Longitudinal adjuster and vehicle seat

Abstract

Longitudinal adjuster (10) for a vehicle seat (1), comprising at least one pair of rails formed from a first seat rail (12) and a second seat rail (14), wherein the seat rails (12, 14) of the pair of rails alternately engage around one another and are movable relative to one another in the longitudinal direction (x) and can be locked together by means of a locking device (16), wherein the locking device (16) has at least one locking element in the form of at least one locking plate (18) movable in the vertical direction (z), wherein the longitudinal adjuster (10) has an additional locking mechanism (30) that is normally ineffective and is only activated in the event of a crash by utilizing mass inertia, characterized in that the additional locking mechanism (30) acts on a locking element (48) in the form of a further locking plate,wherein the additional locking device (30) has a housing (32) with a cross-section that is partially adapted substantially to an inner side of the first seat rail (12), wherein the additional locking device (30) is arranged in the longitudinal direction (x) of the first seat rail (12) in front of or behind the locking device (16).

Description

[0001] The invention relates to a longitudinal adjuster for a vehicle seat, comprising at least one pair of rails formed from a first seat rail and a second seat rail. The seat rails of the pair of rails alternately engage around one another and are movable relative to one another in the longitudinal direction and can be locked to one another by means of a locking device. The locking device comprises at least one locking element, in particular at least one detent plate movable in the vertical direction. The invention further relates to a vehicle seat. State of the art

[0002] A typical seat adjuster is designed to withstand the normal longitudinal loads generated by a vehicle seat occupant during normal use. However, in the event of a rear-end collision, the seat adjuster is subjected to much greater forces.

[0003] DE 100 50 957 A1 discloses a vehicle seat and a locking device for a longitudinal adjuster for a vehicle seat. For longitudinal adjustment, the vehicle seat has a pair of seat rails consisting of an upper rail and a lower rail, both walls of which are penetrated by the teeth of a locking element on each side.

[0004] The longitudinal adjustment devices of vehicle seats must be dimensioned so that the seat rail pairs do not peel apart and the locks do not open in the event of a crash. Otherwise, the vehicle seat will detach from the vehicle structure and accelerate. Sudden deceleration can cause injury to the seat occupant.

[0005] According to DE 35 36 545 A1, it is therefore proposed to provide an additional locking device with a crash-sensitive inertia pendulum as a trigger.

[0006] From DE 100 46 204 A1 it is known to provide locking elements which are normally ineffective and only interact in the event of a crash, forming a force fit and / or form fit, in order to additionally lock an upper rail and a lower rail with the additional locking device.

[0007] From EP 0 245 650 A2 a restraint device for height adjustment of a vehicle seat is known, comprising a blocking element mounted on a load carrier in a lengthwise displaceable manner with at least one acceleration-sensitive lock which prevents undesired relative movements between the load carrier and the blocking element, which can be fastened to the vehicle cell or to the mass.

[0008] DE 102 01 092 A1 discloses a securing device for a seat suitable for installation in a motor vehicle. The securing device has two laterally arranged, parallel guide rails in which the seat can be either displaced longitudinally or locked in various positions. The securing device comprises at least one securing rail provided with a toothing, extending below the seat parallel to the guide rails. A securing slide is arranged in the securing slide. This sliding slide can be freely displaced longitudinally relative to the securing rail during the desired longitudinal adjustment of the seat. The locking slide engages the toothing of the securing rail with a locking device as a result of situation-dependent forces. Task

[0009] The invention is based on the object of improving a longitudinal adjuster of the type mentioned at the outset, in particular increasing the load-bearing capacity in the event of a crash, and providing a corresponding vehicle seat. Solution

[0010] This object is achieved according to the invention by a longitudinal adjuster for a vehicle seat according to patent claim 1.

[0011] Because the longitudinal adjuster has an additional locking mechanism that is normally ineffective and only activated in the event of a crash by utilizing mass inertia, an increased load on the longitudinal adjuster, in particular on the locking device, can be withstood in the event of a crash without parts of the locking device being damaged or their function being impaired.

[0012] The advantageous embodiments described below can be used individually or in combination with one another.

[0013] The additional locking mechanism can be designed to operate in both a frontal and a rear-end collision. The additional locking mechanism can be designed independently of the locking mechanism. The additional locking mechanism can be reversible.

[0014] According to the invention, the additional locking device comprises a housing. The housing can have a substantially rectangular cross-section. According to the invention, the housing has, in sections, a cross-section that is substantially adapted to an inner side of the first seat rail.

[0015] The housing may have a recess. The housing may have a bearing opening. The housing preferably has at least one through-opening. The at least one through-opening may be round. The at least one through-opening may have an edge contour, which in particular has a conical or dome-shaped profile opening toward an inner side of the housing.

[0016] The additional locking mechanism can have a pivot lever. The pivot lever can have a bearing section. The pivot lever can be pivotally mounted in a bearing opening of the housing by means of the bearing section. The pivot lever can have a contour. The contour preferably has a curved shape. A locking element is preferably held at an end of the pivot lever opposite the bearing section. The contour is preferably arranged in a central section of the pivot lever, in particular in a region between the bearing section and the locking element. The contour of the pivot lever is preferably arranged in the region of the at least one through-opening in the housing.

[0017] According to the invention, the locking element is designed in the form of a further locking plate. The locking element can have at least two projections on each of its two opposite sides. The locking element can be attached to the pivot lever. The locking element is preferably welded, riveted, or screwed to the pivot lever. The locking element can be glued to the pivot lever.

[0018] The additional locking mechanism can have a ball. The ball can be made of metal. The ball can be freely movable within the housing. The ball can be positioned in the area of ​​the through-openings. Normally, the ball can partially enter a through-opening in the housing located vertically below. The contour of the pivot lever is preferably positioned vertically above the position of the ball.

[0019] The first seat rail may have at least one additional opening, which is preferably configured identically to the openings of the locking device. The additional locking device is arranged in the longitudinal direction of the first seat rail in front of or behind the locking device.

[0020] The object is further achieved according to the invention by a vehicle seat according to patent claim 9. Figures and embodiments of the invention

[0021] Before describing embodiments of the invention in more detail below with reference to the drawings, it should first be noted that the invention is not limited to the described components or method steps. Furthermore, the terminology used is not limiting but merely exemplary. Where the singular is used in the description and claims below, the plural is also included unless the context explicitly excludes this.

[0022] The invention is explained in more detail below with reference to advantageous embodiments illustrated in the figures. However, the invention is not limited to these embodiments. They show: Fig. 1: schematic of a vehicle seat, Fig. 2: a perspective view of a pair of rails of a longitudinal adjuster according to the invention, Fig. 3: a cross-section of the longitudinal adjuster according to the invention, Fig. 4: a perspective view of the housing of the additional locking device, Fig. 5: a view from below of a housing of the additional locking device, Fig. 6: a side view of the housing of the additional locking device, Fig. 7: a perspective view of a pivot lever of the additional locking device, Fig. 8: a longitudinal section of the longitudinal adjuster, Fig. 9: an enlarged section of Fig. 8 with an unlocked additional locking device, and Fig. 10: an enlarged section of Fig. 8 with a locked additional lock.

[0023] The Fig. 1 is described below using three spatial directions running perpendicular to one another. A longitudinal direction x of a vehicle seat 1 installed in the vehicle runs largely horizontally and preferably parallel to a vehicle longitudinal direction that corresponds to the normal direction of travel of the vehicle. A transverse direction y running perpendicular to the longitudinal direction x is also oriented horizontally in the vehicle and runs parallel to a vehicle transverse direction. A vertical direction z runs perpendicular to the longitudinal direction x and perpendicular to the transverse direction y. When a vehicle seat 1 is installed in the vehicle, the vertical direction z runs parallel to the vehicle's vertical axis.

[0024] The position and direction specifications used, such as front, rear, top, and bottom, refer to the viewing direction of an occupant sitting in the vehicle seat 1 in a normal seating position, with the vehicle seat 1 installed in the vehicle, in a position suitable for passenger transport with the seat back 4 upright and oriented in the direction of travel as usual. However, the vehicle seat 1 according to the invention can also be installed in a different orientation, for example, transverse to the direction of travel.

[0025] The vehicle seat 1 for a motor vehicle has a seat part 2 and a backrest 4 whose inclination is adjustable relative to the seat part 2. The vehicle seat 1 can further be adjusted in its longitudinal position by means of a longitudinal adjuster 10. The longitudinal adjuster 10 preferably has two pairs of rails, each formed from a first seat rail 12 and a second seat rail 14. The seat rails 12, 14 alternately engage around one another and are displaceable relative to one another. The first seat rails 12 of the longitudinal adjuster 10 can preferably be connected to a seat structure, in particular a support structure of the seat cushion 2. Furthermore, the second seat rails 14 of the longitudinal adjuster 10 can preferably be connected to the vehicle structure. To adjust a longitudinal seat position, the longitudinal adjuster 10, in particular one pair of rails of the longitudinal adjuster 10, can be locked by means of a locking device 16.

[0026] For manually unlocking the longitudinal adjuster 10 and for adjusting a longitudinal position of the vehicle seat 1, the respective locking device 16 of the two pairs of rails of the longitudinal adjuster 10 can be actuated by means of an operating lever 6. For simultaneous actuation of the two locking devices 16 of the pairs of rails, the operating lever 6 can act, for example, on a transmission rod arranged between the two locking devices 16.

[0027] Fig. Figure 2 shows a representation of a pair of rails of the longitudinal adjuster 10. The pair of rails is formed from a first seat rail 12 and a second seat rail 14. A locking device 16 is arranged in a cavity formed between the first seat rail 12 and the second seat rail 14. The second seat rail 14 has, in the region of its outer sections parallel to the transverse direction y, a toothing 22 extending in the longitudinal direction x.

[0028] Fig. 3 shows a cross-section of the longitudinal adjuster 10 according to the invention. The locking device 16 has at least one locking element, in this case a locking plate 18 movable in the vertical direction z. The locking plate 18 has laterally projecting projections which are guided in slot-like openings 20 in the first seat rail 12. The projections of the locking plate 18 protrude through the openings 20 of the first seat rail 12 and, in a locked position, into the toothing 22 of the second seat rail 14. By displacing the locking plate 18 downwards in the vertical direction z, the projections of the locking plate 18 can be disengaged from the toothing 22.

[0029] The additional locking device 30 has a housing 32. In this case, the housing 32 has a substantially rectangular cross-section. The cross-section of the housing 32 is adapted in sections to an inner side of the first seat rail 12.

[0030] The Fig. 4, Fig. 5 and Fig. 6 show a housing 32 of the additional locking device 30 from different angles, but are described together below. The housing 32 has a recess 34. The housing 32 has a bearing opening 40. The housing 32 has at least one through-opening 36. In the present case, three through-openings 36 are provided, one each in the side surfaces opposite in the transverse direction y and one at the bottom in the vertical direction z. The three through-openings 36 in the present case are preferably round. The through-openings 36 each have an edge contour 38, which in each case has a conical or dome-shaped profile opening towards an inner side of the housing 32.

[0031] Fig. 7 shows a perspective view of a pivot lever 42 of the additional locking device 30. The additional locking device 30 has a pivot lever 42. The pivot lever 42 comprises a bearing section 44. The pivot lever 42 can be pivotally mounted in the bearing opening 40 of the housing 32 by means of the bearing section 44. The pivot lever 42 can be mounted in particular in conjunction with a bearing pin (not shown). The pivot lever 42 has a contour 46. The contour 46 preferably has a curved shape. A locking element 48 is preferably held at an end of the pivot lever 42 opposite the bearing section 44. The contour 46 is preferably arranged in a central section of the pivot lever 42, in particular in a region between the bearing section 44 and the locking element 48.In the assembled state of the additional locking device 30, the contour 46 of the pivot lever 42 is preferably arranged in the region of the at least one through opening 36 in the housing 32.

[0032] The locking element 48 is configured in the present case in the form of a further locking plate. The locking element 48 has two projections on each of its two opposite sides, which are configured identically to the projections of the locking plate 18 of the locking device 16. The locking element 48 is attached to the pivot lever 42. The locking element 48 is preferably welded, riveted, screwed, or glued to the pivot lever 42.

[0033] Fig. Figure 8 shows a longitudinal section of the longitudinal adjuster 10. The additional locking mechanism 30 is arranged in the longitudinal direction x in front of the locking device 16, but can also be arranged behind the locking device 16. The first seat rail 12 has at least one additional opening 50 for supporting and guiding the locking element 48, which opening is preferably configured identically to the openings 20 of the locking device 16.

[0034] Fundamentally, the structure and function of devices for actuating the locking device 16, in particular for moving the detent plate 18 into an unlocked position or a locked position, are known. In this respect, reference is made, for example, to DE 10 2010 049 542 A1 and DE 10 2014 219 868 A1, the disclosures of which are expressly incorporated herein.

[0035] The additional locking mechanism 30 has a ball 52. The ball 52 is preferably made of metal. The ball 52 is freely movable in the housing 32, preferably in the region of the through-openings 36. The through-openings 36 have a smaller inner diameter than the outer diameter of the ball 52. The ball 52 is normally partially recessed into the through-opening 36 of the housing 32, which is arranged at the bottom in the vertical direction z. In the normal case shown, the contour 46 of the pivoting lever 42 is preferably arranged above the position of the ball 52 in the vertical direction z. In this case, the pivoting lever 42 is normally pivoted so far, i.e. when the additional locking mechanism 30 is not locked, that the pivoting lever 42 either rests on top of the ball 52 or the locking element 48 rests on a lower edge of the additional opening 50.By resting the pivot lever 42 on the ball 52, the latter can be held in the lower through opening 36.

[0036] Fig. 9 shows a partially enlarged view of the additional locking device 30 from Fig. 8 in a normal state. In the present case, the additional locking mechanism 30 is in an unlocked state. The latching element 48 rests on a lower edge of the additional opening 50 in the vertical direction z and is not engaged with the toothing 22 of the second seat rail 14. The locking device 16 is in a locked state, in which the latching plate 18 is moved upward in the vertical direction z and is engaged with the toothing 22 of the second seat rail 14. The additional locking mechanism 30 is designed independently of the locking device 16.

[0037] Fig. 10 shows a partially enlarged view of the additional locking device 30 from Fig. 8 in a locked state, for example, after a crash. The additional locking mechanism 30 can be effective in both a frontal and a rear-end collision.

[0038] In the illustrated condition during a rear-end collision, additional kinetic energy is suddenly transferred to the vehicle with the longitudinal adjuster 10, so that the speed at which it moves forward has increased. When this speed increases suddenly, the ball 52, which is freely movable in the housing 32, attempts to maintain its original speed due to its inertia. Due to the resulting relative movement between the ball 52 and the housing 32 of the additional locking device 30, the ball 52 pushes off the rear section, in the longitudinal direction x, of the edge contour 38 of the through-opening 36 and is partially deflected upwards in the vertical direction z. In the process, the ball 52 comes into contact with the contour 46 of the pivot lever 42 and pivots the pivot lever 42 upwards about the bearing section 44.The pivot lever 44 is pivoted upwards until its upper edge rests against the housing 32 or until the locking element 48 comes into maximum engagement with the toothing 22. As shown in . Fig. 10 according to the illustrated locked state of the additional lock 30, the locking element 48 in the locked position is at the same height as the locking plate 18 in the locked position.

[0039] By analogy, in a frontal impact there is usually a sudden reduction in the speed at which the vehicle with the longitudinal adjuster 10 moves forward. If this speed of movement decreases suddenly, the ball 52, which is freely movable in the housing 32, attempts to maintain its speed due to its inertia. In this case, the ball 52 would strike a section of the edge contour 38 of the through-opening 36 that is at the front in the longitudinal direction x and be partially deflected upwards in the vertical direction z. In this case, the ball 52 would also come into contact with the contour 46 of the pivot lever 42 and pivot the pivot lever 42 upwards about the bearing section 44. The pivot lever 44 is pivoted upwards until its upper edge makes contact with the housing 32 or until the locking element 48 comes into maximum engagement with the toothing 22.

[0040] The features disclosed in the above description, the claims and the drawings may be important both individually and in combination for the realization of the invention in its various embodiments.

[0041] Although the invention has been described in detail in the drawings and the preceding description, these representations are to be understood as illustrative and exemplary and not restrictive. In particular, the choice of the proportions of the individual elements shown in the drawings should not be interpreted as required or restrictive. Furthermore, the invention is not limited to the exemplary embodiments explained. Further variants of the invention and their implementation will become apparent to those skilled in the art from the preceding disclosure, the figures, and the claims.

[0042] Terms used in the claims such as "comprise," "have," "include," "contain," and the like do not exclude further elements or steps. The use of the indefinite article does not exclude a plurality. A single device may perform the functions of multiple units or devices recited in the claims. List of reference symbols 1 vehicle seat 2 seat part 4 backrest 6 control levers 10 longitudinal adjusters 12 first seat rail 14 second seat rail 16 Locking device 18 locking plate 20 openings 22 Gearing 30 Additional locking 32 housings 34 recess 36 passage opening 38 Edge contour 40 Warehouse opening 42 swivel lever 44 storage section 46 Contour 48 locking element 50 additional opening 52 ball x longitudinal direction y transverse direction z Vertical direction

Claims

[1] Longitudinal adjuster (10) for a vehicle seat (1), comprising at least one pair of rails formed from a first seat rail (12) and a second seat rail (14), wherein the seat rails (12, 14) of the pair of rails alternately engage around one another and are movable relative to one another in the longitudinal direction (x) and can be locked together by means of a locking device (16), wherein the locking device (16) has at least one locking element in the form of at least one detent plate (18) movable in the vertical direction (z), wherein the longitudinal adjuster (10) has an additional locking device (30) which is normally ineffective and is only activated in the event of a crash by utilising mass inertia, characterized byin that the additional locking mechanism (30) acts on a latching element (48) in the form of a further latching plate, the additional locking mechanism (30) having a housing (32) with a cross-section which is adapted in sections essentially to an inner side of the first seat rail (12), the additional locking mechanism (30) being arranged in front of or behind the locking device (16) in the longitudinal direction (x) of the first seat rail (12). [2] Longitudinal adjuster (10) according to claim 1, wherein the additional locking device (30) is designed to act both in the event of a frontal impact and in the event of a rear impact. [3] Longitudinal adjuster (10) according to one of claims 1 or 2, wherein the additional locking means (30) is designed independently of the locking device (16). [4] Longitudinal adjuster (10) according to one of claims 1 to 3, wherein the additional locking device (30) is reversible. [5] Longitudinal adjuster (10) according to one of the preceding claims, wherein the housing (32) has at least one through-opening (36), wherein the at least one through-opening (36) has in particular an edge contour (38) which in particular has a conical or dome-shaped profile opening towards an inner side of the housing (32). [6] Longitudinal adjuster (10) according to one of the preceding claims, wherein the additional locking device (30) has a pivoting lever (42) which is pivotally mounted in a bearing opening (40) of the housing (32) in particular by means of a bearing section (44). [7] Longitudinal adjuster (10) according to claim 6, wherein the locking element (48) is preferably held at an end of the pivot lever (42) opposite the bearing section (44). [8] Longitudinal adjuster (10) according to one of the preceding claims, wherein the additional locking device (30) comprises a ball (52) which is arranged in particular freely movable in the housing (32). [9] Vehicle seat (1), in particular motor vehicle seat, comprising a seat part (2) and a longitudinal adjuster (10) according to one of the preceding claims.

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