Fitting system for a vehicle seat and vehicle seat

Abstract

Fitting system for a vehicle seat (1), in particular a motor vehicle seat, with a) at least one fitting (10) comprising a first fitting part (11) and a second fitting part (12) which can be locked together and rotated relative to each other about an axis (A), b) a transmission rod (7) whose rotation unlocks the fitting (10), c) at least one control element (5, 8) whose actuation causes the rotation of the transmission rod (7), d) a gear module (70) which is designed as a differential gear and is arranged concentrically to the axis (A) and axially offset to the at least one fitting (10) and is designed as a pre-assembled unit which decouples the rotation of the fitting parts (11, 12) and the rotation of the transmission rod (7) from each other, and whose components are mechanically controlled by the manually operated control element (5, 8) and act on the at least one fitting (10), characterized in that the gear module (70) has two semi-enclosed ring gears (71, 75) which are facing each other with their open sides and together form a housing of the gear module (70).

Description

[0001] The invention relates to a fitting system for a vehicle seat with the features of the preamble of claim 1 and to a vehicle seat with a seat part and a backrest which is attached to the seat part by means of a fitting system, pivotable relative to it and lockable to it.

[0002] A fitting system of this type is known from the publication DE 10 2009 056 396 A1.

[0003] Another fitting system is known from German patent application DE 20 2010 015 171 U1. Actuating the first control element causes the transmission rod to rotate, which in turn unlocks both fittings. This fitting system is used to pivot the backrest of a vehicle seat relative to its seat base in order to adjust its angle. If a transition to a non-use position is also required, depending on the arrangement of the second control element relative to the fitting components and the initial position of the transmission rod, the problem arises that one of the control elements may be unintentionally activated by the pivoting movement.

[0004] DE 10 2005 052 201 B4 relates to a vehicle seat with a seat frame and a backrest that can be pivoted and folded relative to the seat frame, wherein the backrest, in its locked operating position, is electrically adjustable to several comfort positions within a comfort range, wherein the backrest, after unlocking, can be electrically folded between the upright operating position and a folded-down cargo position with the backrest in a substantially horizontal position, and wherein a motor drive is provided in the backrest, wherein a first backrest-mounted electromechanical adjustment device for adjusting the tilt of the backrest and a second backrest-mounted electromechanical adjustment device, different from the first adjustment device, for folding the backrest are provided, and a common backrest pivot axis is provided for the pivoting movement of the tilt adjustment and the folding movement of the backrest.wherein the drive axes of the first and second electromechanical adjustment devices are different and a transmission means is provided for transmitting the adjustment from a drive axis to the backrest swivel axis.

[0005] According to DE 10 2004 061 960 A1, a device for limiting the swivel angle of fittings for backrest tilt adjustment on vehicle seats is provided for tilt adjustment fittings that are positively coupled to a geared motor with a self-locking gearbox located in the backrest via a shaft and a reduction gear. The swivel angle is mechanically limited by end stops, and the swiveling fittings can be disengaged from the backrest to allow the backrest to be folded down. To prevent the fittings from running into the mechanical end stops when the backrest is folded down, a rotary encoder for detecting the angular position of the fittings connected to the backrest is arranged on the shaft connecting the geared motor to the reduction gears.Two angular end positions are defined for these fitting parts, when the geared motor is switched off and in which a sufficient residual angle is available when the backrest is folded down without the fitting parts running up against the end stops.

[0006] Another fitting system is known from the publication DE 10 2008 034 800 A1.

[0007] The invention is based on the objective of improving a fitting system of the type mentioned above and of providing a vehicle seat with such an improved fitting system. This objective is achieved according to the invention by a fitting system with the features of claim 1 and by a vehicle seat with the features of claim 9. Advantageous embodiments are the subject of the dependent claims.

[0008] The transmission module according to the invention decouples the rotation of the fitting components, which are preferably connected to a backrest and a seat section of the vehicle seat, from the rotation of the transmission rod used to unlock the fitting. This allows the locking state of the fitting to be maintained even if the operating element and transmission rod have initial positions with spatially different orientations relative to the fitting components. This is particularly advantageous in fitting systems with multiple operating elements that could influence the locking state due to the rotation of the fitting components, or when using fittings with multiple unlocking options, for example, for tilt adjustment and free pivoting.

[0009] For the decoupling function, the gear module preferably comprises two geometrically identical planetary gear sets, which are kinematically coupled by means of a common link. Accordingly, two ring gears, two sun gears, and several planet gears are preferably provided. The ring gears and sun gears are operatively connected to the four different components of the fitting system, i.e., the two fitting parts, the transmission rod, and the operating element. Any angular difference between the ring gears leads to the unlocking or locking of the fitting, while a simultaneous movement of both ring gears has no effect on the angular difference between the sun gears and consequently on the locking state of the fitting, but rather maintains it.

[0010] A combination of two geometrically identical planetary gear sets is known, for example, from the generic publication DE 10 2009 056 396 A1. However, these are an integral part of a drive system and are mounted in the drive system's housing. The drive system features an electromechanical control with an electric motor, a drive pulley driven by the motor, and a control pulley coupled to the drive pulley for engagement. The control pulley acts on one of the ring gears. An additional manual emergency actuation is possible.

[0011] The gear module according to the invention, on the other hand, is a modular unit, i.e., a pre-assembled assembly of various interacting components, which is preferably self-contained, i.e., in particular has its own protective housing, and which can be combined modularly with the other components of the fitting system, and in particular can also be retrofitted. According to the invention, the housing is formed by means of two hollow gears rotatable relative to each other, which are semi-enclosed and have their open sides facing each other, thus creating a slotted housing.

[0012] For the axial retention of the gear module, i.e., in particular its components, a clip connection is preferably provided that is easy to close. It is particularly preferred that this clip connection simultaneously secures the gear module axially to the fitting. In addition to pre-positioning during assembly, this also allows for rotations concentric with the fitting. For the rotationally fixed connection to the fitting components and the functional connection with the operating element, radially projecting arms are preferably provided, so that the axial installation space is kept small.

[0013] The fitting system according to the invention is preferably used in vehicle seats for adjusting the backrest angle, but can also be used in other locations. The design of the fitting as a disc-shaped unit allows for any desired angular changes between the fitting components by means of relative rotation about the axis. The axial cohesion of the fitting components is generated by a clamping ring.

[0014] The invention is explained in more detail below with reference to an embodiment illustrated in the drawing. The drawing shows... Fig. 1 A partially cutaway, perspective view of the gear module, Fig. 2 an axial section through the gear module with schematic fitting, Fig. 3 an exploded view of the gearbox module, Fig. 4 a partially cut-away side view of the embodiment in the locked operating position, Fig. 5 a view accordingly Fig. 4 in the unlocked operating position, Fig. 6 a view accordingly Fig. 4 in the unlocked non-use position, Fig. 7 a view accordingly Fig. 4 in the locked non-use position, Fig. 8 a radial section through the fitting along line VIII-VIII in Fig. 9, Fig. 9 an axial section through the fitting, Fig. 10 an exploded view of the fitting, and Fig. 11 a schematic representation of a vehicle seat.

[0015] A vehicle seat 1 for a motor vehicle comprises a seat section 3 and a backrest 4, which is pivotable relative to the seat section 3 and lockable to it. The backrest 4 is tilt-adjustable, i.e., adjustable between different operating positions. Furthermore, the backrest 4 can be pivoted forward from an operating position to a non-operating position, for example, a pivoted position (entry position) to facilitate entry into a rear row of seats or a table position to increase the cargo space. The tilt adjustment of the backrest 4 and the (central) pivoting occur about a common axis A, which is defined by a cylindrical coordinate system used subsequently.

[0016] The backrest 4 is tilted by manually operating a first control element 5, for example, a hand lever. A (rigid, preferably hollow or optionally solid) transmission rod 7 is provided, aligned with and rotatable about axis A, and is arranged horizontally in the transition area between seat section 3 and backrest 4. The first control element 5 is preferably fixed to the profiled transmission rod 7 to rotate it. Rotating the transmission rod 7 by a specific angle, for example, up to 30°, unlocks the backrest 4.

[0017] The transition to the non-use position of the backrest 4 is effected by manually operating a second control element 8, for example, another lever on the side of the backrest 4, which also unlocks the backrest 4. Preferably, the vehicle seat 1 has a pair of seat rails 9 on each side of the seat section 3, by means of which it can be adjusted longitudinally as a whole (i.e., its longitudinal seating position can be adjusted). If the non-use position is a freely swiveled position, the seat rails 9 are also unlocked when transitioning to this freely swiveled position, and the vehicle seat 1 is pushed forward as a whole, so that in the freely swiveled position the vehicle seat 1 assumes a forward longitudinal seating position, which further facilitates access to the rear row of seats. The backrest 4 can optionally be locked in this freely swiveled position to prevent it from swiveling back prematurely due to upholstery compression or when the vehicle seat 1 is pushed back.The same applies to a table position.

[0018] On both sides of the vehicle seat 1, the transmission rod 7 engages with a rotationally fixed connection (or coupled with a defined free travel for carrying) in a fitting 10.

[0019] Each fitting 10 comprises a first fitting part 11 and a second fitting part 12, which are rotatable relative to each other about the axis A. Both fitting parts 11 and 12 can each be approximately inscribed in a circular disc shape. Both fitting parts 11 and 12 are preferably made of metal, in particular steel, which may be hardened at least in certain areas. A clamping ring 13 is provided to absorb the axially acting forces, i.e., to axially hold the fitting parts 11 and 12 together. The clamping ring 13 is preferably made of metal, in particular steel, which is preferably unhardened. The clamping ring 13 preferably has a substantially flat ring shape, but can alternatively be L-shaped with a cylindrical section and a flat ring section at its end face.

[0020] The clamping ring 13 is firmly connected to one of the two fitting parts 11 and 12, in this case to the second fitting part 12 in an outer ring section, for example by laser welding or by another known fastening technique. By means of an inner ring section, which is arranged in a plane perpendicular to the axial direction, the clamping ring 13, optionally with an interposed sliding ring, overlaps the first fitting part 11 in its radially outer edge region without impeding the relative movement of the two fitting parts 11 and 12. In addition, the opposing inner surfaces of the two fitting parts 11 and 12 are protected from the ingress of foreign bodies and from contamination and damage.

[0021] The clamping ring 13 and the fitting part 11 or 12 firmly connected to it clamp the other of the two fitting parts 11 and 12, which is movable relative to them. In structural terms, the two fitting parts 11 and 12 therefore form a disc-shaped unit together (with the clamping ring 13).

[0022] With the installation of fitting 10, the first fitting part 11 is, for example, permanently connected to the structure of the backrest 4, i.e., fixed to the backrest. The second fitting part 12 is then permanently connected to the structure of the seat section 3, i.e., fixed to the seat section. However, the assignments of fitting parts 11 and 12 can also be reversed, i.e., the first fitting part 11 would then be fixed to the seat section and the second fitting part 12 fixed to the backrest. Fitting 10 is located in the force transmission between backrest 4 and seat section 3.

[0023] The fitting 10 is designed as a latch fitting in which the first fitting part 11 and the second fitting part 12 can be locked together, as described, for example, in DE 20 2009 016 989 U1, the relevant disclosure content of which is expressly included.

[0024] The second fitting part 12 has – in this case, four – guide segments 14, which, with straight guide surfaces, guide a bolt 16 laterally in a radial direction in pairs. The – in this case, a total of four – bolts 16 are arranged – in this case, offset from each other by 90° – in a space defined between the two fitting parts 11 and 12. The bolts 16 are provided at their radially outer end with teeth that can engage (engage) with a toothed ring 17 of the first fitting part 11, which is designed as a ring gear. When the toothed ring 17 and the bolts 16 engage, the fitting 10 is locked.

[0025] The first fitting element 11 is arranged in a recess of the second fitting element 12 and is radially overlapped by it, thus supporting the two fitting elements 11 and 12 against each other. The radially outer edge region of the first fitting element 11, with its toothed ring 17, is positioned radially between the guide segments 14 and the radially outer edge region of the second fitting element 12 (which serves to support the first fitting element 11). Under high loads, for example in a crash, the first fitting element 11 – after deformation – can come into contact with the guide segments 14, which are closer in the direction of the load and have correspondingly (concentrically) curved surfaces in the direction of the toothed ring 17. This increases the strength of the fitting 10.

[0026] The first fitting 11 can be mounted within the second fitting 12. However, the situation could be exactly reversed, i.e., the second fitting 12 could be mounted on top of the first fitting 11. Fundamentally, both arrangements are equivalent.

[0027] A driver 21, made of plastic, is arranged in the center of the fitting 10. This driver is rotatably mounted on at least one of the two fitting parts 11 and 12, in this case the first fitting part 11, more precisely in a central opening therein. On both sides of the vehicle seat, the driver 21 is non-rotatably connected or at least coupled to the transmission rod 7, which is inserted into a bore 23 of the hollow driver 21. A retaining ring 24, made of plastic in this case, is provided at at least one end of the driver 21 and is preferably attached to the driver 21 by ultrasonic welding. The first operating element 5 can be non-rotatably clipped onto the retaining ring 24.

[0028] An eccentric 27 is mounted on the driver 21, either non-rotatably or at least coupled for drive, and is located in the installation space defined between the fitting parts 11 and 12. A spring assembly 35, for example, one or two nested coil springs, is arranged in a central receptacle of one of the two fitting parts 11 and 12, in this case the second fitting part 12, and is supported externally. The spring assembly 35 acts on the eccentric 27, in this case by being mounted internally on the driver 21 in a non-rotatable manner. Such a spring assembly 35 is described, for example, in the aforementioned DE 20 2009 016 989 U1 or in DE 10 2005 046 807 B3, the relevant disclosures of which are expressly incorporated herein.The eccentric 27, acted upon by the spring arrangement 35, acts on the radially movable bolts 16 and acts upon them, so that they are pushed radially outwards to engage in the toothed ring 17, thereby locking the fitting 10.

[0029] A control disc 36 is arranged axially in the installation space between the bolts 16 and the first fitting part 11 and is, in this case, fixedly mounted on the eccentric 27. The control disc 36 has – in this case, four – control tracks, each of which interacts with a lug 38 of each bolt 16. The lugs 38 project axially from their respective bolts 16. When the driver 21 – and the eccentric 27 and the control disc 36 driven by it – is rotated (by a few degrees) against the force of the spring assembly 35, the control disc 36 pulls the bolts 16 radially inwards, i.e., out of the toothed ring 17, thereby unlocking the fitting 10 and allowing the two fitting parts 11 and 12 to rotate relative to each other about the axis A. The backrest 4 can now be pivoted around axis A to adjust its inclination, i.e. to assume a different position of use.

[0030] In two-door motor vehicles, access to a rear row of seats is facilitated by pivoting the backrest 4. For this purpose, the unlocked backrest 4 is pivoted forward from one of its operating positions into a position unsuitable for seating. Ease of use is increased if the first operating element 5 – or the second operating element 8 – does not need to be held during the entire pivoting process, and the fittings 10 nevertheless only lock in the pivoted position. For this purpose, an optional ring-shaped pivoting control element 45 is provided in the fitting 10 between the control disc 36 and the first fitting part 11 around the axis A, as described, for example, in DE 10 2006 015 560 B3, the relevant disclosure of which is expressly incorporated herein by reference.

[0031] The two fittings 10, the transmission rod 7, and the two operating elements 5 and 8 are parts of a fitting system, which generally also includes at least one backrest compensation spring 47, preferably two backrest compensation springs 47. The provided backrest compensation springs 47 are supported on one side by the seat part 3 and on the other side by the backrest 4 and are preferably designed as coil springs circumferentially around the axis A. An arrangement on each of the two fittings 10 is preferred, with one of the two supports being made on a (preferably welded) support bushing on the associated fitting 10. When the fittings 10 are unlocked from a user position, the backrest compensation spring 47 at least partially compensates for the weight of the slightly backward-tilting backrest 4, i.e., it assists the forward pivoting movement of the backrest 4, which improves ease of use.

[0032] The fitting system according to the invention also includes a gear module 70, which, on the one hand, decouples (compensates for) the pivoting movement of the backrest 4 relative to the seat part 3 – i.e., the rotation of the fitting parts 11 and 12 – from the rotation of the transmission rod 7, and, on the other hand, is controlled by the operating elements 5 and 8 in order to act on the fittings 10. The gear module 70 is designed as a pre-assembled unit that can be subsequently added to the existing fitting system. The gear module 70 is self-contained, i.e., it has a housing that protects the internal components. The gear module 70 is adjacent (i.e.,The transmission module 70 is arranged in the immediate vicinity of one of the two fittings 10 and axially offset from said fitting 10, for example, on the side of the vehicle seat opposite the first operating element 5 or on the side of the fitting 10 facing away from the first operating element 5. The transmission module 70 is specifically designed for backrests 4 with non-use positions, in particular entry positions or table positions, especially when the backrest 4 pivots over an angular range greater than the rotation angle of the transmission rod 7. However, the transmission module 70 can also be used for other backrests 4.

[0033] The structure of the gearbox module 70 is described in the Fig. Figures 1 to 3 are shown in more detail. The gear module 70 serves as a differential gear and is arranged concentrically to axis A. The gear module 70 consists of two geometrically identical (i.e., identical in particular with respect to diameter and number of teeth) planetary gear sets arranged in axially adjacent planes. The gear module 70 has a first ring gear 71 curved about axis A, which is preferably non-rotatably connected to the backrest 4 (i.e., in this case, to the first fitting part 11), at least one (preferably three) first planet gear 72 meshing with the internal teeth of the first ring gear 71 and rotatably mounted on a web 73, and a first sun gear 74 curved about axis A and preferably non-rotatably connected to the seat part 3 (i.e., in this case, to the second fitting part 12), more precisely, a seat-part-fixed lower part of the fitting 10.The gear module 70 further comprises a second ring gear 75, which is operatively connected to the second control element 8; at least one (preferably three) second planet gear 76 meshing with the internal teeth of the second ring gear 75, which is rotatably mounted on the aforementioned bridge 73 (and is rotatable independently of the adjacent first planet gear 72); and a second sun gear 78, which is curved about the axis A and is non-rotatably connected (or coupled) to the transmission rod 7 for at least one direction of rotation. The bridge 73 kinematically couples the two planetary gear sets. The ring gears 71 and 75 and the sun gears 74 and 78 can be designed as gear segments if a full circumference is not required for the application of the gear module 70.

[0034] The bridge 73 is preferably designed in multiple parts and in the exemplary embodiment consists of an annular axle carrier 73a, planetary axles 73b projecting axially from the axle carrier 73a, each supporting one of the first planet gears 72 and one of the second planet gears 76, and an annular axle support 73c offset parallel to the axle carrier 73a.

[0035] The first ring gear 71 is semi-enclosed, allowing it to form part of the housing of the gear module 70. For a rotationally fixed connection to the backrest 4, a first arm 71a preferably projects radially outwards from the first ring gear 71. The first arm 71a has a pin at its free end that engages in an opening in the structure of the backrest 4, or alternatively, an opening that is slid onto a bolt fixed to the backrest. Alternatively, another fastening method is provided, for example, welding, riveting, screwing, or gluing.

[0036] For a rotationally fixed connection to the seat part 3, a second arm 74a preferably projects from the first sun gear 74, which – by means of a deformation – extends radially outwards axially between the two ring gears 71 and 75. The second arm 74a has an opening 74b at its free end, which is penetrated by a fastening element B fixed to the seat part, preferably a screw. The opening 74b is preferably designed as an elongated hole to compensate for tolerances. Alternatively to the opening 74b, a pin is provided at the free end of the second arm 74a, which engages in an opening in the structure of the seat part 3. Alternatively, another fastening method is provided, for example, welding, riveting, screwing, or gluing.

[0037] For a rotationally fixed connection with the transmission rod 7, the second sun gear 78 has a suitably profiled rod receptacle 78a. To axially secure the gear module 70 to the adjacent fitting 10, the second sun gear 78 interacts with one of the two retaining rings 24 on the driver 21. Preferably, the second sun gear 78 has clip hooks 78c for this purpose, which engage behind the retaining ring 24, creating a clip connection. The clip connection also ensures the axial cohesion of the components of the gear module 70.

[0038] A shift cable 81, preferably a Bowden cable, is provided for the operative connection with the second control element 8. The cable sheath is supported on a holder 84 of the backrest 4. The holder 84 can be directly supported, attached, or integrally formed on the backrest 4, the first arm 71a, or the first ring gear 71. For engaging the shift cable 81 with the gear module 70, the second ring gear 75 has a shift arm 75a, for example, a radially projecting cam with a receptacle for a nipple of the shift cable 81. The shift cable 81 can also be connected to the second ring gear 75 or the shift arm 75a in another way. The second ring gear 75 is also semi-enclosed, so that together with the first ring gear 71, it can form the (slotted) housing of the gear module 70. As an alternative to the shift cable 81, a rod can also be used which is coupled to the shift arm 75a with a free play (for example a slotted hole).

[0039] The operating principle of the transmission module 70 is described in the Fig. Figures 4 to 7 are shown in more detail, with a table position chosen as the non-use position. In the locked use position ( Fig. 4) All components are in their initial position. The locked fittings 10 fix the first ring gear 71, which is fixed to the backrest and rotationally fixed to the first fitting part 11, and the first sun gear 74, which is fixed to the seat and rotationally fixed to the second fitting part 12, relative to each other, and – due to the mutual gear engagement – ​​also the first planet gears 72 and the bridge 73. The movement of the components of the gear module 70 can best be seen by looking at the arms 71a, 74a and 75a and at the distance between the holder 84 and the shift arm 75a.

[0040] For the transition from the locked operating position ( Fig. 4) into the unlocked operating position ( Fig. 5) There are two equivalent possibilities. Actuation of the second control element 8 (transition to the non-use position) causes a pull on the shift cable 81, which in turn acts on the shift arm 75a and thereby rotates the second ring gear 75 about the axis A (in Fig. 4 counterclockwise). Since the bridge 73 is stationary, the second ring gear 75 drives the second planet gears 76 to a rotation in the same direction (but with a gear reduction) about the planet axes 73b, which in turn drive the second sun gear 78 to a rotation in the opposite direction (but with a gear reduction) (in Fig. 4 clockwise). This rotation of the second sun wheel 78 causes a rotation of the transmission rod 7 and thereby unlocks the fittings 10, thus reaching the unlocked operating position.

[0041] Alternatively, actuating the first control element 5 (tilt adjustment) also causes the transmission rod 7 to rotate (in Fig. 4 clockwise) and thereby unlocking the fittings 10. Since the transmission rod 7 simultaneously rotates the second sun gear 78 in the same direction, this leads to a counter-rotation of the stationary second planet gears 76 and the second ring gear 75, so that (except for a slack in the shift cable 81) the same picture of the unlocked operating position ( Fig. 5) results.

[0042] For the transition from the unlocked operating position ( Fig. 5) into the unlocked non-use position ( Fig. 6) The backrest 4 is pivoted forward relative to the seat section 3. This causes the first ring gear 71, which is fixed to the backrest and non-rotatably connected to the first fitting 11, to rotate relative to the first sun gear 74, which is fixed to the seat section and non-rotatably connected to the second fitting 12. Fig. 5 counterclockwise) around axis A. Since the first sun gear 74 is stationary, the first ring gear 71 forces the first planet gears 72 to rotate in the same direction (but with a gear reduction) around the planet axes 73b and the bridge 73 to rotate in the same direction (but with a gear reduction) around axis A. The movement of the bridge 73 also forces the second planet gears 76 to rotate around the planet axes 73b. As long as the second control element 8 remains actuated, the second ring gear 75 rotates synchronously with the first ring gear 71, so that the second sun gear 78 (and thus the transmission rod 7) remains stationary, i.e., the fittings 10 remain unlocked.

[0043] If the second operating element 8 were released, a return spring, for example the spring assembly 35 or a compression spring acting between holder 84 and switching arm 75a, would cause a (counter-clockwise) relative rotation of the second ring gear 75 relative to the first ring gear 71. This would then, via the second planet gears 76, cause the second sun gear 78 (and the transmission rod 7) to rotate into its corresponding initial position, thus locking the fittings 10. To prevent this, the aforementioned free-swinging control element 45 is provided. The latter can then prevent the rotation of the transmission rod 7 and the second sun gear 78, as well as the relative rotation of the second ring gear 75. The same operating principle applies when the first operating element 5 has been actuated, i.e., when a transition to a different operating position occurs.

[0044] If the unlocked non-use position ( Fig. 6) Once this point is reached, the second control element 8 can be released, or the free-swing control element 45 releases the rotation of the transmission rod 7. The stationary backrest 4 holds the first ring gear 71 and thus the first planet gears 72 and the bridge 73 securely. This causes the aforementioned return spring to rotate the second ring gear 75 and the second sun gear 78 in the opposite direction, while the second planet gears 76 rotate about the stationary planet axes 73b. The rotation of the second sun gear 78 back to its initial position (by means of the transmission rod 7) locks the fittings 10. The shift cable 81 is also pulled taut. This establishes the locked non-use position ( Fig. 7) is achieved. The return to the original operating position is effected by reactivating the second control element 8, reversing the movements of the components of the gear module 70 and swiveling the backrest 4 back.

[0045] To prevent movement of the first control element 5 when the second control element 8 is actuated, the engagement between transmission rod 7 and second sun gear 78 can be limited to one direction of rotation in accordance with DE 10 2008 026 176 A1 or DE 10 2006 041 917 B3. The relevant disclosure content is expressly included.

[0046] In a modified version, one of the operating elements 5 or 8 is omitted. However, the usability of the transmission module 70 and its functionality remain unchanged.

[0047] The assignment of the first ring gear 71 and the first sun gear 74 to the fitting parts 11 and 12 may be reversed. Reference symbol list 1 vehicle seat 3 Seat section 4 backrests 5 first control element 7 transmission rod 8 second control element 9 seat rail 10 fittings 11 first fitting part 12 second fitting part 13 Clamping ring 14 Management segment 16 bars 17 sprocket 21 drivers 23 bore 24 fastening rings 27 eccentrics 35 Spring arrangement 36 Control disc 38 Nose 45 Free-swivel control element 47 Backrest compensation spring 70 Gearbox module 71 first ring gear 71a first arm 72 first planetary gear 73 Bridge 73a Axle carrier 73b Planetary axis 73c axle support 74 first sun wheel 74a second arm 74b Opening 75 second ring gear 75a Switching arm 76 second planetary gear 78 second sun wheel 78a Rod holder 78c clip hook 81 shift cable 84 holders Axis B Fasteners

Claims

[1] Fitting system for a vehicle seat (1), in particular a motor vehicle seat, with a) at least one fitting (10) which has a first fitting part (11) and a second fitting part (12) which can be locked together and rotated relative to each other about an axis (A), b) a transmission rod (7), the rotation of which unlocks the fitting (10), c) at least one operating element (5, 8), the actuation of which causes the rotation of the transmission rod (7), d) a gear module (70) which is designed as a differential gear and is arranged concentrically to the axis (A) and axially offset from the at least one fitting (10) and is designed as a pre-assembled unit which decouples the rotation of the fitting parts (11, 12) and the rotation of the transmission rod (7) from one another, and whose components act on the at least one fitting (10) in a mechanically controlled manner by the manually operated operating element (5, 8), characterized by that the gear module (70) has two semi-closed ring gears (71, 75) which face each other with their open sides and, when assembled, form a housing of the gear module (70). [2] Fitting system according to claim 1, characterized by that the gear module (70) has two geometrically identical planetary gears which are arranged axially adjacent and are kinematically coupled by means of a common web (73). [3] Fitting system according to claim 2, characterized bythat the gear module (70) has a first ring gear (71) which is connected in a rotationally fixed manner to the first fitting part (11), at least one first planet gear (72) which meshes with the first ring gear (71), the web (73) which rotatably supports the at least one first planet gear (72), a first sun gear (74) which meshes with the at least one first planet gear (72) and which is connected in a rotationally fixed manner to the second fitting part (12), a second ring gear (75), at least one second planet gear (76) which meshes with the second ring gear (75) and which the web (73) rotatably supports, and a second sun gear (78) which meshes with the at least one second planet gear (76), wherein the operating element (5, 8) for controlling the gear module (70) is connected in mechanical operative connection, and wherein the second sun gear (78) is connected to the transmission rod (7) in a rotationally fixed manner or is coupled for driving,to act on the at least one fitting (10). [4] Fitting system according to one of the preceding claims, characterized by that the operating element (5, 8) is in mechanical operative connection with a shift cable (81) which is connected to a component of the transmission module (70), in particular to a shift arm (75a) provided on a ring gear (75). [5] Fitting system according to one of the preceding claims, characterized by that the transmission module (70) is axially secured to the at least one fitting (10), in particular by means of a clip connection between a fastening ring (24) of the at least one fitting (10) and a sun gear (78) of the transmission module (70). [6] Fitting system according to one of the preceding claims, characterized by that means are provided for axially holding the components of the gear module (70) together, in particular a clip connection which secures the gear module (70) to the fitting (10). [7] Fitting system according to one of the preceding claims, characterized by that the gear module (70) has radially projecting arms (71a, 74a, 75a) for fastening and / or for control by means of the operating element (5, 8). [8] Fitting system according to one of the preceding claims, characterized by that a toothed ring (17) is formed on the first fitting part (11), that the second fitting part (12) guides radially displaceable bolts (16) which cooperate with the toothed ring (17) in order to lock the fitting (10), that a spring-loaded eccentric (27) which is rotatable by means of a driver (21) acts on the bolts (16), and that the transmission rod (7) rotates the driver (21) when it rotates, which thereby rotates the eccentric (27). [9] Vehicle seat (1) with a seat part (3) and a backrest (4) which is attached to the seat part (3) by means of a fitting system according to one of the preceding claims, is pivotable relative to the seat part and can be locked thereto.

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