Longitudinal adjusting device and vehicle seat

Abstract

The invention relates to a longitudinal adjustment device for a vehicle seat, the longitudinal adjustment device comprising at least one rail arrangement having two rail pairs, the respective rail pair having a first rail element and a second rail element which can be moved relative to each other. The longitudinal adjustment device further comprises a motor unit and a motor support having a motor mounting portion for the motor unit and at least one shaft mounting portion for at least one shaft protruding from the motor unit, at least one decoupling element is arranged in each case between the motor support and the motor unit, between the motor support and the shaft, and / or between the motor support and the movable track element.

Description

Field of the Invention

[0001] The present invention relates to a longitudinal adjustment device and a vehicle seat having a longitudinal adjustment device of this type. Background Art

[0002] A longitudinal adjustment device of the type described at the beginning is used in a vehicle seat to adjust the vehicle seat, for example, by means of a track device, in particular to place it in different longitudinal seat positions relative to the vehicle floor in the direction of the longitudinal axis of the vehicle. For this purpose, the longitudinal adjustment device generally includes a motor unit as a drive unit, which is held on the vehicle seat by a bracket. The motor unit is in turn coupled in terms of movement to the track device. The bracket can be fastened to, for example, a movable track of the track device, in particular the upper track, and thus enables the drive unit and / or an axis extending from the drive unit, in particular the drive shaft, to be fixed in position and thus reliably connected to the track device of the longitudinal adjustment device. Summary of the Invention

[0003] Problem

[0004] The present invention is based on the problem of improving a longitudinal adjustment device of the type described at the beginning, in particular providing a longitudinal adjustment device with particularly low noise and a corresponding vehicle seat.

[0005] Solution

[0006] According to the present invention, the first problem is solved by a longitudinal adjustment device having the features of claim 1. The second problem is solved according to the present invention by a vehicle seat having the features of claim 10.

[0007] Advantageous improvements that can be used alone or in combination with each other are the subject matter of the dependent claims.

[0008] The longitudinal adjustment device according to the present invention includes at least one track device having two track pairs, wherein each corresponding track pair has a first track element and a second track element that are movable relative to each other. In addition, the longitudinal adjustment device includes a motor unit for driving the track device, and a motor bracket having a motor mounting portion for the motor unit and at least one shaft mounting portion for at least one shaft, in particular a drive shaft, extending from the motor unit, wherein at least one decoupling element is provided in each case between the motor bracket and the motor unit, between the motor bracket and the shaft, and / or between the motor bracket and the movable track element.

[0009] Due to the fact that at least one decoupling element is provided between the motor support and the motor unit, between the motor support and the shaft, and / or between the motor support and the movable track element in each case, structure-borne noise can be prevented from being transmitted between these components. As a result, a significant reduction in noise of the longitudinal adjustment device can be achieved. In particular, one or more decoupling elements ensure decoupling of the motor unit acting as a noise source. In addition, the present invention is based on the concept of reducing vibrations from movable components, such as the motor unit, the shaft, and / or the movable track element of the longitudinal adjustment device, and in particular on the concept of reducing or preventing the transmission or transfer of these vibrations to adjacent or neighboring components or parts of the longitudinal adjustment device. This can ensure that these vibrations do not affect components having a natural frequency within the excitation frequency range, thereby suppressing or damping interfering noise.

[0010] For example, the motor support and the motor unit can be decoupled from each other by at least one decoupling element. In particular, the motor support and the motor unit can be acoustically and mechanically decoupled from each other by at least one decoupling element. As an alternative or additionally, the motor support and the sleeve can be decoupled from each other by at least one decoupling element or other decoupling elements, in particular can be acoustically and mechanically decoupled from each other. In addition, the motor support and the movable track element can be decoupled from each other by at least one decoupling element, in particular can be acoustically and mechanically decoupled from each other. The reduction or avoidance of the transmission or propagation of sound waves is ensured by the corresponding decoupling element or elements. In other words: The motor support can be acoustically decoupled multiple times in the transition or connector region, in particular by decoupling elements with a separate construction.

[0011] The motor support can be configured, for example, as an elongated motor bridge. The motor support can extend between, for example, two track pairs and can be connected to the two track pairs. The motor support can be configured as a single-piece support in particular. The motor support can be, for example, a single-piece formed part or a profile part. The single-piece motor support can include a motor mounting part and a shaft mounting part as an integrated part.

[0012] The motor mounting part can be configured, for example, as a semi-cylindrical recess open on one side, in particular a rectangular recess, into which the motor unit, in particular an electric motor, can be inserted.

[0013] The shaft mounting part is adjacent to the motor mounting part on one side or on both sides and extends in each case up to the track pair. The shaft mounting part can be configured, for example, in a channel shape to receive the shaft. In addition, the shaft can be arranged in a sleeve and can rotate in a guided manner. The sleeve can be acoustically insulated from the motor support, for example, by a decoupling element.

[0014] For example, at least one decoupling element can be at least partially configured as a flexible, in particular elastic, bearing element. For example, at least one decoupling element can be at least partially configured as a damping, in particular vibration-damping, element.

[0015] At least one decoupling element can have, for example, at least one guiding part and at least one decoupling part. The guiding part can be configured, for example, as a guiding profile or a guiding tube.

[0016] A plurality of decoupling elements can be provided. For example, for a motor unit, a motor decoupling element can be provided at each longitudinal end. The corresponding motor decoupling element can be configured to decouple the motor unit radially and / or axially, in particular acoustically, from the motor support, in particular the motor bridge.

[0017] A plurality of identical shaft decoupling elements can be provided for the shaft. The plurality of shaft decoupling elements can be configured, for example, such that the plurality of shaft decoupling elements are axially connected or axially connectable to each other in a form-fitting and / or force-fitting manner. The plurality of shaft decoupling elements are identical components and decouple the shaft radially and / or axially, in particular acoustically, from the motor support.

[0018] At least one track decoupling element can be provided for the track device. The track decoupling element can be configured to decouple the movable track from the motor support, in particular the motor bridge, in particular acoustically.

[0019] The decoupling part can be configured as a flexible flange. For example, the flexible flange can be configured as an edge protruding at a right angle from the guiding part. The flexible flange is configured for both connection and decoupling. In particular, the flexible flange is used for connection to an adjacent component, in particular another decoupling element and / or the motor support. In the case of a plurality of identical decoupling elements, they can be axially connected to each other by the flange, for example, they can be flush against each other, in particular they can optionally be inserted into each other in a regional manner.

[0020] At least the decoupling part can be made of an elastic material, in particular an elastic plastic, in particular an elastomer or rubber. The corresponding decoupling element is preferably made of an elastic material that is strong and stable enough to receive and guide the components to be received, in particular the motor unit, the shaft, and / or the movable track.

[0021] As described above, at least one of the decoupling elements is configured as a motor decoupling element, at least one of the decoupling elements is configured as a shaft decoupling element, and / or at least one of the decoupling elements is configured as a track decoupling element. The shaft decoupling element can be configured, for example, as an indirect decoupling element for the shaft. In particular, the shaft decoupling element is configured as a tube decoupling element that acoustically decouples a sleeve or a guiding tube provided around the shaft.

[0022] In particular, the motor decoupling element, the shaft decoupling element, and the track decoupling element can be decoupled from each other. In other words: The decoupling elements of different components are not connected to their ends. In particular, the shaft decoupling element is not connected to the motor decoupling element or the track decoupling element. Instead, the motor decoupling element is not connected to the shaft decoupling element. Nor is the track decoupling element connected to the shaft decoupling element. In particular, a predetermined number of decoupling elements constructed as the same component are each assigned to and provided on only one of the structural units. In particular, a first number of decoupling elements can be assigned to the motor unit and can be provided on the motor unit. A second number of decoupling elements can be assigned to the shaft and can be provided on the shaft, in particular on the sleeve. A third number of decoupling elements can be assigned to the movable track and can be provided on the movable track. In particular, the various decoupling elements assigned to different structural units are constructed independently of each other and are arranged without contacting each other. The decoupling elements can be simply replaced and refitted. The number of decoupling elements can vary. For example, a corresponding number of decoupling elements can be provided in a manner depending on the length of the respective structural unit. In this way, the vehicle seat can be acoustically optimized simply by integrating decoupling elements on one or more of the structural units, such as the motor unit, the sleeve, or the track, without the need for acoustic optimization of significantly more complex systems such as the motor unit or the gear unit. In particular, the sound level of the vehicle seat can be set to a predetermined value by a combination of decoupling elements, and in particular, a maximum sound level value, for example, less than 1.8 sone, can be designed.

[0023] The number of decoupling elements can vary. For example, the number of decoupling elements can vary in a manner depending on the shaft length and / or the motor length. The bending travel of the shaft mounting portion may also require additional decoupling elements. The decoupling elements are particularly constructed as separate components or separate elements. Thus, for example, the decoupling elements can be refitted or can be replaced in the case of wear or tear. Therefore, during the service life of the motor and the motor bracket, vibrations, in particular acoustic vibrations and mechanical vibrations (such as motor vibrations, shaft vibrations, etc.) can be reduced or avoided or continuously isolated from being transmitted to the track. Therefore, the overall stability and comfort of the vehicle seat can be improved.

[0024] To summarize and put it another way, the present invention provides a longitudinal adjustment device in which the noise source, the motor, can be acoustically decoupled. In addition, by integrating decoupling elements (such as shaft decoupling elements and / or track decoupling elements), all vibrations from other movable components (such as shafts and movable track elements) can also be reduced. Compared with a conventional design of a vehicle seat that does not have multiple decoupling elements or does not have a combination of different decoupling elements as described herein, in particular a combination of a motor decoupling element, a shaft decoupling element, and a track decoupling element, each of the above decoupling elements can reduce the loudness in a specific vehicle seat by approximately 0.5 sone (sone = a measure of the perceived sound level, where a pure tone of 1 kHz and a sound level of 40 dB exactly correspond to 1 sone). BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Hereinafter, the present invention will be explained in more detail based on advantageous exemplary embodiments shown in the figures. However, the present invention is not limited to these exemplary embodiments. In the figures:

[0026] Figure 1 A schematic view of a vehicle seat with a longitudinal adjustment device according to the prior art is shown,

[0027] Figure 2 A perspective view of a longitudinal adjustment device according to the present invention is shown,

[0028] Figure 3 Shows an enlarged detail in the region of the motor mounting part of the motor bracket of a longitudinal adjustment device according to Figure 2 and an exploded view of two decoupling elements,

[0029] Figure 4 Shows a schematic view of the installed decoupling elements according to Figure 3

[0030] Figure 5 Shows an enlarged detail in the region of the shaft mounting part of the motor bracket of a longitudinal adjustment device according to Figure 2

[0031] Figure 6 Shows an obliquely upward side view of the shaft mounting part according to Figure 2

[0032] Figure 7 An enlarged detail of a fastening flange for fastening to a motor unit is shown,

[0033] Figure 8 An enlarged detail in the region of a shaft decoupling element configured as a sleeve decoupling device is shown,

[0034] Figure 9 A perspective cross-sectional view of a pair of tracks in the region of a track decoupling element is shown, and​​​

[0035] Figure 10 shows an enlarged perspective cross-sectional view of an orbital decoupling element according to Figure 9 .

[0036] List of reference numerals

[0037] 100 Vehicle seat

[0038] 102 Seat part

[0039] 104 Backrest

[0040] 106 Fitting

[0041] 108 Axis of rotation

[0042] 110 Longitudinal adjustment device

[0043] 112 Track device

[0044] 112.1, 112.2 Track pair

[0045] 114 First guide rail element (upper guide rail)

[0046] 114.1 Fastening opening

[0047] 116 Second guide rail element (lower guide rail)

[0048] 120 Motor unit

[0049] 122 Motor bracket

[0050] 122.1 Motor mounting part

[0051] 122.11 Recess

[0052] 122.2 Shaft mounting part

[0053] 122.21 Flange mounting

[0054] 122.3 Transition part

[0055] 124 Gear unit

[0056] 126 Shaft

[0057] 127 Sleeve

[0058] 128 Fastening point

[0059] 128.1 Fastening element

[0060] 130 Decoupling element

[0061] 130.1 Elastic bearing element

[0062] 130.2 Damping element

[0063] 130.3 Guide part

[0064] 130.4 Decoupling part

[0065] 130.41 Flange

[0066] 130.5 Motor decoupling element

[0067] 130.6 Shaft decoupling element

[0068] 130.7 Track decoupling element

[0069] 132 Seat mounting

[0070] 134 Motor end

[0071] 136 Reinforcement element

[0072] 138 Fastening flange

[0073] x Longitudinal direction

[0074] y Transverse direction

[0075] z Vertical direction Detailed implementation manners

[0076] Components corresponding to each other in all the figures have the same reference signs.

[0077] The vehicle seat 100 of the prior art schematically shown hereinafter will be described using three spatial directions extending perpendicular to each other Figure 1 In the case of the vehicle seat 100 mounted in a vehicle, the longitudinal direction x extends substantially horizontally and preferably parallel to the vehicle longitudinal direction, which corresponds to the normal driving direction of the vehicle. The transverse direction y extending perpendicular to the longitudinal direction x is also horizontally oriented in the vehicle and parallel to the vehicle transverse direction. The vertical direction z extends perpendicular to the longitudinal direction x and perpendicular to the transverse direction y. In the case of the vehicle seat 100 mounted in a vehicle, the numerical direction z preferably parallels the vehicle vertical axis.

[0078] The position and direction specifications used, such as front, rear, top and bottom, are related to the line of sight direction of a passenger sitting in the vehicle seat 100 in the normal sitting position, where the vehicle seat 100 is mounted in the vehicle, in a use position suitable for passenger transportation, having an upright backrest 104 and being oriented in the usual direction towards the driving direction. However, the vehicle seat 100 can also be mounted or moved in a different orientation, for example, transversely with respect to the driving direction. Unless otherwise specified, the vehicle seat 100 has a mirror-symmetrical structure with respect to a plane extending perpendicular to the transverse direction y.

[0079] The backrest 104 can be pivotally arranged on the seat part 102 of the vehicle seat 100. For this purpose, the vehicle seat 100 can optionally include a fitting 106, in particular an adjustment fitting, a swivel fitting, a latch fitting or a tipping fitting.

[0080] The position and orientation specifications used, such as in the radial, axial and circumferential directions, are all related to the rotation axis 108 of the fitting 106. Radial means perpendicular to the rotation axis 108. Axial means in the direction along the rotation axis 108 or parallel to the rotation axis 108.

[0081] The vehicle seat 100 can optionally include a longitudinal adjustment device 110. The longitudinal adjustment device 110 includes, for example, a track device 112 having a first track element 114 and a second track element 116. The first track element 114 can be adjusted relative to the second track element 116 in the longitudinal direction x. The first track element 114 is fastened to the seat part 102. The second track element 116 is fastened to a structural element of the vehicle, such as the vehicle floor.

[0082] For the sake of clarity, hereinafter, the first track element 114 is referred to as the upper track 114. This upper track 114 (also referred to as a running track or a slide rail) is assigned to the vehicle seat 100 and is configured to support the vehicle seat 100. Hereinafter, the second track element 116 is referred to as the lower track 116. The lower track 116 is fixedly connected, for example, to the vehicle floor.

[0083] Figure 2 A perspective view of the longitudinal adjustment device 110 according to the present invention is shown.

[0084] The longitudinal adjustment device 110 according to the present invention at least includes a track device 112 having two track pairs 112.1, 112.2. Each track pair 112.1, 112.2 includes an upper track 114 as the first track element 114 and a lower track 116 as the second track element 116. Each upper track 114 can move longitudinally relative to the lower track 116.

[0085] Furthermore, in order to adjust the upper track 114 by means of an electric motor, the longitudinal adjustment device 110 includes a motor unit 120, in particular an electric motor, and a motor bracket 122 for the motor unit 120.

[0086] In order to couple the motor unit 120 to the track device 112, each track pair 112.1, 112.2 is provided with a gear unit 124, which couples the motor unit 120 and the movable upper track 114 of at least one of the track pairs 112.1, 112.2 to each other.

[0087] The motor bracket 122 has at least one motor mounting portion 122.1 for the motor unit 120 and at least one shaft mounting portion 122.2 for at least one shaft 126, in particular a drive shaft (as Figure 5 shown), protruding from the motor unit 120. The shaft 126 is in particular a flexible shaft which is guided in a sleeve 127 (also referred to as a guide tube).

[0088] The motor bracket 122 is fastened to the upper rail 114 at a fastening point 128 by means of a fastening element 128.1 (for example a screw).

[0089] In each case at least one decoupling element 130 is provided between the motor bracket 122 and the motor unit 120, between the motor bracket 122 and the shaft 126, in particular the sleeve 127, and / or between the motor bracket 122 and the movable upper rail 114. In other words: The longitudinal adjustment device 110 comprises a combination of a plurality of decoupling elements 130.

[0090] The respective decoupling element 130 can be at least partially configured as an elastic, in particular resilient, bearing element 130.1. For example, at least one decoupling element 130 can be at least partially configured as a damping, in particular vibration-damping, element 130.2.

[0091] By means of the decoupling element 130, in particular the flexible bearing element 130.1 and / or the damping element 130.2, structure-borne noise can be prevented from being transmitted between the components, in particular between the motor bracket 122 and the motor unit 120, between the motor bracket 122 and the shaft 126 and / or between the motor bracket 122 and the movable upper rail 114.

[0092] The motor bracket 122 is configured as, for example, an elongate motor bridge or a motor support profile. The motor bracket 122 extends, for example, between two track pairs 112.1, 112.2 and connects the two track pairs. By means of a seat mount 132, the longitudinal adjustment device 110 is fastened to the vehicle seat 100 (as Figure 1 shown).

[0093] The motor mounting portion 122.1 can be configured as, for example, a semi-cylindrical recess 122.11 which is open on one side. For example, the recess 122.11 is configured according to the contour and external shape of the motor unit 120. The recess 122.11 can be configured in a rectangular shape. The motor unit 120, in particular an electric motor, can be inserted into the recess 122.11. The recess 122.11 is configured in such a way that the motor unit 120 is held in this recess 122.11 in a form-fitting and / or force-fitting and releasable manner.

[0094] The shaft mounting portion 122.2 is adjacent to the motor mounting portion 122.1 on one or both sides and extends in each case up to the track pair 112.1, 112.2. The shaft mounting portion 122.2 can for example be constructed in the form of a channel to receive a shaft 126 guided in a sleeve 127 (as Figure 5 shown).

[0095] Figure 3 Shows an enlarged detail in the region of the motor mounting portion 122.1 of the motor bracket 122 of the longitudinal adjustment device 110 according to Figure 2 and an exploded view of two decoupling elements 130.

[0096] The respective decoupling element 130 can have for example at least one guide portion 130.3 and a decoupling portion 130.4.

[0097] The guide portion 130.3 can be constructed as for example a guide profile or a guide tube, sleeve etc. The guide portion 130.3 is constructed to receive for example a motor end 134 or a shaft 126 protruding from the motor unit 120 (as Figure 6 shown). For this purpose, the guide portion 130.3 can be constructed as a through-hole.

[0098] The decoupling element 130 is provided at each longitudinal end of the motor unit 120 and is constructed as a motor decoupling element 130.5. The respective motor decoupling element 130.5 can be constructed to decouple the motor unit 120 radially and / or axially, in particular in the transverse direction y, relative to the motor bracket 122, in particular the motor bridge, in particular acoustically.

[0099] At least the decoupling portion 130.4 constructed as a flange 130.41 can be formed from an elastic material, in particular an elastic plastic, such as an elastomer or rubber. As described below, the respective decoupling element 130 is preferably entirely formed from an elastic material which is constructed to be sufficiently firm and stable to receive and guide the components to be received, in particular the motor unit 120, the shaft 126 and / or the movable upper track 114.

[0100] Figure 4 Shows a schematic view according to Figure 3 in which a decoupling element 130 constructed as a motor decoupling element 130.5 is mounted. The motor unit 120 is provided in the motor mounting portion 122.1 in a form-fitting and / or force-fitting manner and is releasably held.

[0101] In each case, one of the motor decoupling elements 130.5 is provided in the transition portion 122.3. The decoupling portion 130.4 of the respective motor decoupling element 130.5 is constructed as for example a flange 130.41. The decoupling portion 130.4 is in particular constructed as a flexible flange 130.41.

[0102] The flange 130.41 can be configured as an edge that protrudes, for example, at a right angle from the guide part 130.3. The guide part 130.3 can have a shape adapted to the motor bracket 122, in particular a circular or polygonal or partly circular or partly straight shape.

[0103] The flexible flange 130.41 can be configured for both connecting to the motor unit 120 and acoustically decoupling the motor unit 120 from the motor bracket 122.

[0104] Figure 5 An enlarged detail in the region of the shaft mounting part 122.2 of the motor bracket 122 of the longitudinal adjustment device 110 according to Figure 2 is shown.

[0105] The shaft 126 is configured as a flexible shaft and is coupled to an output element (not shown in detail) of the motor unit 120 via a motor decoupling element 130.5.

[0106] A plurality of decoupling elements 130 can be provided for the shaft 126, which are configured as shaft decoupling elements 130.6. The plurality of shaft decoupling elements 130.6 can be configured such that they are axially connected to each other, for example, in a form-fitting and / or force-fitting and releasable manner. The plurality of shaft decoupling elements 130.6 are identical parts or have the same configuration. The shaft decoupling element 130.6, in particular its decoupling part 130.4 configured as a flexible flange 130.41, decouples the shaft 126 radially and / or axially, in particular acoustically, from the motor bracket 122.

[0107] The plurality of identical shaft decoupling elements 130.6 can be axially connected to each other via the flexible flange 130.41. For example, the corresponding flange 130.41 of one decoupling element 130 abuts flush against the front end of the guide part 130.3 of the adjacent decoupling element 130, and / or they are inserted into each other in their regions.

[0108] The shaft mounting part 122.2 has a flange mounting 122.21 corresponding to the flange 130.41. The flange 130.41 is arranged in the flange mounting 122.21 in a form-fitting and / or force-fitting manner and is releasably held.

[0109] One or more guide parts 130.3 of the shaft decoupling element 130.6 can form a sleeve 127 for the shaft 126, for example, as a one-piece or multi-part guide tube. Here, the decoupling part 130.4 can be provided as a separate, in particular annular, damping element at uniform intervals on the sleeve 127. The sleeve 127 and / or the end-side guide part 130.3 are decoupled from the motor bridge or the motor bracket 122 via the decoupling part 130.4 configured as a flange 130.41.

[0110] Figure 6 shows a top perspective view of the shaft mounting portion 122.2 according to Figure 2 . The shaft decoupling element 130.6 is in each case configured as a sleeve 127 (also referred to as a guide tube or guide sleeve) for receiving, guiding, and mounting the shaft 126. The shaft 126 is in particular a known flexible shaft.

[0111] The motor bracket 122 is configured as a profile body, in particular a motor bridge. The motor bracket 122 is configured as a U-shaped profile, for example, having reinforcing elements 136, such as ribs.

[0112] The shaft mounting portion 122.2 is configured as a semi-open channel in which the shaft decoupling element 130.6 is arranged, and the shaft 126 is thereby guided and rotatably mounted therein. The shaft 126 is acoustically decoupled from the motor bracket 122 by means of a flange 130.41.

[0113] In the direction of the motor unit 120, a fastening flange 138 for fastening to the motor unit 120 is provided at the end of the shaft decoupling element 130.6 facing the motor unit 120.

[0114] Figure 7 Shows an enlarged detail of the fastening flange 138. The fastening flange 138 has an outer shape corresponding to the shape of the channel-shaped shaft mounting portion 122.2.

[0115] Figure 8 Shows an enlarged detail in the region of the shaft decoupling element 130.6. The flange 130.41 is releasably held in the flange mount 122.21 of the shaft mounting portion 122.2 by form-fitting and / or force-fitting.

[0116] The guide portion 130.3 is configured in a channel shape. The inner dimensions of the guide portion 130.3, in particular, correspond to the outer dimensions of the shaft 126.

[0117] Figure 9 Shows a perspective cross-sectional view of one of the track pairs 112.1 in the region of the decoupling element 130, which is configured as a track decoupling element 130.7 and acoustically decouples the movable upper track 114 from the motor bracket 122 at the fastening point 128. Figure 10 shows an enlarged perspective cross-sectional view of the track decoupling element 130.7 according to Figure 9 .

[0118] At the fastening point 128, the motor bracket 122 is connected to the movable upper track 114 by fastening elements 128.1, in particular screws. In order to acoustically decouple the upper track 114 and the motor bracket 122, the track decoupling element 130.7 is configured as a flexible or elastic bearing element 130.1, for example, made of an elastic plastic material or rubber, etc.

[0119] The track decoupling element 130.7 is arranged in the fastening opening 114.1 of the upper track 114 for the fastening element 128.1 and has a guide part 130.3 and a decoupling part 130.4.

[0120] Each decoupling element 130 described herein, such as the motor decoupling element 130.5, the shaft decoupling element 130.6, the track decoupling element 130.7, can reduce the loudness in the corresponding vehicle seat 100 by approximately 0.5 sone compared to a longitudinally adjustable vehicle seat of a conventional design.

[0121] Here, different decoupling elements 130, in particular the motor decoupling element 130.5, are decoupled from the shaft decoupling element 130.6, and these shaft decoupling elements 130.6 are decoupled from the track decoupling element 130.7. In other words: the shaft decoupling element 130.6 of the flexible shaft 126 (also known as the flexible shaft), which is configured as a sleeve for example, is not connected to the motor unit 120, nor to the motor decoupling element 130.5, nor to the gear unit 124 and the track decoupling element 130.7 at its ends. Thus, the shaft decoupling element 130.6 is also completely decoupled from the motor bracket 122 and other adjacent components / assemblies via the flexible flange 130.41.

[0122] By mounting the motor of the motor unit 120 in the decoupling element 130, the structure-borne sound excitation of the motor unit 120 can be reduced. The decoupling element 130 is configured as a flexible bearing element 130.1, such as a rubber element. The selection of the Shore hardness and thickness of the material of the decoupling element 130, such as an elastomer, is suitable for reducing the acting frequency, in particular the structure-borne sound acting due to the movable parts. The two decoupling elements 130, in particular the decoupling element for the motor unit 120 and the other decoupling elements 130 for the shaft 126 and the upper track 114, combine spring characteristics and damping characteristics that are suitable or can be optimally suitable for the occurring vibration frequencies.

[0123] The number of decoupling elements 130 can vary depending on the size, in particular the dimensions, of the longitudinal adjustment device 110, in particular the shaft 126 and its length (also known as the flexible shaft length or sleeve length). The bending travel of the shaft 126 or the sleeve around it may also require additional support via these flexible flanges 130.41.

[0124] By combining the above-described different decoupling elements 130 configured as motor decoupling elements 130.5, shaft decoupling elements 130.6, and / or track decoupling elements 130.7, the loudness of the longitudinal adjustment device 110 on the vehicle seat 100 can be reduced to below 1.8 sone, in particular for a padded seat with acoustic measurements at the head.

Claims

1. A longitudinal adjustment device (110) for a vehicle seat (100), comprising: a rail arrangement (112) having two rail pairs (112.1, 112.2), wherein each rail pair (112.1, 112.2) has a first rail element (114) and a second rail element (116) which are movable relative to one another, - a motor unit (120), and a motor bracket (122) having a motor mounting portion (122.1) for the motor unit (120) and at least one shaft mounting portion (122.2) for at least one shaft (126) extending from the motor unit (120) and having a sleeve (127), Therein, at least one decoupling element (130) is in each case arranged between the motor support (122) and the motor unit (120), between the motor support (122) and the sleeve (127), and / or between the motor support (122) and the movable rail element (114).

2. The longitudinal adjustment device (110) according to claim 1, in, The motor mount (122) and the motor unit (120) are decoupled from each other by the at least one decoupling element (130).

3. The longitudinal adjustment device (110) according to claim 1 or 2, in, The motor mount (122) and the bushing (127) are decoupled from each other by the at least one decoupling element (130).

4. A longitudinal adjustment device (110) according to any one of the preceding claims, in, The motor bracket (122) and the movable track element (114) are decoupled from each other by the at least one decoupling element (130).

5. A longitudinal adjustment device (110) according to any one of the preceding claims, in, The at least one decoupling element (130) is at least partially designed as a flexible bearing element (130.1).

6. A longitudinal adjustment device (110) according to any one of the preceding claims, in, The at least one decoupling element (130) has at least one guide portion (130.3) and a decoupling portion (130.4).

7. The longitudinal adjustment device (110) according to claim 6, in, The guide part (130.3) is configured as a guide tube.

8. The longitudinal adjustment device (110) according to claim 6 or 7, in, The decoupling portion (130.4) is designed as a flexible flange (130.41).

9. The longitudinal adjustment device (110) according to claim 8, in, The flexible flange (130.41) is configured as an edge protruding at a right angle from the guide portion (130.3) and is configured for both connection and acoustic decoupling.

10. The longitudinal adjustment device (110) according to any one of claims 6 to 9, in, At least the decoupling portion (130.4) is formed of elastic material.

11. A longitudinal adjustment device (110) according to any one of the preceding claims, in, At least one of the decoupling elements (130) is configured as a motor decoupling element (130.5), at least one of the decoupling elements (130) is configured as a shaft decoupling element (130.6), and / or at least one of the decoupling elements (130) is configured as a track decoupling element (130.7).

12. The longitudinal adjustment device (110) according to claim 11, in, The motor decoupling element (130.5), the shaft decoupling element (130.6) and the track decoupling element (130.7) are decoupled from each other.

13. A longitudinal adjustment device (110) according to any one of the preceding claims, in, The decoupling element (130) is accordingly designed as a separate component.

14. A longitudinal adjustment device (110) according to any one of the preceding claims, in, The motor mount (122) is constructed as a one-piece mount.

15. A vehicle seat (100) having a longitudinal adjustment device (110) according to any one of the preceding claims.

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