Longitudinal adjuster for vehicle seat and vehicle seat

Abstract

The invention relates to a longitudinal adjuster (106) comprising at least:-a rail pair (108) and-a drive device (120) of the rail pair (108), the rail pair (108) having a first rail and a second rail on which the first rail is movably guided; the drive device (120) has at least one motor (121), a transmission unit (122), a spindle seat (130) having an internal thread (128) and fixed to the first rail or the second rail, and a spindle (132) having an external thread (134) operably connected to the internal thread (128) of the spindle seat (130), a spindle bearing (140) for coupling the spindle (132) and the motor (121), and a coupling (136), the spindle (132) being mounted along a spindle axis (138), the transmission unit (122), the coupling (136), the spindle (132), the spindle bearing (140) and the optional motor (121) are arranged on a common axis (150) within the pair of tracks (108). The invention also relates to a vehicle seat (100) having such a longitudinal adjuster (106).

Description

Technical Field

[0001] The invention relates to a longitudinal adjuster for a vehicle seat, in particular a motor vehicle seat. The invention also relates to a vehicle seat. Background Art

[0002] DE 10 2017 218 492 A1 discloses a longitudinal adjuster, in particular for a vehicle seat. The longitudinal adjuster has at least one track pair, which is formed by a first track and a second track that is movable in the longitudinal direction relative to the first track, wherein the tracks mesh with each other to form an inner channel. A spindle nut mounted together with the second track and a spindle operatively connected to the spindle nut are arranged in the inner channel, wherein a transmission mechanism that can be driven by a motor and interact with the spindle is arranged at the end of the first track. The spindle is installed in the transmission mechanism at the front end portion of the spindle and in the rotary bearing of the first track at the rear end portion of the spindle. The first crossbar is accommodated in a groove of the first track upstream of the spindle nut in the longitudinal direction, wherein the spindle is guided through the opening of the first crossbar in a contactless manner, in particular forming a circumferential gap, wherein a shoulder of the spindle is arranged at a certain distance from the first crossbar in the longitudinal direction towards the front, wherein, in response to a predetermined force application, for example in the event of a collision, in particular by a displacement of the first track, the first crossbar is clamped between the first track and the shoulder, and the force from the first track can thereby be transmitted to the second track via the first crossbar, the shoulder, the spindle and the spindle nut.

[0003] DE 100 62 217 A1 and DE 10 2017 101 996 A1 disclose adjustment devices for vehicle seats, which have a direct drive arranged along the longitudinal extension of the rail. DE 100 56 443 A1 and DE 102 38 750 A1 disclose an adjustment device for a vehicle seat, in which a common drive is arranged between two pairs of rails.

[0004] Technical issues

[0005] The problem to be solved by the present invention is to improve the longitudinal adjuster of the aforementioned type, in particular to propose an electrically driven longitudinal adjuster with an integrated motor transmission unit, and to provide a corresponding vehicle seat. Summary of the invention

[0006] According to the invention, this problem is solved by a longitudinal adjuster for a vehicle seat, in particular a motor vehicle seat, wherein the longitudinal adjuster has at least one track pair, the track pair having a first track, in particular a seat track, which can be connected to the vehicle seat, and a second track, in particular a floor track, which can be connected to the vehicle floor and is movably guided on the first track, in particular the seat track, wherein the longitudinal adjuster has a drive device for adjusting the seat track relative to the floor track, and the drive device has at least one motor, a transmission unit, a spindle seat, which is fixed to the floor track or the seat track and has an internal thread, and a spindle, which has an external thread, which is operatively connected to the internal thread of the spindle seat, and the spindle extends along the longitudinal axis of the spindle seat and is mounted in the spindle seat so as to be rotatable about the spindle axis, wherein the coupling, the spindle, the spindle bearing and optionally the transmission unit are arranged on a common axis within the track pair, in particular the seat track, and wherein the drive axis of the motor or optionally the transmission motor axis extends so as to be offset from the common axis within the track pair, and the motor is at least partially arranged within the track pair.

[0007] Specifically, the common axis is arranged in a cavity in the center of the track. The common axis is surrounded by the seat track and the floor track.

[0008] The drive device may comprise separate components coupled to each other, such as a motor and a transmission unit. Alternatively, the drive device may comprise a transmission motor unit designed as a combination of a motor and a transmission unit and having a transmission motor axis. The motor may be an electric motor, in particular an asynchronous motor or a synchronous motor.

[0009] In an exemplary embodiment with separate components, the motor axis deviates from the common axis formed by the transmission unit, coupling, spindle and spindle bearing. For example, the motor axis can have an offset in all spatial directions relative to the common axis of the transmission unit, coupling, spindle and spindle bearing, such as a parallel offset or an angular offset. If the motor axis is offset from the common axis, all axes are arranged in the cavity of the track pair.

[0010] Furthermore, according to another exemplary embodiment, the driven shaft used as the output shaft of the transmission motor unit may have an output axis (also referred to as a transmission axis) which is arranged in a manner corresponding to the drive axis so as to be offset from the common axis or axially aligned with the common axis. In other words, the output axis or transmission axis of the transmission unit and the drive axis of the motor extend in the same manner, form the transmission motor axis and are offset in the same manner from the common axis of the coupling, the spindle and the spindle bearing. For example, the output axis or transmission axis of the transmission unit and the drive axis of the motor (in the form of the transmission motor axis) are offset in parallel from the common axis or are offset at a certain angle from the common axis.

[0011] The coupling between the transmission motor unit and the spindle bearing is configured so that the coupling can compensate for such angular or parallel offsets of the drive axis or output axis and the drive axis. The coupling connects, for example, the output pin of the motor to the spindle pin or the spindle end. The coupling may comprise an elastic plastic material element for transmitting the motor torque to the spindle in a manner that compensates for the offset. Thus, the motor drives the spindle via the coupling. The coupling may, for example, be configured to compensate for radial and axial play. For example, the coupling may have a damping element to compensate for radial and / or axial play.

[0012] In addition, the driven shaft as the output shaft of the transmission motor unit, the rotation axis of the coupling connecting the transmission motor unit to the main shaft, and the main shaft axis of the main shaft can be arranged to be axially aligned with each other. For example, the drive shaft of the motor or the first drive axis of the motor shaft can be arranged to be axially aligned with the output axis, the rotation axis and the main shaft axis of the driven shaft.

[0013] The invention provides the advantage that such a common axis allows the drive device to be arranged in a compact and protected manner in the track pair. In particular, the motor is designed, for example, as a micromotor and directly drives the longitudinal adjuster and can be arranged completely or partially in the track pair, in particular in the cavity of the track pair.

[0014] Furthermore, according to the invention, this problem is solved by a vehicle seat comprising a longitudinal adjuster as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The invention will be explained in more detail below based on the advantageous exemplary embodiments shown in the drawings. However, the invention is not limited to these exemplary embodiments. In the drawings:

[0016] Figure 1 : shows a schematic diagram of a vehicle seat according to the invention having a longitudinal adjuster according to the invention,

[0017] Figure 2 : shows a perspective view of a longitudinal adjuster according to the present invention,

[0018] Figure 3 : Shows the cut along the longitudinal direction Figure 2 A cross-sectional view of the longitudinal adjuster in FIG. 1 , and

[0019] Figure 4 : Shows Figure 2 Schematic cross-sectional view of the end of the longitudinal adjuster in.

[0020] In all the figures, parts which correspond to one another are provided with the same reference symbols. DETAILED DESCRIPTION

[0021] Figure 1Schematically shown in FIG. 1 is a vehicle seat 100 according to a first exemplary embodiment, which is described below using three mutually perpendicular spatial directions. When the vehicle seat 100 is installed in a vehicle, the longitudinal direction x extends substantially horizontally and preferably parallel to the longitudinal direction of the vehicle, which corresponds to the normal driving direction of the vehicle. The transverse direction y extending perpendicularly to the longitudinal direction x is likewise oriented horizontally in the vehicle and extends parallel to the transverse direction of the vehicle. The vertical direction z extends perpendicularly to the longitudinal direction x and perpendicularly to the transverse direction y. When the vehicle seat 100 is installed in a vehicle, the vertical direction z is parallel to the vertical axis of the vehicle.

[0022] The position and direction indications used, such as front, rear, upper and lower, relate to the direction of sight of an occupant normally seated in the vehicle seat 100, wherein the vehicle seat 100 is installed in a vehicle, in a use position suitable for transporting passengers, with the backrest 102 upright and conventionally oriented in the direction of travel. However, the vehicle seat 100 according to the invention may also be installed in a different orientation, such as transverse to the direction of travel.

[0023] The vehicle seat 100 has a seat part 104 and a backrest 102 which can be adjusted in its inclination relative to the seat part 104 and can be pivoted forward in the direction of the seat part 104. In order to allow the vehicle seat 100 to be longitudinally movable and longitudinally adjustably fixed in the vehicle, the vehicle seat 100 has a longitudinal adjuster 106.

[0024] The longitudinal adjuster 106 is used for longitudinal adjustment, i.e., adjusting the longitudinal seat position of the vehicle seat 100. Preferably, the vehicle seat 100 has a longitudinal adjuster 106 on each side of the vehicle seat. The first longitudinal adjuster 106 is arranged on the tunnel side, while the second longitudinal adjuster 106 is arranged on the door sill side. The two longitudinal adjusters 106 of the vehicle seat 100 are parallel to each other. Preferably, the vehicle seat 100 has two longitudinal adjusters 106 of identical structure.

[0025] The respective longitudinal adjuster 106 comprises a rail pair 108 having a seat rail 110 connectable to the vehicle seat 100 and a floor rail 112 connectable to the vehicle floor and on which the seat rail 110 is movably guided.

[0026] The two longitudinal regulators 106 can be adjusted in a mutually synchronous manner, in particular electronically. Only one of the two longitudinal regulators 106 of identical construction is described below.

[0027] Figure 2 and Figure 3 A longitudinal adjuster 106 having a pair of rails 108 is shown. Figure 2 A perspective view of the longitudinal adjuster 106 is shown.

[0028] The longitudinal adjuster 106 has a drive device 120 for adjusting the position of the seat rail 110 relative to the floor rail 112. The drive device 120 has at least a motor 121 and a transmission unit 122.

[0029] The transmission unit 122 and the motor 121 are at least partially arranged in a cavity 118 formed between the seat track 110 and the floor track 112 .

[0030] In this example, the end surface of the motor 121 at one end of the seat track 110 at least partially protrudes into the seat track 110. Alternatively, in a manner not shown, the motor 121 can protrude upward in the vertical direction z, pass through the groove in the seat track 110, protrude or pass through the seat track. In another alternative, the transmission unit 122 and the motor 121 can be completely arranged in the cavity 118 of the track pair 108.

[0031] In this case, the transmission unit 122 is completely arranged in the cavity 118 formed between the seat rail 110 and the floor rail 112. In this case, the motor 121 and the transmission unit 122 are mounted together in the rear end region of the seat rail 110. This allows easy access to the motor 121 or the transmission unit 122, so that these components are easy to replace or repair even when the longitudinal adjuster 106 is installed in the vehicle. No additional cover or housing is required for the transmission unit 122 or the motor 121. Therefore, the motor 121 and the transmission unit 122 are arranged in a protected manner in the cavity 118 of the rail pair 108. The space between the two longitudinal adjusters 106 under the vehicle seat 100 is usually used for the motor 121. Since the motor 121 is arranged directly in the corresponding cavity 118 of the rail pair 108, this space is now free, for example for arranging a battery (not shown), an electronic unit or the like of the motor 121.

[0032] The transmission unit 122 can be connected to the seat rail 110, in particular in a force-fitting manner (e.g., by a screw connection), by material bonding (e.g., by welding a fastener 124 having a seam 126) and / or in a form-fitting manner (e.g., by pressing), so as to be able to transmit greater forces.

[0033] The motor 121 and the transmission unit 122 may be designed as separate units, for example. Alternatively, the motor 121 and the transmission unit 122 may be designed as a transmission motor unit 125, thereby taking the form of an integrated unit.

[0034] Figure 3 A longitudinal section through the longitudinal adjuster 106 is shown.

[0035] The drive device 120 is designed as a spindle drive, for example, and includes at least a motor 121, a transmission unit 122, a spindle seat 130 (which is fixed on the floor rail 112 or the seat rail 110 and has an internal thread 128), and a spindle 132 (which has an external thread 134, which is operably connected to the internal thread 128 of the spindle seat 130).

[0036] The drive device 120 can be based, for example, on a rotating spindle 132, in particular a spindle 132 mounted so as to be rotatable relative to the seat rail 110, which spindle is longitudinally adjustable via a nut, and a spindle seat 130 is fixed to the floor rail 112. The required self-locking mechanism between the spindle seat 130 and the spindle 132 for distributing the load in the event of a crash is achieved by a corresponding (fine) pitch of the thread (internal thread 128 and external thread 134, in particular a trapezoidal thread (e.g. Tr8x2)).

[0037] The drive device 120 further comprises a coupling 136 for coupling the motor 121 (particularly the transmission unit 122) to the main shaft 132 (particularly the main shaft bearing 140). The motor 121 is indirectly coupled to the main shaft bearing 140 via the transmission unit 122 and the coupling 136. The coupling 136 is particularly arranged between the main shaft 132 and the driven shaft 123. The coupling 136 can be a conventional coupling 136 for compensating tolerances, for example, it can be designed as a compensating coupling or a friction coupling.

[0038] The coupling 136 connects, for example, an output pin of the motor 121 to a spindle pin or spindle end of the spindle 132. The coupling 136 may include an elastic plastic material element 136.1 for transmitting the motor torque to the spindle 132 in a manner that compensates for the offset. Thus, the motor 121 drives the spindle 132 via the coupling 136. The coupling 136 may, for example, be configured to compensate for radial and axial play. For example, the coupling 136 may have a damping element 136.2 to compensate for radial and / or axial play.

[0039] The spindle 132 extends along a longitudinal axis and is mounted in a spindle housing 130 and a spindle bearing 140 so as to be rotatable about a spindle axis 138. The coupling 136, the spindle 132, the spindle bearing 140, the optional transmission unit 122 and the optional motor 121 are arranged on a common axis 150 within the track pair 108.

[0040] For example, the common axis 150 is disposed in the cavity 118 of the track pair 108. The common axis 150 is surrounded by the seat track 110 and the floor track 112.

[0041] The spindle 132 is screwed into and mounted in the spindle seat 130, for example, so as to be rotatable about a spindle axis 138. If the spindle seat 130 is stationary, in particular rigidly screwed to the floor rail 112, the spindle 132 is mounted in the spindle seat 130 so as to be axially movable in the longitudinal direction x and rotationally movable about the spindle axis 138 (axis of rotation).

[0042] The spindle 132 is rigidly connected to the seat rail 110, for example, via a spindle bearing 140, for example, by a connecting nut 142 and a connecting bolt 143 (eg, Figure 4 Alternatively, the spindle bearing 140 can be connected to the 110 by material bonding (especially welding) or force fit (especially pressing). The spindle bearing 140 includes, for example, a ball bearing 144, which can be defined on both sides by a spindle nut 146. It is also possible to provide only one spindle nut 146.

[0043] The motor 121 and the transmission unit 122 form, for example, one unit. The motor 121 and the transmission unit 122 can be designed, for example, as an integrated transmission motor unit 125 (e.g. Figure 4 shown).

[0044] Figure 4 Shows Figure 2 Schematic cross-sectional view of the end of the longitudinal adjuster 106 in FIG.

[0045] Figure 4 The end of the longitudinal adjuster 106 is shown, in which the spindle bearing 140 and the spindle nut 146 , the coupling 136 , the transmission unit 122 and the electric motor 121 are arranged.

[0046] The spindle bearing 140, the two spindle nuts 146, the coupling 136 and at least part of the transmission unit 122 are arranged completely in the cavity 118 between the seat track 110 and the floor track 112. The motor 121 at least partially protrudes axially from the cavity 118 of the track pair 108. The spindle bearing 140 is connected to the seat track 110 by means of a connecting bolt 143 and a connecting nut 142.

[0047] In the first exemplary embodiment, at least one driven shaft 123 serving as an output shaft of the transmission motor unit 125, a rotation axis 137 of a coupling 136 connecting the transmission motor unit 125 to the main shaft 132, and a main shaft axis 138 of the main shaft 132 are arranged in axial alignment. "Axial alignment" means that the driven shaft 123, the rotation axis 137, and the main shaft axis 138 are located as accurately as possible on one line.

[0048] In a first exemplary embodiment, the drive shaft 127 of the motor 121 or the first drive axis 127.1 of the motor shaft can be arranged also in axial alignment with the output axis 123.1, the rotation axis 137 and the spindle axis 138 of the driven shaft 123. In this first exemplary embodiment, the first drive axis 127.1, the output axis 123.1, the rotation axis 137 and the spindle axis 138 are arranged on a common axis 150. In particular, the rotation axis 137 and the spindle axis 138 are arranged completely within the track pair 108. The output axis 123.1 and the first drive axis 127.1 can be arranged partially within the track pair 108 or completely within the track pair 108 (not shown).

[0049] In a second exemplary embodiment, the second drive axis 127.2 of the drive shaft 127 of the electric motor 121 can be arranged with a parallel offset 160 relative to the output axis 123.1, the rotation axis 137 and the spindle axis 138 of the driven shaft 123 and thus relative to their common axis 150. In this second exemplary embodiment, only the output axis 123.1, the rotation axis 137 and the spindle axis 138 are arranged on the common axis 150. The second drive axis 127.2 is arranged offset in a parallel manner from the common axis 150. In other words, the second drive axis 127.2 and the common axis 150 are offset from each other and are oriented parallel to each other in their respective longitudinal directions x.

[0050] In the third embodiment, the third drive axis 127.3 of the drive shaft 127 of the motor 121 can be arranged with an angular offset 170 relative to the output axis 123.1, the rotation axis 137 and the spindle axis 138 of the driven shaft 123, and thus with an angular offset relative to their common axis 150. In this third embodiment, only the output axis 123.1, the rotation axis 137 and the spindle axis 138 are arranged on the common axis 150. The third drive axis 127.3 is arranged to be offset from the common axis 150 at a predetermined angle according to the angular offset 170.

[0051] In the fourth embodiment, the output axis 123.1 and the drive axis 127 extend in a mutually corresponding manner and, for example, in the same direction. The output axis 123.1 and the drive axis 127 form a transmission motor axis 129 having a predetermined orientation. The transmission motor axis 129 can be arranged to be axially aligned with the common axis 150. Alternatively, the transmission motor axis 129 formed by the output axis 123.1 and the drive axis 127 can be arranged to be offset from the common axis 150, in particular with a parallel offset 160 or an angular offset 170.

[0052] The coupling 136 between the transmission motor unit 125 formed by the drive device 120 and the transmission unit 122 and the spindle bearing 140 is configured so that it can compensate for this angular offset 170 or parallel offset 160 of the drive axis 127 alone or the transmission motor axis 129 formed by the output axis 123 . 1 and the drive axis 127 .

[0053] In other words, the axis of the drive shaft 127 (also called the motor shaft) or the drive motor axis 129 of the drive shaft 127 and the driven shaft 123, respectively, can be offset from the common axis 150. For example, the axis of the drive shaft 127 or the drive motor axis 129 can have an offset in all spatial directions, for example a parallel offset 160 or an angular offset 170 relative to the common axis 150 of the coupling 136, the spindle 132 and the spindle bearing 140 and the optional transmission unit 122. If the axis of the drive shaft 127 (the second drive axis 127.2, the third drive axis 127.3) or the drive motor axis 129 is offset from the common axis 150, all axes can be arranged completely in the cavity 118 of the track pair 108.

[0054] The coupling 136 can also allow different spatial orientations of the rotation axis 137. However, in general, all rotation axes (output axis 123.1, drive axis 127.1, 137, 138, transmission motor axis 129 of the component) can be arranged on a line or near a common axis 150 in the track pair 108.

[0055] When used in the claims, expressions such as "comprising", "having", "including", "containing" etc. do not exclude other elements or steps. The use of the indefinite article does not exclude a plurality.

[0056] The features disclosed in the above description, the claims and the drawings can be of significance for implementing the invention in various examples, either alone or in combination, as long as they remain within the scope of protection of the claims.

[0057] Reference numerals list

[0058] 100 Vehicle seats

[0059] 102 Backrest

[0060] 104 Seat Section

[0061] 106 Longitudinal adjuster

[0062] 108 Track Pairs

[0063] 110 Seat Track

[0064] 112 Floor Track

[0065] 118 Cavity

[0066] 120 Drive unit

[0067] 121 Motor

[0068] 122 Transmission unit

[0069] 123 Driven shaft

[0070] 123.1 Output axis

[0071] 124 Fasteners

[0072] 125 Drive motor unit

[0073] 126 Seams

[0074] 127 Drive shaft

[0075] 127.1 First drive axis

[0076] 127.2 Second drive axis

[0077] 127.3 Third drive axis

[0078] 128 Internal thread

[0079] 129 motor-drive axis

[0080] 130 Spindle seat

[0081] 132 Spindle

[0082] 134 External thread

[0083] 136 Coupling

[0084] 136.1 Components of elastic plastic materials

[0085] 136.2 Damping elements

[0086] 137 Coupling axis of rotation

[0087] 138 Spindle axis

[0088] 140 Spindle bearing

[0089] 142 Connecting nut

[0090] 143 Connecting bolt

[0091] 144 Ball bearings

[0092] 146 Spindle nut

[0093] 150 Public axis

[0094] 160 Parallel Offset

[0095] 170 Angular Offset

[0096] x longitudinal direction

[0097] y horizontal direction

[0098] z vertical direction

Claims

1. A longitudinal regulator (106), comprising at least: - track pair (108) and - a drive device (120) for the pair of rails (108), The track pair (108) comprises a first track and a second track, the first track being movably guided on the second track, The drive device (120) comprises at least one motor (121), a transmission unit (122), a spindle seat (130), the spindle seat being fixed to the first track or the second track and having an internal thread (128), and a spindle (132) having an external thread (134) operably connected to the internal thread (128) of the spindle seat (130), a spindle bearing (140), and a coupling (136) for connecting the spindle (132) and the motor (121). The spindle (132) is mounted in the spindle seat (130) so as to be rotatable around a spindle axis (138). The transmission unit (122), the coupling (136), the main shaft (132) and the main shaft bearing (140) are arranged on a common axis (150) within the track pair (108), and wherein a drive axis (127.2, 127.3) of the motor (121) extends to be offset from the common axis (150) within the track pair (108), and the motor (121) is at least partially arranged within the track pair (108).

2. The longitudinal adjuster (106) according to claim 1, wherein: The common axis (150) is disposed in a cavity (118) formed between the first track and the second track.

3. The longitudinal adjuster (106) according to claim 1 or 2, wherein: The common axis (150) is surrounded by the first track and the second track.

4. The longitudinal adjuster (106) according to any one of the preceding claims, wherein: The drive axes (127.2, 127.3) have a parallel offset (160) or an angular offset (170) relative to a common axis (150) of the transmission unit (122), the coupling (136), the main shaft (132) and the main shaft bearing (140).

5. The longitudinal adjuster (106) according to any one of the preceding claims, wherein: If the drive axes (127.2, 127.3) are offset from the common axis (150), all axes (127.2, 127.3, 150) are arranged in the cavity (118) of the pair of tracks (108).

6. The longitudinal adjuster (106) according to any one of the preceding claims, wherein: A driven shaft (123) serving as an output shaft of a transmission motor unit has an output axis (123.1) which extends in a manner corresponding to the drive axes (127.2, 127.3), these axes forming a transmission motor axis (129) which is arranged offset from the common axis (150).

7. The longitudinal adjuster (106) according to any one of the preceding claims, wherein: The coupling (136) is designed as a compensating coupling or a friction coupling.

8. The longitudinal adjuster (106) according to any one of the preceding claims, wherein: The coupling (136) comprises at least one elastic plastic material element (136.1) and / or a damping element (136.2).

9. A vehicle seat (100) having at least one longitudinal adjuster (106) according to any one of the preceding claims.

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