Fitting for vehicle seat

Abstract

The invention relates to a fitting (12) for a vehicle seat (2) having a first seat element (4) and a second seat element (6), comprising a first fitting adapter (14) which is rigidly arranged on the first seat element (4) and which has a locking disk (18) and a second fitting adapter (16) which is mounted so as to be pivotable relative thereto and which has a locking pawl (20), the second fitting adapter is rigidly arranged on the second seat element (4), and wherein the locking pawl (20, 20 ') is arranged on a first bearing point (32) of the second fitting adapter (16) so as to be pivotable between an open position (O) in which the pivoting movement is released and a locking position (S) in which the pivoting movement is locked, the locking pawl (20, 20 ') engages in a locking position (S) at least in sections in a form-fitting manner in a locking receptacle (38, 38') of the locking disc (18), and wherein the locking disc (18) has a stop (60) on which the first bearing point (32) is supported.

Description

Technical Field

[0001] The invention relates to a fitting for a vehicle seat having a seating part and a backrest, in particular for a front seat of a motor vehicle, the fitting comprising a fitting adapter fixed to the seating part and having a locking plate, and a fitting adapter fixed to the backrest and having a locking pawl, which is supported pivotably relative to the fitting adapter. The invention also relates to a vehicle seat for a motor vehicle having such a fitting. Background Art

[0002] Vehicle seats in motor vehicles typically have a seat back or backrest which is designed to be tiltable or swivellable, for example, in order to change the inclination of the seat backrest. Such a vehicle seat comprises, for example, a seat part, a backrest and an accessory which connects the backrest to the seat part by means of a pivot mechanism so that it can be swivelled about a swivel axis. The accessory has an accessory adapter on the seat part side which is firmly connected to the seat part and an accessory adapter on the backrest side which is connected to the backrest via a locking mechanism. The accessory adapters are connected to each other by the pivot mechanism in such a way that the accessory adapter on the seat part side and the accessory adapter on the backrest side can be swivelled relative to each other about the swivel axis.

[0003] The inclination of the backrest relative to the seating part is adjusted by manually or electrically pivoting the accessory adapter on the backrest side relative to the accessory adapter on the seating part side. The accessory adapter on the backrest side is hereby firmly connected to the backrest via a locking mechanism during normal adjustment of the backrest inclination. The locking mechanism is here in a locked position, so that when the accessory adapter on the backrest side is pivoted, the backrest and the accessory adapter on the backrest side are pivoted together about the swivel axis.

[0004] However, the locking structure can be actuated in order to disengage the backrest-side accessory adapter from the backrest so that the backrest can be freely pivoted manually and without actuating the drive (so-called free-swivel function). This free pivoting of the backrest can be provided in order to fold the backrest into a horizontal position within the scope of the so-called Easy-Entry function. The Easy-Entry function is a comfort function of a vehicle seat, in particular a comfort function of a front seat in a two-door or three-door motor vehicle, which enables particularly spacious and comfortable access to the front seat.

[0005] Such easy access front seat fittings (locks) thus enable the front seat backrest to be tilted or pivoted in order to allow access to the second row. In the open position, these locks release the backrest or backrest frame from the pivot mechanism (recliner) and thus allow the backrest frame to be rotated relative to the pivot mechanism when the lock is open. When the lock is closed (closed position), the backrest frame is firmly connected to the pivot mechanism and thus transmits shear forces and torques to this pivot mechanism. The lock should be designed in this case so that the lock holds the backrest in a defined position relative to the seat surface even in the event of a crash and prevents the backrest from tilting forward unintentionally.

[0006] The locking mechanism or locking mechanism usually has a stationary locking plate on the accessory adapter on the seat side and a swivellingly supported locking pawl on the accessory adapter on the backrest side, which are interlocked in a positively locking manner in the locked position. To actuate the locking pawl, a swivelling rotary latch (friction cam) is typically arranged on the accessory adapter on the backrest side, which locks the locking pawl in the locked position in a collision-proof manner.

[0007] In the locked state, the friction cam closes the locking pawl, wherein the locking pawl is centered in or on the locking disk and is therefore locally free of play in the engagement region. However, due to tolerances caused by production and assembly, these locks may have a certain residual play in the closed state. In particular, radial play may occur in the region of the bearing point of the locking pawl, which also remains in the locked state and can be felt or measured on the backrest. However, it is usually desirable to prevent additional play from occurring on the seat backrest due to additional locking mechanisms.

[0008] In order to make the locking mechanism or the locking mechanism in the easy access lock free of play, it is known, for example, from DE 102 06 299 A1 to arrange a separate adjustment element as an adjustable stop for the locking disk on the backrest-side accessory adapter, which separate adjustment element forms an application path for the rearward forces and thus adjusts the bearing point to the locking pawl without play. Disadvantageously, such an adjustment element requires an additional adjustment process when installing the vehicle seat, so that the installation is relatively complex and cost-intensive. Summary of the invention

[0009] The object of the present invention is to specify a particularly suitable fitting for a vehicle seat. The object of the present invention is also to specify a particularly suitable vehicle seat.

[0010] According to the invention, this object is achieved with respect to the fitting by the features of claim 1, 10 or 19 and with respect to the vehicle seat by the features of claim 23. Advantageous embodiments and further developments are the subject matter of the respective dependent claims. The advantages and embodiments explained with respect to the fitting can also be applied to the vehicle seat in the same manner and vice versa.

[0011] The accessory according to the invention is provided as a lock for a vehicle seat of a motor vehicle and is suitable and designed for this purpose. The vehicle seat has a first seat element and a second seat element, wherein the accessory connects the second seat element to the first seat element in a manner that allows it to pivot about a pivot axis.

[0012] For this purpose, the fitting has a first fitting adapter which in the mounted state is firmly engaged with the first seat element and a second fitting adapter which is pivotably mounted relative to the first fitting adapter, wherein the second fitting adapter in the mounted state is firmly engaged with the second seat element.

[0013] The accessory is in particular embodied as a front seat accessory for a front seat of a vehicle. The accessory is preferably embodied as an easy entry and exit front seat accessory or as an easy entry and exit lock (EE lock) for a front seat of a vehicle with an easy entry and exit function. The first seat element is preferably embodied as a seating part of a vehicle seat and the second seat element is preferably embodied as a backrest of a vehicle seat. The first seat element is hereinafter also referred to as the seating part without general restrictions, and the second seat element is hereinafter also referred to as the backrest without general restrictions. The first accessory adapter is here fixedly connected to the seating part, in particular to the seat substructure, relative to the seat, wherein the second accessory adapter is fixedly connected to the backrest, in particular to the backrest frame or the backrest bracket, relative to the backrest.

[0014] A stationary locking plate is arranged on the accessory adapter, also referred to below as the seat adapter, which is fixed to the seating part, wherein a pivotally supported locking pawl is arranged on the accessory adapter, also referred to below as the backrest adapter, which is fixed to the backrest. The locking pawl is arranged on a first bearing point of the backrest adapter in a pivotable manner between an open position that releases the pivoting movement of the seat adapter and the backrest adapter and a locked position that locks the pivoting movement. The first bearing point is designed, for example, as an upright bearing bolt or journal, on which the locking pawl is mounted in a pivotable (rotatable, rotatable) manner.

[0015] In the locked position, the locking pawl engages at least partially in a positively locking manner in a locking receptacle of the locking disk, thereby blocking a relative rotational or pivoting movement of the backrest adapter relative to the seat adapter.

[0016] A "positive fit" or a "positive connection" between at least two parts connected to one another means here and hereinafter in particular that the parts connected to one another can be held together at least in one direction by direct mutual engagement of the contours of the parts themselves or by indirect mutual engagement via additional connecting parts. The "locking" of the mutual movement in this direction is therefore restricted by form.

[0017] The locking plate has a stop, and the first bearing position is supported at the stop in the locked state of the locking pawl. In other words, the bearing position carrying the locking pawl abuts against the stop of the locking plate. Thus, a particularly suitable accessory for a vehicle door is realized.

[0018] In order to fix or lock the locking pawl in the locked position, the first locking element or the arresting element is preferably provided as a rotary latch which is arranged in a pivotable manner on the backrest adapter.

[0019] The first locking element can be designed, for example, as a bent lever. However, the first locking element is preferably designed as a friction cam and is referred to below as the first friction cam without general restrictions.

[0020] The first friction cam is spring-loaded or prestressed, for example, by means of a first spring element into a locking position in which the locking pawl is locked in the locking position.

[0021] In an advantageous embodiment, the first friction cam presses the locking pawl into the locking receptacle in the locked position so that the locking pawl is pressed on the end side on the one hand against the support surface of the locking receptacle and on the other hand against the first bearing point. The locking receptacle in particular does not have an additional counter bearing for supporting the locking pawl, so that the locking pawl is supported only at the bearing point and the support surface in the locked position.

[0022] The locking pawl is thus pressed against the locking disk in the closed (locked) state towards the first bearing point without any clearance. The radial clearance existing between the first bearing point and the locking pawl is eliminated, in particular, by supporting the locking pawl at the first bearing point. The accessory is thus pressed against the first bearing point itself without any clearance and therefore no additional adjustment process is required during the installation process. The contact angle of the locked component (locking element / friction cam) is expediently designed in such a way that the tolerances of the accessory itself can be compensated. Therefore, no adjustment process for compensating for clearance is required when installing the accessory, and a clearance-free EE mechanism is nevertheless achieved in the locked locked state.

[0023] The load dissipation or (force) support in the event of a crash is thus achieved only via the support surface or the first support point. In the event of a rear-end collision, the load is dissipated in particular via the support point or stop, and in the event of a frontal collision, the load is dissipated via the end face of the locking pawl at the support surface of the locking disk. This creates a play-free and crash-proof fitting.

[0024] In a conceivable design, the first bearing point is supported directly, i.e. without intermediary, on the stop. This means that in the locked, locked state of the locking pawl, a mechanical contact-like contact occurs between the first bearing point and the stop. This ensures that the locking pawl is reliably pressed against the first bearing point without play.

[0025] The locking pawl has, for example, a lead-through opening into which the first bearing portion is plugged or inserted. This means that the first bearing portion is completely surrounded by the locking pawl on the circumference. Preferably, direct support is provided in a staggered plane. This means that the stop rests on the first bearing portion in a staggered manner parallel to the locking pawl plane and supports this first bearing portion.

[0026] In a particularly space-compact construction scheme, the locking pawl surrounds the first bearing position in a substantially C-shaped manner. This means that the first bearing position is not completely surrounded by the locking pawl on the circumference. The C-shaped opening of the C-shaped surrounding structure is dimensioned as follows: the bearing position is radially surrounded in a form-locking manner, so that the locking pawl cannot be released from the bearing position unexpectedly. In other words, the net width of the C-shaped opening is set to be smaller than the diameter of the bearing position. The first bearing position is appropriately supported by a stop in the locked locking state in the region of the C-shaped opening. This means that the stop is segmentally embedded in the C-shaped opening of the locking pawl. The C-shaped opening is therefore oriented as follows: it is oriented toward the stop in the locked state of the locking pawl.

[0027] In a structurally reduced and stable embodiment, the stop is integrally, ie, integrally or integrally formed onto the locking disk.

[0028] In a suitable embodiment, the locking pawl in the locked position engages in the locking receptacle starting from the first bearing point substantially along the entire pawl length, i.e. from the bearing point to the end-side abutment on the support surface. The locking receptacle is preferably designed to be toothless. As a result, the locking pawl can abut on the support surface of the locking receptacle over a particularly large area at the end side.

[0029] However, the locking receptacle can also be designed with teeth in order to achieve additional collision protection when the stop of the locking disk yields. The locking pawl has at least one corresponding tooth profile for engagement. In the locked state, the tooth profile rests on the support surface at the end, wherein the remaining tooth profile has a clear distance to one or more tooth profiles of the locking disk, thereby ensuring that the load is transmitted to the first bearing point.

[0030] An additional or further aspect of the invention provides that a second locking element or stop element is arranged on the backrest adapter as a rotary latch and is spring-loaded into a locked position by means of a second spring element. The second locking element is preferably designed as a friction cam and is referred to below without general restrictions as a second friction cam.

[0031] The locking element or friction cam preferably has different friction angles or contact angles with the locking pawl in the locked position. The first friction cam has a larger friction angle in particular than the second friction cam. The second friction cam has, for example, a friction angle between 0° and 3°, and is therefore oriented substantially perpendicular to the locking pawl. The second friction cam here particularly implements collision protection for the locking mechanism, which prevents the locking pawl from being loosened from the locking receiving portion in the event of a collision. The first friction cam has a larger friction angle, for example, between 5° and 15°, especially between 8° and 10°, preferably about 9°, and is particularly used to make the accessory free of play in the locked locked state. Due to the combination of two friction cams with a smaller friction angle and a larger friction angle for eliminating play, it is not necessary to adjust a larger tolerance chain through a separate process. The lock or accessory has a sufficient compensation possibility for compensating the tolerance chain due to the functional separation of collision protection and eliminating play. The first friction cam is also referred to as a play friction cam (playless friction cam) and the second friction cam is referred to as a collision friction cam (collision protection friction cam) hereinafter.

[0032] The locked state of the gap friction cam is designed to be self-locking due to the spring force of the first spring element and the friction resistance at the contact point with the locking pawl. The gap friction cam preferably has a curved abutment surface with the locking pawl. The center of the radius of curvature is arranged offset with the rotation axis or the swing axis of the second friction bearing part. Through the curved abutment surface and the large friction angle, an opening tendency or opening torque for the gap friction cam is achieved, thereby achieving a particularly gentle and simple release of the lock.

[0033] The collision friction cam has an offset relative to the clearance friction cam with respect to the locking pawl. In other words, the collision friction cam does not usually rest against the locking pawl. Therefore, the locking pawl is only locked by the clearance friction cam in the locked state. However, if this locking is unexpectedly released due to the force effect caused by the increased opening torque, the collision friction cam provides a collision-proof locking of the locking pawl as a guarantee. The collision friction cam thus prevents the backrest from tilting unexpectedly in the event of a collision.

[0034] In a conceivable embodiment, the friction cam is pivotably supported on a common bearing point, thereby ensuring a particularly compact arrangement of the friction cam, so that the accessory can be mounted in a particularly space-saving manner.

[0035] In an expedient extended design, the second friction cam or the impact friction cam is connected to the Bowden cable. The impact friction cam is preferably also connected to the clearance friction cam in terms of actuation. This means that the clearance friction cam is indirectly connected to the Bowden cable via the impact friction cam. The Bowden cable is guided to the actuation lever of the backrest and can be actuated by means of this actuation lever. The friction cam and thus the locking of the locking pawl can thus be actuated by the Bowden cable, so that the free swivel function or the easy access function of the accessory can be reliably and simply triggered by the Bowden cable.

[0036] The two friction cams each have their own spring element. The spring rate / strength or preload can therefore be adjusted to the desired function of the respective friction cam. The first spring element is important for the play-free function of the play friction cam, while the second spring element is important for retracting the Bowden cable and securing the locked position with the anti-collision protection of the friction cam.

[0037] In a suitable embodiment, the spring elements of the friction cams are arranged parallel to one another in the direction of action. The spring elements thus act on the respective friction cams substantially independently of one another, but in this case the friction cams are actuated or triggered substantially simultaneously. The spring elements can thus be designed as universal parts. The spring elements are designed here, for example, as helical springs (compression springs, spiral springs), in particular as curved helical springs (bend springs), which are each supported at a fixed end on a retaining contour of a backrest fitting and rest on the free end side on the respective friction cam.

[0038] In an alternative construction scheme that is also suitable, the spring elements are arranged in series with each other in the direction of action. The first spring element for the clearance friction cam is preferably supported directly on the impact friction cam. The working range of the first spring element is thus reduced to the tolerance compensation range. Due to the series connection of the spring elements, the second spring element is clearly more strongly dimensioned than the first spring element, because the spring elements work relative to each other in the closed or locked state. The spring elements are not implemented as universal parts here, and the spring elements are especially implemented as left and right variants (LH / RH) to each other. However, the actuation force is preferably reduced overall, because only the second spring element must completely present the actuation path.

[0039] In an expedient design, the first spring element is designed as a torsion spring, preferably as a torsion spring with two spring legs, wherein the first spring leg is coupled to the first friction cam and the second spring leg is coupled to the second friction cam. Thus, a structurally simple and reliable series connection of the spring elements is achieved.

[0040] An additional or further aspect of the invention provides that a first microswitch for detecting the position of the locking pawl is arranged on an accessory adapter fixed relative to the backrest and / or a second microswitch for detecting the position of the first and / or second friction cam is arranged on an accessory adapter fixed relative to the backrest.

[0041] In a conceivable embodiment, the second friction cam and the locking claw each have an associated microswitch. The switching signal of the second microswitch of the friction cam indicates whether the easy access lock (accessory) is open or closed, that is, whether the locking claw is locked. The switching signal of the first microswitch of the locking claw preferably indicates whether the backrest is flipped or (freely) pivoted. When the backrest is flipped / pivoted forward, only the first microswitch is triggered here. It is therefore advantageously possible to directly query the locking element (friction cam) so that the electrical seat track adjustment structure is triggered only when the backrest is pivoted forward. The seating part can be moved along the seat track with the help of the seat track adjustment structure. The seating part is moved into the front track positioning with the help of the seat track adjustment structure during the EE function, in particular, so as to expand the free space for entering the second row.

[0042] In an alternative embodiment that is also conceivable, only the locking pawl is equipped with a microswitch, thereby reducing the space requirement. Preferably, the first microswitch is actuated in the locked locking position of the locking pawl. For example, the first microswitch is triggered when the backrest is tilted or tilted by a nominal 1.7° and is preferably used to trigger the electrical seat track adjustment mechanism and for the unlocking display. The injection-molded wiring harness that contacts the microswitch is integrated, for example, in the housing of the backrest adapter.

[0043] In a kind of advantageous extended design, the locking pawl has an integral, one-piece or integrally formed cantilever as an actuating arm for manipulating the first micro switch. Preferably, the first micro switch is preferably maneuvered when the locking pawl is in the open position and the backrest is pivoted forward.

[0044] A cantilever is integrally formed on the first or second friction cam for actuating the second micro switch.

[0045] The vehicle seat according to the invention is provided for a motor vehicle and is suitable and set up for a motor vehicle. The vehicle seat is embodied in particular as a front seat of a two-door or three-door motor vehicle. The vehicle seat has a seating part and a backrest as well as the aforementioned accessories. The accessories are embodied in particular as an easy-entry lock, so that the vehicle seat is equipped with an easy-entry function. Thus, a particularly suitable vehicle seat is achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Next, embodiments of the present invention will be explained in more detail with the aid of the accompanying drawings. In the drawings:

[0047] Figure 1 In the schematic diagram, a vehicle seat with a seating part and a backrest and a fitting according to the invention is shown;

[0048] Figure 2 The accessories are partially shown in a top view;

[0049] Figure 3 The schematic diagram of the loading path is shown in the top view. Figure 2 Accessories;

[0050] Figure 4 The accessories are shown in a three-dimensional exploded view;

[0051] Figure 5 The accessory in a second embodiment is partially shown in a top view; and

[0052] Figure 6 The fitting is partially shown in a top view in a third embodiment.

[0053] Parts and variables which correspond to one another are provided with the same reference symbols in all the figures. DETAILED DESCRIPTION

[0054] exist Figure 1 2 shows a vehicle seat 2 with a first seat element 4 designed as a seating part and a second seat element 6 designed as a backrest in a simplified and schematic illustration. The seating part 4 here has, for example, a seat surface 8 and a seat substructure (seat carrier) 10. In the installed state, the seat substructure 10 is firmly connected to the vehicle body. The vehicle seat 2 is, for example, a front seat of a two-door or three-door motor vehicle.

[0055] The seating part 4 and the backrest 6 are connected in a tiltable or swiveling manner by means of a fitting 12. The fitting 12 is preferably designed as an easy access lock.

[0056] The fitting 12 here has a fitting adapter (seat adapter 14) which is firmly connected to the seating part 4 or the seat substructure 10 and a fitting adapter (backrest adapter) 16 which is coupled to the backrest 6. The fitting 12 also has a locking mechanism for blocking the pivotability.

[0057] The locking mechanism comprises a stationary locking disk 18 arranged on the seat adapter 14 and a pawl system arranged on the backrest adapter 16 , which has a locking pawl 20 and at least one locking element 22 designed as a friction cam.

[0058] The inclination of the backrest 6 relative to the seating part 4 is adjusted by manually or electrically pivoting the backrest adapter 16 relative to the seat adapter 14. When the backrest inclination is normally adjusted, the fitting 12 or its locking mechanism is in the closed position, so that the backrest adapter 16 is firmly connected to the backrest 6 via the locking mechanism. As a result, the backrest 6 is also pivoted or tilted together with the backrest adapter 16. In the open position of the fitting 12, the backrest adapter 16 is disengaged from the backrest 6, so that the backrest 6 can be freely pivoted manually and without operating the electrical seat track adjustment mechanism.

[0059] When the fitting 12 is actuated, the backrest 6 can thus be adjusted in its (backrest) position P. The backrest 6 is reversibly movable between an approximately vertical upright position A, which exhibits the highest possible position P, and an approximately horizontal easy entry and exit position EE, which exhibits the lowest possible position P. In these positions A and E, the backrest 6 is in a Figure 1 In the middle position of the semi-inclined position, the backrest 6 is shown with a dotted line.

[0060] Next, with the help of Figures 2 to 6 The structure and function of the accessory 12 are explained in more detail.

[0061] Figures 2 to 4 A first embodiment of the accessory 12 is shown.

[0062] The backrest adapter 16 is welded to the backrest frame 26 of the backrest 6 in a material-locking manner. In order to fasten the lock (lock assembly) of the fitting 12, three screw elements 24 are firmly engaged with the backrest frame 26. The housing-shaped backrest adapter 16 has a lock bracket 28 as a housing bottom of the lock and a cover plate (lock cover) 30 as a housing cover. The lock bracket 28 and the cover plate 30 are implemented as die-cast parts, for example. The lock bracket 28 and the cover plate 30 form a (plastic) housing of the lock or the lock assembly in the installed state. The claw system of the locking mechanism is accommodated in the housing interior space formed thereby. Figure 2 and Figure 3 The illustration of shows the backrest adapter 16 with the cover 30 removed.

[0063] Two vertically erected bearing bolts are arranged on the lock support 28 as bearing locations 32, 34, which are fixed by means of two screw elements 24. The locking pawl 20 is pivotably supported on the bearing location 32, wherein two pivotable friction cams are arranged on the bearing location 34 as locking elements 22, 36.

[0064] The locking pawl 20 is arranged on the bearing point 32 in such a way that it can be pivoted between an open position O, which releases the pivoting movement of the seat adapter and backrest adapter 12, 16, and a locked position S, which locks the pivoting movement. Figure 2 and 3 As can be seen in FIG. 1 , the locking pawl 20 in the locking position S at least partially engages in a positively locking manner in a locking receptacle 38 of the locking plate 14 , so that a relative rotational or pivoting movement of the backrest adapter 16 relative to the seat adapter 14 is blocked.

[0065] In order to fix or lock the locking pawl 20 in the locking position S, the friction cams 22, 36 are arranged as locking rotary latches in a manner that can be pivoted about the bearing part 34. The friction cams 22, 36 are arranged on the bearing part 34 in a manner that can be pivoted between the locking position V and the unlocking position E. The friction cams 22, 36 have through-openings that are arranged coaxially with each other, and the friction cams 22, 36 are inserted into the bearing part 34 with the through-openings. In the locking position V, the friction cams 22, 36 block the movement of the locking pawl 20, so that this locking pawl is locked in the locking receptacle 38. In the unlocking position E, the locking is canceled, so that the locking pawl 20 can move out of the locking receptacle 38 into the open position O.

[0066] The friction cams 22 , 36 are spring-loaded or prestressed by respectively associated spring elements 40 , 42 into the locking position V. In the locking position V, the friction cams 22 , 36 have different contact angles or friction angles with the locking pawl 20 . The friction cam 22 has a greater friction angle than the friction cam 36 .

[0067] exist Figure 2 and 3 In the embodiment shown, the friction cam 36 has a friction angle of 0° and is therefore arranged perpendicular to the locking pawl 20. The friction cam 36 here in particular provides a crash protection for the locking mechanism, which in the event of a crash prevents the locking pawl 20 from coming loose from the locking receptacle 38. The friction cam 36 is also referred to below as a crash friction cam.

[0068] The friction cam 22 has a relatively large friction angle of approximately 9° and serves in particular to render the fitting 12 free of play in the locked locking state. The friction cam 22 is also referred to below as a play friction cam.

[0069] The collision friction cam 36 has a structure for connecting to the Bowden cable 45 ( Figure 6 ) on the connection part 44. The Bowden cable 45 is guided in the backrest adapter 16 by means of a coupling piece 46. The impact friction cam 36 is connected to the clearance friction cam 22 in terms of actuation technology, so that the clearance friction cam 22 can be actuated indirectly by the impact friction cam 36 with the Bowden cable.

[0070] For the actuation coupling, the clearance friction cam 22 has an integral, i.e. one-piece or integrally formed, entraining arm 48. In the installed state, the coupling part 46 engages in the hole-shaped connection area 44. During actuation, the impact friction cam 36 is pivoted in the direction of the spring element 42, whereby the spring element 42 is compressed. During the pivoting process, the coupling part 46 is pivoted toward the entraining arm 48, whereby the clearance friction cam 22 is entrained by the coupling part 46. Due to the pivoting caused by the clearance friction cam 22, the spring element 40 is compressed.

[0071] The two friction cams 22, 36 each have their own spring element 40, 42, so that the spring rate / strength or preload can be coordinated with the desired function of the respective friction cam 22, 36. The spring element 40 is important for the backlash elimination function of the backlash friction cam 22, while the spring element 42 is important for the retraction of the Bowden cable and for ensuring the locking position V under the crash protection of the crash friction cam 36.

[0072] exist Figures 2 to 4 In the embodiment of the invention, the spring elements 40, 42 are arranged parallel to each other in the direction of action. The friction cams 22, 36 here each have an integral, i.e. one-piece or integrally formed protrusion 50, 52 as a contact point with the respective spring element 40, 42. The protrusion 50, 52 is designed to be curved along the pivot path. The spring elements 40, 42 are implemented as universal parts in the form of spiral springs or helical springs (arc springs). The spring elements 40, 42 are accommodated in a spring receiving portion 54 of the lock bracket 28 in an arched or curved arrangement. In the spring receiving portion 54, a pin 56 is arranged, on which the spiral spring elements 40, 42 are inserted.

[0073] The impact friction cam 36 has an offset relative to the clearance friction cam 22 with respect to the locking pawl 20. In other words, the impact friction cam 36 usually does not rest on the locking pawl 20. Therefore, the impact friction cam 36 is designed to be shorter than the clearance friction cam 22 in the direction of the locking pawl 20.

[0074] The locking pawl 20 is therefore locked in the locked state by the clearance friction cam 22. However, when this locking is unexpectedly released due to the effect of force, the collision friction cam 36 provides a collision-proof locking of the locking pawl 20 as a guarantee.

[0075] The locked state of the gap friction cam 22 is designed to be self-locking due to the spring force of the spring element 40 and the friction resistance at the contact portion with the locking claw 40. Figure 2 As can be seen in the figure, the clearance friction cam 22 has a curved abutment surface 58 with the locking pawl. The center of the radius of curvature of the abutment surface 58 is arranged offset with the rotation or swivel axis of the bearing part 34, so that gentle locking and unlocking are achieved by means of the clearance friction cam 22.

[0076] The locking pawl 20 has a lead-through opening for accommodating the bearing point 32. The lead-through opening is open toward the outer periphery of the locking pawl 20, so that the bearing point 32 is surrounded by the locking pawl 20 in a substantially C-shaped manner. In the closed position S, the C-shaped opening of the lead-through opening is oriented in the direction of the protruding stop 60. The stop 60 is integrally formed on the locking disk 18 and engages in the C-shaped opening in the locked state. The stop 60 is in contact with the bearing point 32 in particular.

[0077] exist Figures 2 to 4 In the embodiment of the present invention, the locking receptacle 38 is designed to be toothless, wherein the locking pawl 20 in the locking position S is embedded in the locking receptacle 38 from the bearing point 32 substantially along the entire pawl length. The locking pawl 20 is supported at the end side on the inclined support surface 62 of the locking receptacle 38. The locking pawl 20 and the support surface 62 have a large contact surface, wherein the support surface 62 has an inclination angle of, for example, 20°. In other words, the support surface 62 has an obtuse angle of about 110° relative to the bottom of the locking receptacle 38.

[0078] The locking pawl 20 has a certain radial clearance with the bearing point 32 in the area of ​​the lead-through opening. This radial clearance is eliminated by means of the clearance elimination effect of the clearance friction cam 22 in the locked state. The clearance elimination is described below by means of Figure 3 Explain in more detail. Figure 3 correspond Figure 2 , wherein schematic arrows are additionally shown for illustrating the force or load transmission. The stop 60 and the support surface 62 are Figure 3 The radial clearance is shown schematically as a fixed surface. Figure 3 This is indicated schematically by an arc 64 which is spaced apart from the bearing point 32 .

[0079] In the locking position V, the clearance friction cam 22 presses the locking pawl 20 into the locking receptacle 38 at a large friction angle of 9° (arrow 66). Therefore, the locking pawl 20 is pressed against the support surface 62 on the end side (arrow 68) and pressed against the bearing part 32 (arrow 70) on the other hand. The bearing part 32 is therefore a counter-bearing part relative to the support surface 62. Therefore, the locking pawl 20 is pressed into the locking receptacle without clearance, and in particular, the radial clearance with the bearing part 32 is eliminated, wherein the bearing part 32 is pressed against the stop 60 (arrow 72). The bearing part 32 is therefore mechanically supported directly or without intermediary at the stop 60 of the locking disk 18 in the locked state.

[0080] exist Figures 2 to 4 In the embodiment of the invention, two micro switches 74, 76 are arranged on the lock support 28 of the backrest adapter 16. The micro switches 74, 76 are arranged on opposite narrow sides of the lock support 28 and can be connected to the vehicle electrical system in terms of signal technology by means of a segmented injection-molded wiring harness 78.

[0081] The micro switch 74 is provided and configured to detect the position of the locking pawl 20, wherein the micro switch 76 is provided and configured to detect the position of the impact friction cam 36. The micro switches 74, 76 each have an elastic (switch) lever 80, which is Figure 2 and 3 The micro switches 74 , 76 are oriented such that the rod 80 projects into the housing interior, namely in the direction of the locking pawl 20 or the impact friction cam 36 .

[0082] In order to actuate the microswitches 74 , 76 , an actuating projection is integrally formed on the pawl 20 or on the friction cam 36 , which actuates the respectively associated microswitch 74 , 76 or the lever 80 when the respective component 20 , 36 is moved.

[0083] The locking pawl 20 has an integral, i.e. one-piece or integrally formed cantilever arm 82 as an actuating arm or actuating projection, which stands obliquely relative to the pawl body of the locking pawl 20. When the locking pawl 20 is pivoted from the locking position S into the open position O, the cantilever arm 82 pivots so that it presses the lever 80 in and thus triggers the microswitch 74.

[0084] The cantilever arm 84 is integrally formed, i.e. in one piece or integrally, on the impact friction cam 36 and is oriented approximately perpendicularly to the locking section of the impact friction cam 36. When the impact friction cam 36 is pivoted from the unlocking position E into the locking position V, the cantilever arm 84 pivots so that the cantilever arm presses the lever 80 in and thus triggers the microswitch 76.

[0085] The switching signal of the microswitch 76 of the friction cam 36 indicates whether the fitting 12 is open or closed, i.e. whether the locking pawl 20 is locked. The switching signal of the microswitch 74 of the locking pawl 20 indicates whether the backrest 6 is tilted or (freely) pivoted. The microswitch 74 is triggered here, in particular, only when the backrest 6 is tilted / pivoted forward. Therefore, the locking element (friction cam 36) is advantageously directly queried, so that the electrical seat track adjustment mechanism is triggered only when the backrest 6 is pivoted forward.

[0086] Figure 5 A second embodiment of the accessory 12 or backrest adapter 16 is shown, in which the microswitch 74 for the impact friction cam 76 is omitted. Therefore, only the microswitch 74 is associated with the locking pawl 20, thereby reducing the installation space requirement inside the housing of the backrest adapter 16. The accessory 12 is thus designed to be particularly compact in installation space.

[0087] In this embodiment, the microswitch 74 is actuated by the cantilever 82 in the locked locking position S of the locking pawl 20. For example, the triggering of this first microswitch 74 already occurs at a nominal 1.7° tilting or tilting of the backrest 6 and is preferably used to trigger the electrical seat track adjustment mechanism and for the unlocking indication.

[0088] Figure 6 A third embodiment of the accessory 12 or backrest adapter 16 is shown. The coupling element 46 is Figure 6 is shown semi-transparently.

[0089] In this embodiment, the locking pawl 20' is provided with a front-side toothed profile 86 which engages in a toothed locking receptacle 38' shaped complementarily thereto. The bearing point 32 is completely surrounded by the locking pawl 20'.

[0090] In this embodiment, the locking pawl 20' is preferably also pressed without play in the locked state. For this purpose, the tooth profile 86 rests only on the end face against the support surface 62, wherein the remaining surface of the tooth profile 86 has a clear distance from the locking receptacle 38', so that the bearing 32 acts as a counter bearing. The stop 60 for the bearing 32 is arranged in a plane that is offset parallel to the drawing plane, so that play can be eliminated even when the bearing 32 is closed or enclosed.

[0091] Figure 6 The embodiment of 40 ′ and 42 also differs in the arrangement of the spring elements 40 ′, 42. In this variant, the spring elements 40 ′, 42 are arranged in series with one another in the direction of action.

[0092] The spring element 40' is implemented as a torsion spring with two spring legs 88, 90, wherein the spring leg 88 rests on an integrally formed protrusion 92 of the gap collision cam 22, and wherein the spring leg 90 is fixedly placed at the retaining contour 94 of the coupling 46. The protrusion 92 is basically configured as an extended entraining arm 48. The coupling 46 is connected to the collision friction cam 36 via the docking position 44, so that the spring leg 90 is indirectly connected to the collision friction cam 36. The spring element 40' for the gap friction cam 22 can also be supported directly at the collision friction cam 36 as an alternative.

[0093] The claimed invention is not limited to the above-described embodiments. Rather, a person skilled in the art can derive further variants within the scope of the disclosed claims without departing from the subject matter of the claimed invention. Furthermore, all individual features described in conjunction with the various embodiments can also be combined in other ways within the scope of the disclosed claims without departing from the subject matter of the claimed invention.

[0094] The embodiment of suspension by means of spring elements 40 , 40 ′, 42 is therefore inventive in itself and therefore represents a separate invention.

[0095] Monitoring by means of microswitches 74 , 76 is also an independent invention.

[0096] Reference numerals list

[0097] 2 Vehicle seats

[0098] 4 Seat elements, seating area

[0099] 6 Seat elements, backrests

[0100] 8 Seat

[0101] 10 Seat substructure

[0102] 12 Accessories

[0103] 14 Accessory adapters, seat adapters

[0104] 16 Accessory adapter, backrest adapter

[0105] 18 Locking plate

[0106] 20, 20' locking claw

[0107] 22 Locking element / (clearance) friction cam

[0108] 24 Helical element

[0109] 26 Backrest frame

[0110] 28 Lock bracket

[0111] 30 Cover

[0112] 32 Supporting parts

[0113] 34 Supporting parts

[0114] 36 Locking element / (collision) friction cam

[0115] 38, 38' Locking receiving portion

[0116] 40, 40' spring element

[0117] 42 Spring element

[0118] 44 Connection part

[0119] 45 Bowden wire

[0120] 46 Connectors

[0121] 48 Carrying boom

[0122] 50 protrusion

[0123] 52 Protrusion

[0124] 54 Spring receiving portion

[0125] 56 Pins

[0126] 58 Abutment surface

[0127] 60 Stop

[0128] 62 Support surface

[0129] 64 Arc

[0130] 66, 68, 70, 72 arrows

[0131] 74 Micro switch

[0132] 76 Micro switch

[0133] 78 Line harness

[0134] 80 shots

[0135] 82 Cantilever

[0136] 84 Cantilever

[0137] 86 Tooth profile

[0138] 88 Spring Legs

[0139] 90 Spring Legs

[0140] 94 Keep the outline

[0141] P Backrest positioning

[0142] A Backrest position, upright position

[0143] EE Backrest position, easy entry and exit position

[0144] O Open position

[0145] S Lock position

[0146] V locked position

[0147] E Unlock position

Claims

1. A fitting (12) for a vehicle seat (2) having a first seat element (4) and a second seat element (6), the fitting comprising: a first accessory adapter (14) having a locking disk (18) and arranged firmly on the first seat element (4), and a second accessory adapter (16) which is mounted so as to be pivotable relative to the first accessory adapter and has a locking pawl (20), the second accessory adapter being arranged fixedly on the second seat element (4), -in, The locking pawl (20, 20') is arranged on a first bearing point (32) of the second accessory adapter (16) in a manner that allows it to be pivoted between an open position (O) that releases the pivoting movement and a locking position (S) that locks the pivoting movement. wherein the locking pawl (20, 20') in the locking position (S) at least partially engages in a locking receptacle (38, 38') of the locking disk (18) in a form-fitting manner, The invention is characterized in that the locking disk (18) has a stop (60) against which the first bearing point (32) is supported.

2. The accessory (12) according to claim 1, wherein: The first seat element (4) is the seating part of the vehicle seat (2) and the second seat element (6) is the backrest of the vehicle seat.

3. The accessory (12) according to claim 1 or 2, It is characterized in that A first locking element (22) is arranged on the second accessory adapter (16) and is supported in a pivotable manner and is spring-loaded by means of a first spring element (40, 40') into a locking position (V) which locks the locking pawl (20, 20') in the locking position (S).

4. The accessory (12) according to claim 3, It is characterized in that The first locking element (22) presses the locking pawl (20, 20') into the locking receptacle (38, 38') in the locking position (V), so that the locking pawl (20, 20') is pressed on the end side against a support surface (62) of the locking receptacle (38, 38') on the one hand and against the first bearing point (32) on the other hand.

5. The accessory (12) according to any one of claims 1 to 4, It is characterized in that The first bearing point (32) is supported directly on the stop (60).

6. The accessory (12) according to any one of claims 1 to 5, It is characterized in that The locking element (20) surrounds the first bearing point (32) in a C-shaped manner.

7. The accessory (12) according to claim 6, It is characterized in that The first bearing point (32) bears against the stop (60) in the region of the C-shaped opening.

8. The accessory (12) according to any one of claims 1 to 7, It is characterized in that The stop (60) is integrally formed onto the locking disk (18).

9. The accessory (12) according to any one of claims 1 to 8, It is characterized in that In the locking position (S), the locking element (20) engages in the locking receptacle (38) starting from the first bearing point (32) substantially along the entire claw length.

10. The accessory (12) according to the preamble of claim 1 or according to any one of claims 1 to 9, It is characterized in that A second locking element (36) is arranged on a fitting adapter (16) which is fixed relative to the backrest and is mounted so as to be pivotable and is spring-loaded into the locking position (V) by means of a second spring element (42).

11. The accessory (12) according to any one of claims 1 to 10, It is characterized in that The first locking element (22) and / or the second locking element (36) are designed as friction cams.

12. The accessory (12) according to claim 10 or 11, It is characterized in that In the locking position (V), the first locking element (22) has a greater friction angle with the locking pawl (20, 20') than the second locking element (36).

13. The accessory (12) according to any one of claims 10 to 12, It is characterized in that The locking elements (22, 36) are pivotably mounted on a common second bearing point (34).

14. Accessory (12) according to any one of claims 10 to 13 It is characterized in that The second locking element (36) is connected to a Bowden cable (45).

15. The accessory (12) according to any one of claims 10 to 14, It is characterized in that The second locking element (36) is coupled to the first locking element (22) in terms of actuation.

16. The accessory (12) according to any one of claims 10 to 15, It is characterized in that The spring elements (40, 42) are arranged parallel to one another in the direction of action.

17. The accessory (12) according to any one of claims 10 to 15, It is characterized in that The spring elements (40', 42) are arranged in series with one another in the direction of action.

18. The accessory (12) according to claim 17, It is characterized in that The first spring element (40') is designed as a torsion spring having two spring legs (88, 90), wherein the first spring leg (88) is coupled to the first friction cam (22) and the second spring leg (90) is coupled to the second friction cam (36).

19. The accessory (12) according to the preamble of claim 1 or according to any one of 1 to 18, It is characterized in that A first microswitch (74) for detecting the position of the locking pawl (20, 20') is arranged on the second accessory adapter (16).

20. The accessory (12) according to claim 19, It is characterized in that The locking pawl (20, 20') has an integrally formed extension arm (82) for actuating the first microswitch (74).

21. The accessory (12) according to any one of claims 1 to 20, It is characterized in that A second microswitch (76) for detecting the position of the first and / or second locking element (22, 36) is arranged on the second accessory adapter (16).

22. The accessory (12) according to any one of claims 21, It is characterized in that A cantilever arm (84) for actuating the second microswitch (76) is integrally formed on the first or second locking element (22, 36).

23. A vehicle seat (2) for a motor vehicle, comprising a first seat element (4) and a second seat element (6) and a fitting (12) according to any one of claims 1 to 22.

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