Stop device for an adjustable motor vehicle seat

Abstract

The invention relates to a locking device for a vehicle seat which can be adjusted in an adjustment direction (E), comprising at least one latching rail (2) having a plurality of latching openings (21) which are arranged one behind the other in the adjustment direction (E) and which are spaced apart from one another, and comprising a locking unit (1) which can be moved in the adjustment direction (E) relative to the latching rail (2) and which has a plurality of locking elements (5, 6, 7, 8), the locking elements (5, 6, 7, 8) are guided independently of one another by means of a guide device (4) and can be brought into engagement with one of the latching openings (21) in each case in a positioning-dependent manner, and wherein at least one of the locking elements (5, 6, 7, 8) is provided with a cutout (56) which is arranged below the latching track (2) in the latching direction (R) when the locking element (5, 6, 7, 8) is engaged with one of the latching openings (21) as defined.

Description

Technical Field

[0001] The invention relates to a locking device for a motor vehicle seat which is adjustable in an adjustment direction according to the preamble of claim 1 and to a rail longitudinal guide according to the preamble of claim 19 . Background Art

[0002] The fact that a motor vehicle seat should be adjustable in the setting direction does not mean that the seat must be adjustable as a whole. Rather, the adjustability of individual seat components in the setting direction is also included. The respective setting position of the corresponding seat component can be locked by means of a locking device.

[0003] This locking device comprises a locking track (extending in the adjustment direction) with a plurality of locking openings arranged one after another and spaced apart from each other in the adjustment direction, and a locking unit movable relative to the locking track in the adjustment direction, with a plurality of locking elements which are guided independently of one another by means of a guide device and can be brought independently of one another (in the locking direction) depending on the positioning of the locking unit relative to the locking track to engage with each of the locking openings of the locking track, the locking elements being in particular in the form of locking pins. The locking unit on the one hand and the locking track on the other hand can be fastened / configured, for example, on two seat tracks which can move relative to one another. This makes it possible to realize a locking device for longitudinal adjustment of a seat.

[0004] Here, the respective latching opening of the latching rail comprises, for example, two transverse edges spaced apart from each other in the adjustment direction (which each extend approximately perpendicularly to the adjustment direction) and two longitudinal edges spaced apart from each other perpendicularly to the adjustment direction (which each extend approximately in the adjustment direction). The longitudinal edges and the transverse edges together limit the respective latching opening, and their corners can be configured as edges or rounded. The transverse edges are characterized in that they limit the extension of the latching opening in the adjustment direction, and the longitudinal edges limit the extension of the latching opening transversely to the adjustment direction.

[0005] The latching opening is usually dimensioned in such a way that it has a greater extension in the setting direction than transversely to the setting direction. This means that the longitudinal edges are usually longer than the transverse edges; however, this is not absolutely necessary. In particular, it is advantageous if the extension of the latching opening in the setting direction is preferably so large that the respective locking element, viewed in the setting direction, can extend into the associated latching opening so as to fit into one or the other transverse edge. This extension of the latching opening in the setting direction is thus greater than the extension of the respective locking element in this direction.

[0006] By means of the detent device, a fine adjustment of the positioning of the locking unit relative to the detent track can be achieved using a limited number of locking elements which can project into mutually spaced detent openings of the detent track.

[0007] The transverse edges of the latching openings are formed by so-called latching crossbars of the latching track, that is, by forming latching crossbars between the two latching openings, the locking element that is sunk into the latching opening can be supported on one of the two latching crossbars or the transverse edges formed by them. The size and (periodic) spacing of the latching openings in the setting direction and the (periodic) spacing between the locking elements are selected, for example, according to the Nonius principle. That is, these spacings or periods are coordinated with each other so that at each position of the locking unit relative to the latching track, at least two locking elements are always aligned with the latching openings and can be sunk into them (wherein, viewed in the setting direction, they are supported in different directions on the respective transverse edges of the respectively subordinate (long hole-shaped) latching openings). Thus, one locking element supports the locking unit in one of the possible setting directions, while the other locking element supports the locking unit in the opposite setting direction. If the locking element is lifted out of the latching opening (by means of the locking mechanism provided for this purpose), the locking unit can be freely adjusted relative to the latching rail or the respectively associated seat part.

[0008] When designing such a locking device, it should also be ensured that the extension of the locking beam in the adjustment direction does not fall below a minimum dimension in order to ensure crash safety. Although a narrow locking beam is advantageous in terms of fine adjustability of the seat part, in the event of a crash, great forces act on the locking beam, so that a breakage of the locking beam is avoided by corresponding dimensioning.

[0009] The longitudinal edges and transverse edges of the respective latching opening usually extend in a straight line, but may also extend in a (section-like) curved manner, particularly in corner regions.

[0010] A locking device of the aforementioned type and a seat rail of the aforementioned type are known from DE 20 2005 003 626 U1 and EP 1316 465 A1. The locking device is used in particular for locking the adjustment position of two seat elements of a vehicle seat that can be moved relative to one another and that was previously achieved by means of a suitable adjustment device, for example in a longitudinal guide of a rail for adjusting the seat position in the longitudinal direction of the vehicle. In this case, one rail of the longitudinal guide of the rail is connected to a locking rail and the other rail is connected to a locking unit of the locking device. However, the locking device can also be used for locking other adjustment devices that have components that can be moved relative to one another, in particular components that can be adjusted longitudinally relative to one another.

[0011] In principle, the latching openings can also be arranged one after the other along a trajectory curve (eg a circular trajectory). The setting direction is respectively locally obtained according to the tangent of the relevant curve.

[0012] In addition to the comfort function, i.e. the ability to lock the seat parts (after they have been adjusted as desired) as simply, quietly and reliably as possible, the locking device must also fulfil a very important safety function. In the event of a crash, the locking element of the locking unit must not be disengaged from the locking opening of the locking rail. Otherwise, the seat parts locked together in this way could move relative to each other in an uncontrolled manner.

[0013] Since the locking elements are usually conically constructed at their end sections (with which they can be sunk into the respective latching openings) in order to achieve sinking and (play-free) locking at any possible relative positioning of the locking unit and the latching rail, as is known from DE 299 10 720 U1, the inclination angles of these conical end sections (hereinafter also referred to as "cone angles") are selected such that, if the relevant locking element abuts the (lateral) edge of the latching opening with the side edge of its conically extending end section, the locking element will not be squeezed out or "jump out" of the respectively assigned latching opening (opposite to the latching direction) due to the large forces generated by the collision and acting in the adjustment direction. This is based on the idea that, due to the conical design of the end section on the locking track side, force components perpendicular to it also appear on the locking element under load, that is, in particular in the case of forces acting in the adjustment direction, which have a tendency to lift the locking element out of the assigned locking opening, which may lead to the so-called "jumping out" of the locking element from the respectively assigned locking opening. This should be resisted in that the conicity of the end section on the locking track side (that is, its inclination angle or cone angle) is selected (smaller) as follows, that is, the risk of "jumping out" of the locking element due to accidents is minimized. In addition, the compression spring exerts a force on the locking element that brings it into the locking position. However, at the same time, when selecting the conicity, it should also be taken into account that the locking element should be reliably engaged in the assigned locking opening in the case of any possible adjustment position of the locking unit with respect to the locking track (and thus the subordinate seat parts to be adjusted to each other).

[0014] According to EP 1 316 465 A1, a locking element in the form of a locking pin is also known, which has a cylindrical rod with a groove area for guiding the locking pin in the pin hole, wherein a conically tapering section and then a further relatively short cylindrical section are respectively connected axially to the cylindrical rod towards the lower free end of the locking pin.

[0015] Furthermore, the vehicle user can lift the locking element out of the latching opening with little effort by means of the unlocking lever provided for this purpose, in order to be able to readjust the seat position. The steeper the cone angle is chosen, the less the locking element tends to be dislodged in the event of a crash; however, the locking is stepped and the force that the user must apply to lift the locking element becomes greater. Summary of the invention

[0016] Based on this problem, the present invention further improves the aforementioned type of stop device in consideration of the aforementioned requirements.

[0017] This problem is solved according to the present invention by the implementation of a stop device having the features of claim 1.

[0018] Accordingly, at least one locking element is provided with a notch, which is arranged under the latching track in the latching direction when the locking element is in engagement with one of the latching openings as specified.

[0019] During the period when the locking element is in engagement with one of the latching openings as specified, the notch can in particular be arranged under the latching track such that when the locking element enters an inclined posture with respect to the latching direction compared to its specified positioning in one of the latching openings due to an external force (for example, in the case of a collision) and (in the inclined posture) moves upward relative to the latching track in the direction opposite to the latching direction, and / or when the locking element and / or the latching track is deformed due to an external (collision) force, the notch comes into contact with and hooks onto one of the latching crossbeams formed between the latching openings. On the contrary, when the locking element is lifted out of the latching opening in the direction opposite to the latching direction, at this time it is still oriented in the latching direction as specified, especially during the specified use of the stop device without a collision force, the hooking of the notch onto one of the latching crossbeams should not occur.

[0020] The solution of the present invention uses a simple mechanism to prevent each locking element from "jumping out" of the assigned latching opening under the action of (collision) force, thereby avoiding accidental unlocking of the stop device in the event of a collision.

[0021] Each respective notch can be formed by at least one groove on the locking element, which, for example, surrounds the locking element. Here, a plurality of notches can also be provided on each respective locking element, and correspondingly perhaps a plurality of grooves can be provided, which can in particular be arranged in sequence in the latching direction.

[0022] In a simple manner, the locking elements can be configured as locking pins, which extend in the latching direction and are guided on the stop device in a manner that allows longitudinal movement in the latching direction. In addition, each of the locking elements can have a notch.

[0023] In a common design of locking elements, i.e., they taper conically towards the free end of the locking element on their section on the locking track side which can be brought into engagement with the locking opening, wherein, while at least one of the locking elements is engaged with one of the locking openings, the locking element is supported on one of the locking crossbeams with its tapering section, and at least one cutout of the respective locking element is in particular arranged outside the tapering section of the locking element which is supported on one of the locking crossbeams, for example by forming a cutout in the lower end region of the tapering section in the engagement direction which, when used as intended, does not contact any locking crossbeam in the absence of impact forces.

[0024] If in an improved embodiment the locking elements are implemented so that a cylindrical section of the locking element is also connected axially (downwardly) in the engagement direction to the conically tapering section of the respective locking element, the cutout can be located or constructed at the transition portion where the conically tapering section of the locking element transitions into the cylindrical section connected downwardly thereto, or can also be arranged on the cylindrical section itself connected downwardly.

[0025] The cross section of the cutout can have various designs, for example approximately semicircular, polygonal (possibly with rounded corners), etc.

[0026] Furthermore, it can be provided that the cutout has a sharp-edged section at its lower boundary in the latching direction, by which the cutout can hook with a latching crossbar adjacent to the latching opening when the locking element enters an inclined position with respect to the latching direction and moves upward relative to the latching track in the opposite direction to the latching direction.

[0027] In contrast, the cutout advantageously has no sharp-edged section at its upper boundary in the locking direction, so that the cutout does not hook as far as possible with the locking crossbar adjoining the locking opening when the locking element is moved downward in the locking direction.

[0028] A rail longitudinal guide for a motor vehicle seat having a locking device according to the invention is achieved by the features of claim 19. Advantageous developments follow from claim 20. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Further details and advantages of the invention become apparent from the following description of exemplary embodiments in conjunction with the drawings.

[0030] In the figure:

[0031] Figure 1 A longitudinal section through a locking device having a latching rail and a locking unit assigned to the latching rail is shown;

[0032] Figure 2 A schematic side view of another embodiment of a locking device having a latching track and a locking unit assigned to the latching track is shown;

[0033] Figure 3 Show according to Figure 2 Improvement plan of the layout plan;

[0034] Figure 4A Show according to Figure 3 A partial view of an arrangement scheme, which has a locking element of a locking unit, the locking element being in engagement with a locking opening of a locking track;

[0035] Figure 4B Show according to Figure 4A A partial view of the locking element in a state where the locking element is disengaged from the locking opening;

[0036] Figure 5A A first embodiment of the end of the locking element of the locking unit on the locking track side is shown;

[0037] Figure 5B A second embodiment of the end of the locking element of the locking unit on the locking track side is shown;

[0038] Figure 5C A third embodiment of the end of the locking element of the locking unit on the locking track side is shown;

[0039] Figure 5D A fourth embodiment of the end of the locking element of the locking unit on the locking track side is shown;

[0040] Fig. 6A Show according to FIG. 5A to FIG. 5D An improvement on the end of the locking track side of the locking element;

[0041] Figure 6B Show according to Fig. 6A An improved solution, which is in a state where the locking element is engaged with the locking crossbeam. DETAILED DESCRIPTION

[0042] Figure 1 The locking device shown has a locking unit 1 and a locking track 2, the locking unit can be assigned to the upper track of the longitudinal adjustment of the seat and fixedly connected thereto, and the locking track is correspondingly assigned to the lower track of the longitudinal adjustment of the seat and fixedly connected thereto. The locking track 2 can be a component manufactured separately from the lower track or a component integrally formed thereon. The locking track 2 includes a plurality of (periodic) locking openings 21 arranged in sequence along the adjustment direction E, which are separated from each other by a locking crossbeam 22.

[0043] The locking unit 1 arranged above the locking track 2 includes a plurality of locking pins 5, 6, 7, 8 (four in this embodiment), which are arranged at a constant spacing from each other (along the adjustment direction E), wherein the spacing between the central axes of adjacent locking pins 5, 6, 7, 8 is less than the period of the locking opening 21 and the locking cross beam 22 of the locking track 2 in this embodiment. The locking pins 5-8 have a rod member 50 in the shape of a cylinder, which is provided with a top or flange 52 at its upper end, and the rod member transitions into a conical (truncated conical) end section 51 on the side of the locking track at its lower end.

[0044] The rod members 50 of the locking pins 5, 6, 7, 8 are guided in the (upper) support part 3 (by means of the support openings there) and in the (lower) guide part of the guide device 4 in a manner that allows movement in the insertion direction R of the locking pins 5, 6, 7, 8. Among them, as the guiding mechanism of the guiding device 4, a corresponding number of guiding holes or guiding channels 41, 42, 43, 44 are provided, and the rod members 50 of the locking pins 5, 6, 7, 8 are guided in them (for example, with a slight clearance).

[0045] Compression springs 10, 11, 12, 13 are arranged between the upper support part 3 and the recesses 54 of the locking pins 5, 6, 7, 8 that act as stops, and they pre-tension the locking pins 5, 6, 7, 8 belonging to the locking opening 21 of the locking track 2 in the insertion direction R towards the locking opening 21.

[0046] An unlocking lever 9 is arranged between the upper tops 52 of the locking pins 5, 6, 7, 8 and the support part 3 of the guiding device 4. When pivoting, the unlocking lever 9 can pull the locking pins 5-8 in the locked position out of the locking with the locking track 2 in the direction opposite to the insertion direction R, thereby releasing the relatively adjustable part of the vehicle seat for the adjustment process. Here, the unlocking lever 9 acts on all the locking pins 5-8 together to move the locking pins 5-8 in the locked position out of this position.

[0047] Since jamming or snagging may occur, especially when precisely guiding the locking pins 5 to 8 in the guide holes or guide channels 41 to 44, in particular when the side edges formed by the conical or frustoconical sections 51 engage with the locking crossbeams 22 of the locking track 2 and there are additional burrs in the guide area, a threaded structure may be provided in the section of the rod 50 of the locking pins 5 to 8 between the recess 54 and the starting end of the conical or frustoconical section 51, as described in DE 20 2005 003 626 U1. Such a threaded structure not only prevents the locking pins 5 to 8 from snagging or jamming in the guide holes or guide channels 41 - 44 of the lower guide part 4, but also promotes the self-locking of the locking pins 5 to 8 in the event of a collision when the locking pins 5 to 8 have been snapped into the locking openings 21 of the locking track 2 or when the side edges of their conical or frustoconical sections 51 engage with the locking crossbeams 22 of the locking track 2. These threaded structures can be designed, for example, as fine threads, which allow a high degree of fitting accuracy of the locking pins 5, 6, 7, 8 in the lower guide part 4 of the guiding device.

[0048] In Figure 1 In the locking state shown, the locking pin 8 is fully sunk into the locking opening 21 and supported on the locking crossbeam 22. At the same time, another locking pin 7 is sunk and supported on the inner side of the locking crossbeam 22 of the locking track 2 by means of the side edge of its conical extension (frustoconical) end section 51 or an (optionally chamfered) guiding bevel part connected thereto. Conversely, the remaining two locking pins 5 and 6, due to the spring preload, rest with the end faces of their conical extensions on the upper sides of the two locking crossbeams 22.

[0049] If the unlocking lever 9 is moved in the opposite direction to the snapping-in direction R to unlock the locking device, the unlocking lever first engages with the top 52 of one of the locking pins 8, causing it to move out of its engagement with the locking track 2 in the opposite direction to the snapping-in direction R and against the preload of the compression spring 13 until the unlocking lever 9 engages with the lower side of the top 52 of another locking pin 7 and also pulls it out of the locked position.

[0050] In Figure 1In the schematic illustration (including the fully inserted locking pins 8), the stop device can still move slightly in the adjustment direction E. However, this movement can be avoided by the tapered end sections 51 on different sides of the locking crossbeam 22 of the locking track 2 being engaged by the locking pins 5 to 8, especially by the locking pin 7, which is partially recessed into the subordinate locking opening 21, being pressed deeper into it. For an example of the locking pins 5 to 8 being inserted into the locking track 2 without clearance in the adjustment direction E, reference can also be made to DE299 10 720 U1 and DE 20 2005 003 686 U1. In such an arrangement, the inclination angle of the tapered (frustoconical) end sections 51 of the locking pins 5 to 8 is selected such that if the relevant locking pin is not located within the locking opening 21 together with its rod 50, but the side edges of the tapered end sections 51 engage the locking crossbeam 22 of the locking track 2, the locking pins 5 to 8 cannot be pushed out of their assigned locking openings 21 either due to the impact effect (the force acting in the adjustment direction E is very large).

[0051] The reduction of the cone angle on the end section of the locking element, as proposed, for example, in DE 299 10 720 U1, although reduces the risk of the locking element "jumping out" of the assigned locking opening in the case of an impact force; however, at the same time, it also resists the locking element from sinking deeper into the assigned locking opening through the tapered end section. Before Figures 3 to 5D showing how this problem can be overcome according to the present invention, first Figure 2 elaborate on some other basic characteristics of the stop device for an adjustable vehicle seat, which are also significant in terms of the specific implementation according to Figures 3 to 5D Here, Figure 2 the embodiment shown schematically / principles (different from Figure 1 ) is based on a stop device, the locking unit of which has three locking elements 5, 6, 7 (instead of Figure 1 four locking elements in the case of

[0052] To better distinguish the individual locking elements, they have different reference numerals 5, 6, or 7. However, for the sake of simplicity of notation, the same reference numerals 50, 51, 52, etc. are used for the respective components (such as rods, end sections on the locking track side, tops, etc.) of the locking elements 5, 6, 7 for all locking elements.

[0053] For further explanation, three spatial directions will always be important. They are • "Adjustment direction E" - as the direction along which two components of the vehicle seat (one equipped with a locking track and one equipped with a locking unit) can be adjusted relative to each other. The locking openings are arranged in sequence in the "adjustment plane" in the adjustment direction. • “Locking direction R” – a direction approximately at right angles to the adjustment direction E and perpendicular to the adjustment plane, along which the locking element can be moved relative to the locking track in order to be brought into engagement with it or disengage it from it. • “Transverse direction Q” – direction at right angles to the setting direction E and the snap-in direction R in the setting plane.

[0054] The setting direction E, the locking direction R and the transverse direction Q thus form a three-dimensional spatial system.

[0055] according to Figure 2 The latching openings 21 of the latching rail 2, which are arranged one after another in the adjustment direction E (and are spaced apart from each other by the crossbars 22), are designed with respect to their extension (length) in the adjustment direction E in such a way that the respective locking elements 5, 6, 7 (viewed in the adjustment direction E) of the subordinate locking units can engage in the respective latching openings 21 at different locations. In other words, the extension of the latching openings 21 in the adjustment direction E is substantially greater than the cross-sectional extension of the locking elements 5, 6, 7 in each direction E.

[0056] In a stop device (e.g. based on Figure 2 In the locked state, two of the three locking elements 5, 6, 7 are engaged with one of the locking openings 21 of the locking rail 2, while the other locking element is placed on one of the locking crossbeams 22. For this purpose, for example, Figure 1 As already mentioned, the locking elements 5 , 6 , 7 can be spring-elastically pretensioned in the latching direction R (perpendicular to the setting direction E and the transverse direction Q) toward the latching rail 2 .

[0057] The locking elements 5, 6, 7 are each configured conically at their end sections 51 on the locking track side, i.e., they taper toward the free end on the locking track side. Through the end sections 51 on the locking track side, the respective locking elements 5, 6, 7 abut against one of the lateral edges 211, 212 of the corresponding locking opening 21 in the locked state.

[0058] The maximum possible immersion depth of the locking elements 5, 6, 7 into the respective latching openings 21 is limited by a top portion 52 which is arranged or constructed on the free end of the respective locking element 5, 6, 7 facing away from the latching track 2 and forms a stop for limiting the immersion depth of the locking elements 5, 6, 7.

[0059] As combined Figure 2It can be seen that one of the locking elements (5) is completely sunk into the associated latching opening 21; that is, a deeper sunk of the relevant locking element is not possible due to the top 52 serving as a stop. Another locking element 6 is partially sunk into the associated latching opening 21, and the third locking element 7 is located on one of the latching crossbars 22. Here, the completely or partially sunken locking elements 5, 6, 7 each contact the latching crossbar 22 that delimits the latching opening 21 with their conically configured end sections 51.

[0060] For guiding the locking elements 5 , 6 , 7 in the locking direction R, a guide device 4 is provided which is arranged above the locking rail 2 and has guide openings 41 , 42 , 43 for the locking elements 5 , 6 , 7 .

[0061] At their end sections facing away from the latching track 2, the locking elements 5, 6, 7 are respectively accommodated in the bearing openings 31, 32, 33 of the support part 3 (for example in the form of a support plate or a support plate). Here, the top 52 of the respective locking element 5, 6, 7 is located on the side of the support part 3 facing away from the latching track 2. The unlocking lever 9 acts between the top 52 of the locking element 5, 6, 7 and the support part 3, and the locking elements 5, 6, 7 are removed from the latching opening 21 (by pivoting the unlocking lever) and are removed together (conversely, the locking elements 5, 6, 7 are locked into the latching opening 21 independently of each other under the action of the spring force, as in combination with Figure 1 as already explained).

[0062] The locking elements 5, 6, 7 and the associated guide means 4 as well as the support portion 3 and the unlocking lever 9 together form (combined Figure 1 The locking unit 1 of the locking device (described in relation to another embodiment) can be moved or displaced relative to the locking track 2 along the adjustment direction E. By connecting the locking unit 1 on the one hand and the locking track 2 on the other hand to each of the two seat parts that can move longitudinally relative to each other, these seat parts can be locked in different relative positions by means of the locking device formed by the locking unit 1 and the locking track 2, wherein the locking can be canceled by means of the unlocking rod 9 for re-adjusting the relative position along the adjustment direction E. Here, the locking track 2 can also be integrally formed on the assigned seat part. The two seat parts can in particular be two rails of a rail longitudinal guide for a motor vehicle seat.

[0063] Figure 3 Show according to Figure 2An improvement of the locking device, wherein an important difference (in addition to the more detailed representation, including the compression springs 11, 12, 13 and the threaded structure 55 on the rod 50 of the locking elements 5, 6, 7) is that the locking elements 5, 6, 7 are each provided with a cutout 56, which is formed in particular by a circumferential groove 57, which is arranged in the locking direction R below the locking track 2 when the respective locking element 5, 7 is in engagement with one of the locking openings 21 as required, see also according to Figure 4A Enlarged cross-sectional view of .

[0064] Specifically, the respective cutouts 56 or grooves 57 are arranged under the latching rail 2 in such a way that while the locking elements 5, 6, 7 are in engagement with one of the latching openings 21 as specified, i.e., when the locking elements 5, 6, 7 are brought into an inclined position with respect to the latching direction R due to the action of external (collision) forces (compared to their specified positioning in one of the latching openings 21) and move upward relative to the latching rail 2 opposite to the latching direction R, or when the locking elements 5, 6, 7 and / or the latching rail 2 are deformed under the action of external forces (alternatively or in addition to the inclined position), the cutouts come into contact with one of the latching crossbars 22 and hook into each other. Figure 3 In the embodiment, the cutout 56 is arranged in the engagement direction R outside (or, more precisely, below) the conically tapering section 51 of the locking elements 5, 6, 7 in the following areas: when the locking elements are engaged in the associated locking openings 21, the locking elements 5, 6, 7 are supported laterally on one of the locking crossbeams 22 in a prescribed manner, for example at the lower end area of ​​the conically tapering section 51 in the engagement direction R.

[0065] according to Figure 3 Here, a (relatively short) cylindrical section 53 of the locking element 5, 6, 7 is also connected to the conically tapering section 51 of the respective locking element 5, 6, 7 downward in the locking direction R (i.e., toward the free end on the locking track side), wherein the cutout 56 is constructed on the transition part (in the form of a circumferential groove 57) where the conically tapering section 51 of the locking element (5, 6, 7, 8) transitions to the cylindrical section 53 connected downward thereto.

[0066] This concerns in particular the behavior of the locking elements 5, 6, 7 under the action of crash forces which have force components in the setting direction E and / or in the transverse direction Q and thus bring about an inclined position of the locking elements 5, 6, 7 with respect to the locking direction R and / or a deformation of components of the locking device. According to the invention, the cutout 56 is intended to counteract the respective (inclined and / or deformed in the event of a crash) locking element 5, 6 or 7 from “jumping out” upwards out of the associated locking opening 21 under the action of crash forces (specifically, when the occupant of the respective vehicle seat is caught by the seat belt, for example due to the seat belt forces occurring in the event of a crash) and thus to prevent an unintentional unlocking of the locking device in the event of a crash.

[0067] On the other hand, when the locking elements 5, 6, 7 are removed from the latching opening 21 in the direction opposite to the latching direction R by means of the unlocking lever provided for this purpose, while at the same time being aligned in the latching direction (without the tilted position affected by the collision), the cutout 56 should not hook onto one of the latching crossbars 22, see Figure 4B In the case of proper use of the locking device without collision forces, no hooking should occur between the cutout 56 and the latching crossbar 22 .

[0068] like FIG. 5A to FIG. 5D As shown, the respective cutouts 56 or corresponding grooves 57 can be realized in different embodiments with respect to different cross-sections, for example with an arc-shaped, especially circular arc-shaped contour in cross section, or with a polygonal, especially triangular or quadrilateral, cross section, perhaps with rounded corners.

[0069] The cross section of the locking elements 5, 6, 7 can preferably be round, in particular perfectly round. However, a polygonal cross section of the locking elements can also be realized. In the former case, the conically extending end section forms a cone (truncated cone), in the latter case a pyramid or a truncated pyramid. In this case, a slightly inclined support of the locking elements may be appropriate to ensure a linear fit on the edge or corner of the associated latching opening.

[0070] according to Fig. 6A The cutout 56 or the corresponding groove 57 has a sharp-edged section 59a at its lower boundary 59 along the locking direction R, and when the locking elements 5, 6, 7 enter an inclined position with respect to the locking direction R and move upward relative to the locking track 2 in the opposite direction of the locking direction R, the cutout 56 or the groove 57 can be hooked with the locking crossbeam 22 adjacent to the locking opening 21 through the sharp-edged section, see Figure 6B .

[0071] On the contrary, the cutout 57 or groove 57 preferably does not have a sharp-edged section at its upper boundary 58 along the locking direction R, for example, has a chamfer 58a and / or a bevel, so that when the locking element 5, 6, 7 moves downward along the locking direction R, the cutout 56 or groove 57 is unlikely to hook with the locking crossbeam 22 adjacent to the locking opening 21.

Claims

1. A locking device for a vehicle seat which is adjustable in an adjustment direction (E), the locking device comprising: - at least one locking track (2), the locking track having a plurality of locking openings (21) arranged in sequence and spaced apart from each other along the setting direction (E), and a locking unit (1) movable relative to the locking track (2), the locking unit comprising a plurality of locking elements (5, 6, 7, 8), which are guided independently of one another by means of a guide device (4), are spaced apart from one another in the setting direction (E) and can be brought into engagement with one of the locking openings (21) in each case in the locking direction (R), It is characterized in that At least one of the locking elements (5, 6, 7, 8) is provided with a notch (56), which is arranged below the locking track (2) along the locking direction (R) when the locking element (5, 6, 7, 8) is in engagement with one of the locking openings (21) as required.

2. The immobilizing device according to claim 1, It is characterized in that The latching openings (21) are separated from each other by latching crossbeams (22).

3. The immobilizing device according to claim 2, It is characterized in that While the locking element (5, 6, 7, 8) is engaged with one of the latching openings (21), the cutout (56) is arranged below the latching track (2) so that when the locking element (5, 6, 7, 8) enters an inclined position with respect to the latching direction (R) due to an external force compared to its predetermined positioning in one of the latching openings (21) and moves upward relative to the latching track (2) in the opposite direction to the latching direction (R), the cutout (56) contacts one of the latching crossbars (22).

4. The immobilizing device according to claim 2 or 3, It is characterized in that While the locking element (5, 6, 7, 8) is engaged with one of the locking openings (21), the cutout (56) is arranged below the locking track (2) so that when the locking element (5, 6, 7, 8) and / or the locking track is deformed due to an external force, the cutout (56) contacts one of the locking crossbeams (22).

5. The immobilizing device according to at least one of the preceding claims, It is characterized in that The cutout (56) is formed by at least one groove (57) on the locking element (5, 6, 7, 8).

6. An immobilizing device according to any one of the preceding claims, It is characterized in that The groove (57) extends around the locking element (5, 6, 7, 8).

7. An immobilizing device according to any one of the preceding claims, It is characterized in that A plurality of cutouts (56) are formed on the locking elements (5, 6, 7, 8).

8. An immobilizing device according to any one of the preceding claims, It is characterized in that Each locking element (5, 6, 7, 8) has a cutout (56) arranged below the locking track (2) in the locking direction (R) when the locking element (5, 6, 7, 8) is in engagement with one of the locking openings (21) as required.

9. An immobilizing device according to any one of the preceding claims, It is characterized in that The locking elements (5, 6, 7, 8) are designed as locking pins which are guided so as to be longitudinally movable in the locking direction (R).

10. An immobilizing device according to any one of the preceding claims, It is characterized in that The locking elements (5, 6, 7, 8) taper conically toward their free ends on a section (51) on the side of the locking track which can be brought into engagement with the locking opening (21) as required.

11. The immobilizing device according to claims 2 and 10, It is characterized in that While at least one of the locking elements (5, 6, 7, 8) is engaged with one of the latching openings (21), the locking element is supported by means of a conically tapering section (51) on one of the latching crossbars (22).

12. The immobilizing device according to claim 11, It is characterized in that The cutout (56) of the locking element (5, 6, 7, 8) is arranged outside a conically tapering section (51) of the locking element (5, 6, 7, 8) which is supported on one of the latching crossbars (22).

13. The immobilizing device according to claim 11 or 12, It is characterized in that The cutout (56) of the locking element (5, 6, 7, 8) is arranged in the locking direction (R) outside the region of the conically tapering section (51) in which the locking element (5, 6, 7, 8) is supported in a prescribed manner on one of the locking crossbars (22).

14. The immobilizing device according to any one of claims 10 to 13, It is characterized in that The cutout (56) of the locking element (5, 6, 7, 8) is arranged at a lower end region of the conically tapering section (51) in the engagement direction (R).

15. The immobilizing device according to any one of claims 10 to 14, It is characterized in that A cylindrical section (53) of the locking element (5, 6, 7, 8) is connected downwardly in the engagement direction (R) to the conically tapering section (51) of the respective locking element (5, 6, 7, 8), wherein the cutout (56) is located in particular at the transition portion where the conically tapering section (51) of the locking element (5, 6, 7, 8) transitions into the cylindrical section (53) connected downwardly thereto.

16. An immobilizing device according to any one of the preceding claims, It is characterized in that The cutout (56) at least partially has a cross section including an arc-shaped profile, and / or at least partially has a polygonal cross section.

17. An immobilizing device according to any one of the preceding claims, It is characterized in that The cutout (56) has a sharp-edged section (59a) at a lower boundary (59) along the locking direction (R), and when the locking element (5, 6, 7, 8) enters an inclined position with respect to the locking direction (R) and moves upward relative to the locking track (2) in the opposite direction to the locking direction (R), the cutout (56) can be hooked with the locking crossbeam (22) adjacent to the locking opening (21) through the sharp-edged section.

18. An immobilizing device according to any one of the preceding claims, It is characterized in that The cutout (56) has no sharp-edged section at its upper boundary (58) in the engagement direction (R).

19. A rail longitudinal guide for a longitudinally adjustable motor vehicle seat, the rail longitudinal guide comprising: - a first guide rail, the first guide rail having a locking track (2), the locking track extending along the adjustment direction (E) and having a plurality of locking openings (21) arranged one behind the other and spaced apart from one another along the adjustment direction (E), so that the motor vehicle seat can be locked along the adjustment direction (E) at different longitudinal positions of the seat by engaging at least one locking element (5, 6, 7, 8) in the locking opening (21) of the first guide rail, and a second guide rail movable in the adjustment direction (E) relative to the first guide rail, the second guide rail having a locking unit (1), the locking unit having a plurality of locking elements (5, 6, 7, 8), the locking elements being guided independently of one another by means of a guide device (4), being spaced apart from one another in the adjustment direction (E) and being able to be brought into engagement with one of the locking openings (21) in each case in the locking direction (R), It is characterized in that At least one of the locking elements (5, 6, 7, 8) has a notch (56) which is arranged below the locking track (2) in the locking direction (R) when the locking element (5, 6, 7, 8) is in engagement with one of the locking openings (21) as required. 20 . Rail longitudinal guide according to claim 19 , having the features of at least one of claims 2 to 18 .

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