Adjustment device for adjusting a vehicle seat part

Abstract

Adjustment device for adjusting a vehicle seat part, with - a rotary fitting (8) for adjusting the vehicle seat part, which has a first fitting part (81) and a second fitting part (82) pivotally mounted about a rotation axis (D) relative to the first fitting part (81), - a drive device (1) connected to the rotary fitting (8) for driving the rotary fitting (8) and - an adjusting element (6) of the drive device (1) for actuating the drive device (1), wherein the drive device (1) is designed to transmit a force applied to the adjusting element (6) on the drive side to adjust the vehicle seat part to the rotary fitting (8), but to block a force applied to the rotary fitting (8) on the output side, characterized in that the drive device (1) has, for blocking the output-side force, a braking section (3) arranged fixedly on the first fitting part (81) and at least one braking segment (4a, 4b, 5a, 5b) which, when an output-side force is applied to the rotary fitting (8), cooperates with the braking section (3) in a braking manner via a contact surface (40a, 40b, 41a, 41b, 50a, 50b, 51a, 51b) in a braking manner, wherein the at least one braking segment (4a, 4b, 5a, 5b) is arranged on a drive element (2),which is connected in a rotationally fixed manner to a shaft (9) which cooperates with the second fitting part (82) for adjusting the vehicle seat part.,

Description

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

[0002] Such an adjustment device has - a rotary fitting for adjusting the vehicle seat part with a first fitting part and a second fitting part pivotally mounted to the first fitting part, - a drive device connected to the rotary fitting for driving the rotary fitting and - an adjustment element of the drive device for actuating the drive device. The drive device is designed to transmit a force applied to the adjustment element on the drive side to adjust the vehicle seat part to the rotary fitting, but to block a force applied to the rotary fitting on the output side in the manner of a load torque lock.

[0003] In an adjustment device known from DE 10 2005 028 779 B4, designed as a rotary fitting for adjusting the backrest angle of a vehicle seat, a first fitting connected to a seat part of the vehicle seat is coupled via a gear to a second fitting connected to the backrest in such a way that the first fitting can be adjusted relative to the second fitting by turning a handwheel. An adjusting force can be introduced into the rotary fitting via the handwheel, as a result of which the two fittings are adjusted relative to each other.

[0004] To prevent the adjustment mechanism from shifting when a force is applied to the rotary fitting on the output side, for example, when a vehicle occupant places a load on the backrest, DE 10 2005 028 779 B4 provides a so-called wrap spring brake with a wrap spring. When a force is applied on the output side, the wrap spring engages a cylindrical housing with frictional engagement, thereby transmitting the output-side force to the fixed seat frame. However, if an adjustment force is applied to the handwheel on the input side, the wrap spring is released from its frictional engagement, allowing the adjustment mechanism to be adjusted.

[0005] Other designs of adjustment devices with a wrap spring brake are known from DE 40 23 824 C3 and DE 36 24 018 A1.

[0006] By using a wrap spring brake, the adjustment of an adjustment device can be reliably prevented by a force applied on the output side. However, even in the released state with the wrap spring actuated, a wrap spring brake exhibits a comparatively high friction torque, so adjusting the adjustment device requires a comparatively large amount of force, and wear is also increased.

[0007] In a rotary fitting known from DE 197 24 554 A1, a brake is mounted on a shaft. A handwheel can be clipped onto the brake.

[0008] DE 102 45 620 A1 describes a clamping element lock in which clamping elements are housed in a brake housing and adjustable relative to the brake housing. The clamping element lock serves as a drive mechanism, for example, for a manual seat height adjustment.

[0009] DE 100 52 234 A1 describes an adjustment device for a motor vehicle seat in the form of a manual seat height adjustment, in which locking elements are housed in a brake chamber. The brake elements are adjustable to apply a drive-side force, but block an output-side force.

[0010] DE 10 2005 056 728 B3 describes a rotary fitting with a wrap spring brake arranged on it.

[0011] The object of the present invention is to provide an adjusting device for adjusting a vehicle seat part which, on the one hand, safely and reliably blocks a force applied on the output side and, on the other hand, can transmit a force introduced on the drive side in a low-friction manner.

[0012] This object is achieved by an article having the features of claim 1.

[0013] It is provided that the drive device for blocking the output-side force has a brake section arranged fixedly on the first fitting part and at least one brake segment which, when an output-side force is applied to the rotary fitting, interacts with the brake section in a braking manner via a contact surface in the manner of a shoe brake.

[0014] The basic idea of ​​the present invention is to use one or more brake segments instead of a wrap spring for braking a force applied on the output side. When an output-side force is applied, these brake segments engage frictionally with a stationary brake section and thus block the output-side force through a frictional connection. The brake section, formed for example by a cylindrical brake pot, and the at least one brake segment are designed like a shoe brake and, when loaded on the output side, act together to brake due to static friction. If, however, an adjusting force is exerted on the adjusting element of the drive device on the drive side, the adjusting element actuates the at least one brake segment and thereby cancels the frictional connection, so that the drive device can be actuated to adjust the vehicle seat part without great expenditure of force.

[0015] The adjustment element can be designed as a manually operated handwheel. However, it is also conceivable to drive the adjustment element electrically, for example, via an electric motor to adjust the vehicle seat section.

[0016] The adjustment device can be designed, for example, as a seat adjustment mechanism for adjusting the inclination of a backrest of a vehicle seat. In this configuration, the drive mechanism drives the rotary fitting for adjusting the backrest. A force applied on the output side when the backrest is loaded by a vehicle occupant is blocked via the at least one brake segment of the drive mechanism and transmitted to a seat frame, but does not result in an adjustment of the adjustment mechanism.

[0017] If the brake section is designed as a cylindrical brake pot, at least one brake segment is arranged within the brake pot and is in frictional connection with an inner surface of the brake pot to achieve the braking effect.

[0018] The at least one brake segment is arranged on a drive element which is coupled in a rotationally fixed manner to a shaft operatively connected to the second fitting part. In a specific embodiment, the at least one brake segment is supported on the drive element via a support section in such a way that when a force is applied on the output side, a frictional connection is established between the drive element, which is connected in a rotationally fixed manner to the shaft, and the stationary brake section, and the force applied to the shaft on the output side is thus introduced into the brake section. The brake section can, for example, be connected to a seat-side fitting part of the pivoting fitting and the shaft to a backrest-side fitting part, so that when a force is applied on the backrest side, this does not lead to an adjustment of the adjustment device, but is introduced into the seat-side fitting part via the brake section.

[0019] The support section, via which the at least one brake segment rests on the drive element, can be designed, for example, as a partially overmolded sheet metal part that is firmly connected to the drive element. The drive element itself is manufactured as a plastic part, for example, as an injection-molded plastic part, and is reinforced by the overmolded sheet metal part so that the output-side forces introduced into the brake section via the drive element and the at least one brake segment are reliably transmitted.

[0020] In another embodiment, it is also possible to design the support section as a plastic section that is integrally connected to the drive element and is dimensioned and reinforced according to the strength requirements for transmitting the output-side forces.

[0021] In yet another embodiment, it is also possible to manufacture the drive element as a metal part, for example as an aluminum die-cast part or zinc die-cast part.

[0022] In order to achieve the braking effect by the at least one brake segment when a force is applied on the output side, the at least one brake segment is advantageously spring-elastically preloaded relative to the drive element into a position in which the brake segment rests against the brake section in a braking manner. For this purpose, the at least one brake segment can be preloaded, for example, by a spring element such that the at least one brake segment is pressed radially outwards relative to the axis of rotation in a rest position. In this position, the contact surface of the brake segment rests against the brake section and brakes the drive element relative to the brake section in a frictionally engaged manner when a force acts on the drive element on the output side.

[0023] The spring element can be designed, for example, as a compression spring or as a torsion spring, each of which generates a preload force that presses the brake segment into a position radially offset outwards to the axis of rotation.

[0024] To actuate the adjustment device for adjusting the vehicle seat part to be adjusted, an adjusting force is exerted on the adjustment element on the drive side, which actuates the at least one brake segment to release the drive device. In doing so, the contact surface of the brake segment, which previously rested frictionally against the brake section, is moved against the preload into a position in which no force is transmitted from the drive element to the brake section via the brake segment. The brake segment is thus removed from the brake section via the adjustment element, thereby removing the frictional engagement between the brake section and the brake segment, so that the drive element can be adjusted relative to the brake section.

[0025] The drive element and the adjustment element are advantageously pivotally mounted on the braking section. The adjustment element is also pivotally connected to the drive element, so that on the one hand the drive element and adjustment element can be pivoted together relative to the braking section and on the other hand the adjustment element can also be rotated by at least a predetermined pivot angle relative to the drive element. The pivotability of the adjustment element relative to the drive element is necessary in order to be able to actuate the at least one braking segment arranged on the drive element. By pivoting the adjustment element, the at least one braking segment is moved from the rest position into the released position and thus out of frictional engagement with the braking section, so that a drive-side force can be transmitted for adjusting the vehicle seat part to be adjusted.After actuating at least one brake segment, the adjusting element then engages with the drive element when a drive-side force is applied, transferring the drive-side force to the drive element and, via the drive element, to the pivot fitting. To transfer the drive-side force from the drive element to the pivot fitting, these elements are connected to each other via a shaft.

[0026] The adjustment element is secured to the drive element, for example, via a locking element. The locking element preferably initially serves as a transport lock to secure the adjustment element to the drive element in a pre-assembly position, in which the rotary fitting and the shaft are not yet connected to the drive device. For this purpose, the locking element can, for example, be positively connected to the drive element. The locking element thus serves as a connecting element of the drive device and enables the drive device to be pre-assembled and delivered as a separate unit and only connected to the rotary fitting and the shaft in a subsequent assembly step.After connecting the shaft to the drive device, the shaft then engages in a recess of the drive element in an assembly position for a rotationally fixed connection to the drive element and is firmly connected to the securing element by crimping, so that in the assembly position the rotary fitting, shaft and drive device interact in the correct operating position.

[0027] In a preferred embodiment, the drive device has at least two brake segments, of which a first brake segment locks the drive device when an output-side force directed in a first direction is applied, and a second brake segment locks the drive device when an oppositely directed output-side force is applied.

[0028] In order to achieve the most advantageous locking effect possible, one advantageous embodiment provides four brake segments which are arranged on the drive element in such a way that they lie opposite one another in pairs, but the pairs formed are axially offset from one another relative to the axis of rotation. The two pairs of brake segments are thus located in different planes, with one brake segment of each pair locking the drive device when an output-side force directed in a first direction is applied, and the other brake segment locking the drive device when an output-side force directed in the opposite direction is applied. The provision of four brake segments creates an arrangement which enables symmetrical force introduction in the locked state and thus ensures safe and reliable locking of the drive device when an output-side force is applied.

[0029] The concept underlying the invention will be explained in more detail below with reference to the exemplary embodiments illustrated in the figures. They show: Fig. 1 a perspective view of an adjustment device designed as a rotary fitting of a seat adjustment; Fig. 2 an exploded view of the adjustment device according to Fig. 1; Fig. 3 a perspective view of a drive element with brake segments arranged thereon in a brake pot; Fig. 4A, Fig. 4B is a plan view of the arrangement according to Fig. 3 when an output-side force is applied ( Fig. 4A) and a drive-side force ( Fig. 4B); Fig. 5 a drive element with an adjusting element arranged thereon forming a handwheel; Fig. 6 a cross-sectional view through a drive device of an adjusting device with a securing element for connecting the adjusting element to the drive element; Fig. 7 a cross-sectional view through a drive device with a modified embodiment of a securing element for connecting the adjusting element to the drive element; Fig. 8 a cross-sectional view through a drive device with a further embodiment of a securing element for connecting the adjusting element to the drive element; Fig. 9 a perspective view of a drive element with brake segments arranged thereon in a brake pot, comprising compression springs for preloading the brake segments; Fig. 10A, Fig. 10B Views of a drive device obliquely from above and obliquely from below; Fig. 11A, Fig. 11B views of a first embodiment of a spring element for preloading the brake segments; Fig. 12A, Fig. 12B views of a second embodiment of a spring element for preloading the brake segments; Fig. 13 a separate view of an embodiment of a drive element and Fig. 14 a separate view of another embodiment of a drive element.

[0030] Fig. 1 shows a perspective overview of an adjustment device consisting of a drive device 1 and a rotary fitting 8 for adjusting a backrest of a vehicle seat connected to the rotary fitting 8 via an upper, second fitting part 82. The backrest is connected to a seat part of the vehicle seat via a lower, first fitting part 81 and can be adjusted in its inclination relative to the seat part of the vehicle seat by actuating the rotary fitting 8 via the drive device 1.

[0031] In order to introduce an adjustment force into the vehicle seat on both sides—that is, on the one hand, on the door side and on the other hand, on the tunnel side (in the center of the vehicle) of the vehicle seat—two pivot fittings 8 are usually arranged on the vehicle seat on either side of the backrest and connected to each other via a shaft 9. If one pivot fitting 8 is then actuated via the drive device 1, the second pivot fitting 8 is also pivoted synchronously via the shaft 9, and the backrest connected to the fitting part 82 is adjusted to the seat part of the vehicle seat.

[0032] In the Fig. 1, the drive device 1 is designed as a manual drive device and has for this purpose an adjusting element 6 in the form of a handwheel, of which in Fig. 1 does not show the complete handwheel, but only a so-called handwheel adapter, via which the adjustment device can be connected to customer-specific handles.

[0033] Fig. 2 shows an exploded view of an embodiment of the drive device 1. The drive device 1 has a drive element 2, which is connected in a rotationally fixed manner to the shaft 9, which can be rotated about a rotation axis D, and can be pivoted via the adjusting element 6. Via the shaft 9, the drive element 2 is connected, for example, via a gear in the form of a planetary gear or an eccentric gear, to the upper fitting part 82 (see Fig. 1). The drive element 2 is pivotably arranged in a brake pot 3, which is connected in a rotationally fixed manner to the first fitting part 81 (see Fig. 1). The brake pot 3 has a cylindrical brake casing 32, within which the drive element 2 can be pivoted.

[0034] Four brake segments 4a, 4b, 5a, 5b are arranged on the drive element 2 and supported on the drive element 2 via support sections 23, 24. As shown in the separate view of the drive element 2 in Fig. 13, the support sections 23, 24 can be connected to the drive element 2, for example as partially overmolded sheet metal parts.

[0035] How to continue Fig. As can be seen in Figure 13, the drive element 2 has a central recess 204 with a square cross-section, via which the shaft 9 is positively connected to the drive element 2. Two mandrels 201a, 201b are arranged on the drive element 2 and protrude in the direction of the adjusting element 6 on the drive element 2.

[0036] The brake segments 4a, 4b, 5a, 5b are pre-tensioned relative to the drive element via spring elements 21, 22 in the form of torsion springs, wherein the spring elements 21, 22, as shown in Fig. 3 for the spring element 22, are connected to the drive element 2 via holding devices 220.

[0037] The adjusting element 6, which is connected to the drive element 2 via a disc-shaped securing element 7, has engagement elements 61a, 61b, 62a, 62b, via which the adjusting element 6 can act on the brake segments 4a, 4b, 5a, 5b and can transmit an adjusting force to the drive element 2 via stops 202a, 202b, 203a, 203b and via the mandrels 201a, 201b (see also the separate view of the drive element 2 in Fig. 13).

[0038] Based on Fig. 3 and Fig. 4A, Fig. 4b the functioning of the drive device 1 will be explained below.

[0039] Via the drive device 1, a drive-side adjustment force applied to the adjustment element 6 for adjusting the backrest is to be transferred to the rotary fitting 8 in a manner with as little friction as possible (see Fig. 1). Conversely, a force applied to the rotary fitting 8 on the output side must not cause the rotary fitting 8 to be adjusted, i.e., for example, when the backrest is loaded, the backrest must not be adjusted relative to the seat part. Therefore, when an output-side force is applied, the drive device 1 acts like a load torque lock and, for this purpose, has the brake segments 4a, 4b, 5a, 5b on the drive element 2. When an output-side force is applied, these brake segments interact with the brake jacket 32 ​​of the brake cup 3 in a frictionally engaged manner to lock the drive device 1 and thus prevent the rotary fitting 8 from being adjusted.

[0040] The brake segments 4a, 4b, 5a, 5b, together with the brake pot 3, form a brake device in the manner of a shoe brake. For this purpose, the brake segments 4a, 4b, 5a, 5b each have two contact surfaces 40a, 40b, 41a, 41b, 50a, 50b, 51a, 51b, which can be brought into contact with the inside of the brake jacket 32 ​​for frictional braking. As can be seen from Fig. 3 and Fig. 4A, Fig. 4B, a total of four brake segments 4a, 4b, 5a, 5b are provided, which are arranged in pairs in planes axially offset from one another along the rotation axis D. Thus, the brake segments 4a, 4b and the brake segments 5a, 5b are each arranged opposite one another in pairs and form two pairs that are arranged in different planes (in the view according to Fig. 4A, Fig. 4B, the brake segments 5a, 5b are arranged above the brake segments 4a, 4b).

[0041] On their side facing the support section 23, 24, the brake segments 4a, 4b, 5a, 5b each have hump-like bulges 52a, 52b, 53a, 53b, via which the brake segments 4a, 4b, 5a, 5b are supported on the drive element 2.

[0042] In a rest position before the output-side force occurs, the spring elements 21, 22 (of which Fig. 4A only the spring element 22 is visible) the brake segments 4a, 4b, 5a, 5b in relation to the drive element 2. The Fig. 4A upper brake segments 5a, 5b are thereby controlled by the Fig. 4A, the spring element 22 arranged on the left is pre-tensioned in such a way that the brake segments 5a, 5b are supported on the support sections 23, 24 via the bulges 53a, 53b, while the bulges 52a, 52b are not in contact with the support sections 23, 24. Due to the pre-tensioning of the spring element 22, the brake segments 5a, 5b are thus pressed into a position in which the brake segments 5a, 5b rest with their contact surfaces 50a, 50b, 51a, 51b on the brake pot 3 and with their bulge 53a (in the case of the brake segment 5a) or 53b (in the case of the brake segment 5b) on the support section 23 or 24. In an analogous manner, the Fig. 4A, the brake segments 4a, 4b arranged below are pre-tensioned relative to the drive element 2 via the spring element 21, so that they rest with their contact surfaces 40a, 40b, 41a, 41b on the brake pot 3 and with their bulges 52a, 52b on the support sections 23, 24. Consequently, brake segments 4a, 5a and 4b, 5b arranged one above the other rest offset from one another on the support sections 23 and 24, respectively. Fig. 1, the spring element 21 is diametrically opposite the spring element 22 and thus exerts a preload in the opposite direction on the lower brake segments 4a, 4b.

[0043] Lies, as in Fig. 4A, an output-side force is applied to the shaft 9, which causes a torque in the direction of rotation A, the shaft 9 attempts to rotate the drive element 2 in the direction of rotation A. In doing so, the upper brake segment 5b with the left contact surface 51b and the right contact surface 50b and also the lower brake segment 4a with the contact surfaces 40a and 40b rub against the brake pot 3, so that the brake segments 4a, 5b wedge themselves between the support sections 23, 24 of the drive element 2 and the brake pot 3 and create a frictional connection that prevents the drive element 2 from rotating relative to the brake pot 3. Via the brake pot 3, which is connected in a rotationally fixed manner to the first fitting part 81 (see Fig. 1), the output-side forces are thus introduced into the first fitting part 81, so that adjustment of the rotary fitting 8 is blocked.

[0044] When a reversed output-side force is applied, which causes a torque opposite to the direction of rotation A, the brake segments 4b, 5a come into frictional engagement and block the drive device 1.

[0045] A force applied to the output side of the shaft 9 is thus blocked and cannot lead to an adjustment of the rotary fitting 8. Conversely, as shown by Fig. 4B illustrates, a drive-side force is transmitted to the drive element 2 in the direction of rotation B via the adjusting element 6, the adjusting element 6 acts on the brake segments 4a, 4b, 5a, 5b via the engagement elements 61a, 61b, 62a, 62b in such a way that the frictional connection between the brake segments 4a, 4b, 5a, 5b and the brake pot 3 is canceled and thus the drive element 2 can be freely pivoted in the brake pot 3. In Fig. In the case shown in Figure 4B, the adjusting element 6 acts via the Fig. 4B bottom right arranged engagement element 61a on the brake segment 4a and over the Fig. 4B, the engagement element 62b arranged at the top left engages the brake segment 5b and adjusts it in such a way that the brake segments 4a, 5b, with their bulges 53a, 52b, which previously did not touch the support sections 23, 24, are brought closer to the support sections 23, 24. By slightly pivoting or tilting, the brake segments 4a, 5b thus reach a position in which the contact surfaces 40a, 41a, 50b, 51b no longer bear frictionally against the brake pot 3 and the drive element 2 can be pivoted freely in the brake pot 3. Wedging of the brake segments 4a, 5b adjusted or actuated in this way is no longer possible, since the necessary force introduction into the support sections 23, 24 is no longer present.The other brake segments 4b, 5a do not oppose this, since when the drive element 2 is rotated in the direction of rotation B, the brake segments 4b, 5a do not come into frictional engagement due to interaction with the brake pot 3 and are moved together with the drive element 2 via the preload of the spring elements 21, 22.

[0046] If a reversely directed drive-side force is introduced, the adjusting element 6 acts in an analogous manner via the engagement elements 61b, 62a on the brake segments 4b, 5a and actuates them in such a way that a frictional connection with the brake pot 3 is canceled.

[0047] As soon as the actuation of the adjusting element 6 is interrupted, i.e. no drive-side force is applied to the adjusting element 6 any more, the brake segments 4a, 4b, 5a, 5b are brought back into their preloaded rest position via the spring elements 21, 22, in which they rest with their contact surfaces 40a, 40b, 41a, 41b, 50a, 50b, 51a, 51b in frictional contact with the brake pot 3 and thus block the drive device 1.

[0048] Fig. 5 shows in a perspective view the adjusting element 6 on the drive element 2. Clearly visible from Fig. 5 are the brake segments 4a, 4b, 5a, 5b arranged in different planes as well as the engagement elements 61b, 62b of the adjusting element 6 acting on the brake segments 4a, 4b, 5a, 5b.

[0049] The securing element 7 is provided to connect the adjustment element 6 to the drive element 2. The securing element 7 is connected to the drive element 2 by means of an interference fit, in that the securing element 7 is held on the drive element 2 via a collar 73. By providing a slot-shaped recess 730 in the securing element 7, the collar 73 is elastic in sections and thus establishes a clamping connection between the securing element 7 and the drive element 2.

[0050] In addition, as in Fig. 6, the securing element 7 can be positively connected to the drive element 2 via form-locking elements 71, 72, which engage in recesses 206, 207 of the drive element 2. The drive device 1 can thus be pre-assembled as a separate unit via the securing element 7, wherein the securing element 7, in a pre-assembly position - before the drive device 1 is connected to the rotary fitting 8 and the shaft 9 - connects the adjusting element 6 to the drive element 2 in a form-locking manner.

[0051] The securing element 7 is connected to the drive element 2 in a rotationally fixed and positive-locking manner. At the same time, the securing element 7 holds the adjusting element 6 to the drive element 2 in such a way that the adjusting element 6 can be pivoted relative to the drive element 2 by at least a predetermined pivot angle about the rotation axis D, thereby actuating the brake segments 4a, 4b, 5a, 5b. To enable smooth pivoting of the adjusting element 6 relative to the drive element 2, a play S is provided between the securing element 7 and the adjusting element 6, which play can be specifically adjusted by the design and dimensioning of the securing element 7.

[0052] In order to connect the shaft 9 to the drive device 1 in the final assembly position, the shaft 9 is inserted into the recess 204 of the drive element 2 and is positively connected to the securing element 7 on the back of the securing element 7 by a crimping K, so that the securing element 7 is firmly connected to the drive element 2.

[0053] Fig. Figure 8 shows a modified embodiment of the securing element 7, which is additionally supported relative to the drive element 2 via a support 74. Again, a predetermined clearance S is set between the adjusting element 6 and the securing element 7 to ensure smooth adjustability of the adjusting element 6.

[0054] In the case of Fig. In the embodiment described in Figures 2 to 4, torsion springs are provided as spring elements 21, 22, which exert a preload on the brake segments 4a, 4b, 5a, 5b and can be easily mounted on the drive element 2. In another embodiment according to Fig. 9, however, compression springs 21', 22' can also be provided, which exert a preload on the brake segments 4a, 4b, 5a, 5b via a compressive force and thus bring the brake segments 4a, 4b, 5a, 5b into a rest position in which - depending on the direction of rotation of the shaft 9 - the contact surfaces 40a, 41a, 50b, 51b or 40b, 41b, 50a, 51a rest on the brake pot 3 in a braking manner when there is a force on the output side.

[0055] As in Fig. 10A and Fig. 10B, securing projections 75 and 208, respectively, can be integrated into the base surfaces of the securing element 7 and the drive element 2, which secure the spring elements 21, 22, 21', 22' to the drive element 2 and prevent the spring elements 21, 22, 21', 22' from slipping off the drive element 2.

[0056] Fig. 11A, Fig. 11B and Fig. 12A, Fig. 12B show different designs of a spring element 21, 22 designed as a torsion spring. In the design according to Fig. 11A, Fig. 11B, the spring element 21, 22 has two spring ends 210, 211, which are bent at right angles to spring arms 212, 213. In the embodiment according to Fig. 12A, Fig. 12B, however, the spring ends 210', 211' are not bent at a right angle relative to the spring arms 212, 213, but rather such that they form an obtuse angle to the spring arms 212, 213. This ensures that the spring ends 210', 211' resting against the brake segments 4a, 4b, 5a, 5b are securely held on the brake segments 4a, 4b, 5a, 5b during operation and, in particular, prevents the spring elements 21, 22, 21', 22' from migrating out of the drive element 2.

[0057] Fig. 13 and Fig. 14 show different embodiments of the drive element 2 in separate views. In the embodiment according to Fig. 13, the support sections 23, 24 are formed in the form of partially overmolded sheet metal parts on the drive element 2. Such a design is particularly advantageous when the drive element 2 is made of plastic. The metal support sections 23, 24 ensure secure support of the brake segments 4a, 4b, 5a, 5b on the drive element 2.

[0058] In the embodiment according to Fig. 14, no separate sheet metal parts are provided, but rather support sections 23', 24' are integrally formed onto the drive element 2, which is made, for example, of plastic. The support sections 23', 24' are reinforced so that the brake segments 4a, 4b, 5a, 5b are reliably supported on the drive element 2.

[0059] Alternatively, it is also conceivable to use a drive element 2 made of metal, for example as an aluminum die-cast part or zinc die-cast part.

[0060] The concept underlying the invention is not limited to the previously described embodiments, but rather can also be implemented in entirely different embodiments. In particular, a drive device of the type described can be used not only for adjusting the backrest inclination in conjunction with a rotary fitting, but can also be used, for example, as a drive for a window lifter. For example, in a cable window lifter that conventionally uses a wrap spring brake, a braking device of the type described can be used instead of the wrap spring brake to block a force applied to a cable drum on the output side. List of reference symbols 1 drive device 2 drive element 201a, 201b Thorn 202a, 202b, 203a, 203b stop 204 recess 205 Recording 206, 207 recess 208 safety projections 210, 211; 210', 211' spring end 212, 213 spring arm 220 holding device 21, 22; 21', 22' spring element 23, 24; 23', 24' support section 3 Brake pot / brake section 31 Bund 310 Form-locking element 32 brake jacket 4a, 4b, 5a, 5b brake segment 40a, 40b, 41a, 41b contact surface 50a, 50b, 51a, 51b contact surface 52a, 52b, 53a, 53b bulge 6 Adjustment element 61a, 61b, 62a, 62b engagement element 7 Securing element 71, 72 Form-locking element 73 Bund 730 recess 74 Support 75 safety projections 8 Rotating fitting 81 Lower fitting part / First fitting part 82 Upper fitting part / Second fitting part 9 Wave A direction of rotation B Direction of rotation D axis of rotation K Crimping S game

Claims

[1] Adjusting device for adjusting a vehicle seat part, with - a rotary fitting (8) for adjusting the vehicle seat part, which has a first fitting part (81) and a second fitting part (82) pivotally mounted about a rotation axis (D) relative to the first fitting part (81), - a drive device (1) connected to the rotary fitting (8) for driving the rotary fitting (8) and - an adjusting element (6) of the drive device (1) for actuating the drive device (1), wherein the drive device (1) is designed to transmit a force applied to the adjusting element (6) on the drive side to adjust the vehicle seat part to the rotary fitting (8), but to block a force applied to the rotary fitting (8) on the output side, characterized byin that the drive device (1) for blocking the output-side force has a braking section (3) which is arranged fixedly on the first fitting part (81) and at least one braking segment (4a, 4b, 5a, 5b) which, when an output-side force is applied to the rotary fitting (8), cooperates with the braking section (3) in a braking manner via a contact surface (40a, 40b, 41a, 41b, 50a, 50b, 51a, 51b) in a braking manner, wherein the at least one braking segment (4a, 4b, 5a, 5b) is arranged on a drive element (2) which is connected in a rotationally fixed manner to a shaft (9) which cooperates with the second fitting part (82) for adjusting the vehicle seat part. [2] Adjusting device according to claim 1, characterized by that the adjusting element (6) is designed as a manually operable handwheel. [3] Adjusting device according to claim 1 or 2, characterized bythat the rotary fitting (8) is designed to adjust the backrest inclination of a backrest forming a vehicle seat part. [4] Adjusting device according to one of claims 1 to 3, characterized by that the adjusting element (6) actuates the at least one brake segment (4a, 4b, 5a, 5b) to release the drive device (1) when a drive-side force is applied. [5] Adjusting device according to one of the preceding claims, characterized by that the brake section (3) is designed as a brake pot in which the at least one brake segment (4a, 4b, 5a, 5b) is arranged. [6] Adjusting device according to one of the preceding claims, characterized by that the at least one brake segment (4a, 4b, 5a, 5b) is supported on the drive element (2) via a support section (23, 24). [7] Adjusting device according to claim 6, characterized bythat the support section (23, 24) is designed as a sheet metal part arranged on the drive element (2) and partially overmolded or as a plastic section in one piece with the drive element (2). [8] Adjusting device according to one of the preceding claims, characterized by that the at least one brake segment (4a, 4b, 5a, 5b) is spring-elastically prestressed relative to the drive element (2) into a position in which the brake segment (4a, 4b, 5a, 5b) bears against the brake section (3) in a braking manner. [9] Adjusting device according to claim 8, characterized by that the at least one brake segment (4a, 4b, 5a, 5b) is pretensioned by a spring element (21, 22; 21', 22') into a position in which the at least one brake segment (4a, 4b, 5a, 5b) is pressed radially outwards in the direction of the brake section (3) relative to the axis of rotation (D). [10] Adjusting device according to claim 9, characterized bythat the spring element (21, 22; 21', 22') is designed as a compression spring or as a torsion spring. [11] Adjusting device according to claim 9 or 10, characterized by that the adjusting element (6), when a drive-side force is applied, actuates the at least one brake segment (4a, 4b, 5a, 5b) to release the drive device (1) against the pretension into a position in which the at least one brake segment (4a, 4b, 5a, 5b) no longer interacts with the brake section (3) in a braking manner. [12] Adjusting device according to one of the preceding claims, characterized by that the drive element (2) and the adjusting element (6) are pivotally arranged on the braking section (3). [13] Adjusting device according to one of the preceding claims, characterized by that the adjusting element (6) is pivotally connected to the drive element (2). [14] Adjusting device according to claim 13, characterized bythat the adjusting element (6) is pivotally arranged on the drive element (2). [15] Adjusting device according to claim 14, characterized by that the adjusting element (6) comes into operative connection with the drive element (2) when a drive-side force is applied to adjust the vehicle seat part. [16] Adjusting device according to one of the preceding claims, characterized by that the adjusting element (6) is connected to the drive element (2) via a securing element (7), wherein the securing element (7) is held in a form-fitting manner on the drive element (2) in a pre-assembly position before the shaft (9) is connected to the drive device (1). [17] Adjusting device according to claim 16, characterized bythat in an assembly position the shaft (9) is arranged in a form-fitting manner in a recess (204) of the drive element (2) for the rotationally fixed connection to the drive element (2) and connects the securing element (7) to the drive element (2) by crimping (K). [18] Adjusting device according to one of the preceding claims, characterized by that the drive device (1) has at least two brake segments (4a, 4b, 5a, 5b), of which a first brake segment (4a, 4b, 5a, 5b) blocks the drive device (1) when an output-side force directed in a first direction is applied, and a second brake segment (4a, 4b, 5a, 5b) blocks the drive device (1) when an oppositely directed output-side force is applied. [19] Adjusting device according to one of the preceding claims, characterized bythat the drive device (1) has four brake segments (4a, 4b, 5a, 5b) which are arranged in pairs transversely to the axis of rotation (D) opposite one another and are offset in pairs axially to the axis of rotation (D).

Images