shape-locking opening)
[0080] 11. Drive plate (driving element)
[0081] 111, 112, and 113 drive the connecting sections (driving segments).
[0082] 111a / b, 112a / b, 113a / b
[0083] 2 Braking Components
[0084] 3 Brake housing
[0085] 30 Braking Surface
[0086] 4 (Stronger) springs
[0087] 5 (weaker) springs
[0088] 6.1, 6.2, 6.3 Braking sections (brake elements)
[0089] 6.1', 6.2', 6.3' Brake rollers (brake elements)
[0090] Leave blank spaces on June 10, 20, and 30.
[0091] Contact sections 6.10a, 6.20a, and 6.30a
[0092] Sections 6.10b, 6.20b, and 6.30b are opposite each other.
[0093] Sections adjacent to each other on June 11, 21, and 31.
[0094] Secondary sections 6.12, 6.22, and 6.32
[0095] Braking sections 6.1a, 6.2a, and 6.3a
[0096] 7. Pinion gear (output element)
[0097] 71 Coupled Section
[0098] 7.11, 7.12, 7.13 Attach to the surface
[0099] 72 Driven Section
[0100] 8. Coupling rings (coupling elements)
[0101] ccw second rotation direction
[0102] cw first rotation direction
[0103] g annular gap
[0104] M center axis / rotation axis
[0105] V-regulation equipment
Claims
1. A vehicle seat adjustment device, said adjustment device having: - Output element (7). - A drive assembly (1) for introducing the drive torque to be transmitted to the output element (7) into the regulating device (V), and - A braking assembly (2) for locking the output element (7) and absorbing the force acting on the output element (7) on the output side via at least two braking elements (6.1-6.3, 6.1'-6.3') adjustablely supported in a brake housing (3) of the braking assembly (2). in, When driving torque is introduced via the drive assembly (1), the locking of the output element (7) provided via the braking assembly (2) can be released, and the output element (7) can rotate in the rotation direction. In order to lock the output element (7), the braking elements (6.1-6.3, 6.1'-6.3') are in a locked position, in which, under the force applied by the output side via the output element (7) and acting in the rotation direction, at least one of the braking elements (6.1-6.3, 6.1'-6.3') is frictionally engaged against the braking surface (30) of the brake housing (3). Its features are, The braking assembly (2) provides a maximum braking torque to resist adjustment of the output element (7). This maximum braking torque varies in magnitude depending on the direction of rotation of the force applied to the output element (7) on the output side. Among them, at least three braking elements (6.1-6.3, 6.1'-6.3') are provided, each having at least one braking section (6.1a, 6.2a, 6.3a) for frictionally engaging with the braking surface (30) of the brake housing (3). The system includes a first group of braking elements (6.3; 6.3'). When a force is applied to the output element (7) on the output side, causing the output element (7) to rotate in the first rotation direction, the braking section (6.3a) of the first group of braking elements abuts against the braking surface (30) in a friction-locking manner. The system also includes a second group of braking elements (6.1, 6.2, 6.1', 6.2'). When a force is applied to the output element (7) on the output side, causing the output element (7) to rotate in the opposite second rotation direction, the braking sections (6.1a, 6.2a) of the second group of braking elements abut against the braking surface (30) in a friction-locking manner. The second group has at least one more braking element and / or at least one more braking section than the first group.
2. The regulating device according to claim 1, characterized in that, The first maximum braking torque provided by the braking assembly (2) to resist the output element (7) from rotating in the first rotation direction is less than the second maximum braking torque provided by the braking assembly (2) to resist the output element (7) from rotating in the opposite second rotation direction.
3. The regulating device according to claim 1, characterized in that, In the braking assembly (2), depending on the direction of rotation, different numbers of the braking elements (6.1-6.3, 6.1'-6.3') and / or different sizes of braking sections (6.1a, 6.2a, 6.3a) are frictionally engaged against the braking surface (30).
4. The regulating device according to claim 1, characterized in that, The braking elements of the first group (6.3; 6.3') and the braking elements of the second group (6.1, 6.2, 6.1', 6.2') can all be moved from their respective locked positions to released positions via the driving element (11) of the braking assembly (2) which can be driven by the driving assembly (1), so as to release the lock on the output element (7) provided by the braking assembly (2) when the driving torque is introduced via the driving assembly (1).
5. The adjusting device according to claim 4, characterized in that, The driving element (11) has multiple driving sections (111, 112, 113; 111a / b, 112a / b, 113a / b), each of which is assigned to at least one braking element (6.1-6.3; 6.1'-6.3') for releasing the lock provided by the braking element.
6. The regulating device according to claim 5, characterized in that, When the driving torque is introduced via the drive assembly (1), in order to move the associated braking elements (6.1, 6.2, 6.3) into their respective release positions, the drive sections (111, 112, 113) can be placed in contact with the contact sections (6.10a, 6.20a, 6.30a) of the associated braking elements (6.1, 6.2, 6.3).
7. The regulating device according to claim 6, characterized in that, The driving element (11) can rotate about the rotation axis (M), and the driving section (113) of the braking element (6.3) of the first group can only be placed in contact with the contact section (6.30a) located in the first driving rotation direction, while the driving sections (111, 112) of the braking elements (6.1, 6.2) of the second group can only be placed in contact with the contact sections (6.10a, 6.20a) located in the opposite second driving rotation direction.
8. The regulating device according to claim 1, characterized in that, The braking elements (6.1-6.3) of the braking assembly (2) are supported within the brake housing (3) in such a way that they can swing between their respective locked positions and release positions in which the lock on the output element (7) is released via the respective braking elements (6.1-6.3).
9. The regulating device according to claim 1, characterized in that, The braking elements (6.1-6.3) of the braking assembly (2) abut against the corresponding abutment surfaces (7.11, 7.12, 7.13) of the output element (7) via convex arched abutment sections (6.11, 6.21, 6.31) in their respective locked positions.
10. The regulating device according to claim 1, characterized in that, The braking assembly (2) includes exactly three braking elements (6.1, 6.2, 6.3), and the output element (7) has a hexagonal cross-section with three separate contact surfaces (7.11, 7.12, 7.13) for the three braking elements (6.1, 6.2, 6.3).
11. The regulating device according to claim 5, characterized in that, The driving element (11) includes at least one driving section (111a, 112a, 113a), which can be placed in contact with two different braking elements (6.1', 6.3') depending on the direction of the introduced driving torque.
12. The regulating device according to claim 1, characterized in that, The braking elements (6.1', 6.3') are configured as rotationally symmetric clamping bodies.
13. The regulating device according to claim 1, characterized in that, The braking assembly (2) includes at least two spring elements (4, 5) with different spring constants, wherein the first spring element (5) with a first spring constant preloads the first braking element (6.1) and the second braking element (6.2) of the at least three braking elements (6.1-6.3) together, while the second spring element (4) with a higher second spring constant preloads the third braking element (6.3) and the first braking element (6.1) of the at least three braking elements (6.1-6.3) together.
14. The regulating device according to claim 12, characterized in that, The braking assembly (2) includes at least two spring elements (4, 5) with different spring constants, wherein the first spring element (5) with a first spring constant preloads the first braking element and the second braking element among at least three braking elements, and the second spring element (4) with a higher second spring constant preloads the third braking element and the second braking element among at least three braking elements.
15. The regulating device according to claim 1, characterized in that, In order to transmit the driving torque introduced via the drive assembly (1) to the output element (7), a control element (10) is provided, which is connected in a form-locking manner to a) the coupling section (71) of the output element (7) or b) the coupling element (8) of the regulating device (V) that is connected to the output element (7) in a way that resists relative rotation.
16. The adjusting device according to claim 4, characterized in that, In order to transmit the driving torque introduced via the drive assembly (1) to the output element (7), a control element (10) is provided, which is connected in a form-locking manner to a) the coupling section (71) of the output element (7) or b) the coupling element (8) of the regulating device (V) which is connected to the output element (7) in a way that resists relative rotation, wherein the control element (10) is connected to the drive element (11) in a way that resists relative rotation.
17. A vehicle seat adjustment device, said adjustment device having: - Output element (7). - A drive assembly (1) for introducing the drive torque to be transmitted to the output element (7) into the regulating device (V), and - A braking assembly (2) for locking the output element (7) and absorbing the force acting on the output element (7) on the output side via at least two braking elements (6.1-6.3, 6.1'-6.3') adjustablely supported in a brake housing (3) of the braking assembly (2). in, When driving torque is introduced via the drive assembly (1), the locking of the output element (7) provided via the braking assembly (2) can be released, and the output element (7) can rotate in the rotation direction. In order to lock the output element (7), the braking elements (6.1-6.3, 6.1'-6.3') are in a locked position, in which, under the force applied by the output side via the output element (7) and acting in the rotation direction, at least one of the braking elements (6.1-6.3, 6.1'-6.3') is frictionally engaged against the braking surface (30) of the brake housing (3). Its features are, The braking assembly (2) provides a maximum braking torque to resist adjustment of the output element (7). This maximum braking torque varies in magnitude depending on the direction of rotation of the force applied to the output element (7) on the output side. The braking assembly (2) includes at least two spring elements (4, 5), through which the braking elements (6.1-6.3; 6.1'-6.3') of the braking assembly (2) are pre-tightened to each other, wherein the spring forces acting on the braking elements (6.1-6.3; 6.1'-6.3') and loaded by the spring elements (4, 5) are different.
18. The regulating device according to claim 17, characterized in that, The first maximum braking torque provided by the braking assembly (2) to resist the output element (7) from rotating in the first rotation direction is less than the second maximum braking torque provided by the braking assembly (2) to resist the output element (7) from rotating in the opposite second rotation direction.
19. The regulating device according to claim 17, characterized in that, In the braking assembly (2), depending on the direction of rotation, different numbers of the braking elements (6.1-6.3, 6.1'-6.3') and / or different sizes of braking sections (6.1a, 6.2a, 6.3a) are frictionally engaged against the braking surface (30).
20. The regulating device according to claim 17, characterized in that, The braking elements of the first group (6.3; 6.3') and the braking elements of the second group (6.1, 6.2, 6.1', 6.2') can all be moved from their respective locked positions to released positions via the driving element (11) of the braking assembly (2) which can be driven by the driving assembly (1), so as to release the lock on the output element (7) provided by the braking assembly (2) when the driving torque is introduced via the driving assembly (1).
21. The regulating device according to claim 20, characterized in that, The driving element (11) has multiple driving sections (111, 112, 113; 111a / b, 112a / b, 113a / b), each of which is assigned to at least one braking element (6.1-6.3; 6.1'-6.3') for releasing the lock provided by the braking element.
22. The regulating device according to claim 21, characterized in that, When the driving torque is introduced via the drive assembly (1), in order to move the associated braking elements (6.1, 6.2, 6.3) into their respective release positions, the drive sections (111, 112, 113) can be placed in contact with the contact sections (6.10a, 6.20a, 6.30a) of the associated braking elements (6.1, 6.2, 6.3).
23. The regulating device according to claim 22, characterized in that, The driving element (11) can rotate about the rotation axis (M), and the driving section (113) of the braking element (6.3) of the first group can only be placed in contact with the contact section (6.30a) located in the first driving rotation direction, while the driving sections (111, 112) of the braking elements (6.1, 6.2) of the second group can only be placed in contact with the contact sections (6.10a, 6.20a) located in the opposite second driving rotation direction.
24. The regulating device according to claim 17, characterized in that, The braking elements (6.1-6.3) of the braking assembly (2) are supported within the brake housing (3) in such a way that they can swing between their respective locked positions and release positions in which the lock on the output element (7) is released via the respective braking elements (6.1-6.3).
25. The regulating device according to claim 17, characterized in that, The braking elements (6.1-6.3) of the braking assembly (2) abut against the corresponding abutment surfaces (7.11, 7.12, 7.13) of the output element (7) via convex arched abutment sections (6.11, 6.21, 6.31) in their respective locked positions.
26. The regulating device according to claim 17, characterized in that, The braking assembly (2) includes exactly three braking elements (6.1, 6.2, 6.3), and the output element (7) has a hexagonal cross-section with three separate contact surfaces (7.11, 7.12, 7.13) for the three braking elements (6.1, 6.2, 6.3).
27. The regulating device according to claim 21, characterized in that, The driving element (11) includes at least one driving section (111a, 112a, 113a), which can be placed in contact with two different braking elements (6.1', 6.3') depending on the direction of the introduced driving torque.
28. The regulating device according to claim 17, characterized in that, The braking elements (6.1', 6.3') are configured as rotationally symmetric clamping bodies.
29. The regulating device according to claim 17, characterized in that, The braking assembly (2) includes at least two spring elements (4, 5) with different spring constants, wherein the first spring element (5) with a first spring constant preloads the first braking element (6.1) and the second braking element (6.2) of the at least three braking elements (6.1-6.3) together, while the second spring element (4) with a higher second spring constant preloads the third braking element (6.3) and the first braking element (6.1) of the at least three braking elements (6.1-6.3) together.
30. The regulating device according to claim 28, characterized in that, The braking assembly (2) includes at least two spring elements (4, 5) with different spring constants, wherein the first spring element (5) with a first spring constant preloads the first braking element and the second braking element among at least three braking elements, and the second spring element (4) with a higher second spring constant preloads the third braking element and the second braking element among at least three braking elements.
31. The regulating device according to claim 17, characterized in that, In order to transmit the driving torque introduced via the drive assembly (1) to the output element (7), a control element (10) is provided, which is connected in a form-locking manner to a) the coupling section (71) of the output element (7) or b) the coupling element (8) of the regulating device (V) that is connected to the output element (7) in a way that resists relative rotation.
32. The regulating device according to claim 20, characterized in that, In order to transmit the driving torque introduced via the drive assembly (1) to the output element (7), a control element (10) is provided, which is connected in a form-locking manner to a) the coupling section (71) of the output element (7) or b) the coupling element (8) of the regulating device (V) which is connected to the output element (7) in a way that resists relative rotation, wherein the control element (10) is connected to the drive element (11) in a way that resists relative rotation.
33. A vehicle seat having the adjustment device according to claim 1 or 17.