Rail assembly for seat longitudinal adjustment device of vehicle seat
By designing a track assembly with a shape locking profile and a load roller penetration opening, the problem of the seat longitudinal adjustment device rising up under load is solved, and stable adjustment in the lying position is achieved.
Patent Information
- Application Number
- CN202280098029.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2022-07-13
- Filing Date
- 2022-11-17
- Publication Date
- 2025-02-14
AI Technical Summary
The existing seat longitudinal adjustment device may cause the front edge of the upper track to rise from the bottom of the lower track under load conditions, especially in the vehicle seat lying on the back position, resulting in high or unachievable seat longitudinal adjustment force.
A track assembly is designed, including an upper and lower track with a shaped locking profile. The upper track has a load roller and a guide roller. The load roller is attached to the support edge through the penetration opening. The guide roller rolls on the support edge to ensure lying on the back. Stable adjustment can still be achieved in position.
The same moving force is achieved in the vehicle seat lying on its back, avoiding the upper track flip or pivot, and ensuring the stability and efficiency of longitudinal adjustment of the seat.
Smart Images
Figure CN119451860A_ABST
Abstract
Description
Technical Field
[0001] The invention relates to a rail assembly for a longitudinal seat adjustment device for a vehicle seat, the rail assembly having a lower rail for fastening to a vehicle floor and an upper rail for coupling to a vehicle seat and inserted into the lower rail in a form-locking manner. The invention also relates to a longitudinal seat adjustment device and a vehicle seat having such a rail assembly. Background Art
[0002] Front vehicle seats in motor vehicles, in particular the driver's seat, are typically designed to be longitudinally adjustable in the longitudinal direction (X) of the vehicle in order to enable vehicle users of different heights to operate the pedals for the accelerator, brake and possibly the clutch in a good manner. Such vehicle seats can therefore be adjusted horizontally forwards and backwards. For this purpose, the vehicle seat is coupled to a manual or electric longitudinal seat adjustment device.
[0003] Such a longitudinal seat adjustment device has a rail assembly as a guide, which has at least two seat rails (guide rails, longitudinal adjustment rails). The seat rails are also referred to as upper rails and lower rails, wherein the lower rail is fixedly fastened to the vehicle floor and the upper rail coupled to the vehicle seat is supported in the lower rail in a movable manner via guide elements. Since the lower rail extends substantially over the entire adjustment path, it is usually referred to as a long (seat) rail.
[0004] The upper rail here usually has load-bearing load rollers as guide elements, which are guided on the rail base of the lower rail and substantially support the weight of the vehicle seat and the vehicle user sitting on the vehicle seat relative to the lower rail. In addition, the upper rail usually has so-called guide rollers as guide elements to improve play-freeness and stability, by means of which the upper rail is guided or supported, for example, on the lateral inner walls of the lower rail. The guide rollers can also be regarded as compensating rollers for bracing the upper rail in the lower rail.
[0005] Currently, the play-free nature of the seat rails is achieved by pre-tensioning the rail profiles. However, the pre-tensioning force can overload the guide elements of the upper rail, in particular the guide rollers. Therefore, typically only a low pre-tensioning force is generated in order to avoid such overloading of the upper rail guide rollers as much as possible. However, the pre-tensioning force reduced in this way can have the effect that in long (lower) rails, under load, especially in the recumbent position of the vehicle seat, the front edge of the upper rail rises from the rail bottom of the lower rail due to the torque acting thereby. In other words, it can happen that the upper rail tilts or pivots within the lower rail. In this loaded state, longitudinal adjustment of the seat can only be achieved with a higher expenditure of force, or even not at all. Summary of the invention
[0006] The object of the present invention is to specify a particularly suitable rail assembly for a longitudinal seat adjustment. In particular, the displacement forces for seat adjustment should be as independent of the seat position of the vehicle seat as possible. Preferably, displacement forces which are as identical as possible should be achieved when the vehicle seat is adjusted longitudinally into an upright position and a reclined position. The object of the present invention is also to specify a particularly suitable longitudinal seat adjustment for a vehicle seat and a particularly suitable vehicle seat.
[0007] According to the invention, this object is achieved with respect to the rail assembly by means of the features of claim 1 or claim 9, with respect to the longitudinal seat adjustment by means of the features of claim 31, and with respect to the vehicle seat by means of the features of claim 32. Advantageous embodiments and improvements are the subject matter of the dependent claims.
[0008] The advantages and embodiments listed for the rail assembly can also be transferred to the longitudinal seat adjustment device and / or the vehicle seat, and vice versa. Here and below, the conjunction "and / or" is to be understood as meaning that the features connected by this conjunction can not only be formed together, but also can be formed alternatively to each other.
[0009] The track assembly according to the present invention is configured and suitable and is set up as a longitudinal seat adjustment device for a vehicle seat. The track assembly has a seat track pair, which has a fixed lower track (long track) and an upper track that can move relative to the lower track. The lower track is fixed to the vehicle floor or vehicle frame of the motor vehicle in the installed state, wherein the upper track is coupled to the vehicle seat. Here, the upper track can be coupled to the vehicle seat, for example, via a seat height adjustment mechanism. The upper track is inserted into the lower track in a form-locking manner. In other words, the upper track is inserted or moved into the lower track in a form-locking manner.
[0010] A "positive fit" or a "positive connection" between at least two parts connected to one another is understood here and hereinafter to mean in particular that the parts connected to one another are held together at least in one direction by direct interlocking engagement of the contours of the parts themselves or by indirect interlocking engagement via additional connecting parts. The "blocking" of relative movement in this direction is caused by the shape.
[0011] In the following, the description of the spatial directions is also explained, in particular in the coordinate system of the motor vehicle (vehicle coordinate system) with respect to an exemplary installation situation of a front vehicle seat, for example a driver's seat. The transverse axis (X axis, X direction) is oriented in the longitudinal direction of the vehicle (direction of travel), the longitudinal axis (Y axis, Y direction) is oriented in the transverse direction of the vehicle, and the vertical axis (Z axis, Z direction) is oriented at the height of the vehicle.
[0012] In the installed or installed state, the lower rail is oriented in a horizontal rail longitudinal direction parallel to the vehicle longitudinal direction (X), wherein the upper rail is arranged so as to be (linearly) movable in the rail longitudinal direction. The positive connection between the upper rail and the lower rail takes place in particular in the vertical rail height direction of the rail assembly (i.e. in the vehicle height direction Z) and in the rail transverse direction (i.e. in the vehicle transverse direction Y).
[0013] The upper rail has a plurality of load-bearing load rollers, by means of which the upper rail is supported on the rail base of the lower rail in a manner that it can be displaced in the longitudinal direction of the rail. Here, for example, the upper rail has a front load roller pair and a rear load roller pair. The terms "front" or "front side" here and below refer in particular to an arrangement that is oriented toward the front side of the vehicle in the installed state, wherein the terms "rear" or "rear side" respectively refer to an arrangement that is oriented toward the rear side of the vehicle in the installed state.
[0014] The lower rail is designed, for example, as a hollow profile with a longitudinal profile gap arranged on the upper side, i.e. opposite to the rail base. The upper rail is at least partially inserted into the longitudinal profile gap. The lower rail and the upper rail have interlocking form-fitting profiles for achieving a form-fitting connection in the transverse direction of the rail and in the height direction of the rail. The form-fitting profile thus prevents the upper rail from undesirably sliding out of the lower rail, in particular in the event of a (vehicle) collision. The form-fitting profile is therefore also referred to as a (crash) arresting profile.
[0015] The form-locking profile of the upper rail is arranged at least in sections in the area of the load rollers and passes through these load rollers. In other words, the form-locking profile has horizontally oriented sections, which are arranged above the rotation axis of the load rollers. According to the present invention, the form-locking profile has through-openings for the respectively assigned load rollers, especially in the horizontally traversed sections. For example, the through-openings implemented as recesses (cuts, notches) are at least partially passed through by the corresponding load rollers, or can be passed through under load. Therefore, the load rollers are embedded in the through-openings at least under load, so that at least a part of the load rollers protrudes beyond the opposite opening edges of the through-openings in the vertical direction (track height direction). In other words, the form-locking profile of the upper rail has holes or windows for accommodating the load rollers.
[0016] According to the invention, the lower rail has a support edge facing the rail base, which is arranged in the rail height direction in alignment with the load roller or the through-opening. The load roller can thus rest against the support edge and thus against the lower rail. The support edge is thus designed in particular as an active surface for the load roller. This results in a particularly suitable rail assembly. In particular, the load roller is thus designed in a dual-action manner, since it is guided on the rail base and / or the support edge.
[0017] In a preferred embodiment, the load roller is arranged spaced apart from the support edge in the unloaded state of the rail assembly. In other words, a gap is provided, i.e. a clear distance is provided between the (active) surface of the load roller and the support edge. This means that in the installed state, only a certain preload force acts between the lower rail and the upper rail, so that the guide elements of the upper rail are not overloaded. Therefore, there is a certain amount of play between the lower rail and the upper rail.
[0018] Therefore, in the unloaded state, the load roller is guided only on the track bottom. In the case of a load in which the upper track pivots in the direction of the track height inside the lower track, at least a part of the load roller rises from the track bottom. Such a load or loaded situation occurs, for example, due to the torque generated when the vehicle seat carried by the track assembly is in a lying position, wherein in particular, the front load roller of the upper track rises. The load roller here comes into contact with the support edge through the through opening, so that the load roller can roll on the active surface of the support edge. It is thus possible that when the upper track flips over under overload or under load, the load-bearing front guide roller rises slightly and is supported on the lower track. When adjusting the track in this state, the guide roller can therefore roll on the support edge of the lower track, so that the longitudinal adjustment of the seat can be achieved without increasing the displacement force. Therefore, in particular, even in the case of a low preload of the track assembly for clearance compensation, it is possible to adjust the upper track in an overloaded state in a lying position. Here, compared with the displacement force in the upright position of the vehicle seat, the displacement force remains essentially unchanged. The rail assembly thus has a new function, namely longitudinal adjustment of the seat when the vehicle seat is in the reclining position, without requiring any additional components.
[0019] In a conceivable embodiment, the longitudinal edges of the longitudinal slots of the profile are bent into (crash) catcher hooks, which interlock with the (crash) catcher hooks formed on the upper rail in a form-fitting manner. These catcher hooks form a form-fitting profile. By implementing as catcher hooks, a particularly stable and crash-safe rail assembly is achieved.
[0020] In a suitable construction, the intercepting hook is bent into a roughly U-shape in cross section, wherein the horizontal U-shaped side is oriented parallel to the rail transverse direction and the vertical U-shaped side is oriented parallel to the rail height direction. The intercepting hooks are interlaced here so that the vertical U-shaped sides that are respectively free are respectively embedded in the other U-shaped opening. The intercepting profile of the lower track has, for example, a U-shape or a U-shaped opening that is open downwards, i.e., directed toward the rail bottom, wherein the U-shape or the U-shaped opening of the upper track is directed upwards in the direction of the vehicle seat.
[0021] In a suitable development, the through-opening is introduced in the region of the horizontal U-shaped side of the intercepting hook on the upper rail side. The through-opening can also extend into the vertical U-shaped side. The horizontal U-shaped side essentially forms the section of the intercepting hook that passes through the load roller, so that a reliable passage for the load roller is achieved by the arrangement of the through-opening in this region.
[0022] In an advantageous embodiment, the end side of the intercepting hook on the lower rail side, which is located on the free vertical U-shaped side, forms a supporting edge or an engagement surface for the load roller. Thus, a particularly compact and effective arrangement in terms of structural space is achieved.
[0023] In order to improve the running stability, the upper rail has in particular a plurality of obliquely oriented guide rollers which bear against the obliquely oriented side walls of the lower rail. In the installed state, a bearing part arranged (fastened) on the upper rail is provided, which allows for the articulation of an adjustment part of the vehicle seat, for example an adjustment lever of a seat adjustment device or a belt buckle of a seat belt.
[0024] The adjustment part, which is articulated (pivotably) on the bearing part of the upper rail, is the motor vehicle part into which the forces which arise in the event of a crash are introduced, for example by a vehicle occupant sitting on a corresponding motor vehicle seat.
[0025] If the adjustment part is, for example, a belt buckle for a seat belt of a vehicle seat (which can be adapted to the respective vehicle occupant by adjusting the effective belt length), the belt force acting on the belt buckle will increase in the event of a crash when the vehicle occupant on the vehicle seat is caught by the seat belt. Therefore, when the seat with integrated belt is used as a vehicle seat, the upper rail and the lower rail must be mechanically more stable with a higher material thickness. However, this will also increase the preload force, which can lead to overloading of the guide rollers.
[0026] Therefore, an additional or further aspect of the present invention provides that the guide roller is elastically supported. By the springing of the guide roller, it is avoided that the guide roller is overloaded during the profile preload for compensating the tolerance and play of the track assembly.
[0027] In a particularly suitable embodiment, the upper rail has a mechanically stable rail body, on which a guide carriage with two load rollers and two curved spring tongues is arranged at the opposite ends, wherein the guide rollers are arranged on the spring tongues. This achieves a particularly advantageous distribution of functions, wherein the contradictory requirements for the upper rail, namely high rigidity in the event of a crash and at the same time the highest possible elasticity for play-free prestressing, are distributed between the rail body and the guide carriage. The upper rail is therefore composed of a plurality of components, which are preferably designed in accordance with the respective requirements in terms of geometry and material without compromise. The upper rail is therefore embodied in particular as an upper rail structural component.
[0028] For example, the rail body, which is roughly U-shaped in cross section, forms a part of the upper rail with the collision-related boundary and is made of a relatively thick and strong material. The rail body is connected to two guide carriages. The guide carriages are respectively equipped with load-bearing load rollers and inclined guide rollers, wherein a reliable springing of the guide rollers is achieved by the elastic embodiment of the spring tongue. The spring tongue or its material is designed here according to the desired or defined (profile) preload. Preferably, the parts of the upper rail structural assembly are all slender in function and are arranged nested in each other in a compact structural space.
[0029] According to a preferred independent solution to the object, a rail assembly for a longitudinal seat adjustment device of a vehicle seat is proposed, the rail assembly having a lower rail for fastening to a vehicle floor and an upper rail inserted, preferably in a form-fitting or partially form-fitting manner, in the lower rail for coupling to the vehicle seat.
[0030] - wherein the upper rail has at least one load roller, by means of which the upper rail is supported on the rail base of the lower rail so as to be movable in the longitudinal direction of the rail,
[0031] - wherein the lower rail has a longitudinal slit in the profile,
[0032] - wherein the upper track comprises a track body and at least two guide slides, wherein the at least two guide slides are respectively connected to the track body, and
[0033] - wherein at least one load roller and at least one guide roller are rotatably mounted on each guide carriage.
[0034] Optionally, the lower rail and the upper rail can have interlocking positive locking profiles. Further optionally, the positive locking profile of the upper rail can pass through at least one load roller.
[0035] Each guide carriage has a carriage body to which a load roller and a guide roller are rotatably connected.
[0036] The design according to the invention of this track assembly with a multi-piece upper track has the advantage that functional separation is achieved by dividing the upper track into a track body and at least two guide carriages. Due to this modular structure, different variants of the upper track can be formed more simply. The preferably continuous track body is the component that carries the load in the event of a collision, wherein the guide carriage is mainly used to guide the upper track in the lower track. Therefore, the number of guide carriages can also be related to the total length provided for the upper track. Depending on the length and the required strength, different track bodies and guide carriages can also be combined with each other in order to provide a complete upper track.
[0037] In order to establish a better guidance of the upper rail in the lower rail, at least one of the guide carriages can have two load rollers and / or two guide rollers. Preferably, the load rollers can be designed as load rollers arranged in pairs on opposite side walls of the carriage body and / or the guide rollers can be designed as guide rollers arranged in pairs on opposite side walls of the carriage body. It is particularly advantageous here if two rollers of different types are arranged on the guide carriage, i.e. in particular on the carriage body. The guide carriage thus forms a finished structural component, wherein during installation it is no longer necessary to coordinate the orientation of the two roller types with respect to each other.
[0038] According to an advantageous development, the rotational axis of the load roller and the rotational axis of the guide roller can be arranged at an angle offset to one another, preferably wherein an angle of less than 90 degrees exists between the rotational axes.
[0039] In order to establish an optimal guidance of the upper rail in the lower rail, at least one load roller and at least one guide roller can be rotatably mounted on two of the at least two guide carriages. Preferably, each guide carriage has a pair of guide rollers and a pair of load rollers.
[0040] In order to improve the smooth running of the upper rail inside the lower rail, at least two guide carriages can be arranged at a distance from each other, in particular welded and / or screwed to the rail body. Thus, in the region of the guide carriages, the upper rail can have a greater wall thickness than in the region without guide carriages, i.e. in the region preferably formed by the rail body.
[0041] Alternatively or additionally, in order to improve smooth running, it can be provided that at least two guide carriages are respectively arranged in an end section of the rail body. Preferably, at least two guide carriages are arranged on two different end sections of the rail body.
[0042] In order to reduce the production costs, it can be provided that the rail body is designed to be longer in the longitudinal direction of the rail than the guide carriage.
[0043] According to a particularly advantageous embodiment, it can be provided that the length of the upper rail in the longitudinal direction of the rail is determined by the length of the rail body.
[0044] In order to reduce the manufacturing costs, according to another advantageous design, it can be provided that the diameter of the load roller is respectively larger than the diameter of the guide roller. Alternatively, the guide roller and the load roller can also have the same diameter. This has the advantage of using the same parts.
[0045] According to a particularly advantageous development, it can be provided that at least one load roller and at least one guide roller are rotatably connected to mutually decoupled sections of the carriage body. In particular, the sections can be decoupled from one another by at least one gap. Preferably, the sections can be formed by two side walls of the carriage body separated from one another by the gap. It is thus possible to provide different supports and / or load deflections via the sections.
[0046] According to another preferred embodiment, it can be provided that the section of the carriage body that carries at least one load roller has a U-shaped profile in cross section. Thus, a dimensionally stable and still inexpensive carrying structure can be provided.
[0047] According to another preferred embodiment, it can be provided that the section of the carriage body carrying the at least one guide roller has a W-shaped profile in cross section and / or that the section of the carriage body carrying the at least one guide roller has a spring tongue. Thus, an at least partially elastic section for connecting the guide roller can be provided in a simple and inexpensive manner.
[0048] In order to improve the load absorption of the upper rail and the bracing of the upper rail in the lower rail, the section of the carriage body carrying the at least one load roller, preferably the side wall assigned to it, and the section of the carriage body carrying the at least one guide roller, preferably the side wall assigned to it, can be oriented in different directions. Preferably, these sections can be oriented in opposite or nearly opposite directions.
[0049] According to an advantageous development, the section of the carriage body carrying the at least one load roller, preferably the side wall associated with this section, can extend downward.
[0050] According to a further advantageous development, the section of the carriage body carrying the at least one guide roller, preferably the side wall associated with this section, can be extended upward.
[0051] According to a particularly preferred embodiment, at least one load roller can be designed for load absorption and at least one guide roller can be designed for bracing the upper rail against the lower rail. For example, the guide roller can be designed for improved play compensation by connecting the guide roller to a spring element, preferably to the free end of the spring element. For example, the side wall of the section carrying the guide roller can be designed as a spring element.
[0052] In order to bring about specific desired properties in the upper rail in a simple and inexpensive manner, the carriage body can be made of a different material than the rail body. Alternatively or in addition, the carriage body and the rail body can have different material thicknesses and / or different flexibilities. Thus, different functions can be fulfilled by the rail body and the carriage body, wherein the upper rail connected to form a structural assembly or a partial structural assembly fulfills both functions. The rail body is a load-bearing structure, while the carriage body is a gap-free structure.
[0053] It can be particularly advantageous if the spring characteristic curve of the segments of the carriage body is defined by the extension of the respective segment in the longitudinal direction of the track and / or if the segment carrying at least one load roller has a wider or the same extension in the longitudinal direction of the track than the segment of the carriage body carrying at least one guide roller. Thus, by using a uniform base body for forming the carriage body and by forming the segments from this base body as required, segments with the desired characteristics can be formed without requiring a combination of different base bodies. For example, a U-shaped profile can be used as the base body, which is divided into at least two segments, preferably into three segments, wherein the side walls of these regions can be differently shaped and / or bent differently. This allows the carriage body to be produced inexpensively from a one-piece and / or integral base body.
[0054] According to a further development, the side walls of the section of the carriage body carrying at least one load roller and the side walls of the section carrying at least one guide roller can have the same, preferably constant material thickness. This enables simple and inexpensive production of the guide carriage from a uniform material.
[0055] According to a further development, the side wall of the section of the carriage body that carries the at least one load roller and the side wall of the section that carries the at least one guide roller can have different material thicknesses.
[0056] It can be provided that the load rollers are attached in pairs to opposite side walls of the section of the carriage body carrying the load rollers, wherein the axes of the two load rollers are spaced apart from one another, in particular so that a free space, in particular an axis-free space, is formed within the guide carriage between the attachment points and / or the side walls. This has the advantage that, compared to a design with a continuous axis, additional structural space is provided between the rollers, in particular between the side walls of the load rollers of the carriage body.
[0057] According to a further advantageous embodiment, it can be provided that at least one functional unit, in particular at least one functional unit selected from a transmission and / or a locking device and / or a damper, is arranged on the rail body and / or between the guide carriages. Thus, more space is available for the arrangement of the functional unit than when the functional unit is arranged in the guide carriage.
[0058] The longitudinal seat adjustment device according to the invention is provided and suitable and is set up for a vehicle seat, in particular a front vehicle seat, of a motor vehicle. The longitudinal seat adjustment device here has the above-mentioned rail assembly. The rail assembly realizes a particularly suitable longitudinal seat adjustment device, wherein a reliable and simple longitudinal seat adjustment can also be realized in the reclining position of the vehicle seat.
[0059] The vehicle seat according to the present invention is in particular a front seat of a motor vehicle. Here, the vehicle seat has the above-mentioned longitudinal seat adjustment device or the above-mentioned track assembly. Thus, a particularly suitable vehicle seat is achieved. BRIEF DESCRIPTION OF THE DRAWINGS
[0060] Embodiments of the present invention are explained in detail below with the aid of the accompanying drawings.
[0061] Figure 1 A vehicle seat and a vehicle user are shown in side view;
[0062] Figure 2 A rail assembly of a longitudinal seat adjustment device of a vehicle seat is shown in a perspective view;
[0063] Figure 3 An upper track of a track assembly is shown in perspective view;
[0064] Figure 4 The upper track is shown in side view;
[0065] Figure 5 The upper track is shown in exploded perspective;
[0066] Figure 6 The guide carriage of the upper track is shown in a perspective view; and
[0067] Figure 7 The track assembly is shown in cross-section.
[0068] In all the figures, parts and dimensions which correspond to one another are always provided with the same reference symbols. DETAILED DESCRIPTION
[0069] Figure 1 The frame of a vehicle seat 2 without a seat cushion and a seat cover and a vehicle user 4 sitting on the vehicle seat are shown. The vehicle seat 2 has a seating portion 6 and a flip-up seat back (rear backrest) 8. Figure 1 The vehicle seat 2 is shown in the reclining position and the seat back 8 tilted backwards.
[0070] In the following, the description of the spatial directions is also described, in particular, in the coordinate system of the motor vehicle (vehicle coordinate system) with respect to an exemplary installation situation of a front vehicle seat, for example a driver's seat. The transverse axis (X axis, X direction) is oriented in the longitudinal direction of the vehicle (direction of travel), the longitudinal axis (Y axis, Y direction) is oriented in the transverse direction of the vehicle, and the vertical axis (Z axis, Z direction) is oriented at the height of the vehicle.
[0071] The vehicle seat 2 has a floor structure component in the form of an electric longitudinal seat adjustment device 10. The longitudinal seat adjustment device 10 has an electric motor 12 as part of a spindle drive (not shown in detail) and a rail component 14.
[0072] exist Figure 2 The rail assembly 14 shown separately in the figure has a lower rail 16 designed as a long rail and an upper rail 18 supported in the lower rail in a movable manner. The lower rail 16 is fixed to the vehicle floor or vehicle frame of the motor vehicle in the installed state, wherein the upper rail 18 is articulatedly coupled to the seating part 6 via a seat substructure 20. For example, the seat substructure 20 is designed as a seat height adjustment device.
[0073] In the installed or installed state, the lower rail 16 is oriented in a horizontal rail longitudinal direction L parallel to the vehicle longitudinal direction (X), wherein the upper rail 18 is arranged so as to be (linearly) movable in the rail longitudinal direction L. The rail height direction H is oriented parallel to the vehicle height direction Z, wherein the rail transverse direction Q is arranged parallel to the vehicle longitudinal direction Y.
[0074] The lower track 16 is implemented as a hollow profile, which has a track bottom 22 and side walls 24 and a profile longitudinal gap 26 on the upper side, that is, arranged opposite to the track bottom 22. The edge of the side wall 24 that laterally limits the profile longitudinal gap 26 is bent into a (collision) interception hook 28 in a U-shape. The U-shape of the interception hook 28 is open downward in the direction of the track bottom 22, which means that the vertical U-shaped side is arranged below the horizontal U-shaped side. The vertical U-shaped side arranged on the outside in the track transverse direction Q is formed by the side wall 24, wherein the inner vertical U-shaped side is independent and laterally limits the profile longitudinal gap 26.
[0075] The side walls 24 each have a section oriented vertically in the rail height direction H and a section adjusted or tilted inwardly relative to the section in the rail transverse direction Q and have inwardly bent intercepting hooks 28 on the free end side.
[0076] Below with the help of Figures 3 to 6 The structure of the upper rail 18 will be described in detail.
[0077] As especially in Figure 5As can be seen in the drawing, the upper rail 18 is embodied as a multi-part upper rail structural component having a rail body 30 and two guide carriages 32. The rail body 30 is embodied from a relatively stable and mechanically rigid material.
[0078] The elongated rail body 30 extends in the rail longitudinal direction L and has a substantially U-shaped cross-sectional shape in a section plane QH oriented perpendicularly to the rail longitudinal direction, wherein the U-shape is oriented open toward the rail base 22 in the installed state. In this case, the guide carriage 32 is arranged at the opposite end side of the rail body 30 in a substantially space-compact nested manner in the U-shaped opening of the rail body 30.
[0079] The vertical U-shaped legs of the rail body 30 are bent upwards in a U-shaped manner in the region of the guide carriage 32 and form an upper rail-side intercepting hook 34 .
[0080] The vertical U-shaped side of the rail body 30 has a projection 36 oriented outwardly on the free end side between the intercepting hooks 34, so that the vertical U-shaped side of the rail body 30 is approximately L-shaped in the middle area of the rail body 30. The projection 36 is used here to support the rail body 30 vertically on the rail base 22 when subjected to vertical overloads.
[0081] Figure 6 The guide carriage 32 shown separately in the drawing has a carriage body 38 which is approximately U-shaped at least in sections. The carriage body 38 is made of a material that is more elastic than the material of the rail body 30. The rail body 30 and the carriage body 38 can also be made of the same material, wherein the rail body 30 and the carriage body 38 have different thicknesses or material thicknesses, so that the rail body 30 is preferably always more stable or more rigid than the carriage body 38. For example, an embodiment in which the rail body 30 and the carriage body 38 are made of the same material with the same material thickness is also conceivable.
[0082] The carriage body 38 is spliced, in particular screwed, to the horizontal U-shaped side of the rail body 30 at the horizontal U-shaped side. For this purpose, the carriage body 38 and the rail body 30 have aligned mounting openings 40 in the region of the horizontal U-shaped side. Alternatively, the carriage body 38 can be welded or riveted to the rail body 30. In welding, the mounting opening 40 implemented as a hole is used, for example, to position the part in a welding device.
[0083] The carriage bodies 38 each have two load-bearing load rollers 42 , which are each arranged rotatably opposite one another on one of the vertical U-shaped legs.
[0084] The carriage body 38 can have essentially at least two sections that follow one another in the longitudinal direction L of the rail. The sections are decoupled from one another, for example, by gaps between the side walls of the sections. A guide roller 46 and a load roller 42 are rotatably mounted on each side wall of the sections. The section that carries the load roller 42 is connected to the section that carries the guide roller 46 via an uninterrupted connection region. The guide roller 46 can be arranged on a spring tongue 44, which will be described in more detail below.
[0085] According to the embodiment variant shown in the figures, the carriage body 38 has three substantially equal length sections that follow one another in the rail longitudinal direction L. The outer sections are substantially identical in design, with the load rollers 42 being arranged on the sections that are oriented in the direction of the respective ends of the rail body 30. In the middle section, the vertical U-shaped legs of the carriage body 38 are freely configured as spring tongues 44 and are bent outward and upward.
[0086] The spring tongue 44 is bent at an angle relative to the vertical U-shaped side of the carriage body 38. For example, the spring tongue 44 has an angle of less than 90°, in particular less than 75°, preferably about 45° relative to the rail height direction H. The guide rollers 46 are rotatably mounted on the free end side of the spring tongue 44. The guide rollers 46 are in the installed state against the obliquely oriented section of the side wall 24 ( Figure 7 ). The guide roller 46 is arranged on the side wall 24 in an especially elastic manner by means of the embodiment of the spring tongue 44. Figure 3 As can be seen in FIG. 4 , the spring tongue 44 is bent in such a way that it engages around the arresting hook 34 on the outside, so that the guide roller 46 is arranged outside the arresting hook 34 without collision.
[0087] In the installed state, the load roller 42 is arranged below the interception hook 34. The load roller 42 is arranged in particular below the horizontal U-shaped side of the interception hook 34 in the track height direction H. Here, the through opening 48 is introduced into the interception hook 34 as a cutout or notch, in particular in the outer vertical U-shaped side and the horizontal U-shaped side, and the load roller 42 is embedded in the through opening in sections. In particular, the load roller 42 passes through the through opening 48 of the interception hook 34 in sections, so that the load roller 42 stands in sections in the track height direction H and protrudes from the horizontal U-shaped side ( Figure 7 ).
[0088] As especially in Figure 7As can be seen in the figure, the upper rail 18 is inserted into the lower rail 16 in a form-locking manner. The form-locking is particularly oriented along the vertical rail height direction H (i.e., along the vehicle height direction Z) and along the rail transverse direction Q (i.e., along the vehicle transverse direction Y) of the rail assembly 14. In order to achieve this form-locking, the interception hooks 28 and 34 are interlaced as form-locking profiles, so that the vertical U-shaped sides that are respectively free (inner) are respectively embedded in the other U-shaped opening. The end faces of the interception hooks 28 that are on the free vertical U-shaped sides are arranged opposite to the active faces of the load rollers 42 or axially aligned. Here, the end faces respectively form the support edges 50 of the lower rail 16 for the guide rollers 42 of the upper rail 18.
[0089] In the unloaded state of the rail assembly 14 , the effective surface of the load roller 42 is arranged at a distance from the effective surface of the support edge 50 . Therefore, in the unloaded state, the load roller 42 is guided only on the rail base 22 .
[0090] In the reclining position of the vehicle seat 2, the weight of the vehicle user 4 causes a gravity G to act on the rear portion of the upper rail 18. The gravity G therefore acts offset relative to the center of gravity of the upper rail 18, thereby generating a torque. This torque causes the front portion of the upper rail 18 to pivot upward. This pivoting Figure 1 This is indicated by arrow 52 .
[0091] Due to the loading with the gravity G, the upper rail 18 is pivoted in the rail height direction H inside the lower rail 16, so that the front load roller 42 is lifted from the rail base 22. The load roller 42 thus comes into contact with the support edge 50 via the through opening 48, so that the load roller 42 is supported on the support edge 50 and can roll along these support edges. It is thus possible that when the upper rail 18 is tilted under overload or load, the load-bearing front guide roller 42 is slightly lifted and supported on the lower rail 16. When the upper rail 18 is adjusted in this state, the guide roller 42 can therefore roll on the support edge 50 of the lower rail 16, so that the longitudinal adjustment of the seat can be achieved without increasing the displacement force. In particular, it is thus possible to adjust the upper rail 16 in the recumbent position of the vehicle seat 2 even in the case of a low preload of the rail assembly 14 for play compensation.
[0092] The claimed invention is not limited to the above-described embodiments. On the contrary, without departing from the subject matter of the claimed invention, a person skilled in the art can also derive other variants of the invention within the scope of the disclosed claims. In particular, without departing from the subject matter of the claimed invention, all individual features described in conjunction with the embodiments can also be combined in other ways within the scope of the disclosed claims.
[0093] In particular, the embodiment of the upper rail 18 is itself inventive and is therefore an invention per se.
[0094] Reference numerals list
[0095] 2 Vehicle seats
[0096] 4 Vehicle users
[0097] 6. Ride Section
[0098] 8 Seat back
[0099] 10 Seat longitudinal adjustment device
[0100] 12 Electric motor
[0101] 14 Track Components
[0102] 16 Lower track
[0103] 18 On Track
[0104] 20 Seat substructure
[0105] 22 Track bottom
[0106] 24 Sidewall
[0107] 26 Profile longitudinal gap
[0108] 28 Interceptor Hook
[0109] 30 track body
[0110] 32 Guide carriage
[0111] 34 Interceptor Hook
[0112] 36 protrusion
[0113] 38 Slide body
[0114] 40 Mounting opening
[0115] 42 Load Roller
[0116] 44 Spring tongue
[0117] 46 guide roller
[0118] 48 through opening
[0119] 50 Support Edge
[0120] 52 Arrows
[0121] X Longitudinal direction of vehicle
[0122] Y vehicle lateral direction
[0123] Z vehicle height direction
[0124] L track longitudinal direction
[0125] Q track transverse direction
[0126] H track height direction
[0127] G-Gravity
Claims
1. A rail assembly (14) for a longitudinal seat adjustment device (10) for a vehicle seat (2), the rail assembly comprising a lower rail (16) for fastening to a vehicle floor and an upper rail (18) for coupling to the vehicle seat (2) and preferably inserted in a form-fitting or partially form-fitting manner in the lower rail, - in, The upper rail (18) has a plurality of load rollers (42), by means of which the upper rail (18) is supported on the rail base (22) of the lower rail (16) in a manner that allows displacement in the rail longitudinal direction (L). - wherein the lower rail (16) has a profile longitudinal gap (26), - wherein the lower rail (16) and the upper rail (18) have form-locking contours (28, 34) that are interlocked and interlocked with each other, - wherein the positive locking contour (34) of the upper rail (18) passes through the load roller (42) and has a through-opening (48) in the region of the load roller (42), which is at least partially penetrated by the load roller (42) or can be penetrated under load, and - wherein the lower rail (16) has a support edge (50) facing the rail base (22), which is arranged in alignment with the load roller (42) in the rail height direction (H).
2. The track assembly (14) according to claim 1, It is characterized in that The load roller (42) is arranged at a distance from the supporting edge (50) in an unloaded state.
3. The track assembly (14) according to claim 1 or 2, It is characterized in that The longitudinal edges of the longitudinal profile slots (26) are bent into catch hooks (28) which interlock in a form-fitting manner with catch hooks (34) integrally formed on the upper rail (18) as a form-fitting contour.
4. The track assembly (14) according to claim 3, It is characterized in that The intercepting hooks (28, 34) of the lower rail (16) and the upper rail (18) are bent in a U-shape and interlocked so that the vertical U-shaped sides that are respectively free are respectively engaged in the other U-shaped opening.
5. The track assembly (14) according to claim 4, It is characterized in that The through-opening (48) is introduced into the region of the horizontal U-shaped side of the intercepting hook (34) of the upper rail (18).
6. The track assembly (14) according to claim 4 or 5, It is characterized in that The end side of the lower rail-side intercepting hook (28) on the free vertical U-shaped side forms the supporting edge (50).
7. The track assembly (14) according to any one of claims 1 to 6, It is characterized in that The upper rail (18) has a plurality of obliquely oriented guide rollers (46) which bear elastically against the obliquely oriented side walls (24) of the lower rail (16).
8. The track assembly (14) according to claim 7, It is characterized in that The upper rail (18) has a mechanically stable rail body (30), on which a guide carriage (32) having two load rollers (42) and two bent spring tongues (44) is arranged at opposite ends, wherein the guide rollers (46) are arranged on the spring tongues (44).
9. A rail assembly (14) for a longitudinal seat adjustment device (10) of a vehicle (2), in particular a rail assembly according to any of the preceding claims, comprising a lower rail (16) for fastening to a vehicle floor and an upper rail (18) for coupling to the vehicle seat (2), which is preferably inserted in a form-fitting or partially form-fitting manner in the lower rail, - in, The upper rail (18) has at least one load roller (42), by means of which the upper rail (18) is supported on the rail base (22) of the lower rail (16) in a manner that allows displacement in the rail longitudinal direction (L). - wherein the lower rail (16) has a profile longitudinal gap (26), - wherein the upper track (18) comprises a track body (30) and at least two guide slides (32), wherein the at least two guide slides (32) are respectively connected to the track body (30), and - wherein at least one load roller (42) and at least one guide roller (46) are rotatably mounted on each guide carriage (32).
10. Track assembly (14) according to any one of the preceding claims, characterized in that At least one guide carriage (32) has two load rollers (42) and / or two guide rollers (46), preferably wherein the load rollers (42) are configured as load rollers (42) arranged in pairs on opposite side walls of the carriage body (38), and / or wherein the guide rollers (46) are configured as guide rollers (46) arranged in pairs on opposite side walls of the carriage body (38).
11. Track assembly (14) according to any one of the preceding claims, characterized in that The rotational axis of the load roller (46) and the rotational axis of the guide roller (46) are arranged at an angle offset to one another, preferably wherein an angle of less than 90 degrees exists between the rotational axes.
12. Track assembly (14) according to any one of the preceding claims, characterized in that At least one load roller (42) and at least one guide roller (46) are rotatably mounted on two of the at least two guide carriages (32).
13. Track assembly (14) according to any one of the preceding claims, characterized in that The at least two guide carriages (32) are arranged on the rail body (30) at a distance from each other.
14. Track assembly (14) according to any one of the preceding claims, characterized in that The at least two guide carriages (32) are respectively arranged in end sections of the rail body (30).
15. Track assembly (14) according to any one of the preceding claims, characterized in that The rail body (30) is designed to be longer in the rail longitudinal direction (L) than the guide carriage (32).
16. Track assembly (14) according to any one of the preceding claims, characterized in that The length of the upper rail (18) in the rail longitudinal direction (L) is determined by the length of the rail body (30).
17. Track assembly (14) according to any one of the preceding claims, characterized in that The diameter of the load roller (42) is respectively larger than the diameter of the guide roller (46), or the diameters of the load roller (42) and the guide roller (46) are the same.
18. Track assembly (14) according to any one of the preceding claims, characterized in that The at least one load roller (42) and the at least one guide roller (46) are each rotatably connected to mutually decoupled sections of the carriage body (38), in particular wherein the sections are decoupled from each other by at least one gap, preferably wherein the sections are formed by side walls of the carriage body (38) separated by the gap.
19. Track assembly (14) according to any one of the preceding claims, characterized in that The section of the carriage body (38) that carries the at least one load roller (42) is a U-shaped profile in cross section.
20. Track assembly (14) according to any one of the preceding claims, characterized in that The section of the carriage body (38) that carries the at least one guide roller (46) is a W-shaped profile in cross section, and / or the section of the carriage body (38) that carries the at least one guide roller (46) has a spring tongue (44).
21. Track assembly (14) according to any one of the preceding claims, characterized in that The section of the carriage body (38) carrying the at least one load roller (42) and the section of the carriage body (38) carrying the at least one guide roller (46) are oriented in different directions, preferably in opposite or nearly opposite directions.
22. Track assembly (14) according to any one of the preceding claims, characterized in that The section of the carriage body (38) that carries the at least one load roller (42) extends substantially downwardly.
23. Track assembly (14) according to any one of the preceding claims, characterized in that The section of the carriage body (38) that carries the at least one guide roller (46) extends substantially upwards.
24. Track assembly (14) according to any one of the preceding claims, characterized in that The at least one load roller (42) is designed for load absorption, and the at least one guide roller (46) is designed for bracing the upper rail (18) to the lower rail (16), in particular for play compensation.
25. Track assembly (14) according to any one of the preceding claims, characterized in that The carriage body (38) is made of a different material than the rail body (30) and / or has a different material thickness.
26. Track assembly (14) according to any one of the preceding claims, characterized in that The spring characteristic curve of the sections of the carriage body (38) is defined by the extension of the respective section in the longitudinal direction (L) of the track, and / or the section carrying the at least one load roller (42) has a wider or the same extension in the longitudinal direction (L) of the track than the section of the carriage body (38) carrying the at least one guide roller (46).
27. Track assembly (14) according to any one of the preceding claims, characterized in that The side walls of the section of the carriage body (38) that carries the at least one load roller (42) and the side walls of the section that carries the at least one guide roller (46) have the same, preferably constant, material thickness.
28. Track assembly (14) according to any one of the preceding claims, characterized in that The side walls of the section of the carriage body (38) that carries the at least one load roller (42) and the side walls of the section that carries the at least one guide roller (46) have different material thicknesses.
29. Track assembly (14) according to any one of the preceding claims, characterized in that The load rollers (42) are connected in pairs to opposite side walls of a section of the carriage body (38) carrying the load rollers (42), wherein the axes of the two load rollers (42) are spaced apart from one another, in particular so that a free space, in particular an axis-free space, is formed within the guide carriage (32) between the connection points and / or the side walls.
30. Track assembly (14) according to any one of the preceding claims, characterized in that At least one functional unit is arranged on the rail body (30) and / or between the guide carriages (32), in particular at least one functional unit selected from a transmission device and / or a locking device and / or a damper.
31. A longitudinal seat adjustment device (10) for a vehicle seat (2) of a motor vehicle, the longitudinal seat adjustment device having a rail assembly (14) according to any one of claims 1 to 30.
32. A vehicle seat (2) for a motor vehicle, the vehicle seat having a rail assembly (14) according to any one of claims 1 to 30.