vehicle seat

Abstract

A vehicle seat (1) with a seat part (2) and with a seat substructure support part (3) arranged below the seat part (2), which is provided and designed to support the seat part (2), and with a seat substructure base part (4), wherein the seat substructure support part (3) is displaceable relative to the seat substructure base part (4) by means of a displacement device (5) along a displacement direction (VR), and wherein a rotary unit (6) is provided, which is provided and designed to allow the seat part (2) to be rotated relative to the seat substructure support part (3) about a rotation axis (7) and which is connected to the seat substructure support part (3), characterized in that when the seat substructure support part (3) is displaced, a displacement position (VP) of the seat substructure support part (3) depends on a rotation angle (DW) of the rotating unit (6) and when the seat part (2) is rotated, the rotation angle (DW) of the rotating unit (6) depends on the displacement position (VP) of the seat substructure support part (3), wherein a first stop element (12) is connected to the rotary unit (6) and a second stop element (13) is connected to the displacement device (5), wherein the stop elements (12, 13) are designed such that they can interact with each other, wherein the displacement device (5) comprises two rail units (8, 9) spaced apart from one another in a direction (R) perpendicular to the displacement direction (VR), wherein two connecting elements (14, 15) are provided, each of which is arranged between a rail unit (8, 9) and the seat substructure base part (4), wherein the second stop element (13) is connected to the first connecting element (14) and thus fixedly connected to the seat substructure base part (4), wherein the first stop element (12) and the second stop element (13) are designed to overlap one another when viewed in the direction of displacement (VR), wherein the first stop element (12) is arranged in front of the second stop element (13) when viewed along the direction of displacement (VR).

Description

[0001] The present patent application relates to a vehicle seat with a seat part and with a seat substructure support part arranged below the seat part, which is provided and designed to support the seat part, and with a seat substructure base part, wherein the seat substructure support part is displaceable relative to the seat substructure base part by means of a displacement device along a displacement direction and wherein a rotary unit is provided which is provided and designed to allow the seat part to be rotated about a rotation axis relative to the seat substructure support part, according to the preamble of patent claim 1.

[0002] Such a vehicle seat is known from the prior art, for example, from DE 10 2012 112 523 A1. Because the rotation and longitudinal adjustment are designed independently of each other according to the vehicle seat known from the prior art, rotation can be performed even in confined spaces, for example, when the vehicle seat is pushed back and its rotational movement is limited by armrests, fittings, and the like. This rotation is not actually intended, since it does not prevent parts of the vehicle seat from striking other fittings in the cabin or the like, which could lead to damage to the respective components.

[0003] Furthermore, the document DE 10 2016 123 240 A1 is known from the prior art. This document shows a vehicle seat with a device for moving the vehicle seat. The device comprises a locking mechanism which ensures that the adjustability of a rotation range of the rotating unit depends on the displacement position of the sliding unit. For this purpose, a bolt movable by means of a lever is provided. The bolt can engage in a first recess of a rotating device and thus block rotation. In a further state, the bolt engages in a second recess of a longitudinal strut of a sliding part. In this further state, rotation is possible, but longitudinal displacement is limited by the freedom of movement of the bolt in the second recess. The bolt can only be displaced from the first recess to the second recess when a specific position along the longitudinal displacement path has been assumed.

[0004] Furthermore, document DE 10 2019 134 374 A1 is known. This document shows a vehicle seat with a seat unit whose rotation about a rotation axis is coupled to its displacement in the longitudinal direction. The angle of rotation of the seat unit depends on the displacement in the longitudinal direction. For this purpose, a rotating unit with a circular section and a projection extending away from it is provided. The rotating unit is arranged in a guide slot. The rotational movement of the rotating unit is limited by a tapered opening in the guide slot.

[0005] Finally, document DE 10 2015 212 459 A1 is known. This document describes a seat for a construction machine, wherein the seat is displaceable in a transverse direction and a stop limiting device limits the maximum possible angle of rotation of the seat depending on the lateral displacement of the seat. The stop limiting device comprises a stop guide and a stop device that interacts with the guide.

[0006] It is therefore the object of the present application to provide a vehicle seat which is structurally particularly simple and overcomes the disadvantages of the prior art.

[0007] The underlying problem is solved by a vehicle seat with the features of patent claim 1.

[0008] According to the invention, a core idea of the present application is a vehicle seat with a seat part and with a seat substructure support part arranged below the seat part, which is provided and designed to support the seat part, and with a seat substructure base part, wherein the seat substructure support part is displaceable relative to the seat substructure base part by means of a displacement device along a displacement direction and wherein a rotary unit is provided which is provided and designed so that the seat part can be rotated about an axis of rotation relative to the seat substructure support part, wherein the vehicle seat is characterized according to the invention in that when the seat substructure support part is displaced, a displacement position of the seat substructure support part depends on a rotation angle of the rotary unit and when the seat part rotates, the rotation angle of the rotary unit depends on the displacement position of the seat substructure support part.

[0009] It is conceivable that a rotation angle can be viewed as a rotation angle position with respect to the rotating unit or the seat part. The rotation angle describes a rotation angle position of the seat part or the rotating unit, which can also be described as a rotation position.

[0010] Particularly preferably, the axis of rotation runs along a height direction, in particular a height direction of the vehicle seat.

[0011] Particularly preferably, the displacement direction is a longitudinal direction or a width direction of the vehicle seat, with the longitudinal direction being preferred. Displacement of the vehicle seat along the longitudinal direction, backwards or forwards, and the inventive dependence on the angle of rotation of the rotating unit, is a central point of this invention. It can also preferably be provided that the rotating unit can be rotated both clockwise and counterclockwise. Alternatively, it can also be provided that the rotating unit only allows clockwise or counterclockwise movement. This depends on the area of application and the space requirements or driver requirements.

[0012] According to the invention, when the seat substructure support part is moved, the position of the seat substructure support part depends on the angle of rotation of the rotating unit, and when the seat part is rotated, the angle of rotation of the rotating unit depends on the position of the seat substructure support part. This means that if a person wishes to move the vehicle seat in the direction of movement, the possible positions of movement depend on the angle of rotation by which the seat part is rotated. The same applies analogously if the person wishes to rotate the vehicle seat; the possible angle of rotation depends on the position of the seat part currently in. For example, it is assumed that when the seat is moved backwards, no or only limited rotational movements are possible due to the limited space.The same applies to a vehicle seat with a considerable angle of rotation, which cannot be moved into the area of limited space.

[0013] The displacement is a function depending on the angle of rotation and the rotation is a function depending on the displacement position.

[0014] A displacement position can be understood as a position of the seat part after a displacement within an entire displacement range backwards or forwards.

[0015] According to a preferred embodiment, it can accordingly be provided that when the seat substructure support part is displaced, a displacement position is limited depending on the angle of rotation, and when the seat part is rotated, the angle of rotation is limited depending on the displacement position.

[0016] According to a particularly preferred embodiment, a rearward displacement along the displacement direction is limited by the angle of rotation. This preferably also applies to the angle of rotation, i.e., the angle of rotation is limited by the displacement position by rearward displacement of the seat part.

[0017] In particular, it is provided that the displacement device has a zero position. Preferably, the zero position can be understood such that a forward and backward displacement of the seat part is possible. Further preferably, a forward or backward displacement starting from the zero position is possible by a maximum forward displacement path and a maximum backward displacement path.

[0018] In particular, it is provided that the rotating unit has a zero position. The zero position can preferably be understood such that the rotating unit has a rotation angle of 0°, i.e. that the seat part is in its normal position, i.e., for example, the seat part is directed forwards in the longitudinal direction. The longitudinal extent of the seat part is therefore parallel to the direction of displacement. Furthermore, the rotation angle can be described as the angle enclosed by the seat part or by the longitudinal extent of the seat part and by the direction of displacement. Further preferably, a displacement forwards or backwards starting from the zero position is possible by a maximum displacement path forwards and by a maximum displacement path backwards.

[0019] According to a preferred embodiment, the rotation angle and displacement can be limited only when the displacement position is shifted rearward. This means that a forward displacement, for example, starting from the zero position, and the rotation of the seat part are independent of each other. Since the space in front of the vehicle seat is more generous, this can be advantageous, namely in that getting in or sitting down on the vehicle seat can be made easier by the corresponding rotation.

[0020] According to the invention, the displacement device comprises two rail units spaced apart from one another in a direction (R) perpendicular to the displacement direction (VR). According to a further preferred embodiment, the displacement device can have a first rail unit and a second rail unit, each with a first rail element and a second rail element. The rail units are spaced apart from one another in a direction perpendicular to the displacement direction. By spacing the rail units apart from one another, the seat part of the vehicle seat can be easily displaced in a plane formed by the rail units.

[0021] Further preferably, the rail units or rail elements are elongated, allowing for good guidance of the rail elements relative to one another. The first rail element and the second rail element are designed to be displaceable relative to one another, thereby enabling the seat substructure support part to be displaced.

[0022] According to a further preferred embodiment, it can be provided that the first rail element is connected to the seat substructure support part and the second rail element is connected to the seat substructure base part, and the rail elements are configured relative to one another such that the first rail element is displaceable relative to the second rail element. When the seat substructure support part is displaced, the first rail element is displaced with the seat substructure support part, whereas the second rail element is connected, in particular fixedly connected, to the seat substructure base part and accordingly does not undergo any displacement.

[0023] According to the invention, the rotating unit is connected to the seat base support member. The rotating unit can therefore be an integral component of the seat base support member or, alternatively, be designed such that the rotating unit is detachably connected to the seat base support member, allowing for easy and cost-effective replacement in the event of damage to the rotating unit. The seat part can be rotated about its axis of rotation by means of the rotating unit.

[0024] The relationship between displacement and angle of rotation can be established by a first stop element and a second stop element. According to the invention, the first stop element is connected to the rotating unit, and the second stop element is connected to the displacement device. According to the invention, the stop elements are designed such that the stop elements can interact with each other. This means that during a displacement or rotation, the rotation during displacement or the displacement during rotation can be coupled and limited accordingly through the interaction of the stop elements.

[0025] To easily couple the displacement and rotation, the first stop element is connected to the rotating unit, and the second stop element is connected to the sliding mechanism. The second stop element is fixedly connected to the seat substructure base, meaning that the second stop element does not experience any displacement.

[0026] In order to arrange the second stop element in a space-saving manner, it can be provided according to a further preferred embodiment that the second stop element is arranged between the first rail unit and the second rail unit, seen in the direction perpendicular to the displacement direction.

[0027] Further preferably, the second stop element is arranged below the seat substructure support part and above the seat substructure base part. This also saves space in terms of vertical direction.

[0028] According to a further preferred embodiment, to further save space, the first stop element can be arranged below the rotating unit, as seen in the vertical direction. Further preferably, the first stop element is arranged below the seat substructure support part, thereby enabling free movement of the stop element due to its arrangement on the rotating unit.

[0029] Particularly preferably, the first stop element is detachably connected to the rotating unit so that it can be easily replaced if necessary. The detachable connection is preferably a screw connection, a rivet connection, or the like.

[0030] According to a further preferred embodiment, the first stop element can be connected to the rotary unit at a distance from the rotation axis. This means that the first stop element is connected eccentrically to the rotary unit. This arrangement allows the first stop element to be moved along a circular arc upon rotation of the rotary unit, whereby a portion of the rotational movement can be performed in the displacement direction.

[0031] According to the invention, the first stop element and the second stop element are designed to overlap one another in the direction of displacement. In particular, the stop elements are designed such that at a rotation angle of 0° and a rearward displacement, the stop elements contact and interact, thereby creating a rear end stop for the displacement or the displacement device. In this case, rotation is completely prevented.

[0032] According to a further preferred embodiment, it can be provided that a first connecting element and a second connecting element are provided, wherein preferably the first connecting element is arranged below the first rail unit and the second connecting element is arranged below the second rail unit and the second stop element is connected to the first connecting element.

[0033] Particularly preferably, the first connecting element is connected directly to the first rail unit and the second connecting element is connected directly to the second rail unit.

[0034] Further preferably, the first connecting element and the second connecting element have the same extension in the vertical direction. Because the respective connecting element is arranged below the respective rail unit, this is necessary to prevent any tilt or unevenness of the seat part. Further preferably, the connecting elements have an extension that essentially corresponds to the extension of the rail elements, preferably slightly smaller than the extension of the rail elements. This allows for a good support surface for the rail elements, thereby preventing tipping or the like.

[0035] According to a further preferred embodiment, a central axis extending in the displacement direction can be provided, wherein the central axis preferably has a first distance from the first rail unit and the second rail unit. This means that the central axis is at the same distance from the first rail unit as it is from the second rail unit.

[0036] Particularly preferably, the first stop element and the second stop element are arranged on the same side with respect to the central axis. This allows for effective interaction between the stop elements and minimizes the space required for the stop elements to interact. Arranging the first stop element and the second stop element on the same side with respect to the central axis means that either a clockwise or counterclockwise rotation is coupled with the longitudinal adjustment.

[0037] Preferably, it can be provided that the clockwise and / or counterclockwise rotation is coupled with the displacement of the seat substructure support part or are dependent on one another.

[0038] To preferably couple clockwise and counterclockwise rotation with the longitudinal adjustment or displacement, a third stop element and a fourth stop element can be provided. Preferably, the third stop element and the fourth stop element are arranged on the other side of the central axis, so that the other direction of rotation can also be coupled with the displacement of the seat base support part.

[0039] Particularly preferably, the possible configurations, features, and embodiments of the first stop element and the second stop element can be applied analogously to the third stop element and the fourth stop element. Particularly preferably, the third stop element can be designed like the first stop element, and the fourth stop element like the second stop element. It should preferably be noted that the third and fourth stop elements are located on the opposite side of the central axis from the first and second stop elements.

[0040] Depending on the design of the vehicle seat, a first and a second stop element and / or a third and a fourth stop element may be provided.

[0041] Particularly preferably, the third stop element can have at least one feature of the first stop element, preferably all of the features. However, the first stop element can also have different features than the third stop element. The same applies analogously to the second and fourth stop elements.

[0042] Further developments and configurations in the embodiments are applicable to the other embodiments and can be freely combined with each other, provided they do not correspond to opposing embodiments.

[0043] Further advantageous embodiments emerge from the subclaims.

[0044] Further objects, advantages and usefulness of the present invention will become apparent from the following description taken in conjunction with the drawings.

[0045] The invention is described in more detail below in conjunction with the figures. In the figures: Fig. 1 shows a part of a vehicle seat in a perspective view; Fig. 2A the part of the vehicle seat according to Fig. 1 in a sub-layer; Fig. 2B an enlargement of a section of the Fig. 2A; Fig. 3A the part of the vehicle seat according to Fig. 1 in a sublayer in a rotational position; Fig. 3B an enlargement of a section of the Fig. 3A; Fig. 4 an overview of the operating principle; Fig. 5A shows an embodiment of the first stop element; Fig. 5B shows an embodiment of the first stop element; Fig. 5C an arrangement of the first stop element according to Fig. 5A with the rotating unit; Fig. 5D an arrangement of the first stop element according to Fig. 5B with the rotating unit; Fig. 6 an embodiment of the second stop element; Fig. 7 a section of the Fig. 1 in a front view; Fig. 8 a further overview of the operating principle; Fig. 9 a vehicle seat in a side view.

[0046] In the figures, identical components are identified by the corresponding reference symbols. For clarity, some components may not be provided with a reference symbol in some figures, but are identified elsewhere.

[0047] The present figures show, purely by way of example, a coupling in a direction of rotation DR between a seat substructure base part 4 and a seat substructure support part 3. Preferably, with regard to a further direction of rotation DR, the features from embodiments of one direction of rotation can be adapted, configured, or transferred in an analogous manner for the further direction of rotation.

[0048] In the Fig. 1 shows a vehicle seat 1 according to a preferred embodiment, wherein a seat part 2, which is arranged above a seat substructure support part 3 as viewed in the vertical direction H, is not shown. Likewise, a seat substructure base part 4 is not shown, which is arranged below the shown part of the vehicle seat 1 as viewed in the vertical direction H. The seat substructure support part 3 is provided and designed to support the seat part 2, wherein the seat part 2 is connected to the seat substructure support part 3.

[0049] In this case, the vehicle seat 1 further comprises a rotating unit 6 and a displacement device 5. The displacement device 5 is designed and provided to displace the seat substructure support part 3 relative to the seat substructure base part 4, in particular to displace it linearly and particularly preferably only to displace it translationally. Preferably, the seat substructure support part 3 can be displaced rearwardly and forwardly along a longitudinal direction L, so that the longitudinal direction L corresponds to a displacement direction VR.

[0050] In the present case, the displacement device 5 is formed by a first rail unit 8 and a second rail unit 9. The rail units 8, 9 are preferably spaced apart from one another in a width direction B by a first distance 16, which can be formed, for example, by a distance between two inner surfaces of the rail units 8, 9 which are opposite one another.

[0051] Further preferably, it is provided that a zero position N0 is assigned to the displacement device 5. Preferably, the zero position N0 can be understood such that a forward and backward displacement of the seat substructure support part 3 is possible. Further preferably, a forward or backward displacement starting from the zero position N0 is possible by a maximum forward displacement path and a maximum rearward displacement path. Particularly preferably, the displacement paths are of identical design.

[0052] The respective rail unit 8, 9 comprises a first rail element 10 and a second rail element 11. The first rail element 10 and the second rail element 11 are preferably designed to be displaceable relative to one another. The first rail element 10 can be connected to the seat substructure support part 3, and the second rail element 11 can be connected to the seat substructure base part 4, in particular directly or indirectly. Indirectly means that additional components can be arranged between the rail element 10, 11 and the seat substructure support part 3 or the seat substructure base part 4.

[0053] Furthermore, a rotating unit 6 is shown, which is designed and intended to rotate the seat part 2 relative to the seat base support part 3 about a rotation axis 7 (not shown here). The rotation axis 7 is preferably arranged running in the vertical direction H and particularly preferably parallel to the vertical direction H. The rotating unit 6 is designed and connected to the seat base support part 3 in such a way that the seat part 2 can be rotated relative to the seat base support part 3. The seat part 2 can preferably be rotated clockwise and counterclockwise by means of the rotating unit 6.

[0054] The vehicle seat 1 is designed such that, upon displacement of the seat substructure supporting part 3, a displacement position of the seat substructure supporting part 3 depends on a rotation angle of the rotating unit 6, and upon rotation of the seat part 2, the rotation angle of the rotating unit 6 depends on the displacement position of the seat substructure supporting part 3.

[0055] This means that if a person wishes to move the vehicle seat 1 in the displacement direction VR, the possible displacement positions of the seat part 2 depend on the angle of rotation of the rotating unit 6 by which the seat part 2 is rotated. The same applies analogously if the person wishes to rotate the seat part 2; the possible angle of rotation depends on the displacement position of the seat substructure support part 3 in which the seat part 2 is currently located.

[0056] For example, it is assumed that, especially when the seat part 2 or the seat base support part 3 is moved rearward, no or only limited rotational movements are possible due to the limited space. The same applies to a vehicle seat 1 whose seat part 2 has a considerable rotation angle, it cannot be moved into the area of limited space.

[0057] In order to couple the displacement with the angle of rotation and the angle of rotation with the displacement, a first stop element 12 and a second stop element 13 are provided.

[0058] According to the embodiment according to Fig. 1, the first stop element 12 is connected to the rotating unit 6 and the second stop element 13 is connected to the seat substructure base part 4 in a fixed position relative to the seat substructure base part 4.

[0059] This means that, due to the displaceability of the seat substructure support part 3 relative to the seat substructure base part 4 and the connection between the first stop element 12 and the rotating unit 6, the first stop element 12 is also displaceable in the displacement direction VR with the seat substructure support part 3 and about the rotation axis 7. This in turn means that, since the second stop element 13 is fixedly connected to the seat substructure base part 4, the first stop element 12 is displaceable relative to the first stop element 13 with respect to a forward and backward displacement and with respect to a rotation about the first rotation axis 7.

[0060] The stop elements 12, 13 are designed such that an interaction between the stop elements 12, 13 is possible, wherein the interaction can in particular represent a mechanical interaction, i.e., the stop elements 12, 13 can contact each other. The interaction depends on the displacement position and the angle of rotation of the seat part 2.

[0061] The first stop element 12 and the second stop element 13 are preferably arranged on the same side with respect to a central axis 17. The central axis 17 preferably extends in the displacement direction VR. Further preferably, the central axis 17 has a second distance 18 from the first rail unit 8 and the second rail unit 9, i.e., the central axis 17 is spaced the same distance from the first rail unit 8 as it is from the second rail unit 9.

[0062] The design of the first stop element 12 and the second stop element 13 is further referred to in the further figures.

[0063] It is preferably provided that a first connecting element 14 is arranged below the first rail unit 8 in the height direction H and a second connecting element 15 is arranged below the second rail unit 9, wherein the second stop element 13 is connected to the first connecting element 14 or second connecting element 15, depending on which side with respect to the central axis 17 the first stop element 12 is arranged.

[0064] Particularly preferably, the first connecting element 14 is connected directly to the first rail unit 8, and the second connecting element 15 is connected directly to the second rail unit 9. The connecting elements 14, 15 are thus arranged in the vertical direction H between the respective rail unit 8, 9 and the seat substructure base part 4 and are connected to them, in particular detachably connected, so that they can be subsequently inserted and replaced if necessary. The same applies to the stop elements 12, 13.

[0065] The connecting elements 14, 15 and the stop elements 12, 13 are separate components that can be mounted on an existing vehicle seat. Appropriately designed vehicle seats, such as those described in the generic term, can therefore be retrofitted with these elements.

[0066] Further preferably, the first connecting element 14 and the second connecting element 15 have the same extension in the height direction H. Because the respective connecting element 14, 15 is arranged below the respective rail unit 8, 9, this is necessary to prevent any tilt or unevenness of the seat part 2. Further preferably, the connecting elements 14, 15 have an extension in the width direction B and longitudinal direction L that substantially corresponds to the extension in the width direction B and longitudinal direction L of the rail units 8, 9, preferably slightly smaller than the extension in the width direction B and longitudinal direction L of the rail units 8, 9.

[0067] Further preferably, the stop elements 12, 13 are arranged between the rail units 8, 9 as seen in the width direction.

[0068] In the Fig. 2A, the vehicle seat 1 is in accordance with Fig. 1 in a view from below. The Fig. 2B corresponds to a section of the Fig. 2A.

[0069] The stop elements 12, 13 have a variable distance 19 from each other, wherein the variable distance 19 depends on the displacement position and the angle of rotation.

[0070] It can also be seen that the angle of rotation of the rotating unit 6 is 0° in this case. This corresponds to a zero position D0 of the rotating unit 6. The vehicle seat 1 is in the zero position N0.

[0071] In this case, the variable distance 19 corresponds to the maximum displacement path to the rear, i.e., when the stop elements 12, 13 contact and interact due to a displacement of the seat substructure support part 3 to the seat substructure base part 4 to the rear, this describes an end stop.

[0072] Likewise, a maximum angle of rotation can be achieved by which the rotating unit 6 or the seat part 2 can be rotated, since the possible arc length of a circular arc on which the first stop element 12 moves is maximum. The arc length refers to the length of the circular arc between the rotation position described by the angle of rotation 0° and the actual angle of rotation of the seat part 2 or the rotating unit 6.

[0073] The length of the variable distance 19 and the arc length are interdependent. The arc length is determined by the length of the variable distance 19, and the arc length determines the length of the variable distance 19, and they are interdependent.

[0074] In the Fig. 3A and Fig. 3B shows the vehicle seat 1 in a further position, in this case in a first rotational position D1 with a first rotational angle DW1. As can be seen, the variable distance 19 decreases and is now smaller than the distance 19 in the position N0, D0. This means that a rearward displacement of the seat substructure support part 3 and, accordingly, the seat part 2 is only possible by a displacement path that is smaller than the maximum possible displacement path that exists in the position N0, D0.

[0075] The Fig. 3B shows a section of the Fig. 3A in an enlarged view.

[0076] The Fig. 4 schematically shows again the previously described with different angles of rotation or rotation positions D0, D1, D2, D3, D4 formed by angles of rotation DW0, DW1, DW2, DW3, DW4 of the rotary unit 6 and the associated possible displacement paths VW0, VW1, VW2, VW3, VW4 of the displacement device 5. The outlines of the stop elements 12, 13 are shown.

[0077] The first stop element 12 can have different configurations, which are shown in the Fig. 5A and Fig. 5B. Of course, further embodiments are also conceivable, so that the embodiments according to Fig. 5A, Fig. 5B are to be understood as examples only.

[0078] The Fig. The first stop element 12 shown in Figure 5A comprises a base plate 20, wherein the base plate 20 is preferably flat. Furthermore, a through-opening 21 is provided, which is designed and provided so that a further element can extend through the base plate 20 by means of the through-opening 21. The further element can be, for example, a screw element, a rivet element, or the like, so that the first stop element 12 can be connected to the rotating unit 6.

[0079] Preferably, only one through-opening 21 is provided, so that the number of fastening elements for fastening the first stop element 12 to the rotating unit 6 is reduced and easy assembly is possible.

[0080] To further facilitate assembly, a first section 22 is provided, which is preferably designed and configured to engage in a recess 24 of the rotating unit 6. The recess 24 is designed and configured to receive the first section 22. The first section 22 and the associated recess 24 can establish an additional coupling or connection between the first stop element 12 and the rotating unit 6, which, due to its design, enables the first stop element 12 to be correctly mounted.

[0081] In addition, the first section 22 can provide an anti-twist device for the first stop element 12, since the provision of a single connecting element for fastening the first stop element 12 to the rotating unit 6 can lead to undesired rotational movements of the first stop element 12 relative to the rotating unit 6 despite a fixed connection, for example due to contact of the stop elements 12, 13 with one another.

[0082] For this purpose, the first section 22 can comprise a first section region 25, which extends upwards or downwards in a direction perpendicular to the base plate 20 with a height extension 38. In order to function as an anti-twist device, it is preferably provided that the first section region 25 has a width extension 38, so that a type of pin is formed, which can contact the recess 24, whereby a mechanical contact is provided in addition to the connecting element with the rotary unit 6. This is for example in the Fig. 5C.

[0083] Further preferably, the first stop element 12 comprises a second portion 23 which is provided and designed to interact with the second stop element 13.

[0084] According to the embodiment shown in the Fig. 5A, the second section 23 comprises a first section region 26 and a second section region 27, wherein the first section region 26 preferably extends in the width direction B and the second section region 27 in the longitudinal direction L. More preferably, the section regions 26, 27 extend upwards and downwards in the height direction H, respectively, but in the opposite direction, starting from the base plate 20, as the first section region 25 of the first section 22. This means that when the first section region 25 of the first section 22 extends downwards, the first section region 26 and the second section region 27 of the second section 23 extend upwards, and vice versa.

[0085] Further preferably, the first section region 25 and the second section region 26 of the second section 23 can be connected to one another by means of a connecting section 28, preferably by a material connection. Because the connecting sections 26, 27 are connected to one another by the connecting section 28 and extend perpendicular to one another, the second section 23 can be made particularly stable, so that damage caused by contact with the second section element 13 can be effectively prevented.

[0086] Particularly preferably, the connecting section 29 is curved so that forces acting on the second section 23 can be well distributed or diverted.

[0087] A contact surface 29 can be formed by the first section region 26 of the second section 23, which can interact with the second stop element 13.

[0088] According to the embodiment of the first stop element 12 as shown in the Fig. 5B, this is similar to the embodiment of the Fig. 5A, whereby the second section area 27 has been omitted here. The explanations regarding the other elements are analogous to the embodiment according to Fig. 5A.

[0089] Furthermore, the first section region 25 of the first section 22 has an outer side 31 and an inner side 32. Particularly preferably, the arrangement of the first stop element 12 is such that the inner side 32 is in contact with the recess 24 of the rotary unit 6, in particular in operative contact through a frictional connection.

[0090] The connection of the first stop element 12 to the rotating unit 6 is in the Fig. 5C and Fig. 5D shown in more detail.

[0091] Particularly preferably, the first stop element 12 is in contact with the rotating unit 6, on the one hand, by means of the connecting element 30 and, on the other hand, by the inner side 32 of the first section region 25 being in contact with an inner side 33 of the recess 24, thereby enabling a rotationally secure connection between the first stop element 12 and the rotating unit 6. The assembly of the first stop element 12 is also facilitated because the positioning of the first stop element 12 is at least partially or completely predetermined by the first section region 25. Markings or small locking recesses can be provided for positioning the first section region 25.

[0092] According to the Fig. 6 shows a possible design of the second stop element 13. Of course, other designs are also conceivable, so that the Fig. 6 shows only one example of a design of the second stop element 13.

[0093] The second stop element 13 comprises a first stop region 34, which is intended to interact with the first stop element 12. The first stop region 34 is preferably flat, with the main extensions in the longitudinal direction L and the width direction B being larger than the extension in the height direction H. This means that the first stop region 34 is formed substantially perpendicular to the contact surface 29, thereby preventing canting of the stop elements 12, 13 and also negating height deviations of the first section region 25. Viewed in the longitudinal direction L, the first stop element 12 and the second stop element 13 overlap.

[0094] Particularly preferably, the second stop element 13 is connected to the first connecting element 14 or the second connecting element 15, depending on the arrangement of the first stop element 12. For this purpose, a transition region 35 is provided which connects the second stop element 13 to the connecting element 14, 15. In particular, the second stop element 13 and the connecting element 14, 15 are integrally connected to the transition region 35. In particular, the transition region 35 runs obliquely, i.e. at an angle to a plane formed from the longitudinal direction L and the width direction B, upwards in the height direction H. The second stop element 13 is accordingly arranged above the connecting element 14, 15 in the height direction H.

[0095] Further preferably, a reinforcement 36 can be provided, for example, a reinforcement 36 of the material. The reinforcement 36 is preferably connected to the transition region 35 and the first stop region 34, and in particular, integrally or materially bonded thereto. The reinforcement 36 allows forces arising from the interaction of the stop elements 12, 13 to be effectively absorbed, preventing damage, for example, due to deformation.

[0096] In the Fig. Figure 7 shows a section of a front view which shows in more detail the arrangement of the rail units 8, 9, the connecting element 14, 15 and the second stop element 13.

[0097] The connecting element 14, 15 is arranged between the rail unit 8, 9 and the seat substructure base part 4, wherein the rail unit 8, 9 has a spacing 37 to the transition region 35 or the second stop element 13.

[0098] The Fig. 8 is equivalent to the Fig. 4, wherein the first stop element 12 according to the embodiment of Fig. 5B is shown.

[0099] The Fig. 9 shows the vehicle seat 1 in a side view with the seat part 2, the seat substructure supporting part 3 and the seat substructure base part 4.

[0100] All listed features can be combined in any way.

[0101] All features disclosed in the application documents are claimed as essential to the invention, provided that they are new, individually or in combination, compared to the prior art. List of reference symbols 1 vehicle seat 2 seat part 3 Seat substructure support part 4 Seat substructure base part 5 Shifting device 6 Rotating unit 7 axis of rotation 8 first rail unit 9 second rail unit 10 first rail element 11 second rail element 12 first stop element 13 second stop element 14 first connecting element 15 second connecting element 16 first distance 17 Central axis 18 second distance 19 variable distance 20 base plate 21 Passage opening 22 first section 23 second section 24 recess 25 first section area 26 first section area 27 second section area 28 connecting section 29 Contact surface 30 Fastening element 31 Outside 32 Inside 33 Inside of the recess 34 first stop area 35 Transition area 36 reinforcements 37 spacing 38 Width 39 Height extension DW rotation angle VP relocation position VR shift direction R direction L longitudinal direction B Width direction H Altitude direction

Claims

[1] Vehicle seat (1) with a seat part (2) and with a seat substructure support part (3) arranged below the seat part (2), which is provided and designed to support the seat part (2), and a seat substructure base part (4), wherein the seat substructure support part (3) is displaceable relative to the seat substructure base part (4) by means of a displacement device (5) along a displacement direction (VR) and wherein a rotary unit (6) is provided, which is provided and designed so that the seat part (2) is rotatable relative to the seat substructure support part (3) about a rotation axis (7) and which is connected to the seat substructure support part (3), characterized by , that when the seat substructure support part (3) is displaced, a displacement position (VP) of the seat substructure support part (3) depends on a rotation angle (DW) of the rotating unit (6) and when the seat part (2) is rotated, the rotation angle (DW) of the rotating unit (6) depends on the displacement position (VP) of the seat substructure support part (3), wherein a first stop element (12) is connected to the rotary unit (6) and a second stop element (13) is connected to the displacement device (5), wherein the stop elements (12, 13) are designed such that they can interact with each other, wherein the displacement device (5) comprises two rail units (8, 9) spaced apart from one another in a direction (R) perpendicular to the displacement direction (VR), wherein two connecting elements (14, 15) are provided, each of which is arranged between a rail unit (8, 9) and the seat substructure base part (4), wherein the second stop element (13) is connected to the first connecting element (14) and thus fixedly connected to the seat substructure base part (4), wherein the first stop element (12) and the second stop element (13) are designed to overlap one another when viewed in the direction of displacement (VR), wherein the first stop element (12) is arranged in front of the second stop element (13) when viewed along the direction of displacement (VR). [2] Vehicle seat (1) according to claim 1, characterized by that when the seat substructure supporting part (3) is displaced, a displacement position is limited depending on the angle of rotation (DW), and when the seat part (2) is rotated, the angle of rotation (DW) is limited depending on the displacement position (VP). [3] Vehicle seat (1) according to claim 1 or 2, characterized bythat the displacement device (5) has a first rail unit (8) and a second rail unit (9), each with a first rail element (10) and a second rail element (11). [4] Vehicle seat (1) according to claim 3, characterized by in that the first rail element (10) is connected to the seat substructure support part (3) and the second rail element (11) is connected to the seat substructure base part (4) and the rail elements (10, 11) are designed relative to one another in such a way that the first rail element (10) is displaceable relative to the second rail element (11). [5] Vehicle seat (1) and one of claims 1 to 4, characterized by that the second stop element (13) is arranged between the first rail unit (8) and the second rail unit (9) in the direction (R) perpendicular to the displacement direction (VR). [6] Vehicle seat (1) according to one of claims 1 to 5, characterized bythat a first connecting element (14) and a second connecting element (15) are provided, wherein the first connecting element (14) is arranged below the first rail unit (8) and the second connecting element (15) is arranged below the second rail unit (9).

Images