Adjusting device for vehicle seat having pivoting element with deformation section

Abstract

The invention relates to an adjusting device for a vehicle seat (1), comprising a first component and a second component that can be adjusted relative to the first component. The pivot element (2) has a sector (20) and a surface element (21) connected to the sector (20) and is pivotable in order to adjust the first component and the second component relative to each other. The adjustment drive (133) has a drivable pinion element (134) which interacts with the sector (20) for pivoting the pivot element (2). The sector (20) has a support section (201), the sector (20) being connected to the surface element (21) on a first side of the deformation section (214), and the support section (201) being designed to support the surface element (21) on a second side of the deformation section (214). When the deformation section (214) deforms due to a loading force acting on the pivot element (2) in a crash situation, the second side of the deformation section (214) is supported on the surface element (21) and / or on one of the first and second components.

Description

Technical Field

[0001] The invention relates to an adjustment device for a vehicle seat according to the preamble of claim 1 . Background Art

[0002] The adjusting device comprises a first component, a second component adjustable relative to the first component, a swinging element and an adjusting drive mechanism. The swinging element comprises a toothed sector and a surface element connected to the toothed sector, and can pivot in order to adjust the first component and the second component relative to each other. The adjusting drive mechanism comprises a drivable pinion element cooperating with the toothed sector for pivoting the swinging element. The surface element of the swinging element comprises a first coupling section coupled to the first component, a second coupling section coupled to the second component, and a deformation section arranged between the first coupling section and the second coupling section.

[0003] Such a pivot element is used to adjustably couple two components of a vehicle seat to one another. For example, in a height adjustment device, the seating part of a vehicle seat can be coupled to a floor component (for example, a longitudinal adjustment device for longitudinal adjustment of a vehicle seat) via a plurality of pivot elements (for example, two pairs of two pivot elements each). The pivot elements of the height adjustment device can be pivoted in order to change the height position of the seating part relative to the floor component in this way. The pivot elements are in operative connection with the adjustment drive and can therefore be pivoted via the adjustment drive.

[0004] In vehicle seats, it is generally necessary to ensure that the load forces are reliably absorbed and dissipated even in the event of high loads, in particular in the event of a crash. In height adjustment devices, in particular, the forces must be supported on a pivoting element operatively connected to the adjustment drive in order to prevent the vehicle seat from moving uncontrollably or even tearing apart in the event of a crash, which could otherwise result in a considerable risk of injury to the vehicle occupants.

[0005] However, efforts are being made here to design the components of the vehicle seat as light and inexpensive as possible in order to enable simple, light and inexpensive production of the vehicle seat.

[0006] Furthermore, in the case of a pivot element (e.g. of a height adjustment device), it may be desirable for the pivot element to be deformable when subjected to a crash load in order to be able to achieve a certain movement of the vehicle seat in the sense of a crumple zone in order to thereby absorb the crash forces and, for example, prevent whiplash injuries to a vehicle occupant. For this purpose, a deformation section may be provided on such a pivot element, at which deformation section the pivot element may be deformed in a defined manner when a crash load occurs.

[0007] The swivel support for a vehicle seat known from DE 199 53 758 C1 has two layers which, in the unloaded state, lie close together but are separated from one another. The layers have different flexural rigidity, wherein the layer with the greater flexural rigidity can be displaced longitudinally by a predetermined distance at at least one contact point, while the layer with the lesser flexural rigidity is designed to bend laterally in the event of an overload. Summary of the invention

[0008] The object of the present invention is to provide an adjustment device for a vehicle seat in which the pivot element can be designed to be lightweight while at the same time enabling the associated components to be connected to one another in a crash-safe manner.

[0009] The object of the invention is achieved by the subject matter having the features of claim 1 .

[0010] Therefore, the tooth segment has a supporting section. The tooth segment is connected to the surface element at a first side of the deformation section. The supporting section is designed to support on the surface element and / or on one of the first component and the second component at a second side of the deformation section when the deformation section is deformed due to load forces acting on the pivot element in a crash situation.

[0011] The swivel element is a component of the adjusting device, via which the associated components can be adjusted relative to one another. The swivel element can swivel relative to at least one of the components and is in operative connection with an adjusting drive mechanism, which is in tooth engagement with a toothed sector of the swivel element via a pinion element. By driving, the pinion element can be rotated relative to the toothed sector and thereby mesh with the teeth of the toothed sector, thereby pivoting the swivel element and thus adjusting the components relative to one another.

[0012] The swivel element has a surface element connected to the toothed sector. The surface element is configured with a first coupling section coupled to the first component and a second coupling section coupled to the second component, and in this way a lever is realized between the components, which can be pivoted by the drive of the adjustment drive in order to adjust the components relative to each other in this way.

[0013] A deformation section is formed on the surface element, which is located between the first coupling section and the second coupling section and enables deformation of the surface element in order to allow deformation and thus a change of position between the coupling sections under increased load conditions, in particular in a crash situation. By means of this deformation, the load forces acting on a user of the vehicle seat in a crash situation can be reduced, for example in order to prevent whiplash injuries in the event of a rear-end collision.

[0014] In order to absorb the load forces both in the event of a frontal and rear impact, so that the vehicle seat remains safely and reliably on the vehicle floor in each impact direction and does not change the seat position to an excessive extent, additional support is currently provided via a toothed segment, which has a supporting section that interacts in a supporting manner with a section of the surface element or with one of the associated components when load forces act in a crash situation. The toothed segment is connected to the surface element on a first side of the deformation section. The supporting section can provide additional support with a section on a further second side of the deformation section and / or one of the components, so that load forces can also be reliably absorbed and conducted away depending on the impact direction.

[0015] In the present case, load forces acting in a crash situation are to be understood as forces which, in a crash situation, lead to a plastic deformation of the deformation section of the surface element, in particular in a frontal or rear-end collision of the vehicle. In a crash situation, the vehicle seat is subject to particularly large load forces which, depending on the direction of the crash, load the vehicle seat forward (in the forward direction) or backward and, accordingly, lead to correspondingly large forces being applied to the user on the vehicle seat.

[0016] In contrast, in normal use, in particular when subjected to typical load forces due to the weight of the user, no (plastic) deformation occurs at the deformation section and thus no (significant) support is provided via the supporting section of the toothed segment.

[0017] For example, the support section can be configured to support the surface element at the second side of the deformation section when the deformation section is deformed due to the load forces acting on the swing element in a frontal collision. The tooth sector is fastened to the surface element and is arranged on the surface element at the first side of the deformation section for this purpose. The tooth sector spans the deformation section so that in a frontal collision, the support section can provide support on the surface element at the second side of the deformation section facing away from the first side. Therefore, in a frontal collision, the tooth sector spans the deformation section and thereby prevents excessive deformation of the deformation section, so that the load forces acting on the swing element in a frontal collision can be absorbed and conducted away in a reliable manner.

[0018] Additionally or alternatively, the support section is designed to support one of the components to which it is assigned when the deformation section is deformed due to the load forces acting on the pivot element in a rear-end collision. To this end, it can be provided that the deformation section deforms in a rear-end collision, and due to the deformation the support section comes into contact with the assigned component in such a way that, for example, the support section stops at the assigned component and thus prevents further deformation of the deformation section.

[0019] Due to the additional support provided by the toothed sector, the surface elements of the swing element can be constructed to be lightweight. The deformation section is designed and dimensioned so that deformation occurs in the deformation section when the load increases, especially in the event of a collision. For example, this deformation can be a stretching of the deformation section, in which the length of the deformation section increases. This deformation can occur in particular in the event of a rear-end collision. Compared to a rear-end collision that triggers similar load forces (crash forces), the deformation of the deformation section in the event of a frontal collision can be smaller and / or less noticeable. In this case, excessive position changes of the vehicle seat in the event of a collision are prevented by the toothed sector, which provides additional support depending on the degree of deformation and the direction of load and thus prevents the deformation section from being excessively deformed or even torn.

[0020] In one design, the support section has a catch opening. In contrast, the surface element has a catch element, for example in the form of a bolt. The catch opening is, for example, semicircular and is designed as a recessed portion constructed on the tooth sector and is therefore open on one side. The catch opening and the catch element are constructed and arranged relative to each other so that the catch opening and the catch element can be engaged with each other in order to support the support section on the surface element at the second side of the deformation section. The tooth sector is fastened to the surface element at the first side of the deformation section, and the catch element is arranged on the surface element at the second side of the deformation section. For example, in a frontal collision, the catch element is engaged with the catch opening of the support section, so that support is provided between the tooth sector and the surface element at the second side of the deformation section, and the tooth sector therefore spans the deformation section.

[0021] According to a further development, it can be provided that the deformation section is arranged and / or configured such that it deforms less in the case of a frontal impact than in the case of a rear impact. In particular, the deformation section is arranged and / or configured such that it is stretched in the case of a rear impact. It is therefore also possible to move the catch element out of the catch opening, thereby eliminating the load path between the catch element and the catch opening. Thus, in the case of a frontal impact, the swing element remains as rigid as possible, while in the case of a rear impact, the swing element deforms so that different load paths are formed for conducting away the load forces.

[0022] For example, the capture element can be designed in the manner of a peg.

[0023] In one embodiment, the support section is configured so that it abuts on a surface section of the component to which it is assigned in order to support it. In the normal use position, the support section preferably does not abut against the component. On the contrary, in the case of increased load, in particular in a collision situation, for example in the case of a rear collision, the support section will approach the component and abut against the component due to the deformation of the deformation section, so that a force flow is provided between the toothed sector and the component, and thus the collision force can be introduced into the component via the toothed sector. This results in an auxiliary force flow, for example, from an adjustment drive on one of the components via the toothed sector into another component therein, and thus a force flow that is independent of the surface element and the deformation section formed thereon.

[0024] In one embodiment, the support section does not support the surface element and / or the associated component on the second side of the deformation section in normal use. The support section is therefore spaced apart from the associated catch element on the second side of the deformation section, for example, and is also not in supporting contact with the associated component of the assembly. This results in an arrangement in which over-determination in normal use is avoided and the pivot element can be pivoted in a smooth and low-noise manner in normal use for adjusting the assembly.

[0025] However, it is also conceivable that in normal use the support section already bears against the catch element on the surface element, for example at the second side of the deformation section, and that in normal use the catch element is already in engagement with the associated catch opening on the support section.

[0026] In one embodiment, the swivel element can swivel relative to the first component about a first swivel axis and can swivel relative to the second component about a second swivel axis pointing parallel to the first swivel axis. Thus, the swivel element can pivot relative to the two associated components and can be moved relative to the components by being driven by the adjustment drive mechanism, so as to adjust the components relative to each other in this way.

[0027] In one embodiment, the surface element has a first surface section arranged on a first side of the deformation section and a second surface section arranged on a second side of the deformation section. For example, the first surface section can be configured with a first coupling section for coupling with a first component, while the second surface section is shaped with a second coupling section for coupling with a second component. The deformation section is structurally different from the first surface section and the second surface section in that, for example, the deformation section is bent relative to the first surface section around a first bending edge and is bent relative to the second surface section around a second bending edge. In the region of the deformation section, the surface element has, in particular, a reduced stiffness with respect to the load forces acting in a crash situation, in particular in a frontal or rear-end crash, so that the load forces acting in a crash situation lead to deformation mainly in the region of the deformation section. Depending on the direction of the load forces, compression or elongation may occur on the deformation section, for example, so that the position of the coupling section of the surface element can change depending on the deformation of the deformation section in the crash situation.

[0028] Preferably, the first bending edge and the second bending edge are not oriented parallel to each other. Alternatively, the first bending edge and the second bending edge can be oriented parallel to each other. The first bending edge and the second bending edge are arranged in a common plane, but extend obliquely to each other. Alternatively, the first bending edge and the second bending edge can be arranged in different planes. The deformation behavior of the deformation section can be influenced by the orientation of the bending edges, so that a defined deformation behavior of the deformation section occurs in a collision depending on the direction of the load force.

[0029] In one embodiment, the first surface segment and the second surface segment extend along a plane perpendicular to the first pivot axis and the second pivot axis. The first surface segment and the second surface segment are advantageously arranged in a common plane and are therefore flush with each other in the common plane. The deformation segment is bent relative to the surface segment at a bending edge and, for example, when viewed in a direction perpendicular to the plane, the deformation segment emerges from the surface segment, so that the deformation segment protrudes beyond the first surface segment and the second surface segment.

[0030] In particular, the pivot axis is oriented in the transverse direction of the vehicle, so that the load forces in frontal and rear impacts act at least approximately in a plane within which the surface section of the surface element extends. The toothed segment is fastened to the first surface section. The support section is designed to support the second surface section or one of the components when the deformation section is deformed due to the load forces acting on the pivot element in this plane in a crash situation. For example, a catch element can be arranged on the second surface section, which provides support by engaging in a catch opening on the support section depending on the direction of the acting load forces.

[0031] In one design, the adjustment drive is arranged on one of the components. The adjustment drive is thus connected to one of the components in a fixed orientation and is in operative connection with the toothed sector on the swing element via a pinion element. The pinion element meshes with the toothed sector by the drive of the adjustment drive and in this way pivots the swing element relative to the component on which the adjustment drive is arranged. This results in a force flow from the adjustment drive into the toothed sector and via the toothed sector into the swing element, wherein in a collision situation, such as a rear-end collision, the toothed sector, for example, rests in a supporting manner against another component therein (i.e., a component on which the adjustment drive is not arranged), thereby establishing an auxiliary force flow between the adjustment drive on one of the components, the toothed sector and the other component.

[0032] The first component can be, for example, a frame part of a seat frame of a vehicle seat. In contrast, the second component can be realized, for example, by a guide rail of a longitudinal adjustment device of the vehicle seat. For example, the pivoting element can be pivotable relative to the two components, so that by pivoting the pivoting element, for example, the height position of the seat frame relative to the longitudinal adjustment device can be changed and the adjustment device can thus be realized as a height adjustment device.

[0033] Yet, adjusting device also can be implemented as other adjusting device for making other seat components adjust each other.In general, the swing element of described type can use in any adjusting device, in these adjusting devices, the drive of adjusting drive mechanism makes the swing element relative to be attached assembly motion.

[0034] In one embodiment, a vehicle seat comprises an adjustment device of the type described. The vehicle seat can have a seat part and a backrest part connected to the seat part in an inclination-adjustable manner. The seat part is coupled to a floor component (e.g., a longitudinal adjustment device) via an adjustment device of the type described, for example, to realize a height adjustment device. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The basic concept of the present invention will be explained in more detail below with reference to the embodiments shown in the drawings.

[0036] Figure 1 A view showing an embodiment of a vehicle seat;

[0037] Figure 2 An isolated view of the oscillating element of the adjustment device is shown;

[0038] Figure 3 Another view of the swinging element is shown;

[0039] Figure 4 A perspective view of a swinging element is shown;

[0040] Figure 5Another perspective view of the swing element is shown;

[0041] Figure 6 A view showing a pivoting element between associated components in the event of a frontal impact; and

[0042] Figure 7 The figure shows the swing element after deformation in a rear-end collision. DETAILED DESCRIPTION

[0043] Figure 1 An embodiment of a vehicle seat 1 is shown which implements a seat frame for forming a seat frame 10 providing a seating portion. The seat frame 10 has lateral frame parts 100, 101 which are connected to one another via a transverse tube 102 and carry a seat pan 11 on which a seating surface for a vehicle occupant is formed.

[0044] In the exemplary embodiment shown, the seat frame 10 is coupled via a height adjustment device 13 to a floor component in the form of a longitudinal adjustment device 12 .

[0045] The longitudinal adjustment device 12 has two pairs of rails 120, 121, 122, 123, wherein the lower rails 120, 121 are connected to the vehicle floor. The upper rails 122, 123 can move longitudinally relative to the lower rails 120, 121 along the longitudinal direction X, so that the longitudinal position of the vehicle seat 1 in the vehicle can be adjusted.

[0046] The height adjustment device 13 has swing elements 130, 131, 132, 2, which are respectively connected to the associated upper guide rails 122, 123 at one end in a swingable manner, and are connected to the associated frame parts 100, 101 of the seat frame 10 at the other end in a swingable manner, so that the swing elements 130, 131, 132, 2 constitute two pairs of hinged four-bar mechanisms, which can realize the height adjustment of the seat frame 10 relative to the longitudinal adjustment device 12.

[0047] In the height adjustment device 13, the swing element 2 is driven as an active element by the adjustment drive mechanism 133, while the other swing elements 130, 131, 132 move passively together when the swing element 2 pivots. The adjustment drive mechanism 133 is arranged on the associated frame part 101 of the seat frame 10 and has a pinion element 134 that meshes with the toothed portion 200 of the toothed sector 20 of the swing element 2. Therefore, when the pinion element 134 is driven to rotate by the adjustment drive mechanism 133, the swing element 2 pivots relative to the frame part 101 and also pivots relative to the associated guide rail 123, so that the position of the swing element 2 changes and the positions of the other swing elements 130, 131, 132 between the seat frame 10 and the longitudinal adjustment device 12 also change, and thus the height position of the seat frame 10 can be adjusted.

[0048] The swivel element 2 is firmly connected at one end to a transverse tube 102. The transverse tube 102 can be pivoted relative to the frame parts 100, 101, so that the swivel element 2 can be pivoted relative to the seat frame 10. At its other end, the swivel element 2 is coupled to an attachment 124 in the form of an angled element on a guide rail 123 in a swivelable manner.

[0049] From the basis Figures 2 to 5 It can be seen from different views of the swivel element 2 that the swivel element 2 has a toothed segment 20, which is fastened to the surface element 21. The toothed segment 20 and the surface element 21 are designed as separate elements. The toothed segment 20 is fixed to the surface section 213 of the surface element 21, for example, via rivets or other fastening elements.

[0050] As from Figure 1 It can be seen that the toothed sector 20 forms a toothing 200, with which the pinion element 134 of the adjustment drive 133 meshes. The toothed sector 20 also forms, in the extension of the toothing 200, a support section 201, on which a catch opening 202 is formed.

[0051] The surface element 21 , which can be formed, for example, from a bent sheet metal part, for example as a stamped bent part, has a first coupling section 210 in which an opening 211 is formed, via which the surface element 21 is fastened to the transverse tube 102 of the vehicle 1 (see Figure 1 ). The coupling section 210 transitions via a step 212 into a surface section 213 on which the toothed segment 20 is fastened.

[0052] Furthermore, the surface element 21 has a second coupling section 215 in which a bearing opening 216 is formed, which is preferably designed as a through-hole, through which a bearing element 125, preferably designed as a stepped pin, passes in the assembled state, via which the pivot element 2 is coupled to the attachment 124 of the guide rail 123 in a pivotable manner, for example Figure 6 and Figure 7The coupling section 215 is realized by a surface section of the surface element 21, which extends together with the surface section 213 along a plane perpendicular to the pivot axes S1, S2, as shown in FIG. Figure 5 The pivot element 2 can be pivoted about pivot axes S1 , S2 on the one hand relative to the seat frame 10 (pivot axis S1 ) and on the other hand relative to the associated guide rail 123 (pivot axis S2 ).

[0053] The surface segments 213 , 215 of the surface element 21 are connected to one another via a deformation segment 214 , which is bent about bending edges B1 , B2 relative to the respectively adjacent surface segments 213 , 215 and exposed perpendicularly to the planes of the surface segments 213 , 215 , so that the deformation segment 214 protrudes from the plane and projects relative to the surface segments 213 , 215 .

[0054] The deformation section 214 enables the swing element 2 to deform when subjected to a large load force, especially when a collision occurs (for example, when a frontal collision or a rear collision occurs). When the swing element 2 is deformed due to a large load force, the coupling sections 210, 215 and thus the swing axes S1, S2 can change their positions relative to each other due to the deformation of the deformation section 214. By providing such a crumpled area, the force acting on the user in the event of a collision, especially a high-energy load, can be weakened.

[0055] In order to achieve a lightweight design of the swivel element 2, in particular the surface element 21, in the event of a crash, the forces are not conducted away exclusively via the surface element 21 and thus along the force flow via the deformation section 214. Instead, additional support is provided via the toothed segment 20, which establishes a force flow across the deformation section 214 independently of direction and thus enables the crash forces to be conducted away from the seat frame 10 into the floor assembly, while simultaneously avoiding an excessive change in position of the vehicle seat 1 or even a breakage in the event of a crash.

[0056] The support via the toothed segment 20 takes place in different ways depending on the direction of impact.

[0057] like Figure 6 It can be seen that in order to provide support in the event of a frontal collision, especially when the collision force F1 is directed forward, a catch element 22 in the form of a bolt is arranged on the surface section of the surface element 21 that forms the coupling section 215. The catch element is configured to provide support when crossing the deformation section 214 by engaging in the catch opening 202 on the support section 201. Figure 6As shown in FIG. 1 , when a frontal collision occurs and a load force F1 acts thereon, the gear sector 20 crosses the deformation section 214 via the support section 202 by the engagement of the engagement element 22 , thereby providing an auxiliary force flow via the gear sector 20 and the coupling section 215 and the attachment 124 of the floor assembly.

[0058] Due to the cylindrical design of the capture element 22, the capture element 22 provides a swing point, which can achieve rotational deformation at the swing element 2 when the deformation section 214 is deformed. However, due to the shape of the deformation element 214, for example, due to the orientation of the bending edges B1 and B2, the rotational deformation is limited to a relatively small angle.

[0059] In normal use position, such as Figure 2 and Figure 4 It can be seen that the catch element 22 can already be in engagement with the catch opening 202 on the support section 201. However, it is also conceivable that the catch element 22 is engaged with the catch opening 202 on the support section 201 only when the deformation section 214 is deformed due to a large load force during a frontal collision.

[0060] like Figure 7 It can be seen that in order to provide support in the event of a rear-end collision when the collision force F2 is particularly directed rearward, the deformation section 214 can be deformed, particularly in the sense of elongation. The supporting section 201 of the gear sector 20 is designed so that when the deformation section 214 is deformed in the event of a rear-end collision, the supporting section 201 stops at the upper section of the guide rail 123, and thus, due to the stop, an auxiliary force flow from the seat frame 10 via the gear sector 20 directly to the guide rail 123 of the floor assembly is provided. Therefore, in the event of a rear-end collision, in addition to the actual force flow via the surface element 21 of the swing element 2, additional support is provided, so that the collision force can be reliably absorbed and, in particular, the occurrence of a rocking motion is prevented. Figure 7 Deformations other than the deformation of the surface element 21 shown in FIG.

[0061] Since the toothed segments 20 are used for additional support while providing an auxiliary force flow, the surface element 20 can be designed to be relatively lightweight and correspondingly inexpensive.

[0062] The concept of the present invention is not limited to the above-mentioned embodiments, but can be implemented in other ways.

[0063] As in the illustrated embodiment, an adjusting device of the type described can realize a height adjustment device for a vehicle seat. However, it is also conceivable that a pivot element of the type described is used in other adjusting devices for adjusting components of a vehicle seat relative to one another.

[0064] Reference numerals list

[0065] 1 Vehicle Seat

[0066] 10 Seat frame

[0067] 100, 101 framework part

[0068] 102 horizontal tube

[0069] 11 Seat board

[0070] 12 Longitudinal adjustment device

[0071] 120, 121 lower guide rail

[0072] 122, 123 upper guide rail

[0073] 124 Attachments

[0074] 125 Support element

[0075] 13Height adjustment device

[0076] 130-132 Swinging element (connecting rod)

[0077] 133 drive device

[0078] 134 pinion element

[0079] 2 Swinging element

[0080] 20-tooth fan

[0081] 200 teeth

[0082] 201 support section

[0083] 202 Capture opening

[0084] 21-sided element

[0085] 210 coupling section

[0086] 211 Opening

[0087] 212 steps

[0088] 213 face section

[0089] 214 deformation section

[0090] 215 coupling section

[0091] 216 support opening

[0092] 22 Embossed components

[0093] B1, B2 curved edges

[0094] F1, F2 load force

[0095] S1, S2 swing axis

[0096] X longitudinal direction

[0097] Y horizontal direction

[0098] Z vertical direction

Claims

1. An adjustment device for a vehicle seat (1), the adjustment device having First component, a second component adjustable relative to said first component, a pivoting element (2), which has a toothed sector (20) and a surface element (21) connected to the toothed sector (20) and is pivotable in order to adjust the first component and the second component relative to each other, and an adjusting drive mechanism (133), the adjusting drive mechanism having a drivable pinion element (134) cooperating with the gear fan (20) for pivoting the swing element (2), in, The surface element (21) comprises a first coupling section (210) coupled to the first component, a second coupling section (215) coupled to the second component, and a deformation section (214) arranged between the first coupling section (210) and the second coupling section (215). Characterized in that the tooth sector (20) has a supporting section (201), wherein the tooth sector (20) is connected to the surface element (21) at a first side of the deformation section (214), and the supporting section (201) is configured to be supported on the surface element (21) and / or on one of the first component and the second component at a second side of the deformation section (214) when the deformation section (214) is deformed due to a load force acting on the swing element (2) in a collision situation.

2. The adjusting device according to claim 1, characterized in that: The supporting section (201) is designed to be supported on the surface element (21) at a second side of the deformation section (214) when the deformation section (214) is deformed due to load forces acting on the pivot element (2) in a frontal collision.

3. The adjusting device according to claim 1 or 2, characterized in that: The supporting section (201) is configured to be supported on one of the first component and the second component when the deformation section (214) is deformed due to a load force acting on the swing element (2) in a rear-end collision.

4. Adjustment device according to any one of the preceding claims, characterized in that The supporting section (201) has a catch opening (202), and the surface element (21) has a catch element (22), wherein the catch opening (202) and the catch element (22) are configured to engage with each other in order to support the supporting section (201) on the surface element (21) at a second side of the deformation section (214).

5. Adjustment device according to any one of the preceding claims, characterized in that The support section (201) is designed to abut against a surface section of one of the first component and the second component in order to support the support section (201) on one of the first component and the second component.

6. Adjustment device according to any one of the preceding claims, characterized in that In a normal use state of the swing element (2), the support section (201) is not supported on the surface element (21) at the second side of the deformation section (214), and / or the support section is not supported on one of the first component and the second component.

7. Adjustment device according to any of the preceding claims, characterized in that The swivel element (2) is swivelable relative to the first component about a first swivel axis (S1), and is swivelable relative to the second component about a second swivel axis (S2) directed parallel to the first swivel axis (S1).

8. The adjusting device according to claim 7, characterized in that: The surface element (21) has a first surface segment (213) arranged on a first side of the deformation segment (214) and a second surface segment arranged on a second side of the deformation segment (214), wherein the deformation segment (214) is bent around a first bending edge (B1) relative to the first surface segment (213) and is bent around a second bending edge (B2) relative to the second surface segment.

9. The adjusting device according to claim 8, characterized in that The first curved edge (B1) and the second curved edge (B2) are directed parallel to each other or non-parallel to each other.

10. The adjusting device according to claim 8 or 9, characterized in that: The first surface section (213) and the second surface section extend along a plane perpendicular to the first pivot axis (S1) and the second pivot axis (S2).

11. The adjustment device according to claim 10, characterized in that The toothed segment (20) is fastened to the first surface section (213), and the supporting section (201) is configured to be supported on the second surface section when the deformation section (214) is deformed due to load forces acting on the pivot element (2) in the plane in a collision situation.

12. The adjusting device according to claim 10 or 11, characterized in that: Viewed in a direction perpendicular to the plane, the deformation section (214) protrudes relative to the first surface section (213) and the second surface section.

13. Adjustment device according to any one of the preceding claims, characterized in that The adjustment drive mechanism (133) is arranged on one of the first component and / or the second component.

14. Adjustment device according to any one of the preceding claims, characterized in that The first component is a frame portion (101) of a seat frame (10) of the vehicle seat (1).

15. Adjustment device according to any of the preceding claims, characterized in that The second component is a guide rail (123) of a longitudinal adjustment device (12) of the vehicle seat (1).

16. Adjustment device according to any of the preceding claims, characterized in that The adjusting device is a height adjusting device (13) for adjusting the height of the vehicle seat (1).

17. Adjustment device according to any of the preceding claims, characterized in that The swing element (2) is arranged and / or designed such that, in the case of a frontal collision, the capture element (22) is embedded in the capture opening (202), thereby enabling force transmission between the capture element (22) and the capture opening (202), while in the case of a rearward collision, the capture element (22) is located outside the capture opening (202), thereby preventing force transmission between the capture element (22) and the capture opening (202).

18. Adjustment device according to any of the preceding claims, characterized in that The deformation section (214) is arranged and / or constructed in such a way that, in particular assuming the same load forces, it deforms less strongly in a frontal impact than in a rear-end impact.

19. Adjustment device according to any one of the preceding claims, characterized in that The pivoting element (2) is arranged and / or designed such that, in the event of a rear-end collision, the catch element (22) is moved out of the catch opening (202) by deformation of the deformation section (214) and / or the support section (201) is moved downwardly away until the support section abuts against a surface section and force can thereby be dissipated.

20. The adjustment device according to claim 19, characterized in that Deformation involves elongation of the deformable section (214).

21. A vehicle seat (1) having an adjustment device according to any one of the preceding claims.

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