Longitudinal adjustment device and vehicle seat

Abstract

Longitudinal adjustment device (110) for a vehicle seat (100), comprising at least one pair of rails (120) with a fixed lower rail (116) and an upper rail (114) adjustable relative to the lower rail (116), characterized in that at least one additional module (3000) is provided which can be coupled to or is coupled to the pair of rails (120) and which comprises at least one electric drive (302) and a coupling unit (304), wherein the coupling unit (304) is configured to roll along the lower rail (116) when the electric drive (302) is driven and to adjust the upper rail (114) relative to the lower rail (116), wherein the additional module (3000) is configured as a drive unit (300) such that a coupling force (600) acting on the coupling unit (304) is dependent on a drive force (602) of the electric drive acting on the coupling unit (304). (302) is,wherein an increase in coupling force depending on an increase in driving force is achieved by wedging the drive unit (300) between the vehicle seat (100) and the lower rail (116).

Description

[0001] The invention relates to a longitudinal adjustment device with a movable rail element for a seat, in particular a vehicle seat, and to a vehicle seat. State of the art

[0002] A longitudinal adjustment device generally comprises two spaced-apart pairs of rails, each composed of two rails: an upper rail associated with the seat and a lower rail associated with the floor of a vehicle. The longitudinal adjustment device further comprises at least one spring-loaded, movable locking part that is mounted on the upper rail and, in a locked position, blocks movement of the upper rail in the lower rail. The lower rail may have through-holes, while the upper rail is provided with openings, and the locking part carries projections on its two opposite longitudinal sides that, in the locked position, can be moved by a spring into both the openings and the through-holes. Such a longitudinal adjustment device is known, for example, from European patent EP 1 227 950 B1.

[0003] Longitudinal adjustment devices with drive rollers or drive wheels are known from US 2020 / 0282868 A1 and DE 10 2020 102 668 A1. Task

[0004] The invention is based on the object of improving a longitudinal adjustment device with regard to adjustability and assembly and disassembly in any position in a second or third row of seats in a vehicle and of providing a corresponding vehicle seat. Solution

[0005] This object is achieved according to the invention by a longitudinal adjustment device which comprises at least one pair of rails with a fixed lower rail and an upper rail which is adjustable relative to the fixed lower rail, wherein at least one additional module which is coupled or can be coupled to the pair of rails is provided, which additional module comprises at least one electric drive and a coupling unit, and the coupling unit is designed to roll on the lower rail when the electric drive is driven, for example when the coupling unit is actuated by the electric drive, and to move and adjust the upper rail relative to the lower rail.

[0006] The coupling unit can also be configured to brake when the drive stops on the lower rail. When the electric drive is not operating, the coupling unit remains stationary. The upper rail can, for example, be positioned in a desired seating position. When the desired seating position is reached, the electric drive can be paused or stopped.

[0007] The rail pair can, for example, be a manual, i.e. manually adjustable, rail system. For example, the top rail or a rail slider with a longitudinal locking device in the bottom rail or a floor rail can remain in the vehicle. A seat structure, for example, can be easily mounted and dismounted on the top rail or the rail slider. The seat structure can be easily replaced, repaired, or maintained. The advantage of this is the removable seat structure with low weight. The seat structure does not have to be installed together with the seat longitudinal adjustment device or the rail pairs, as is known from the prior art. By keeping the top rail or the rail slider in the vehicle, it is also possible to supply them with a permanent electrical power. When mounted to the vehicle, the vehicle seat or seat structure can be locked to the pair of rails, particularly the top rail or the rail runner, using a module with locking hooks, such as a so-called Easy-Mount module. An electrical power supply can then be established automatically or independently via a plug connection, such as a socket or plug, in the top rail or the rail runner and a corresponding plug connection, such as a plug or socket, in the seat structure.

[0008] Using the add-on module, a conventional and / or already used manually adjustable longitudinal adjustment device can be easily upgraded. In other words, the add-on module according to the invention makes it possible to create an electric seat longitudinal adjustment for a manual rail system. The add-on module enables the integration of an electric drive into a manual rail system. It is also conceivable to integrate the add-on module directly into a rail system. The vehicle seat and / or the seat structure can also be easily removed and mounted in any desired position in a vehicle row, for example, in a second and / or third vehicle row in the vehicle.

[0009] After assembly, the coupling unit of the additional module can be brought into engagement, for example frictional engagement, with the pair of rails, for example with the lower rail.

[0010] The additional module can be designed as a separate drive unit. Such a drive unit or the additional module can be provided to drive the movable upper rail for adjustment relative to the lower rail. When the additional module, also called drive unit, is in its assembled state, the coupling unit can be arranged in a rest position decoupled from the rail pair. Decoupled means, for example, that the coupling unit is not in contact with the lower rail of the rail pair, in particular engaged, for example, by frictional engagement or frictional contact. When the additional module is in its operating state, the coupling unit can be arranged in a coupled or coupling adjustment position with the rail pair. Coupled means, for example, that the coupling unit is in contact with the lower rail, in particular engaged, for example, by frictional engagement or frictional contact.

[0011] The assembly state can, for example, refer to the installation (assembly) and removal (dismantling) of the additional module. The operating state can, for example, refer to a state, for example, the actuation state, of the additional module during active adjustment of the upper rail, as well as a state, for example, the standstill and / or braking state, in which the coupling unit is in contact or coupled with the rail pair, in particular engaged, for example, frictional engagement or frictional contact, but is not driven. Before dismantling the vehicle seat, the additional module or the drive unit can be lifted off the lower rail profile.This may be necessary, for example, to allow free movement, such as free rolling, of the vehicle seat on the rails during reinstallation and repositioning until the seat is reconnected, for example, locked, to the top rail or a so-called rail runner. The drive unit can be raised away from the pair of rails and lowered toward the pair of rails.

[0012] Using a kinematic system, such as a joint kinematic system or a lever kinematic system, the coupling unit can be moved, for example, positioned, between the rest position and the adjustment position. The kinematic system can be activated via a user-operated actuator.

[0013] The vehicle seat, in particular its seat structure, can be attached and secured to the upper rail of the longitudinal adjustment device by means of a detachable fastening unit, for example, by means of two fastening hooks. The fastening hooks can be attached and secured to the upper rail at a front end and a rear end.

[0014] The add-on module can be attached and secured to the top rail as a separate component. The add-on module can optionally be coupled to the mounting unit.

[0015] The additional module is configured such that a coupling force acting on the coupling unit is dependent on a drive force of the electric drive acting on the coupling unit. The longitudinal adjustment device, also called a seat adjuster, thus receives an additional module with its own electric drive and a coupling unit that provides electrical adjustment, for example via at least one coupling element, such as a friction element, in particular a friction roller, on the lower rail. The additional module is connected to the seat adjuster in such a way that the coupling force, for example the clamping force, on the coupling element can increase in line with the drive force on the coupling element. This prevents the coupling element from slipping without the need for a high initial force on the coupling element.

[0016] When the upper rail begins to adjust, for example, a weight force can act on the coupling element coupled to the lower rail. Optionally or alternatively, an additional spring can be provided, which acts on the coupling element in contact with the lower rail. An increase in the coupling force, for example an increase in the clamping force, of the coupling element can be achieved by a movement with wedging of the drive unit between the upper rail and a coupling surface, for example a friction surface, on the lower rail. By rotating the coupling element, the drive unit is displaced relative to the upper rail until an upper attachment point on a pressure side of the adjustment, for example in a slotted hole, comes into contact.

[0017] The coupling unit can be fastened to the vehicle seat and / or a vehicle seat structure by means of a holding unit, wherein an effective angle for influencing the coupling force can be spanned between the holding unit and a coupling point, in particular a fastening point, of the coupling unit to the rail pair. The effective angle can be designed such that a self-reinforcing coupling force, in particular a clamping force, of the coupling unit, in particular the coupling element, can be generated. The more the coupling unit, in particular the coupling element, rotates or is rotated, the greater the coupling force, for example, the clamping force or contact force, to the surface of the lower rail.

[0018] When the direction is reversed, the drive unit can swing longitudinally to the other side and transfer the adjustment force to the other side. This makes it possible to create a drive unit that operates in both directions with self-reinforcing coupling force of the coupling unit, in particular the coupling element.

[0019] The drive unit is connected in the coupling adjustment position to the rail pair, in particular to the lower rail, in particular by means of the coupling unit in such a way that a coupling force acting on the coupling unit, in particular a contact force, such as a contact force, in particular a friction force, a spring force, or clamping force, increases in accordance with a drive force of the electric drive acting on the coupling unit. The drive force results, for example, from a drive torque of an electric motor. An increase in the drive force results from an increasing drive torque of the electric motor and leads to an increasing coupling force, in particular a contact force, between the coupling unit and the rail arrangement.

[0020] The coupling unit can, for example, have a coupling section with the lower rail and a coupling element. The coupling section can, for example, be designed as a friction surface track of the lower rail. The coupling element can, for example, be designed as a friction wheel or a friction roller that can be brought into engagement with the lower rail, in particular its friction surface track. The coupling section can be arranged on a surface of the lower rail facing the vehicle seat and the upper rail. The coupling element can be configured to move along the coupling section to adjust the upper rail relative to the lower rail.

[0021] Because the drive unit is configured such that the coupling force or contact force acting on the coupling unit is dependent on the drive force acting on the coupling unit, in particular such that the coupling force increases in proportion to the drive force, sufficient adhesion of the coupling unit to the rail pair and thus sufficient coupling for drive transmission is enabled. The drive force results, for example, from a drive torque of an electric motor. If the coupling unit is configured as a friction wheel or a friction roller, the coupling force or contact force increasing as a result of an increasing drive force prevents spinning or slipping of the friction wheel or friction roller, without a high initial force having to be exerted on the coupling unit, in particular the friction wheel or friction roller.

[0022] The longitudinal adjustment device can comprise at least one pair of rails with a fixed lower rail, an upper rail movable relative to the lower rail, and at least one locking element. The at least one locking element can be movably arranged on the upper rail and, in a locking position, can block movement of the upper rail in the lower rail and, in an unlocking position, can release movement of the upper rail. The additional module, i.e., the drive unit, can be arranged in a coupled or in a coupleable adjustment position with the pair of rails in the locking position of the locking element and in the unlocking position of the locking element.

[0023] Alternatively or optionally additionally, the additional module can be arranged, in particular positioned or moved, in a decoupled rest position, in particular in a rest position not coupled to the rail pair, in the locking position of the locking element and can be arranged, in particular positioned or moved, in a coupled or in a coupling adjustment position with the rail pair, in particular with the lower rail, in the unlocking position of the locking element.

[0024] The additional module can have a braking element coupled to the coupling unit, which can be engaged or resting on the coupling element in the rest position and / or in the adjustment position of the coupling unit. The braking element can brake any further adjustment movement of the coupling element in a desired seating position. To release the coupling element, the braking element can be moved out of engagement with the coupling element. For example, the braking element can be engaged with the coupling element in the locking position of the locking element and disengaged from the coupling element in the unlocking position of the locking element. The additional module and the at least one locking element can be connected or can be connected to one another via joint kinematics and / or lever kinematics.

[0025] The additional module can comprise at least one movable actuating element, which, when the coupling unit is driven, moves the locking element from the locking position to the unlocking position. The actuating element can be arranged in the region of the locking element, for example, pivotable or movable.

[0026] The object is also achieved according to the invention by a vehicle seat which comprises at least the longitudinal adjustment device described above.

[0027] Advantageous embodiments, which can be used individually or in combination with one another, are the subject of the further developments of the invention described with reference to the figures.

[0028] In summary, and in other words, the invention provides an electric seat longitudinal adjustment for a normally manual rail. The vehicle seat should also be removable and mountable in any position in the second or third row of the vehicle. In this vehicle seat according to the invention, the movable or adjustable upper rail (also called rail runner) with the locking element, in particular a longitudinal lock, remains in the lower rail in the vehicle. A resulting advantage is the low weight of the removable vehicle seat (also called seat structure), since the upper rail or rail runner remains in the lower rail and thus the entire pair of rails remains in the vehicle. By keeping the upper rail or rail runner in the vehicle, it is also possible to supply it with permanent electrical power.

[0029] When installed in the vehicle, the vehicle seat is locked to the top rails or rail runners, for example, using a retaining module with locking hooks (Easy-Mount). Furthermore, an electrical power supply is then automatically established by connecting a plug in the vehicle seat, particularly in its seat structure, to a counter element, particularly a socket, in the top rail or rail runner.

[0030] In other words: In contrast to conventional seat longitudinal adjusters, the electrically adjustable longitudinal adjustment device according to the invention comprises, in addition to the drive unit, the coupling unit as an additional module, which couples to the lower rail, for example, by means of friction rollers, friction wheels, or friction balls. The coupling unit, such as the friction rollers, friction wheels, or friction balls, is electrically driven for the longitudinal adjustment of the vehicle seat. The connection of this drive unit and the additional module, designed as a coupling unit, to the longitudinal adjustment device is effected in such a way that a clamping force on the friction rollers increases in accordance with a drive force on the friction rollers. This prevents the friction rollers from slipping without the need for a high initial force on the friction rollers. Figures and embodiments of the invention

[0031] The invention is explained in more detail below using an exemplary embodiment illustrated in the figures. However, the invention is not limited to this exemplary embodiment. They show: Fig. 1 schematically shows in perspective a seat, in particular a vehicle seat, with a longitudinal adjustment device comprising two pairs of rails, Fig. 2: schematically in perspective view a vehicle with several seats adjustable by means of a longitudinal adjustment device in the vehicle, Fig. 3: schematic perspective view of three adjustable seats and their longitudinal adjustment devices, Fig. 4: schematically an enlarged side view of a coupling unit of an embodiment of a longitudinal adjustment device in a decoupled rest position with a pair of rails, Fig. 5: schematically an enlarged view of a locking element in a locking position, Fig. 6: schematically an enlarged side view of the coupling unit according to Fig. 4 after actuation of a switch and an actuator in the coupled adjustment position with the pair of rails, Fig. 7: schematically an enlarged view of the locking element in an unlocking position, Fig. 8: schematically an enlarged side view of the coupling unit in the coupled adjustment position with the pair of rails according to Fig. 6 and the actuator in the final system, Fig. 9: schematically an enlarged view of the locking element in the unlocking position, Fig. 10: schematically an enlarged side view of the coupling unit according to Fig. 6 in the coupled adjustment position with the pair of rails and after reaching a desired longitudinal position, Fig. 11: schematically an enlarged view of the locking element after release and in a non-locking position (before falling into a locking position), Fig. 12: schematically an enlarged side view of the coupling unit according to Fig. 10 in the coupled adjustment position with the pair of rails at the desired longitudinal position and with the longitudinal adjustment device locked, Fig. 13: schematically an enlarged view of the locking element in the locking position at the desired longitudinal position, Fig. 14: schematically an enlarged side view of the coupling unit, which is returned to the uncoupled adjustment position with the pair of rails at the desired longitudinal position with the longitudinal adjustment device locked and the seat unlocked for removal from the pair of rails, Fig. 15: a schematic representation of a coupling force increase as a function of a drive force increase with a coupled coupling unit during a longitudinal adjustment of the seat, Fig. 16: a schematic representation of the coupling force increase as a function of the drive force increase with a coupled coupling unit by wedging the drive unit between the seat and the lower rail, and Fig. 17: a schematic representation of a raised, decoupled coupling unit for mounting or dismounting the seat.

[0032] Corresponding parts are provided with the same reference numerals in all figures.

[0033] One in the Fig. 1 schematically illustrated vehicle seat 100 of the prior art is described below using three mutually perpendicular spatial directions. A longitudinal direction X runs in the case of a vehicle 200 (illustrated in Fig. 2) installed vehicle seat 100 is largely horizontal and preferably parallel to a vehicle longitudinal direction, which corresponds to the usual direction of travel of the vehicle 200. A transverse direction Y, which runs perpendicular to the longitudinal direction X, is also oriented horizontally in the vehicle 200 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. For a vehicle seat 100 installed in the vehicle 200, the vertical direction Z preferably runs parallel to a vehicle vertical axis.

[0034] 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 100 in a normal seating position, with the vehicle seat 100 installed in the vehicle 200 and in a position of use suitable for passenger transport with the backrest 104 upright and oriented in the direction of travel as usual. However, the vehicle seat 100 can also be installed or moved in a different orientation, for example, transversely to the direction of travel.

[0035] The backrest 104 can be pivotably mounted on a seat part 102 of the vehicle seat 100. For this purpose, the vehicle seat 100 can comprise a fitting 106, in particular an adjustment fitting, rotary fitting, locking fitting, or wobble fitting.

[0036] The position and direction specifications used, such as radial, axial, and circumferential, refer to a rotational axis 108 of the fitting 106. Radial means perpendicular to the rotational axis 108. Axial means in the direction of or parallel to the rotational axis 108.

[0037] The vehicle seat 100 may include a longitudinal adjustment device 110. The longitudinal adjustment device 110 includes, for example, a rail arrangement 112 with a first rail element 114 and a second rail element 116. The first rail element 114 is adjustable relative to the second rail element 116 in the longitudinal direction X. The first rail element 114 is attached to the seat part 102. The second rail element 116 is attached to a structural element of the vehicle 200, for example, a vehicle floor.

[0038] For clarity, the first rail element 114 is referred to as the upper rail 114 in the following description. This upper rail 114 (also called a guide rail or carriage) is assigned to the vehicle seat 100 and is configured to support this vehicle seat 100. The second rail element 116 is referred to below as the lower rail 116. The lower rail 116 is fixed and is connected, for example, to the floor of the vehicle 200.

[0039] Fig. 2 shows an example of a vehicle 200, which comprises three rows of seats 202, each with two or more vehicle seats 100. The respective vehicle seat 100 can be adjusted in the vehicle 200 in the longitudinal direction X into a desired longitudinal position 204 by means of a longitudinal adjustment device 110 according to the invention. Exemplary embodiments of the longitudinal adjustment device 110 according to the invention are described below with reference to Fig. 3 to 17 are described in more detail.

[0040] Fig. 3 shows one of the seat rows 202 with unpadded vehicle seats 100. The vehicle seats 100 each comprise a seat structure 118. The vehicle seats 100 are adjustable in the longitudinal direction X by means of an associated longitudinal adjustment device 110.

[0041] The respective longitudinal adjustment device 110 comprises an associated rail assembly 112. The respective rail assembly 112 comprises two pairs of rails 120. The respective pair of rails 120 comprises the fixed lower rail 116 and the upper rail 114, which is movable relative to the lower rail 116 and is also referred to as a rail runner. The seat structure 118 is attached to the movable upper rails 114 of the associated rail assembly 112.

[0042] The longitudinal adjustment device 110 according to the invention is provided in particular for a rail arrangement 112 designed as a “long track”, in which the lower rail 116 is designed to be substantially longer than the upper rail 114, which is fastened to the vehicle seat 100.

[0043] The Fig. 4 to 14 show an exemplary embodiment of a structural design and a functional sequence of the longitudinal adjustment device 110 according to the invention for a longitudinal adjustment and for mounting or dismounting one of the vehicle seats 100 in the vehicle 200 (shown in Fig. 2), in particular one of the vehicle seats 100 of the second or third row of seats 202.

[0044] The longitudinal adjustment device 110 described below can be used for individual or all vehicle seats 100 arranged in the vehicle 200. The structure and functional sequence of the longitudinal adjustment device 110 described below is the same for all vehicle seats 100.

[0045] Fig. 4 shows an enlarged side view of the longitudinal adjustment device 110 according to the invention.

[0046] The longitudinal adjustment device 110 comprises the fixed lower rail 116 (also called floor rail) and the movable upper rail 114. The upper rail 114 is designed as a rail runner and a seat rail, which is arranged on the lower rail 116 so as to be longitudinally adjustable between a front end position and a rear end position as seen in the longitudinal direction X. This adjustability allows a longitudinal adjustment of the longitudinal position 204 (shown in Fig. 2) of the vehicle seat 100, wherein the front end position of the upper rail 114 is assigned to the frontmost longitudinal position 204 of the vehicle seat 100 and the rear end position of the upper rail 114 is assigned to the rearmost longitudinal position 204 of the vehicle seat 100.

[0047] The longitudinal adjustment device 110 further comprises at least one drive unit 300 for the movable upper rail 114 and a locking element 330. Each pair of rails 120 consisting of upper rail 114 and lower rail 116 of the rail arrangement 112 (shown in Fig. 3) comprise an associated locking element 330. The drive unit 300 is designed as an additional module 3000. The additional module 3000 can be present as a separate module or as a separate structural unit. A conventional and / or already used vehicle seat 100 and rail system can be upgraded with such an additional module 3000. This allows a normally manually operated rail system and a seat adjustment to be provided with an electric drive system. A manual seat rail can remain unchanged. This can also enable a simple exchange from a manual seat to an electric seat.

[0048] The at least one locking element 330 is movably arranged on the upper rail 114. Fig. 4 shows a locking position 500 of the locking element 330. In addition, the vehicle seat 100, in particular its seat structure 118, is fastened and fixed to the upper rail 114 of the longitudinal adjustment device 110 by means of a detachable fastening unit 121, for example two fastening hooks 122.

[0049] In this longitudinal position 204, which is secured by means of the fastening unit 121 and locked by means of the locking element 330, the electrically driven longitudinal adjustment device 110 is electrically connected to a power supply (not shown in detail). For this purpose, detachable plug connections (not shown in detail) are provided between the longitudinal adjustment device 110 and the vehicle seat 100 and its electrical components, such as the electric drive 302 of the drive unit 300.

[0050] For the movable mounting of the upper rail 114 on or in the lower rail 116, corresponding sliding elements, in particular roller bearings (not shown), can be provided.

[0051] The vehicle seat 100 can also have one or more sliding wheels as sliding elements 124, for example. The vehicle seat 100 is movably mounted on the lower rail 116 by means of the sliding elements 124. For this purpose, the lower rail 116 has a corresponding profile, which has a sliding surface on an upper side, in particular an upper side facing toward the vehicle seat 100, for the rolling of the sliding elements 124.

[0052] In the locking position 500 of the locking element 330, a movement of the upper rail 114 in the lower rail 116 is blocked. In an unlocking position 501 (shown in Fig. 6 to 11) of the locking element 330, movement of the upper rail 114 is released.

[0053] The longitudinal adjustment device 110 further includes the drive unit 300 for electrically adjusting the vehicle seat 100 along the lower rail 116, which is designed as a long rail. The drive unit 300 has an electric drive 302 for the movable upper rail 114. The electric drive 302 is designed, for example, as an electric motor.

[0054] The drive unit 300 further comprises a coupling unit 304 for electrically adjusting the vehicle seat 100.

[0055] The coupling unit 304 is held with play by means of a holding unit 305 on the vehicle seat 100, in particular the seat structure 118. For this purpose, the seat structure 118 can have receiving openings 119. Fastening points 307 can be guided in the receiving openings 119. The fastening points 307 can be provided on the holding unit 305 and can be designed, for example, as pins, bolts, or other guideable elements. In the illustrated embodiment, the holding unit 305 comprises a number of receiving openings 119. A corresponding number of fastening points 307 are arranged on the seat structure 118. The fastening points 307 can be designed as bolts or pins protruding from the seat structure 118. The holding unit 305 is held relatively movably at the fastening points 307.The receiving openings 119 of the holding unit 305 are designed in the form of elongated holes in which the fastening points 307 are guided.

[0056] For example, Fig. 4 shows an assembly state 3002 of the additional module 3000, wherein the coupling unit 304 is arranged in the rest position 503 decoupled from the lower rail 116. The additional module 3000 can already be attached to the upper rail 114 without contacting the lower rail 116. In the assembly state 3002, in particular, a coupling element 308, for example a friction wheel or a friction roller, is arranged at a distance from a surface of the lower rail 116. In the assembly state 3002, the coupling element 308 is in a raised position.

[0057] The conversion of the additional module 3000 from the assembly state 3002 to an operating state 3004 is carried out, for example, by the first actuation of the longitudinal adjustment. In the operating state 3004 of the additional module 3000, as shown in Fig. 6, the coupling unit 304 is arranged in a coupled or coupling adjustment position 504 with the lower rail 116. In operating state 3004, the coupling element 308 is in frictional contact with the surface of the lower rail 116. After initial operation, the additional module 3004 can remain in operating state 3004 and in the adjustment position 504 for further longitudinal adjustments. In operating state 3004, the coupling element 308 is in a lowered or lowered position. Only when a seat is removed or disassembled is the additional module 3000 returned to the assembled state 3002, for example, to a parked or rest position 503.

[0058] Alternatively or optionally additionally, the coupling unit 304 can be arranged, in particular positioned or moved, in the locking position 500 of the locking element 330 in a decoupled rest position 503, in particular in a rest position 503 which is not coupled to the pair of rails 120, in particular the lower rail 116, as shown in Fig. 4. For example, the coupling element 308 can be raised when the longitudinal adjustment is not actuated and lowered when the longitudinal adjustment is actuated.

[0059] The coupling unit 304 can, for example, comprise a coupling section 306 with the lower rail 116 and a coupling element 308. The coupling section 306 can, for example, be formed as a friction surface track 310 of the lower rail 116. The friction surface track 310 is formed, for example, on an upper side or surface of a profile of the lower rail 116.

[0060] The coupling element 308 is designed, for example, as a friction wheel 312 or friction roller that can be brought into engagement with the lower rail 116, in particular its friction surface track 310.

[0061] The coupling element 308 is set to the decoupled rest position 503. In this rest position 503, the coupling element 308 is positioned at a distance from the lower rail 116 and is thus not engaged with the lower rail 116.

[0062] At least the electric drive 302 can be coupled or couplable to the locking element 330 by means of lever kinematics or joint kinematics. The additional module 3000 can comprise at least one movable actuating element 3006, which, when the coupling element 308 is driven, moves the locking element 330 from the locking position 500 into the unlocking position 501. The actuating element 3006 can be designed, for example, as a lever. The actuating element 3006 can be coupled to the electric drive 302. The actuating element 3006 can be coupled to an actuator 316 described later. The actuating element 3006 can be pivotable about a pivot axis. The actuating element 3006 can be arranged in the region of the locking element 330, for example, pivotably mounted.By actuating the electric drive 302, the actuating element 3006 can be moved from a rest position 507, in which the actuating element 3006 is not engaged with the locking element 330, into an adjustment position 508. In the rest position 507, the actuating element 3006 can be arranged at a distance from the locking element 330. In the adjustment position 508, the actuating element 3006 can be engaged with the locking element 330 and, for example, move the locking element 330 from the locking position 500 to the unlocking position 501, for example by pressing.

[0063] Furthermore, the additional module 3000 can comprise at least one locking device 3010. The locking device 3010 can comprise a locking lever 3012 or a pawl and a locking element 3014. The locking device 3010 can be arranged between the coupling unit 304 and the seat structure 118. The locking lever 3012 can be pivotally mounted on the seat structure 118. The locking element 3014 can be designed as a locking bolt, locking pin, locking lug, or another, for example, protruding locking element. The locking element 3014 can be arranged on the holding unit 305. The holding unit 305 can be designed, for example, as a holding plate. In the assembled state 3002, the locking device 3010 is in a locking position in which the locking lever 3012 is in locking engagement with the locking element 3014.In the locked position, the locking lever 3012 can engage with the locking element 3014 such that the locking lever 3012 additionally pushes the locking element 3014 upward, so that the coupling element 308 is raised relative to the lower rail 116. In the operating state 3004, the locking device 3010 is in an unlocked position in which the locking lever 3012 is out of engagement with the locking element 3014. The coupling element 308 can be lowered, for example by applying force to a spring and / or by means of a weight force of the coupling element 308. The locking lever 3012 can actuate the locking element 3014 such that the coupling element 308 is lifted from the lower rail 116 and secured in the raised position. By actuating the electric drive 302, the locking device 3010 can be moved from the locking position to an unlocked position.In the unlocked position, the locking lever 3012 can be pivoted relative to the locking element 3014, in particular disengaged, whereby the coupling element 308 is released to be lowered. The locking device 3010 can be coupled to the actuator 316, which will be described in more detail later.

[0064] Fig. Figure 5 schematically shows an enlarged view of the locking element 330 in its locking position 500. In the locking position 500, projections 332 of the locking element 330 extend through openings 126 in the upper rail 114 and through holes 128 in the lower rail 116 to lock them together. The locking element 330 is designed, for example, as a plate with protruding projections 332.

[0065] Fig. 6 shows schematically an enlarged side view of the coupling unit 304 according to Fig. 4 after actuation of a switch 314 and an actuator 316. Fig. 6 shows the coupling unit 304 in a coupled adjustment position 504 with the rail pair 120 of the rail arrangement 112, in particular with the lower rail 116, for example a surface side of the lower rail 116.

[0066] The connection of the drive unit 300 in the coupling or coupled adjustment position 504 to the rail pair 120, in particular to the lower rail 116, is effected in particular by means of the coupling unit 304 in such a way that a coupling force 600 acting on the coupling unit 304, in particular a contact force, such as a friction force, spring force, or clamping force, increases in accordance with a drive force 602 of the electric drive 302 acting on the coupling unit 304. The drive force 602 results, for example, from a drive torque of an electric motor.

[0067] Because the drive unit 300 is configured such that the coupling force 600 acting on the coupling unit 304 is dependent on the drive force 602 acting on the coupling unit 304, in particular such that the coupling force 600 increases in accordance with the drive force 602, sufficient adhesion of the coupling unit 304 to the rail pair 120 and thus sufficient coupling for drive transmission is enabled.

[0068] When the coupling unit 304 is designed as a friction wheel 312 or a friction roller, in particular, spinning or slipping of the friction wheel 312 or the friction roller in the coupling section 306 is prevented without a high initial force having to be exerted on the coupling unit 304, in particular the friction wheel 312 or the friction roller.

[0069] For electrical adjustment of the vehicle seat 100 for a desired longitudinal adjustment forwards or backwards in the vehicle 200 (in Fig. 2), for example, the switch 314 can be actuated by a user of the vehicle seat 100. The actuator 316 is actuated by means of the switch 314, which in turn unlocks the locking element 330 via a kinematics 318, in particular a joint kinematics or lever kinematics, according to arrow 320 and places the coupling unit 304, in particular the friction wheel 312, into the coupling adjustment position 504 according to arrow 322. The actuator 316 can be operatively connected, i.e., coupled, to the actuating element 3006 and the locking device 3010, in particular to the locking lever 3012, via the kinematics 318. In the coupling or coupled adjustment position 504, the coupling element 308, in particular the friction wheel 312, is engaged with the rail profile of the lower rail 116.

[0070] The drive unit 300, in particular its coupling unit 304, such as the coupling element 308 in the form of the friction wheel 312, remain in this adjustment position 504, in particular a lowered position. Only for removal or disassembly of the vehicle seat 100 can the drive unit 300 and the relevant components, such as the friction wheel 312, be returned to the decoupled rest position 503 (also called the parking position, in Fig. 14). In particular, the drive unit 300 must not be set to the rest position 503 (lowered position) when installing or removing the vehicle seat 100.

[0071] Fig. 7 schematically shows an enlarged view of the locking element 330 in its unlocking position 501, in which the projections 332 are disengaged from the openings 128 in the lower rail 116, so that the upper rail 114 is movable relative to the lower rail 116.

[0072] Fig. Fig. 8 shows schematically an enlarged side view of the coupling unit 304 still in the coupled adjustment position 504 with the rail pair 120 according to Fig. 6. The actuator 316 reaches its end position, in which the locking element 330 (also called rail lock) is completely open.

[0073] In this end position, the electric drive 302 (not shown) is started and supplied with power as long as the user actuates switch 314 to adjust, in particular, move, the vehicle seat 100 in the longitudinal direction X. The friction wheel 312 rolls along the friction surface track 310 according to arrow 324. In the example shown, the vehicle seat 100 is moved to the left. Alternatively, it can also be moved to the right into the other end position.

[0074] The next longitudinal position 204 (also called locking position) of the vehicle seat 100 is determined depending on the number and distance of the openings 128 and openings 126. The distance is usually at least 20 mm, so that the vehicle seat 100 can be adjusted longitudinally by at least 20 mm up to the next locking position, which represents a desired, adjustable longitudinal position 204.

[0075] Fig. 9 schematically shows an enlarged view of the locking element 330 in its unlocking position 501, in which the projections 332 are disengaged from the openings 128 in the lower rail 116, so that the upper rail 114 is movable relative to the lower rail 116.

[0076] Fig. 10 shows schematically an enlarged side view of the coupling unit 304 according to Fig. 6 in the coupled adjustment position 504 with the lower rail 116 and after reaching the desired longitudinal position 204 of the vehicle seat 100. After reaching the desired longitudinal position 204, the switch 314 is no longer actuated (released). Due to the non-actuation of the switch 314, the actuator 316, in particular its kinematics 318, moves back to its starting position according to arrow 326. In this case, the locking device 3010 can be reset from the unlocked position to the locking position. The locking element 330 is also no longer actuated by means of the actuator 316 and is thus released. In this case, the locking element 330 automatically moves from a possibly non-locking position 505 (a so-called tooth-on-tooth position, as in Fig. 11 shown in detail) into the next possible locking position 506 (as in Fig. 13), which corresponds to the locking position 500 (shown in Fig. 13) for the desired longitudinal position 204.

[0077] Fig. 11 shows schematically an enlarged view of the locking element 330 after release before falling into the next possible locking position 506 (in Fig. 13) and in the non-locking position 505, in which the projections 332 cannot fall into the openings 128 due to a tooth-on-tooth position.

[0078] Fig. 12 shows schematically an enlarged side view of the coupling unit 304 according to Fig. 10 in the coupled adjustment position 504 with the rail pair 120 at the desired longitudinal position 204 of the vehicle seat 100 and with the longitudinal adjustment device 110 locked by the locking element 330 in the next possible locking position 506 and thus in its locking position 500. The vehicle seat 100 is thus again locked and latched against mechanical stresses, in particular crash-proof, by means of the locking element 330 and the fastening unit 121.

[0079] Optionally, an end position of the locking element 330, the fastening unit 121 and / or the actuator 316 can be queried and detected by means of a microswitch (not shown).

[0080] Fig. 13 schematically shows an enlarged view of the locking element 330 in the next possible locking position 506 and thus in its locking position 500 at the desired longitudinal position 204.

[0081] Fig. 14 shows schematically an enlarged side view of the coupling unit 304, which is arranged for seat removal according to arrow 329 at the adjusted longitudinal position 204 according to Fig. 12 is returned to the uncoupled rest position 503. The locking element 330 of the longitudinal adjustment device 110 remains locked. The coupling unit 304 is spaced apart from the rail arrangement 112.

[0082] To remove the seat according to arrow 328, the fastening unit 121 is first unlocked, in particular the fastening hooks 122 are released from the upper rail 114. During the seat removal, for example, a partial separation of components of the longitudinal adjustment device 110 takes place in that components, in particular drive components of the drive unit 300, such as the actuator 316, the kinematics 318, the fastening unit 121 or the coupling unit 304, are removed together with the vehicle seat 100 and other components, such as the rail arrangement 112, in particular the upper rail 114, the lower rail 116 and the locking element 330, in the vehicle 200 (shown in Fig. 2). In other words: The vehicle seat 100 unlocked from the rail arrangement 112 can be removed from this rail arrangement 112. Thus, the movable or adjustable upper rail 114 (also called a rail runner) with the locking element 330, in particular a longitudinal lock, remains in the lower rail 116 in the vehicle 200. The removed vehicle seat 100 thus has a low weight. The kinematics 318 can be secured by means of a further locking element 3016. The locking lever 3012 can be secured to the locking element 3014 by means of the further locking element 3016. The locking lever 3012 and the locking element 3014 are held in locking engagement by means of the further locking element 3016. The further locking element 3016 is configured to clamp the locking lever 3012 to the locking element 3014.

[0083] Fig. 15 shows a schematic representation of a coupling force increase as a function of a drive force increase with the coupling unit 304 coupled during a longitudinal adjustment of the vehicle seat 100 (shown in Fig. 1 to 14).

[0084] The increase in the coupling force 600, in particular a clamping force, occurs at the start of a longitudinal adjustment of the vehicle seat 100 by means of the coupling unit 304 in such a way that the coupling force 600 acting on the coupling unit 304 increases in accordance with the drive force 602 of the electric drive 302 acting on the coupling unit 304.

[0085] For example, the coupling force 600 is determined by the weight of the coupling unit 304, in particular the weight of the friction wheel 312, and optionally by an additional spring force. In other words, the friction wheel 312 (also called the drive roller) is in contact with the weight and / or an additional spring on the lower rail 116.

[0086] The coupling unit 304 is held with play on the vehicle seat 100, in particular the seat structure 118, by means of the holding unit 305. For example, the seat structure 118 includes the receiving openings 119 for this purpose.

[0087] An effective angle 603 is spanned between the coupling force 600 and the holding unit 305. The coupling unit 304 can be fastened to the vehicle seat 100 and / or to the seat structure 118 by means of the holding unit 305, wherein the effective angle 603 for influencing the coupling force 600 is spanned between the holding unit 305 and a coupling point 309 of the coupling unit 304 with the rail pair 120, in particular the coupling element 308 with the lower rail 116, in particular with the coupling section 306.

[0088] Fig. 16 shows a schematic representation of the coupling force increase as a function of the drive force increase when the coupling unit 304 is coupled to the lower rail 116 by wedging the drive unit 300, in particular its holding unit 305, between the vehicle seat 100 and the lower rail 116.

[0089] Due to the rotation of the drive roller, designed as a coupling unit 304, in particular as a friction wheel 312, the drive unit 300 is displaced upward relative to the seat adjuster, in particular to the lower rail 116, according to arrow 319, until an upper fastening point 307 on the pressure side of the adjuster comes into contact with the receiving opening 119, for example, in an elongated hole. The effective angle 603 is designed such that a self-reinforcing coupling force 600 in the form of a clamping force is generated on the coupling section 306 or the contact surface of the coupling unit 304 designed as a drive roller.

[0090] The more the coupling unit 304, designed as a drive roller, rotates, the higher the coupling force 600 or contact force to the surface of the lower rail 116 becomes.

[0091] When the direction is reversed, the drive unit 300, in particular the holding unit 305 of the drive unit 300, swings in the longitudinal direction X to the other side and transfers the adjustment force to the other side. Thus, a drive unit 300 is created that operates in both directions with a self-reinforcing contact force or coupling force 600 of the coupling unit 304, which is designed as a drive roller.

[0092] Fig. 17 shows a schematic representation of the raised, decoupled coupling unit 304 for installation or removal (assembly or disassembly) of the vehicle seat 100 to the lower rail 116 or from the lower rail 116.

[0093] Both suspensions of the holding unit 305 come into contact with the respective upper fastening point 307 in the receiving openings 119 of the vehicle seat 100.

[0094] Before disassembling or removing the vehicle seat 100, the drive unit 300 must be lifted off the lower rail profile of the lower rail 116. This is necessary to allow the vehicle seat 100 to roll freely on the rails, particularly on the lower rail 116, of the rail assembly 112 when reinstalling the vehicle seat 100 in the vehicle 200, until the vehicle seat 100 is again latched or locked to the upper rail 114, which is designed as a rail runner.

[0095] The features disclosed in the above description, the claims and the figures may be important both individually and in combination for the realization of the invention in its various embodiments, as long as they remain within the scope of the claims. List of reference symbols 100 vehicle seats 102 Seat part 104 Backrest 106 Fittings 108 axis of rotation 110 Longitudinal adjustment device 112 Rail arrangement 114 Top rail, first rail element 116 Bottom rail, second rail element 118 Seat structure 119 Receiving opening 120 pairs of rails 121 Fastening unit 122 fastening hooks 124 sliding element 126 Opening 128 Breakthrough 200 vehicles 202 row of seats 204 Longitudinal position 300 drive unit 302 electric drive 304 coupling unit 305 holding unit 306 Coupling section 307 attachment point 308 coupling element 309 coupling point 310 Friction surface track 312 friction wheel 314 switches 316 Actuator 318 Kinematics 319 Arrow 320 Arrow 322 Arrow 324 Arrow 326 Arrow 328 Arrow 329 Arrow 330 locking element 332 lead 500 Locking position of the locking element 501 Unlocking position of the locking element 503 decoupled rest position of the coupling unit 504 coupled adjustment position of the coupling unit 505 Non-locking position of the locking element 506 next possible locking position 507 Resting position 508 Adjustment position 600 coupling force 602 driving force 603 Effective angle 3000 additional module 3002 assembly state 3004 Operating status 3006 Actuating element 3010 locking device 3012 locking lever 3014 locking element 3016 locking element X Longitudinal direction Y transverse direction Z vertical direction

Claims

[1] Longitudinal adjustment device (110) for a vehicle seat (100), comprising at least one pair of rails (120) with a fixed lower rail (116) and an upper rail (114) adjustable relative to the lower rail (116), characterized bythat at least one additional module (3000) which is or can be coupled to the pair of rails (120) is provided, which additional module comprises at least one electric drive (302) and a coupling unit (304), wherein the coupling unit (304) is designed to roll on the lower rail (116) when the electric drive (302) is driven and to adjust the upper rail (114) relative to the lower rail (116), wherein the additional module (3000) is designed as a drive unit (300) in such a way that a coupling force (600) acting on the coupling unit (304) is dependent on a drive force (602) of the electric drive (302) acting on the coupling unit (304), wherein an increase in the coupling force takes place as a function of an increase in the drive force by wedging the drive unit (300) between the vehicle seat (100) and the lower rail (116). [2] Longitudinal adjustment device (110) according to claim 1, characterized by , that - in an assembled state (3002) of the additional module (3000), the coupling unit (304) is arranged in a rest position (503) decoupled from the pair of rails (120) and - in an operating state (3004) of the additional module (3000), the coupling unit (304) is arranged in a coupled or coupling adjustment position (504) with the pair of rails (120). [3] Longitudinal adjustment device (110) according to one of claims 1 to 2, characterized by that the coupling unit (304) can be fastened to the vehicle seat (100) by means of a holding unit (305), wherein an effective angle (603) for influencing the coupling force (600) is spanned between the holding unit (305) and a coupling point (309) of the coupling unit (304) with the pair of rails (120). [4] Longitudinal adjustment device (110) according to claim 3, characterized bythat the coupling force increase is achieved as a function of the drive force increase by wedging the holding unit (305) between the vehicle seat (100) and the lower rail (116). [5] Longitudinal adjustment device (110) according to one of claims 1 to 4, characterized by that the coupling unit (304) has at least one coupling section (306) arranged on the pair of rails (120) and at least one coupling element (308). [6] Longitudinal adjustment device (110) according to claim 5, characterized by that the coupling element (308) is configured to move along the coupling section (306) for adjusting the upper rail (114) relative to the lower rail (116). [7] Longitudinal adjustment device (110) according to one of claims 5 to 6, characterized bythat the coupling section (306) is provided on the lower rail (116) and is designed as a friction surface track (310), and that the coupling element (308) is designed as a friction wheel (312) or a friction roller that can be brought into engagement with the pair of rails (120). [8] Longitudinal adjustment device (110) according to one of claims 1 to 7, comprising at least one locking element (330) which is movably arranged on the upper rail (114) and in a locking position (500) blocks a movement of the upper rail (114) in the lower rail (116) and in an unlocking position (501) releases a movement of the upper rail (114), characterized by that the additional module (3000) is arranged in the locking position (500) of the locking element (330) and in the unlocking position (501) of the locking element (330) in a coupled or in a coupling adjustment position (504) with the pair of rails (120). [9] Vehicle seat (100) with a longitudinal adjustment device (110) according to one of claims 1 to 8.

Images