Vehicle seat adjuster rack bar and vehicle seat

Abstract

The utility model relates to a toothed bar of a vehicle seat adjuster. The toothed bar of the vehicle seat adjuster is provided with a toothed bar part (17) and a transmission part (16). The rack part (17) and the transmission part (16) are fixedly connected to each other via aligned connecting grooves (33, 34, 35, 36) and connecting elements (20) arranged in the connecting grooves (33, 34, 35, 36). In the region of at least one connecting recess (33, 34, 35, 36), there is a deformation region (49) with reduced rigidity, which deformation region enables a relative movement between the connecting recess (33, 34, 35, 36) and the connecting element (20) when the vehicle seat adjuster rack (15) is stressed by a stress due to an impact.

Description

Technical Field

[0001] The utility model relates to a vehicle seat adjuster gear rod. This type of vehicle seat adjuster gear rod is used in a vehicle seat, for example, of a passenger car, so as to adjust the seat height of a vehicle seat frame. In order to cause the seat height adjustment, the vehicle seat adjuster gear rod is adjusted by means of a pinion, which is driven manually or by an electric motor (possibly with a transmission device connected in between). The vehicle seat adjuster gear rod is articulated on a height-adjustable lower structure of the vehicle seat, in particular on a parallelogram guide portion of the vehicle seat frame with a coupling rocker arm, so that the movement of the vehicle seat adjuster gear rod caused by the pinion leads to the height adjustment of the lower structure.

[0002] In addition, the utility model relates to a vehicle seat. Background Art

[0003] A vehicle seat adjuster gear rod according to this category is known from DE 10 2016 001 564 A1. The vehicle seat adjuster gear rod is pivotably articulated on a coupling rocker arm of a parallelogram guide of a vehicle seat frame. The vehicle seat adjuster gear rod is elongated and has a curvature along the longitudinal axis. In the end region facing away from the articulation on the coupling rocker arm, the vehicle seat adjuster gear rod has a toothing on the bottom side, which meshes with a pinion that can be twisted manually by a user with the aid of a pump rocker. The twisting of the pinion leads to a movement of the vehicle seat adjuster gear rod, which in turn leads to a pivoting of the coupling rocker arm of the parallelogram guide and thus to a seat height adjustment of the vehicle seat frame. On the side facing away from the meshing between the toothing and the pinion, the upper side of the vehicle seat adjuster gear rod rests in a sliding manner on the guide surface of the retaining clamp. The retaining clip predetermines the clearance between the toothing of the vehicle seat adjuster gear and the pinion in such a way that the freedom of lifting of the vehicle seat adjuster gear is limited from above by the pinion. In addition to providing a guide surface for the vehicle seat adjuster gear, the retaining clip also serves to support the pinion.

[0004] A corresponding vehicle seat adjuster gear rod is known from DE 10 2020 128 422 A1, wherein the vehicle seat adjuster gear rod is clamped in the vertical direction between a pinion and a support bolt. A spring designed as a leaf spring is supported on the support bolt, which spring presses the toothing of the vehicle seat adjuster gear rod into the toothing of the pinion, thereby avoiding the mentioned lifting of the toothing and also allowing compensation of manufacturing tolerances.

[0005] Documents DE 11 2007 001 883 T5, DE 10 2007 018 715 A1, DE 112008 001 976 T5, EP 2 237 987 B2 and EP 2 139 718 B1, which are not in this category, describe a vehicle seat fitting which enables a connection between a vehicle seat frame and a backrest frame of a vehicle seat, wherein the angle of inclination between the backrest frame and the vehicle seat frame can be changed. The vehicle seat fitting is coupled to the vehicle seat frame via a deformation region which, in the event of an impact, also enables a change in the angle of inclination of the backrest frame relative to the vehicle seat fitting due to plastic deformation without changing the operating position of the vehicle seat fitting. The deformation of the deformation region serves to absorb the impact energy and to ensure a cushioning of the impact acting during the impact. Summary of the invention

[0006] The utility model aims to improve the vehicle seat adjuster gear lever in the following aspects:

[0007] Manufacturing and / or

[0008] Materials that can be used and / or

[0009] Energy absorption in the event of an impact and / or

[0010] Deformation path in case of impact and / or

[0011] The configuration of the teeth.

[0012] Furthermore, the object of the invention is to specify a vehicle seat having a correspondingly improved vehicle seat adjuster gear lever.

[0013] According to the invention, the object of the invention is achieved by means of the features of the preferred embodiments. Further preferred embodiments according to the invention result from the alternative embodiments.

[0014] The utility model relates to a vehicle seat adjuster gear rod, which is made of a (one-piece or multi-piece) gear rod part and a (one-piece or multi-piece) transmission part. The gear rod part forms a (total) toothed portion, which meshes with a pinion, and the torsion of the pinion should cause the seat height to be adjusted. The transmission part can be coupled to a vehicle seat frame or a lower structure, especially a coupling rocker arm of a parallelogram guide in a pivotable manner in the end area away from the gear rod part. Alternatively or additionally, the transmission part is used to transmit force and / or movement, which is generated by the torsion of the pinion on the gear rod part.

[0015] According to the present invention, by using a toothed bar portion on the one hand and a transmission portion on the other hand, it can be achieved that the toothed bar portion on the one hand and the transmission portion on the other hand are made of different materials and / or manufactured by different manufacturing methods, made of plates of different thicknesses or also with different surface treatments. To illustrate only one example that does not limit the present invention, the toothed bar portion and the transmission portion (or parts of the toothed bar portion and the transmission portion) can be manufactured from a plate-like semi-finished product by a forging process or a forming process, respectively.

[0016] According to the utility model, the toothed rod part and the transmission part are fixedly connected to each other via the aligned connection grooves and the connection element arranged in the connection groove. The connection element arranged in the connection groove is, for example, a cylindrical connection body, which is oriented transversely to the main extension plane of the toothed rod part and the transmission part, and the cylindrical connection body is, for example, a bolt, a rivet, a pin or the like.

[0017] In the prior art, there is a prejudice in the professional field that these vehicle seat adjuster gear rods should be designed as rigidly as possible. In contrast, the present invention proposes that in the region of at least one connecting groove there is a deformation region, which has a reduced rigidity, which can also mean that the deformation region enables free movement. The deformation region is used to enable relative movement between the connecting groove and the connecting element when the vehicle seat adjuster gear rod is subjected to stresses caused by an impact. This configuration is based on the following knowledge: in the event of an impact, in particular due to the forces transmitted from the seat belt buckle to the vehicle seat frame, the stresses are transmitted to the seat height adjustment device, in particular the motor, via the vehicle seat adjuster gear rod and the meshing of the vehicle seat adjuster gear rod with the pinion. This transmission may be undesirable and, in the case of the seat height adjustment device being configured as a motor, may lead to a failure of the motor, which may also lead to a loss of fixation of the seat height in the event of an impact. Another problem with the known vehicle seat adjuster gear rod is that the known vehicle seat adjuster gear rod undergoes an undesirable deformation in the event of an impact, which in turn leads to a movement of the height adjustment device, in particular a sinking.

[0018] In this tense area, the present invention proposes a remedy in that the deformation region enables a targeted relative movement between the connecting groove and the connecting element during an impact, which relative movement can lead to a guided deformation movement on the one hand and to absorption of the impact energy and to a reduction of the stress impact caused by the impact on the other hand. It is possible that, by means of the configuration according to the present invention, components surrounding the vehicle seat adjuster gear rod (e.g. coupling point, bearing, height adjustment pump, height adjustment motor or the like) do not or only undergo plastic deformation, but the vehicle seat adjuster gear rod in the deformation region or only undergoes plastic deformation in the deformation region.

[0019] In the framework of the present invention, it is entirely possible that the toothed rod part and the transmission part are fixedly connected to each other via two connecting elements and two associated connecting grooves, whereby a fixed and precise relative position and orientation of the toothed rod part and the transmission part can already be predetermined. A special proposal for the present invention is that the toothed rod part and the transmission part are fixedly connected to each other via three connecting elements and three associated connecting grooves. Here, the three connecting elements can be arranged in a manner distributed in the longitudinal extension of the toothed rod of the vehicle seat adjuster, wherein these connecting elements can be arranged on a straight line or along a curved longitudinal axis. However, it is also possible that the connecting axis between the first connecting element and the second connecting element is bent relative to the connecting axis between the second connecting element and the third connecting element. In addition to the three connecting elements and the associated connecting grooves mentioned, further connecting elements can also be present.

[0020] Within the scope of the invention, there are numerous possibilities for the configuration of the deformation region with reduced rigidity, of which only some are explicitly mentioned below:

[0021] It is possible that the deformation region with reduced rigidity is a connecting recess configured as an elongated hole. A connecting element can then be arranged in the elongated hole.

[0022] In one proposal, the elongated hole has at least one subsection which is inclined relative to the connection axis of the other connecting element and the connecting groove. This results in that a movement of the connecting element arranged in the elongated hole relative to the inclined elongated hole is only possible if plastic deformation occurs in the region of the connection between the other connecting element and the connecting groove. For this type of deformation, the elongated hole with the connecting element arranged therein then forms a guide which predetermines or influences the plastic deformation of the toothed rod of the vehicle seat adjuster.

[0023] It is also possible that the deformation region is a material web which is formed between the deformation groove and the connecting groove. The material web then delimits the edge of the connecting groove. If stresses occur, these stresses act on the material web which can then deform plastically while absorbing the impact energy and damping possible stress impacts. Preferably, the material web is oriented transversely or with a component transversely to the expected direction of the stresses and / or the connecting axis of the connecting element and / or the longitudinal extension of the gear rod of the vehicle seat adjuster.

[0024] It is possible that the connecting element is supported on a material web having a deformation groove arranged behind the material web, while at least one other connecting element that does not have such a material web is supported on a solid material without a deformation groove, or the other connecting elements are respectively arranged in connecting grooves that are configured as elongated holes, wherein, preferably, the longitudinal extension of the elongated hole can be oriented transversely to the material web or with a component transverse to the material web.

[0025] It is understood that a plurality of connecting elements or all connecting elements can also be supported on the material web.

[0026] It is also possible that a plurality of pairs of material webs and deformation grooves are attached to a connecting groove in the stress direction, which pairs of material webs and deformation grooves are then gradually deformed in the event of an impact. In this regard, reference is made by way of example to DE 11 2007 001 883 T5, DE 10 2007 018 715 A1, DE 11 2008 001 976 T5 and EP 2237 987 B2, in which a plurality of such gradually deforming material webs are used in another context.

[0027] For another possible configuration of the deformation zone, at least one connecting groove has at least two sub-zones, which have different transverse extensions. Here, at least one transverse extension of the two sub-zones has an undersize relative to the transverse extension of the connecting element. If the connecting element enters into the sub-zone with undersize due to elastic and / or plastic deformation in the event of an impact, then due to the undersize, the connecting element must expand this sub-zone under elastic and / or plastic deformation, thus providing a deformation zone, which can be used for soft impact absorption and / or for dissipating impact energy.

[0028] For example, it is possible for this proposal that the connecting groove has a plurality of sub-bores that merge into one another, the diameter of which corresponds to the diameter of the bolt-like connecting element. Then, in the transition region between the individual sub-bores, a constriction is produced in each case, through which the connecting element must pass under elastic and / or plastic expansion in order to reach the next sub-bore. In this case, a so-called "snowman groove" can also be used, which has sub-bores of the same or different diameters, which correspond to the outer contour of the snowman's ball.

[0029] Alternatively, it is possible that the connecting groove is an elongated hole, the lateral boundaries of which are not parallel to one another. Instead, the lateral boundaries of the elongated hole are configured in a wedge-shaped manner to narrow, so that as the connecting element moves more and more along the wedge-shaped elongated hole, the connecting element is clamped more and more in the transverse direction.

[0030] However, it is also possible for the width of the elongated hole to vary in steps, with transitions of any desired shape being provided between the different partial widths.

[0031] As already mentioned, more than one deformation region may be present. Instead, it is possible that at least two connecting grooves each have a deformation region with reduced rigidity, wherein these deformation regions may be configured according to the same basic principle as explained above or according to a different basic principle. It is thus possible that the effects of the deformation regions are additive in the case of the same configuration. If different types of deformation regions are used, these may each be used for different functions, but an additive effect may also be achieved, in particular for the absorption of impact energy in the form of elastic and / or plastic deformation.

[0032] If there are multiple deformation regions, these deformation regions can act simultaneously in the event of an impact. For another proposal of the utility model, these multiple deformation regions act in sequence in the event of an impact, which can be the case with or without time overlap.

[0033] There are many possibilities for manufacturing the transmission part and / or the toothed bar part. In one proposal of the present invention, the transmission part and / or the toothed bar part is manufactured by a forging process or a forming process, wherein a plate-shaped semi-finished product is preferably used for this purpose.

[0034] The two-part design of the gear rod of the vehicle seat adjuster also enables the geometry and cross section of the transmission part and the gear rod part to be specifically adapted to the acting stresses. In one proposal, the transmission part is provided with a bent or C-shaped cross section (at least in one longitudinal section). In this way, an increase in the planar moment of inertia of the transmission part and, with it, an increase in the rigidity of the transmission part can be brought about. Then, one side of the bent cross section or the base of the C-shaped cross section can be used as a contact surface for the gear rod part, wherein then also in the region of this side or this base a connecting groove for the connecting element can be arranged.

[0035] Another solution to the object of the invention, in which the aforementioned configuration features can be used optionally cumulatively, is a vehicle seat adjuster gear bar, which has a gear bar part and a transmission part, wherein the gear bar part and the transmission part are fixedly connected to each other via aligned connecting grooves and connecting elements arranged in the connecting grooves. In this proposal, the gear bar part has two gear bar plates, which each have a toothing. In this case, the two gear bar plates are configured and fastened to the transmission part in such a way that the toothing overlaps with each other, so that these toothings form a total toothing. The overlapping of the toothing means here that the teeth of the toothing on the one hand and the tooth gaps of the toothing on the other hand are arranged in an aligned manner with each other, so that the teeth of the pinion can respectively enter a tooth gap of the two gear bar plates and thus enter a total tooth gap of the total toothing.

[0036] This configuration of the utility model is based on the following idea: it may be desirable that the total toothing of the vehicle seat adjuster gear bar meshing with the pinion has a tooth side with the largest possible area for contacting the toothing of the pinion with the largest possible area. However, if the gear bar part is to be manufactured from a gear bar plate, the plate thickness of the gear bar plate is limited, and the gear bar plate can be manufactured with reasonable cost and sufficient accuracy in the common forming process, thereby limiting the tooth side surface. With respect to this conflict of objectives, the utility model proposes a remedy in the following way: the toothing of the two gear bar plates can be manufactured for a relatively small thickness of the gear bar plate, so the tooth side surface of the toothing of each gear bar plate may not meet the requirements. However, due to the "doubling" of the two gear bar plates, doubled tooth side surfaces are available on the vehicle seat adjuster gear bar according to the utility model, so the requirements can be met.

[0037] It is possible that the toothing on the two rack plates is arranged in such a way that the toothing of the two rack plates is precisely aligned with each other, so that the tooth flanks of the two rack plates are flat and placed side by side without steps, and the teeth of the pinion are respectively in contact with the tooth flanks. However, for another suggestion of the utility model, the toothing of the two rack plates has an offset. For example, when the manufacture of the rack plates and the toothing leads to manufacturing errors, this targeted offset has advantages. By selecting an offset that can be greater than the manufacturing tolerance, it can be structurally predetermined: which of the two rack plates will first and solely mesh with the toothing of the pinion in any case. Therefore, there is a predefined contact condition.

[0038] Here, the offset of the toothing of the two rack plates is selected to be so large that when a force is applied in the event of an impact and the rack plates and the connecting area of ​​the rack plates with the transmission part are deformed as a result, the offset is overcome so that the tooth flanks of the toothing of the two rack plates are then arranged flush with each other and are therefore both contacted by the pinion. The relative displacement of the two rack plates and the toothing of the rack plates relative to each other due to plastic deformation and / or elastic deformation leads to the fact that in the event of an impact, stress is firstly transmitted to the transmission part only from one rack plate. Therefore, the rigidity for transmitting this stress corresponds to the rigidity of the transmission of one rack plate. Then, if the offset is overcome, the rigidity of the support is doubled, because the support is now realized by the toothing of the two rack plates. Therefore, the use of two rack plates with associated toothing arranged in the event of an offset leads to a nonlinear, abrupt increase in rigidity, which can be used to first softly couple the input stress and then increase the rigidity to absorb greater deformation energy. It is possible that for a seat height adjustment this deflection is not eliminated, so that for a seat height adjustment the pinion only bears against one toothing, or that, depending on the forces acting, elimination of the deflection is already achieved during a seat height adjustment.

[0039] There are many possibilities for the offset of the teeth of the two rack plates within the framework of the present invention. To illustrate only an example that does not limit the present invention, the offset can be in the range of 0.1 mm to 0.3 mm or 0.15 mm to 0.25 mm.

[0040] It is possible to realize the connection of the two rack plates in such a way that the rack plates directly bear against each other in the area of ​​the toothing, i.e., for example, the free flanks of the teeth (except for the offset) directly bear against each other. For another proposal of the utility model, an intermediate space is formed between the toothings of the rack plates, which results in the flanks of the teeth of the toothing being spaced apart from each other. In this way, on the one hand, the relative movement between the two toothings explained above can be realized in order to overcome the offset without friction. On the other hand, due to the intermediate space, after overcoming the deviation, the transmission of stresses between the pinion and the toothings of the rack plates is realized by stress components spaced apart in the transverse direction, which are respectively generated by the contact of a tooth of one rack plate with the pinion and by the contact of an adjacent tooth of the other rack plate with the pinion. This pair of stress components leads to a better force transmission and thus also a better predetermination of the deformation path of the vehicle seat adjuster rack.

[0041] When describing the meshing of the pinion to the toothing or the overall toothing, in order to simplify the description, it is assumed that only one tooth of the pinion is meshed in the toothing or the overall toothing. It should be understood that multiple teeth of the pinion can also be meshed in the toothing or the overall toothing at the same time.

[0042] In order to ensure the intermediate space between the rack plates in the area of ​​the toothing of the rack plates, there are several possibilities. For example, it is possible to arrange an intermediate body between the rack plates, or to arrange a spacer ring in the connecting area where two rack plates are connected to each other, which spacer ring predetermines the width of the intermediate space. For another suggestion of the utility model, the intermediate space between the toothing of the rack plates is generated in the following way: at least one rack plate is constructed in an arched manner or has a step on the side facing the other rack plate. For example, the cross section of the rack plate can be stepped in a forming method, so that the first section is connected to the second section with the toothing via a step. Then it is possible that the rack plate is completely in contact with the other rack plate in the first section, while the second section with the toothing is formed to form a recessed portion in the width of the intermediate space. In addition to the intermediate space between the toothing of the rack plates generated in this way, the bent, arched or stepped configuration of at least one rack plate can also lead to an increase in the bending stiffness of the rack plate.

[0043] If the toothing of a toothed bar plate has a stop, by which the maximum path of the gear along the toothing is predetermined, a further function can be assumed by the vehicle seat adjuster toothed bar according to the invention. The end stop can provide a (end) stop for seat height adjustment.

[0044] Advantageously, the or a deformation region with reduced rigidity is a connecting groove having at least two subsections with different transverse extensions, wherein at least one transverse extension of a subsection is undersized relative to a transverse extension of the connecting element.

[0045] Advantageously, at least one rack plate is of curved or stepped design.

[0046] Another solution to the object of the utility model is a vehicle seat, which has a vehicle seat frame. The vehicle seat frame is supported via a substructure, which has a coupling rocker. Preferably, the coupling rocker forms a parallelogram guide for the vehicle frame in the substructure. Depending on the pivot angle of the coupling rocker, different seat heights of the vehicle seat frame are then produced. According to the utility model, the seat height adjustment can be brought about by operating the vehicle seat adjuster gear rod, as described above. In this case, the operation of the vehicle seat adjuster gear rod can be achieved by means of a pinion, which can be achieved manually by the user, for example via a pump device or a rotating wheel or by means of an electric drive.

[0047] Advantageous developments of the present invention are apparent from the specific embodiments, the description and the drawings.

[0048] The advantages of the features and the combination of multiple features mentioned in the description are merely exemplary and may act alternatively or cumulatively, but the advantages must not necessarily be achieved by the embodiments according to the present invention.

[0049] What applies to the disclosure of the original application document and the present invention, but not the scope of protection, is that additional features can be learned from the drawings, in particular from the shown geometries and the relative sizes of multiple components relative to each other and their relative arrangement and functional connection. The combination of features of different embodiments of the present invention or the combination of different claims can also be different from the selected reference relationship of the claims and be inspired by this. This also relates to the following features: the features are shown in separate drawings or mentioned in the description of these drawings. These features can also be combined with features of different claims. Preferably, the present disclosure also includes a combination of dependent claims and preceding protection claims in terms of the selected numbering, which is different from the selected reference relationship. Similarly, features listed in the claims for other embodiments of the present invention can be omitted, but this does not apply to independent claims of registered utility models.

[0050] The features mentioned in the claims and the description are to be understood in terms of their quantity as being present in exactly this quantity or in a greater quantity than the mentioned quantity, without the explicit use of the adverb "at least". This means that, for example, when one element is replaced, it is to be understood that exactly one element, two elements or more elements are present. These features may be supplemented by other features or may be the only features that the corresponding product consists of these features.

[0051] Reference signs included in the claims do not limit the scope of the subject matter protected by the claims. These reference signs are only used to make the claims easier to understand. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Below, the present invention will be further explained and described based on the preferred embodiments shown in the accompanying drawings.

[0053] Figure 1 A schematic side view of a vehicle seat with a vehicle seat adjuster gear lever is shown.

[0054] Figure 2 A perspective bottom view of a vehicle seat adjuster gear lever is shown.

[0055] Figure 3 Show according to Figure 2 Detail of a vehicle seat adjuster gear lever in the area of ​​the toothing III.

[0056] Figure 4 An exploded view of a vehicle seat adjuster gear lever is shown.

[0057] Figures 5 to 8 Side views showing different configurations of the transmission part of a vehicle seat adjuster gear rack. DETAILED DESCRIPTION

[0058] In the following description, the same reference numerals are used in part for structural elements or features thereof that correspond to or are similar to each other in terms of geometry and / or function, wherein these structural elements or features thereof can be distinguished from each other by additional letters a, b, ... Then, these structural elements and features can be referred to with or without the additional letters a, b, ..., thereby referring to one of the structural elements or features, a plurality of the structural elements or features, or all of the structural elements or features.

[0059] In addition, some reference numerals are supplemented with other reference numerals by means of hyphens, thereby indicating that the structural element or feature designated by the first-mentioned reference numeral belongs to the structural element or feature designated by the second-mentioned reference numeral, or is a component of the structural element or feature designated by the second-mentioned reference numeral.

[0060] Figure 1 A side view of a vehicle seat 1 is shown. The vehicle seat 1 has a vehicle seat frame 2 and a backrest frame 3 which are connected to one another via vehicle seat fittings (not shown in greater detail here) in such a way that the inclination angle of the backrest frame 3 can be varied.

[0061] The vehicle seat frame 2 is supported relative to the vehicle floor 5 via a substructure 4. The substructure 4 has a front coupling rocker 6 and a rear coupling rocker 7, which are respectively articulated on the vehicle seat frame 2 in the upper end region by means of a front pivot bearing 8 or a rear pivot bearing 9. The lower end region of the coupling rockers 6, 7 is articulated on a longitudinal rail 12 via a first and a second pivot bearing 10, 11. The longitudinal rail 12 is held on the vehicle floor 5 in a longitudinally displaceable manner in the longitudinal direction of the vehicle seat, so that a longitudinal adjustment of the vehicle seat 1 can be effected. In the illustrated embodiment of the substructure 4, the coupling rockers 6, 7 form a parallelogram guide 13 or a four-bar linkage.

[0062] A vehicle seat adjuster gear rod 15 is articulated on the rear coupling rocker arm 7 in a third pivot bearing 14. Here, the pivot axes of the rear pivot bearing 9 and the second and third pivot bearings 11, 14 are arranged at the corners of a triangle. By means of the adjustment force of the vehicle seat adjuster gear rod 15 transmitted via the third pivot bearing 14, a pivoting of the coupling rocker arm 7 can be brought about, which is accompanied by a pivoting of the coupling rocker arm 6 and leads to a change in the seat height of the vehicle seat frame 2.

[0063] The vehicle seat adjuster toothed bar 15 is of elongated design, having a longitudinal axis which is slightly curved here, for example.

[0064] For the embodiment shown here, the vehicle seat adjuster gear bar 15 has a transmission part 16 and a gear bar part 17. The gear bar part 17 has two gear bar plates 18, 19. The transmission part 16 and the gear bar plates 18, 19 are sandwich-shaped with only partial overlap and are fixedly connected to each other via connecting elements 20a, 20b, 20c and 20d. The connecting element 20 is a bolt, a rivet or other connecting element known per se.

[0065] The third pivot bearing 14 is arranged in the end region of the transmission part 16 facing away from the toothed bar part 17. In contrast, the toothed bar plates 18, 19 in the end region facing away from the transmission part 16 form a total toothing 23 with the toothing 21, 22 (see Figure 2 and Figure 3 ). The main toothing 23 meshes with a pinion 24. For the embodiment shown, the pinion 24 is driven by an electric drive 25 for effecting seat height adjustment.

[0066] like Figure 4 As shown, the transmission part 16 is equipped with a bottom edge 26 and two side edges 27, 28 in the middle section with a C-shaped cross section, which are roughly parallel here. Here, the lower side edge 27 runs through the entire longitudinal extension of the transmission part 26, and the upper side edge 28 ends in front of the two end areas of the transmission part 16.

[0067] The toothed bar plate 18 is plate-shaped and has a constant plate thickness.

[0068] The rack plate 19 is also plate-shaped, but has a base body 29 and a stepped region 30, which is thinner than the base body 29. The toothing 22 is formed in the stepped region 30. The stepped region 30 extends along the underside of the rack plate 19.

[0069] The toothed bar plate 19 has in the end region of the toothing 22 a projection which projects beyond the toothing 22 and forms a stop 31 which delimits the toothing 22 and thus the overall toothing 23 and provides a stop for the movement of the pinion 24 and thus for seat height adjustment.

[0070] In the assembled state, the toothed bar plate 18 rests over its entire surface on the bottom edge 26 of the transmission part 16. The toothed bar plate 19 rests with its base body 29 over a large area on the side of the toothed bar plate 18 facing away from the transmission part 16. By arranging the toothing 22 in the stepped region 30, on the other hand, an intermediate space 32 is formed between the toothings 21, 22 (see Figure 2 and 3 ).

[0071] The fixed connection between the transmission part 16 and the rack plates 18, 19 is achieved via aligned connecting grooves 33, 34, 35, 36, which are partially marked in the accompanying drawings with the aid of annotations "-16", "-18", "-19" to indicate that it is a connecting groove of the transmission part 16, a connecting groove of the rack plate 18 or a connecting groove of the rack plate 19.

[0072] The connecting grooves 33-18, 34-18, 35-18 and 36-18 of the rack plate 18 are distributed approximately along a straight or slightly curved longitudinal axis on the longitudinal extension of the rack plate 18 and are each configured as a bore. The aligned connecting grooves 33-19, 34-19 and 35-19 of the rack plate 19 are configured as bores. The rack plate 19 does not have a connecting groove 36.

[0073] The transmission part 16 has connecting grooves 34-16, 35-16 and 36-16. Here, the connecting grooves 34-16 and 36-16 are configured as elongated holes 41, which are oriented in the direction of the connecting axes of the connecting grooves 34-16, 35-16 and 36-16. In the direction of the third pivot bearing 14, a deformation groove 37-16 or 38-16 is arranged upstream of the connecting grooves 34-16 and 35-16. Between the paired connecting grooves 34-16 and the associated deformation groove 37-16 and between the connecting groove 35-16 and the associated deformation groove 38-16, strip-shaped material webs 39-16 and 40-16 are configured respectively.

[0074] In order to form the vehicle seat adjuster gear rod 15 as a structural unit, the connection of the transmission part 16 to the gear rod plates 18, 19 is realized as follows:

[0075] a) The connecting element 20a extends through the connecting grooves 33-18, 33-19.

[0076] b) The connecting element 20b extends through the connecting grooves 34-16, 34-18, 34-19.

[0077] c) The connecting element 20c extends through the connecting grooves 35-16, 35-18, 35-19.

[0078] d) Finally, the connecting element 20d extends through the connecting grooves 36-16, 36-18.

[0079] In this case, the connecting element 20 firmly presses the transmission part 16 and the toothed rack plates 18 , 19 against one another, thus forming a stacked, partially overlapping, sandwich-like structural unit.

[0080] If the vehicle seat adjuster gear rod 15 is subjected to stresses in the event of a crash, for example due to forces transmitted to the vehicle seat adjuster gear rod 15 via the seat belt buckle 41, the vehicle seat frame 2 and the third pivot bearing 14, in particular to pressure forces acting in the direction of the longitudinal extension, support is first ensured without relative displacement between the transmission part 16 and the gear rod plates 18, 19, because the connecting element 20c is accommodated in the connecting grooves 35-16, 35-18, 35-19 designed as drilled holes without play or with little play. In this case, the connecting element 20b is supported on the material area 40-16. If an increase in stress occurs, this leads to a plastic deformation of the material web 40-16 into the deformation groove 38-16, which makes it possible for the gear rod plates 18, 19 to move jointly and relatively in the longitudinal direction relative to the transmission part 16. This movement is possible in that the connecting element 20d is guided in the connecting groove 36-16 in the form of an elongated hole 41 and the connecting element 20b is guided in the connecting groove 34-16 in the form of an elongated hole 41. After the material web 40-16 has been further deformed, the connecting element 20b comes to rest against the material web 39-16, which is thus deformed. Thus, in the second phase of this relative movement, a simultaneous deformation of the material webs 39-16, 40-16 occurs, which results in an increased absorption of the energy required for the necessary plastic deformation. Figure 4 In the exemplary embodiment of FIG. 1 , the deformation direction in the direction of the longitudinal extension is predetermined by the orientation of the individual connecting grooves and the orientation of the elongated holes.

[0081] exist Figure 5 Another embodiment of the configuration for the transmission part 16 is shown in FIG. Figures 2 to 4 The gear rod plates 18, 19 are used together in the vehicle seat adjuster gear rod 15. For this embodiment, the other aspects correspond to the embodiment according to Figures 2 to 4In the case of the embodiment configuration of the embodiment, the connecting groove 36-16 is designed as an elongated hole 41, which has two subsections 42, 43, which are bent in an L-shaped manner. In this case, the subsection 42 is oriented in the direction of the stress, in the direction of the longitudinal extension of the transmission part 16 and / or in the direction of the connecting axis of the connecting grooves 35-16 and 34-16 (or at an acute angle to the aforementioned direction, in particular less than 45°, less than 30°, less than 25° or less than 20°), while the subsection 43 is oriented transversely to the aforementioned direction. Preferably, the subsections 42, 43 form an angle of 90°+ / -20° or 90°+ / -10°. If the vehicle seat adjuster gear rod 15 is subjected to force in the event of an impact, the above first applies to the plastic deformation of the material webs 39-16 and 40-16. During the plastic deformation of the material webs 39-16 and 40-16, the connecting element 20c can move along the subsection 42 of the elongated hole 41. Next, the connecting element 20c is guided through the subsection 43, so that a relative movement between the toothed bar plates 18, 19 on the one hand and the transmission part 16 on the other hand can be achieved, which relative movement is caused by the bending of the mentioned structural elements and / or the plastic deformation and / or elastic deformation of the interaction between the connecting elements 20b, 20c and the associated connecting grooves 34, 35, 36. Thus, a relative pivoting of the transmission part 16 relative to the toothed bar plates 18, 19 about a pivot axis or bending axis perpendicular to the rotation axis according to the rotation axis 12 can be achieved. Figure 5 The drawing plane is oriented clockwise.

[0082] Figure 6 Another embodiment of the configuration for the transmission part 16 is shown. In this case, the connecting grooves 34-16 and 35-16 are designed as bores, which are designed in a manner corresponding to the diameter of the associated connecting elements 20b, 20c (with or without play). In this case, the connecting groove 36-16 is designed as an elongated hole, which is not oriented in the direction of the longitudinal extension of the transmission part 16 or in the direction of the connecting axis of the connecting grooves 34-16, 35-16, but is inclined at an acute angle to these directions, in particular at an angle in the range of 60° to 90° or 70° to 85°. In this case, in the case of corresponding plastic deformation or elastic deformation, a flexural or pivoting guidance can also be achieved by the elongated hole 41, so that a pivoting or deflection of the bearing eye for the third pivot bearing 14 is achieved.

[0083] Figure 7The following embodiment is shown: in this embodiment, the connecting grooves 34-16, 35-16 and 36-16 are each designed as an elongated hole 44. In this case, the elongated hole 44 has subsections 45, 46, in the region of which the elongated hole 44 has different widths. In the unstressed state, the connecting element 20d is located in the subsection 45. The width of the elongated hole 44 in the subsection 45 is greater than the width in the subsection 46. It is possible that in the subsection 45, the width of the elongated hole 44 corresponds approximately (especially with clearance fit or with play) to the corresponding extension of the connecting element 20d, while in the subsection 46, the width of the elongated hole 44 is less than the width of the connecting element 20d. It is also entirely possible that the connecting element 20d in the elongated hole 44 has already been compressed or squeezed radially by the side wall of the elongated hole in the subsection 45. If the vehicle seat adjuster gear bar 15 is stressed, the connecting elements 20b, 20c, 20d can enter from the subsection 45 into the subsection 46. However, due to the reduced width, it is necessary for this to elastically or plastically deform the material areas of the transmission part 16 surrounding the connecting grooves 34-16, 35-16 and 36-16 and / or the connecting elements 20b, 20c, 20d, so that energy absorption and / or damping of corresponding impacts and relative movements between the gear bar plates 18, 19 and the transmission part 16 are possible. Figure 7 In the embodiment shown in , the side surfaces delimiting the elongated hole are designed in a tapered manner with a continuously decreasing width, wherein this can be realized according to any curved course or also linearly with a wedge-shaped tapering or in steps.

[0084] Figure 8 The following embodiment of the transmission part 16 is shown: In this embodiment, corresponding to Figure 5 , the connecting grooves 34-16, 35-16 are defined by material webs 39-16, 40-16, which have deformation grooves 37-16, 38-16 arranged upstream. In this case, the connecting groove 36-16 is also designed as an elongated hole, wherein the elongated hole corresponds to the connecting axis of the connecting grooves 34-16, 35-16 or is inclined at an acute angle (for example less than 35°, less than 30°, less than 25° or less than 20°) to the connecting axis. The end region of the connecting groove 36-16 designed as an elongated hole 41 is assigned a material web 47-16, which has a deformation groove 48-16 oriented in the transverse direction.

[0085] If, in the event of an impact, the stress acts on Figures 2 to 4 The gear rod plates 18, 19 and according to Figure 8If the connecting element 20d is connected to the gear rod 15 of the vehicle seat adjuster of the transmission part 16, the deformation of the material splice 40-16 is first realized by the connecting element 20c. During this deformation, the connecting elements 20b, 20d can slide along the long hole formed by the connecting grooves 34-16, 36-16. Then, the connecting element 20b is attached to the material splice 39-16, and then the material splices 36-16, 40-16 are deformed together. If the connecting element 20d also attaches to the material splice 47-16, the rigidity and the energy that can be absorbed increase, and the material splice 47-16 is then also deformed.

[0086] There are multiple possibilities for the shape of the deformation grooves 37, 38, 48 and the material webs 39, 40, 47 defined by them within the scope of the present invention. In the illustrated embodiment, the deformation grooves 37, 38, 48 are constructed in a manner concentric to the drilled hole or elongated hole in the area defining the material webs 39, 40, 47, which is formed by the associated connecting grooves 34, 35, 36. Therefore, the material webs 39, 40, 47 can have a central section, which has a substantially constant width and can have the shape of a circular ring segment. It is possible that the deformation grooves 37, 38, 48 otherwise form correspondingly curved elongated holes that are transverse to the longitudinal axis curve of the transmission part 16 (see Figure 8 The deformation groove 48-16 in the embodiment of the present invention may have a square, rectangular or polygonal shape (see Figure 8 Deformation grooves 37-16, 38-16 in it).

[0087] A variety of variations or combinations of individual deformation elements are also possible. To illustrate only one example, which does not limit the invention, in the region of the connecting element 20, not only a narrowed slot can be used, but also a material web which defines the narrowed slot and has an associated deformation groove, which is then plastically deformed.

[0088] For different embodiments, the transmission part 16 is provided with different deformation areas 49. Figure 5 In the embodiment, the material webs 39 - 16 , 40 - 16 are deformation regions 49 , since the material webs 39 - 16 , 40 - 16 are plastically deformed in the event of an impact. Figure 5 In the embodiment, the bent elongated hole 41 is the deformation region 49, since the elongated hole predetermines the deformation path by means of the subsection 43, but it does not deform in the immediate vicinity of the connecting groove 36-16, but rather bends or elastically deforms in other deformation regions 49 or in the region of the participating structural elements. Figure 6 In the embodiment shown in FIG. 4 , only the elongated hole 41 is the deformation region 49 .

[0089] exist Figure 7In the drawings, the narrowed elongated holes 44 are each a deformation region 49 .

[0090] In accordance with Figure 8 In the embodiment of FIG. 4 , the material webs 39 - 16 , 40 - 16 and 47 - 16 are each a deformation region 49 .

[0091] In the exemplary embodiment shown, the deformation region 49 is provided only on the transmission part 16 . Alternatively or in addition, it is possible to provide the (possibly correspondingly designed) deformation region 49 on the toothed rod part 17 .

[0092] The invention can be used for a toothed bar section 17 which has only a single toothed bar plate 18 or, as in the embodiment shown, for a toothed bar section 17 which has two toothed bar plates 18 , 19 .

[0093] If two toothed bar plates 18 , 19 with associated toothing 21 , 22 are used, then it is possible to Figure 3 Elaborate on optional features:

[0094] It is possible that the toothings 21, 22 have an offset 50, which has the result that, in normal operation with drive via the pinion 24, only one toothing, in particular the toothing 21, meshes with the toothing of the pinion 24. Only in the case of increased forces, in particular stresses in the event of an impact, is an elastic deformation of the toothed rack plates 18, 19 with the toothings 21, 22 and / or of the support of the toothed rack plates via the connecting element 20 on the transmission part 16 achieved in such a way that the offset 50 is eliminated, so that then both toothings 21, 22 come to bear against the toothing of the pinion 24. Only then, with the elimination of the offset 50, are the tooth flanks of the toothings 21, 22 arranged flush with one another.

[0095] Reference numerals list

[0096] 1 Vehicle Seat

[0097] 2 Vehicle seat frame

[0098] 3 Backrest frame

[0099] 4 Substructure

[0100] 5 Vehicle bottom

[0101] 6 Front coupling rocker arm

[0102] 7 Rear coupling rocker arm

[0103] 8 Front pivot bearing

[0104] 9 Rear pivot bearing

[0105] 10 First pivot bearing

[0106] 11 Second pivot bearing

[0107] 12 Longitudinal track

[0108] 13 Parallelogram guide

[0109] 14 Third pivot bearing

[0110] 15 Vehicle seat adjuster gear lever

[0111] 16 Transfer section

[0112] 17 Gear rod part

[0113] 18 Gear plate

[0114] 19 Gear plate

[0115] 20 Connecting elements

[0116] 21. Tooth

[0117] 22 teeth

[0118] 23 Total gear

[0119] 24 Small gear

[0120] 25 Electric drive

[0121] 26 bottom edge

[0122] 27 Side

[0123] 28 Side

[0124] 29 Matrix

[0125] 30 Stepped Area

[0126] 31 Stop

[0127] 32 In-between Space

[0128] 33 Connection groove

[0129] 34 Connection groove

[0130] 35 Connection groove

[0131] 36 Connection groove

[0132] 37 Deformation groove

[0133] 38 Deformation groove

[0134] 39 Material splice

[0135] 40 Material splice

[0136] 41 Long hole

[0137] 42 subsections

[0138] 43 subsections

[0139] 44 Long hole

[0140] 45 subsections

[0141] 46 subsections

[0142] 47 Material splice

[0143] 48 Deformation groove

[0144] 49 Deformation area

[0145] 50 offset.

Claims

1. A vehicle seat adjuster gear rod, comprising a gear rod portion and a transmission portion, wherein: The toothed rod part and the transmission part are fixedly connected to one another via aligned connecting grooves and connecting elements arranged in the connecting grooves, wherein in the region of at least one connecting groove there is a deformation region with reduced rigidity which enables a relative movement between the connecting groove and the connecting element when the vehicle seat adjuster toothed rod is stressed by stresses caused by an impact.

2. The vehicle seat adjuster gear lever according to claim 1, wherein: The toothed rod part and the transmission part are fixedly connected to one another via three connecting elements and three associated connecting grooves.

3. The vehicle seat adjuster gear lever according to claim 2, wherein: The or one deformation region with reduced rigidity is a connecting recess designed as an elongated hole in which the connecting element is arranged.

4. The vehicle seat adjuster gear lever according to claim 3, wherein: The elongated hole has at least one subsection which is inclined relative to the connection axis of the other connecting element and the connecting groove.

5. The vehicle seat adjuster gear lever according to any one of claims 1 to 4, wherein: The deformation region or a deformation region with reduced rigidity is a material web which is formed between the deformation groove and the connecting groove and delimits the edge of the connecting groove.

6. The vehicle seat adjuster gear lever according to any one of claims 1 to 4, wherein: The or one deformation region with reduced rigidity is a connecting groove having at least two subsections with different transverse extensions, wherein at least one transverse extension of one subsection is undersized relative to the transverse extension of the connecting element.

7. The vehicle seat adjuster gear lever according to claim 6, wherein: The connecting groove is an elongated hole having a continuously decreasing or step-like decreasing width.

8. The vehicle seat adjuster gear lever according to any one of claims 1 to 4, wherein: At least two connecting grooves each have a deformation region with reduced rigidity.

9. The vehicle seat adjuster gear lever according to claim 8, wherein: Several deformation zones come into play one after the other in the event of an impact.

10. The vehicle seat adjuster gear lever according to any one of claims 1 to 4, wherein: The transmission part and / or the gear rod part are manufactured by a forging process.

11. The vehicle seat adjuster gear lever according to any one of claims 1 to 4, wherein: The transmission section has a bent or C-shaped cross section.

12. A vehicle seat adjuster gear rod having a gear rod portion and a transmission portion, wherein: The toothed bar part and the transmission part are fixedly connected to each other via aligned connecting grooves and connecting elements arranged in the connecting grooves, wherein the toothed bar part has two toothed bar plates, which each have a toothing and are fastened to the transmission part in such a way that the toothing forms a total toothing.

13. The vehicle seat adjuster gear lever according to claim 12, wherein: The vehicle seat adjuster gear lever is constructed according to any one of claims 1 to 4 .

14. The vehicle seat adjuster gear lever according to claim 12, wherein: The teeth of the two rack plates are offset.

15. The vehicle seat adjuster gear lever according to claim 12 or 14, wherein: Intermediate spaces are formed between the teeth of the rack plate.

16. The vehicle seat adjuster gear lever according to any one of claims 12 or 14, wherein: At least one rack plate is of curved or stepped design.

17. The vehicle seat adjuster gear lever of claim 15, wherein: At least one rack plate is of curved or stepped design.

18. The vehicle seat adjuster gear lever according to claim 12 or 14, wherein: The toothed portion of the gear bar plate has a stop.

19. A vehicle seat having a vehicle seat frame supported by a coupled rocker arm, wherein: By pivoting the coupling rocker, the seat height of the vehicle seat frame can be adjusted, wherein the seat height adjustment can be achieved by actuating a vehicle seat adjuster gear lever according to any one of claims 1 to 4 .

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