Seat connection structure for connecting a vehicle seat to a longitudinal adjustment device and / or vehicle floor structure and vehicle seat

Abstract

The invention relates to a seat connection structure (200) for connecting a vehicle seat (100) to a longitudinal adjustment device (110) and / or a vehicle floor structure (109), wherein the seat connection structure (200) has a first connection side (202) connectable to the vehicle seat (100) and a second connection side (204) connectable to the longitudinal adjustment device (110) and / or the vehicle floor structure (109), wherein the second connection side (204) comprises at least one connection opening (204.1) extending in the transverse direction (y) and having a tolerance compensation device (210, 210.1, 210.2) arranged therein, at least for compensating tolerances in at least one spatial direction. The invention also relates to a vehicle seat (100) with such a seat connection structure (200).

Description

[0001] The invention relates to a seat connection structure for connecting a vehicle seat to a longitudinal adjustment device and / or a vehicle floor structure, wherein the seat connection structure has a first connection side connectable to the vehicle seat and a second connection side connectable to the longitudinal adjustment device and / or vehicle floor structure, as well as a vehicle seat. State of the art

[0002] Seat attachment structures, such as fastening arrangements and / or seat supports, for a seat are known in the art. For example, the seat can be detachably attached to a rail arrangement and / or a vehicle floor structure using hooks or screws, or permanently attached using a welded connection. Task

[0003] The invention is based on the object of improving a seat connection structure of the type mentioned at the outset, in particular providing it with a tolerance compensation function or a tolerance equalization function which can be used independently of the tolerances resulting from the structure, and of providing a corresponding vehicle seat. Solution

[0004] The first-mentioned object is achieved according to the invention by a seat connection structure having the features of claim 1. The second-mentioned object is achieved according to the invention by a vehicle seat having the features of claim 10.

[0005] Further developments and embodiments of the invention are the subject matter of the dependent claims.

[0006] The seat connection structure according to the invention for connecting a vehicle seat to a longitudinal adjustment device and / or a vehicle floor structure has at least one first connection side connectable to the vehicle seat and a second connection side connectable to the longitudinal adjustment device and / or the vehicle floor structure, wherein the second connection side comprises at least one connection opening extending in the transverse direction with a tolerance compensation device arranged therein at least for compensating, in particular for balancing, tolerances in at least one spatial direction, in particular in the transverse direction, in the vertical direction and / or in the longitudinal direction. The tolerance compensation device can in particular be configured to compensate for transverse tolerances between the vehicle seat and the longitudinal adjustment device or the vehicle seat and the vehicle floor structure.

[0007] The tolerance compensation device can, for example, comprise at least one bearing bush and / or a sleeve and two compensation elements arranged in the bearing bush or in the sleeve and facing one another, which, in an initial state, are each flush with a respective end face of the bearing bush and can be moved from the initial state into a compensation state by means of at least one connecting element, for example a screw element. The bearing bush can, for example, be formed separately. For example, a connection support of the seat connection structure can comprise two support sides arranged spaced apart from one another in the transverse direction, which can be connected via a sleeve in which the bearing bush is received and held.

[0008] Alternatively, the bearing bushing can be omitted and only the sleeve can be used to accommodate and support the compensation elements. The bearing bushing can also be designed as a sleeve, or the sleeve as a bearing bush, connecting the two support sides.

[0009] For example, the compensation elements can be flush with a respective end face of the bearing bush and / or the sleeve in an initial state and can be movable from the initial state into a compensation state by means of at least one connecting element.

[0010] Because the second connection side comprises at least one connection opening extending in the transverse direction with a tolerance compensation device arranged therein, a gap subject to tolerances, for example a joining gap, between the seat connection structure and the longitudinal adjustment device and / or the vehicle floor structure can be bridged, in particular compensated or balanced, in a simple and uncomplicated manner.

[0011] Advantageous embodiments, which can be used individually or in combination with one another, are the subject of the subclaims.

[0012] The tolerance compensation device can be a separate adapter or a separate adapter module. The tolerance compensation device can be easily integrated into existing seat connection structures.

[0013] For example, the respective compensation element can be designed as a sliding element. The connection opening can have dimensions that are larger than the dimensions of the compensation element, in particular of the sliding element. The respective compensation element can also be pre-installed or loosely pre-installed in the bearing bush and / or the sleeve. In particular, the respective compensation element can be arranged in the bearing bush and / or the sleeve in a self-centering manner, for example. In other words: the seat connection structure with tolerance compensation device can be designed as a self-centering connector with tolerance compensation in at least one spatial direction, in particular perpendicular to the connection direction, in the connection direction and / or radially to the connection opening.This makes it easy to compensate for any tolerances remaining during assembly and / or to align the vehicle seat relative to the longitudinal adjustment device and / or the vehicle floor structure.

[0014] For example, the seat connection structure can comprise at least one connection support for connecting to the vehicle seat. Each connection support can, for example, have two seat mounting connection surfaces arranged parallel to each other. One connection support can be provided for each rail arrangement (also called a pair of rails with an upper rail and a lower rail).

[0015] For connection to the longitudinal adjustment device and / or to the vehicle floor structure, the seat connection structure can comprise at least one fastening structure. The fastening structure can, for example, have two parallel rail mounting connection surfaces. One fastening structure can be provided for each rail arrangement.

[0016] The vehicle seat can, for example, be a single seat and / or a bench seat. For seating applications, for example in the second or third row of a vehicle, vehicle structures are conventionally equipped with rails, for example two rails (in particular two rail arrangements or two pairs of rails, each with an upper rail and a lower rail) per seat and / or bench seat, to enable seat adjustment in the longitudinal direction, for example for comfort adjustment and / or easy entry. In order to increase the required load-bearing capacity of the rails, it may be necessary to distribute a load across more than two rails. For example, some vehicle structures are equipped with more than two rails.For example, four rails may be provided for a 100% seat, which may result in an overall system being overloaded, for example due to misalignment, tolerance errors and / or play errors between the seat and the longitudinal adjustment device and / or body, whereby such errors may lead to undesirable clamping and / or disturbing noises during adjustment.

[0017] The tolerance compensation device is provided to reduce, and in particular eliminate, errors. The implementation of tolerance compensation or tolerance equalization between the seat connection structure and the rails of a longitudinal adjustment device and / or fastening structures of a vehicle floor structure makes it possible to eliminate overloads.

[0018] For example, central rails (also called rail assemblies) or tracks can be easily connected to the seat connection structure. The second connection side can be designed as a fastening arm and / or seat support. The second connection side can be provided to connect the vehicle seat to a central rail / rail assembly in a longitudinal adjustment device with more than two rails / rail assemblies. The second connection side can be designed as an interface to the rails.

[0019] Furthermore, the invention relates to a vehicle seat with a previously described seat connection structure.

[0020] In summary, and in other words, the invention provides a seat attachment structure with a tolerance compensation function or tolerance compensation function, wherein the tolerance compensation device comprises at least two compensation elements designed as sliding elements, in particular as adapters, which are installed, in particular pre-installed, in a bearing bush within the seat attachment structure. The compensation elements can be moved relative to one another at least in the transverse direction (Y direction), alternatively or additionally in the longitudinal direction, vertical direction, and / or radial direction, and can themselves find their position, in particular compensation position, based on tolerances of the seat attachment structure relative to pre-installed rails and / or floor fastening elements in the vehicle. Figures and embodiments of the invention

[0021] The invention is explained in more detail below with reference to advantageous embodiments illustrated in the figures. However, the invention is not limited to these embodiments. They show: Fig. 1: a schematic representation of a vehicle seat with a longitudinal adjustment device according to the prior art, Fig. 2: a perspective view of a vehicle seat, in particular a vehicle seat bench, attached to a longitudinal adjustment device, Fig. 3: schematically an exploded view of a seat connection structure according to the invention for connecting a vehicle seat to a longitudinal adjustment device and / or a vehicle floor structure, Fig. 4 to 6: schematically show in perspective views an assembly process for mounting a tolerance compensation device in a seat connection structure, Fig. 7: schematic side view of a vehicle seat arranged on a longitudinal adjustment device with a seat connection structure, Fig. 8 to 11: schematic sectional views of a fastening process for attaching a vehicle seat to a longitudinal adjustment device, and Fig. 12 to 15: schematic front views of another fastening process for attaching a vehicle seat to a longitudinal adjustment device.

[0022] Corresponding parts are provided with the same reference numerals in all figures.

[0023] One in the Fig. A vehicle seat 100 schematically illustrated in FIG. 1 of the prior art is described below using three spatial directions running perpendicular to one another. In a vehicle seat 100 installed in the vehicle, a longitudinal direction x runs largely horizontally and preferably parallel to a vehicle longitudinal direction that corresponds to the usual direction of travel of the vehicle. A transverse direction y running perpendicular to the longitudinal direction x is also oriented horizontally in the vehicle and runs parallel to a vehicle transverse direction. A vertical direction z runs perpendicular to the longitudinal direction x and perpendicular to the transverse direction y. In a vehicle seat 100 installed in the vehicle, the vertical direction z preferably runs parallel to a vehicle vertical axis.

[0024] The position and direction information used, such as front, rear, top, and bottom, refer to a viewing direction of an occupant sitting in the vehicle seat 100 in a normal sitting position, wherein the vehicle seat 100 is installed in the vehicle, 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. Unless otherwise described, the vehicle seat 100 is constructed mirror-symmetrically to a plane running perpendicular to the transverse direction y.

[0025] 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 optionally comprise a fitting 106, in particular an adjustment fitting, rotary fitting, locking fitting, or wobble fitting.

[0026] 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.

[0027] The vehicle seat 100 can optionally 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 in the longitudinal direction x relative to the second rail element 116. The first rail element 114 is attached to the seat part 102. The second rail element 116 is attached to a structural element of a vehicle, for example, a vehicle floor.

[0028] 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 running 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 connected, for example, to the floor of a vehicle.

[0029] The vehicle seat 100 can, in particular, comprise two parallel rail assemblies 112 as a longitudinal adjustment device 110. The two rail assemblies 112, each designed as a pair of rails, for example, are arranged at a distance and parallel to one another. The two pairs of rails can be constructed essentially identically and correspond to one another in terms of construction and function, unless otherwise described below.

[0030] To connect the vehicle seat 100 to the longitudinal adjustment device 110 and / or a vehicle floor structure 109, the vehicle seat 100 can be provided with a seat connection structure 200, for example a seat support structure. The seat connection structure 200 is arranged between the vehicle seat 100 and the longitudinal adjustment device 110 and / or the vehicle floor structure 109 (also called the vehicle floor) and serves to connect the vehicle seat 100, in particular the seat part 102, to the longitudinal adjustment device 110 and / or the vehicle floor structure 109.

[0031] Fig. 2 shows a perspective view of a vehicle seat 100, in particular a vehicle seat bench 100a, attached to a longitudinal adjustment device 110. The vehicle seat 100 is understood in particular to be a multi-part seat with several seating surfaces, viewed in the transverse direction y.

[0032] The longitudinal adjustment device 110 shown here comprises four rail assemblies 112, in particular pairs of rails. The longitudinal adjustment device 110 can also comprise only two rail assemblies 112 or three or more than four rail assemblies 112 arranged parallel to one another. The rail assemblies 112 extend in the longitudinal direction x of the vehicle seat 100.

[0033] The respective rail arrangement 112 or the respective rail pair comprises the lower rail 116, which can be integrated, for example, in a floor of a vehicle, and the upper rail 114, which is mounted in the lower rail 116 for longitudinal movement.

[0034] The seat connection structure 200 comprises, at least on one of the rail arrangements 112, a first connection side 202 connectable to the vehicle seat 100 and a second connection side 204 connectable to the longitudinal adjustment device 110 and / or the vehicle floor structure (not shown in detail). For example, the seat connection structure 200 comprises two lateral connection supports 206, each with a first connection side 202 and a second connection side 204. Each rail arrangement 112 can be assigned a connection support 206.

[0035] In a first seat 100a, at least inner or internal connection supports 206a can be provided with at least one in each case Fig. 3, also called tolerance compensation device, in order to improve a connection or fastening of the vehicle seat 100 or the seat bench 100a to the longitudinal adjustment device 110 and / or the vehicle floor structure 109.

[0036] The seat connection structure 200 can be designed as an adapter or adapter module. In particular, the seat connection structure 200 can be designed as a separate component or a separate, pre-assembled multi-part module. The seat connection structure 200 forms, on the one hand, an interface to the respective rail arrangement 112 and, on the other hand, an interface to the vehicle seat 100, in particular to the respective seat part 102 (shown in Fig. 1).

[0037] The connecting supports 206 of all rail arrangements 112 of the vehicle seat 100 designed as a bench seat 100a can be firmly connected to one another by means of a cross member 118.

[0038] Fig. 3 schematically shows an exploded view of the seat connection structure 200 according to the invention for connecting a vehicle seat 100 to the longitudinal adjustment device 110 and / or a vehicle floor structure not shown in detail.

[0039] The connection support 206 of the seat connection structure 200 can have two support sides 208 arranged spaced apart from one another in the transverse direction y. The support sides 208 are plate-shaped. The support sides 208 are designed, in particular, as identical parts. Alternatively, the connection support 206 can be designed in the form of a one-piece, in particular U-shaped, support block with two leg surfaces that form the support sides 208.

[0040] The connection support 206 can be designed as an adapter or adapter module. The connection support 206 forms a fastening interface to the seat part 102 on the one hand and to the rail arrangement 112 on the other hand (as shown in Fig. 8 shown).

[0041] The connection support 206 comprises a first connection side 202 connectable to the vehicle seat 100 and a second connection side 204 connectable to the rail arrangement 112 and / or a vehicle floor structure not shown in detail.

[0042] The second connection side 204 is equipped with at least one tolerance compensation device 210. For this purpose, the second connection side 204 has at least one connection opening 204.1 extending in the transverse direction y, in particular a passage, with a tolerance compensation device 210 arranged therein at least for compensating tolerances in at least one spatial direction, in particular for compensating transverse tolerances.

[0043] In a further development, the support sides 208 can each have a connection opening 204.1, wherein the connection openings 204.1 are aligned with one another in the transverse direction y.

[0044] A sleeve 204.2, for example, a metal sleeve, is arranged and fixed in the connection opening 204.1. The sleeve 204.2 can be connected to the connection opening 204.1 at least in a form-fitting, force-fitting, and / or material-fitting manner. The sleeve 204.2 can protrude beyond the respective connection opening 204.1 as viewed in the transverse direction y. Alternatively, the sleeve 204.2 can be flush with the connection openings 204.1 (not shown).

[0045] The tolerance compensation device 210 comprises at least one bearing bush 212, for example a bearing sleeve, and two compensation elements 214 that can be arranged or are arranged in the bearing bush 212 and are opposite one another.

[0046] The bearing bushing 212 can be a plastic sleeve. The bearing bushing 212 can be inserted or inserted into the sleeve 204.2. The bearing bushing 212 can be connected to the sleeve 204.2 at least in a form-fitting, force-fitting, and / or material-fitting manner.

[0047] In an embodiment not shown in detail, the bearing bush 212 can be omitted. In this embodiment not shown, the sleeve 204.2 directly forms the bearing for the compensation elements 214. In this embodiment, the compensation elements 214 are then arranged and held directly in the sleeve 204.2. In other words: In this embodiment not shown in detail, only a single sleeve is formed by the sleeve 204.2 and not a double sleeve formed by the sleeve 204.2 and the bearing bush 212, as in Fig. 3 and Fig. 4, between the support sides 208. The description of the arrangement and mounting of the compensation elements 214 in the bearing bush 212 applies analogously to the direct arrangement and mounting of the compensation elements 214 in the sleeve 204.2.

[0048] The compensation elements 214 can be designed as compensation adapters or compensation adapter elements. The compensation elements 214 can be hollow cylindrical compensating elements. The compensation elements 214 can be designed as sliding bushings or sliding sleeves.

[0049] The compensation elements 214 each comprise an internal thread 214.1. The compensation elements 214 each comprise a hollow cylindrical base body 214.2 and a flange section 214.3 arranged on the end face of the base body 214.2. The flange section 214.3 can have a larger diameter than the base body 214.2. The flange section 214.3 can form a contact section, in particular a flat contact surface, for support on a fastening element 242 of the rail arrangement 112 and / or the vehicle floor structure (not shown in detail).

[0050] The cross member 118 is arranged between the first connection side 202 and the second connection side 204 on the connection support 206. In particular, the cross member 118 is arranged and fastened to an end face of the connection support 206 in a recess 206.1. For example, the cross member 118 is connected to the connection support 206 in a form-fitting, force-fitting, and / or material-fitting manner in the region of the recess 206.1.

[0051] The first connection side 202 can be configured, for example, as a positive, non-positive, or materially bonded connection between the connection support 206 and the seat part 102, in particular a frame structure, a shell structure, or the like. For example, the connection support 206 can be screwed, welded, or similarly connected to the seat part 102 in the region of the first connection side 202.

[0052] Fig. 4 shows the seat connection structure 200 in the pre-assembled state on the seat part 102 and with the sleeve 204.2 arranged in the connection openings 204.1 of the connection support 206 and the bearing bush 212 arranged in the sleeve 204.2 and with the cross member 118 arranged on the connection support 206.

[0053] Fig. 5 shows an insertion or pushing of the compensation elements 214 into the bearing bush 212 in the transverse direction y according to arrow 300. The compensation elements 214 are aligned with each other in such a way that securing elements 232 of the anti-rotation device 230 engage with each other.

[0054] Fig. Figure 6 shows a fully assembled tolerance compensation device 210 (initial state P1), with the compensation elements 214 flush with the end faces 212.1 of the bearing bush 212 and / or the sleeve 204.2. Alternatively, the bearing bush 212 and / or the sleeve 204.2 can each have a flange that rests externally on the support sides 208.

[0055] In a Fig. 6, the compensation elements 214 are each flush with a respective end face 212.1 of the bearing bush 212 and / or a respective end face of the sleeve 204.2.

[0056] In particular, the compensation elements 214 are inserted or pushed into the bearing bush 212 so far that an inner surface of the respective flange section 214.3 is in contact with the respective end face 212.1 of the bearing bush 212. By means of at least one Fig. 9 to 11, for example a screw element, the compensation elements 214 can be moved from the initial state P1 (in Fig. 9) into a compensation state P2 (in Fig. 11), in particular for tolerance compensation or tolerance equalization.

[0057] To prevent the compensation elements 214 from twisting during screwing in of the connecting element 220, the compensation elements 214 can each have an anti-twist device 230 (shown in Fig. 5). The anti-rotation device 230 provides an "anti-rotation function." The anti-rotation device 230 is configured to prevent the compensation elements 214 from rotating relative to one another when the connecting element 220, in particular a screw, is tightened. For example, a connecting element 220 is used on each side of the tolerance compensation device 210, which engages, in particular threadedly engages, a respective compensation element 214.

[0058] The anti-rotation device 230 comprises a number of corresponding securing elements 232, for example, locking arms, locking lugs, locking hooks and / or locking grooves. The securing elements 232 are each arranged at opposite ends of the compensation elements 214. The securing elements 232 can be formed integrally with the respective base body 214.2 of the compensation element 214 (shown in Fig. 5).

[0059] In the initial state P1 (shown in Fig. 6), when both compensation elements 214 are completely arranged in the bearing bush 212, the securing elements 232 can be inserted into one another in such a way that the compensation elements 214 are blocked against each other and against rotation.

[0060] Fig. 4 to 6 schematically show, in perspective views, an assembly sequence for mounting a tolerance compensation device 210 into a seat connection structure 200.

[0061] Fig. Figure 4 shows the bearing bushing 212 preassembled in the sleeve 204.2 of the connecting support 206. The bearing bushing 212 can be pressed into the sleeve 204.2. The bearing bushing 212 is arranged and held in the sleeve 204.2 in a form-fitting and / or force-fitting manner.

[0062] Fig. Figure 5 shows the insertion or insertion of the compensation elements 214 into the bearing bushing 212 in the transverse direction y according to arrows 300. The compensation elements 214 are aligned with one another such that the securing elements 232 of the anti-rotation device 230 mesh with one another. The bearing bushing 212 is arranged on the connecting support 206, penetrating the two support sides 208. The front ends of the sleeve 204 and the front sides 212.1 of the bearing bushing 212 are flush with one another.

[0063] Fig. 6 shows a fully assembled tolerance compensation device 210 (initial state P1), wherein the compensation elements 214, in particular its outer angle collars or flange sections 214.3, are mounted on the end faces 212.1 (shown in Fig. 5) of the bearing bush 212 and / or the front ends of the sleeve 204.

[0064] Fig. Fig. 7 shows a schematic side view of the vehicle seat 100 arranged on the longitudinal adjustment device 110 with the seat connection structure 200. The seat connection structure 200 comprises, as previously shown in the Fig. 5 and Fig. 6, as the first connection side 202, the two carrier sides 208 (of which in Fig. 7 only one support side 208 is shown) of the connecting support 206.

[0065] As a second connection side 204, the seat connection structure 200 comprises at least one fastening structure 240 with at least one fastening element 242.

[0066] The at least one fastening structure 240 serves to fasten the seat connection structure 200 to the longitudinal adjustment device 110. The fastening structure 240 can, for example, be connected to the rail arrangement 112, in particular to the upper rail 114. The fastening structure 240 can alternatively be configured to fasten the vehicle seat 100 to a vehicle floor (not shown in detail) and form a suitable vehicle floor structure.

[0067] The tolerance compensation device 210 is provided for tolerance compensation between the connection support 206 of the vehicle seat 100 and the fastening structure 240 of the longitudinal adjustment device 110.

[0068] The tolerance compensation device 210 is particularly in the area of ​​the second connection side 204 of the seat connection structure 200 (which in Fig. 8 is shown in detail).

[0069] For tolerance compensation, two tolerance compensation devices 210, in particular a first tolerance compensation device 210.1 in a front region of the seat connection structure 200 and a second tolerance compensation device 210.2 in a rear region of the seat connection structure 200, can be provided.

[0070] The connection support 206, in particular its connection opening 204.1, the fastening structure 240, in particular its fastening opening 244, and the tolerance compensation device 210, in particular a through opening 214.4, are arranged in such a way that a connecting element 220 (as in Fig. 8 to 11) can be inserted into the tolerance compensation device 210, in particular into the associated compensation elements 214, for connecting the connection support 206 and the fastening structure 240. Tolerances in at least one spatial direction, in particular in the longitudinal direction x, vertical direction z, transverse direction y and / or radial direction r, can be compensated by means of the tolerance compensation device 210 arranged between the connection support 206 and the fastening structure 240.

[0071] The through-opening 214.4 of the respective compensation element 214 is, in particular, smaller than the connection openings 204.1 and smaller than the fastening openings 244. The connection openings 204.1 are larger than the through-opening 214.4 and smaller than the fastening openings 244.

[0072] Fig. 8 shows the seat connection structure 200 with the connection support 206 arranged between two fastening elements 242 of the fastening structure 240, which in turn has two support sides 208 (also called support plates or support surfaces) with the connection opening 204.1 for receiving the tolerance compensation device 210.

[0073] The fastening structure 240 can comprise at least two fastening elements 242 arranged spaced apart from one another in the transverse direction y, for example, two separate fastening plates arranged parallel to one another or two fastening legs 242.1, 242.2 of a one-piece, U-shaped fastening element 242. The seat connection structure 200, in particular the connection support 206, is arranged in an intermediate space 242.3, in particular a receiving space or cavity, which is formed between the two fastening legs 242.1, 242.2.

[0074] The fastening elements 242, in particular the two fastening legs 242.1, 242.2, can each have two fastening openings 244 aligned with one another in the transverse direction y for inserting the connecting elements 220, in particular screw elements. The fastening openings 244 can each be designed to be "oversized." The fastening openings 244 can be designed to be wider in the radial direction r, vertical direction z and / or longitudinal direction x than a cavity, in particular the through-opening 214.4, of the respective compensation element 214, in order to enable tolerance compensation or tolerance compensation in the radial direction r, y-direction, x-direction and / or z-direction.Such "oversized" fastening openings 244 enable a tension-free and aligned positioning of the seat connection structure 200, in particular of the connection support 206 and the fastening structure 240, relative to one another, and, by means of the tolerance compensation device 210, a compensating positioning of the connection support 206 and the fastening structure 240 relative to one another in the radial direction r, y, x, and / or z. As a result, rattling noises during adjustment of the vehicle seat 100 can be largely reduced or even eliminated.

[0075] Fig. 8 to 11 show schematic sectional views of a fastening process for fastening a vehicle seat 100 to a longitudinal adjustment device 110.

[0076] Fig. 8 shows the seat connection structure 200 arranged between the fastening elements 242 of the fastening structure 240, wherein the tolerance compensation device 210 is aligned relative to the fastening openings 244 of the respective fastening element 242. A gap or play can arise between the fastening structure 240 and the seat connection structure 200 in the radial direction r, x-direction, y-direction, and / or z-direction. The seat connection structure 200 and the fastening structure 240 do not require any tension, for example, prestress, relative to one another. The respective tolerance compensation device 210 is provided for this purpose.

[0077] The fastening structure 240 can, for example, be fastened to the first rail element 114, for example a top rail.

[0078] In particular, the fastening structure 240 can be connected to the upper rail 114 by means of a fastening 240.1, for example a rivet connection, a screw connection, a welded connection or the like.

[0079] To increase strength and rigidity, the fastening structure 240 can comprise a further fastening element 243, in particular a further U-shaped fastening element 243 with fastening legs 243.1, 243.2. The two fastening elements 242, 243 are designed to correspond to one another in such a way that they are, for example, placed one inside the other and connected to one another in a form-fitting and / or force-fitting manner, in particular via frictional engagement, and are additionally connected to one another and to the upper rail 114 via the fastening 240.1. The fastening element 242 (also called the inner fastening element 242) forms inner contact surfaces for the compensation elements 214. The further fastening element 243 (also called the outer fastening element 243) forms outer contact surfaces for the connecting elements 220. The two fastening elements 242, 243 can be designed separately or as a single piece.

[0080] Fig. 9 shows the attachment of connecting elements 220 on both sides of the fastening structure 240, with each compensation element 214 being assigned a connecting element 220. The respective connecting element 220 can be a locking screw.

[0081] Fig. 10 shows a start of tightening of the respective connecting element 220. The respective compensation element 214 is moved out of the bearing bush 212 by rotating the connecting element 220 according to arrows 302 in the transverse direction y until the flange section 214.3 comes into contact with the inner contact surface, in particular with the inner fastening element 242, and is thus clamped in the transverse direction y.

[0082] A geometry of the anti-rotation device 230 prevents rotation during tightening and the introduction of torque by the connecting elements 220. The compensation elements 214, in particular the securing elements 232, come into contact and support each other to prevent rotation. As this occurs, the compensation elements 214 continue to move outward in the transverse direction y, in particular until a final position, in particular the compensation state P2, is reached.

[0083] Fig. 11 shows the tolerance compensation device 210 in the compensation state P2 of the compensation elements 214 arranged in the bearing bush 212 with their flange sections 214.3 abutting the inner fastening element 242 for compensating transverse tolerances in the transverse direction y. The seat connection structure 200 is now connected to the fastening structure 240 in a torsion-free or torsion-less manner, whereby the tolerances that may arise from structural elements can be eliminated.

[0084] Fig. 12 to 15 schematically show in front views a further fastening process for fastening the vehicle seat 100 to the longitudinal adjustment device 110, in particular via the seat connection structure 200 with the components to be connected via the two tolerance compensation devices 210.1, 210.2, which are designed and constructed identically according to the previous description, the connection carrier 206 and the fastening structure 240 and in the initial state P1.

[0085] The one in the Fig. The fastening process shown in Figures 12 to 15 is carried out in a similar way to the described fastening process according to Fig. 8 to 11, wherein the seat connection structure 200 may have a plurality of tolerance compensation devices 210 which may be tightened simultaneously or concurrently by means of connecting elements 220. List of reference symbols 100 vehicle seats 100a vehicle seat 102 Seat part 104 Backrest 106 Fittings 108 axis of rotation 109 Vehicle floor structure 110 Longitudinal adjustment device 112 Rail arrangement 114 First rail element (top rail) 116 Second rail element (bottom rail) 118 Traverse 200 seat connection structure 202 first connection page 204 second connection page 204.1 Connection opening 204.2 Sleeve 206 connecting beams 206a inner connecting beams 206.1 paragraph 208 Carrier side 210 Tolerance compensation device 210.1 first tolerance compensation device 210.2 second tolerance compensation device 212 bearing bush 212.1 Front side 214 Compensation element 214.1 Internal thread 214.2 Basic body 214.3 Flange section 214.4 Passage opening 220 connecting element 230 Anti-twist device 232 securing element 240 mounting structure 240.1 Fastening 242 Fastening element 242.1, 242.2 Mounting legs 242.3 Intermediate space 243 additional fastening element 243.1, 243.2 Mounting legs 244 Mounting hole 300 arrows 302 Arrow P1 initial state P2 compensation state r radial direction x longitudinal direction y transverse direction z Vertical direction

Claims

[1] Seat connection structure (200) for connecting a vehicle seat (100) to a longitudinal adjustment device (110) and / or a vehicle floor structure (109), wherein the seat connection structure (200) has a first connection side (202) connectable to the vehicle seat (100) and a second connection side (204) connectable to the longitudinal adjustment device (110) and / or the vehicle floor structure (109), wherein the second connection side (204) comprises at least one connection opening (204.1) extending in the transverse direction (y) with a tolerance compensation device (210, 210.1, 210.2) arranged therein at least for compensating tolerances in at least one spatial direction. [2] Seat connection structure (200) according to claim 1, wherein the tolerance compensation device (210, 210.1, 210.2) is designed as a separate adapter or a separate adapter module which can be arranged or is arranged in the connection opening (204.1). [3] Seat connection structure (200) according to claim 1 or 2, wherein the tolerance compensation device (210, 210.1, 210.2) comprises at least one bearing bush (212) and / or one sleeve (204.2) and two compensation elements (214) arranged in the bearing bush (212) or in the sleeve (204.2) and opposite one another. [4] Seat connection structure (200) according to claim 3, wherein the compensation elements (214) in an initial state (P1) are each flush with a respective end face (212.1) of the bearing bush (212) and / or the sleeve (204.2) and are movable by means of at least one connecting element (220) from the initial state (P1) into a compensation state (P2). [5] Seat connection structure (200) according to claim 3 or 4, wherein the respective compensation element (214) is designed as a sliding element. [6] Seat connection structure (200) according to one of claims 3 to 5, wherein the respective compensation element (214) is loosely pre-installable or pre-installed in the bearing bush (212) and / or in the sleeve (204.2). [7] Seat connection structure (200) according to one of claims 3 to 6, wherein the respective compensation element (214) is arranged in a self-centering manner in the bearing bush (212) and / or in the sleeve (204.2). [8] Seat connection structure (200) according to one of the preceding claims, comprising at least one connection support (206) having two support sides (208) for connection to the vehicle seat (100). [9] Seat connection structure (200) according to one of the preceding claims, comprising at least one fastening structure (240) for connection to the longitudinal adjustment device (110) and / or to the vehicle floor structure (109), which fastening structure has two fastening elements (242, 243) arranged parallel to one another. [10] Vehicle seat (100) with a seat connection structure (200) according to one of the preceding claims.

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