ENGINE ADAPTER, ADJUSTING DEVICE AND VEHICLE SEAT

Abstract

The invention relates to a motor adapter (126) comprising, on the one hand, a motor mount (126.1) and, on the other hand, a coupling mount (126.2), wherein the motor mount (126.1) is designed as a first receiving opening (126.1.1) which is configured to receive a motor (128) and to hold it releasably in a positive-locking and / or frictional manner, and wherein the coupling mount (126.2) adjoins the motor mount (126.1) and is designed as a second receiving opening (126.2.1) which is configured to receive a coupling (130) and to hold it releasably in a positive-locking and / or frictional manner, and wherein the coupling (130) is mounted directly onto the motor (128).

Description

[0001] The invention relates to a motor adapter for a motor of an adjustment device of a vehicle seat or a component of the vehicle seat, an adjustment device and a vehicle seat. State of the art

[0002] Motorized adjustment devices for a vehicle seat or a component thereof are generally known. Examples of motorized adjustment devices include armrest adjustment devices, backrest adjustment devices, and longitudinal adjustment devices for the vehicle seat. A motor adapter or motor bracket may be provided for connecting and mounting the motor to the respective adjustment device. Electric motors and motorized adjustment devices for a vehicle seat are known from DE 31 03 782 A1 and US 2019 / 0 275 914 A1. Task

[0003] The invention is based on the objective of improving a motor adapter of the type mentioned above, in particular improving its vibration and tolerance properties, providing an adjustment device with an improved motor connection and a corresponding vehicle seat. Solution

[0004] The first-mentioned problem is solved according to the invention by a motor adapter having the features of claim 1.

[0005] The motor adapter according to the invention is designed for a motor, in particular a so-called micromotor, and has on one side a motor mount and on the other side a coupling mount, wherein the motor mount is designed as a first receiving opening which is configured to receive the motor and to hold it detachably in a positive-locking and / or frictional manner, and wherein the coupling mount adjoins the motor mount and is designed as a second receiving opening which is configured to receive a coupling, in particular designed as a compensating coupling, and to hold it detachably in a positive-locking and / or frictional manner, and wherein the coupling is directly joined to the motor, in particular in a frictional, positive-locking and / or material-locking manner, for example by crimping or pressing, press-in or the like.

[0006] The second problem mentioned above is solved according to the invention by an adjustment device according to claim 8 with the motor adapter described above.

[0007] The third problem mentioned above is solved according to the invention by a vehicle seat according to claim 9 with the adjustment device described above and the motor adapter described above.

[0008] Because the coupling, especially the compensating coupling, is mounted directly onto the motor, particularly its motor shaft, potential component tolerances, especially axial and radial misalignments, can be easily compensated for. In the prior art, so-called flexible shafts are used for this purpose. Furthermore, because the motor is designed as a direct drive, it can also be used in confined installation spaces. The direct coupling also enables simple acoustic decoupling.

[0009] The motor can, for example, be designed as a geared motor. The motor includes an output shaft as its motor shaft. A clutch is provided for coupling the motor to the gearbox.

[0010] The coupling can, for example, be mounted directly onto a motor shaft of the engine. Specifically, the coupling can be mounted directly onto the motor shaft, in particular by frictional, positive, and / or material-locking means, for example, pluggable / plugged, pressable / pressed, crimpable / pressed, and / or press-fittable / pressed in.

[0011] For example, the coupling, especially the compensating coupling, can be multi-part. Alternatively, the coupling can be a single piece. In particular, the coupling can comprise a coupling adapter and a coupling element.

[0012] The coupling adapter and the coupling element are, for example, rigidly connected to each other, in particular in a rotationally fixed manner. For example, the coupling element can be mounted directly onto the coupling adapter. In particular, the coupling adapter is mounted directly onto the motor shaft, especially by friction fit, positive fit and / or material fit, for example by being inserted, pressed, pressed in and / or crimped.

[0013] Furthermore, the motor and the clutch can be pre-assembled or pre-assemblable into a single assembly unit.

[0014] Advantageous embodiments, which can be used individually or in combination with each other, are the subject of the dependent claims. Figures and embodiments of the invention

[0015] 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. The figures show: Fig. 1: schematic representation of a vehicle seat with a longitudinal adjustment device according to the state of the art, Fig. 2: A perspective view of a motor adapter for a motor of an adjustment device, Fig. 3: A perspective view of a motor output with a joined coupling, Fig. 4: A sectional view of the motor adapter with the motor attached and the coupling attached directly to the motor, Fig. 5: A perspective view of the motor adapter with motor and its connection to the adjustment device, Fig. 6: A perspective view of the connection of the motor to the adjustment device without a motor adapter, but with a joined coupling, Fig. 7: Another perspective view of the connection of the motor to the adjustment device with motor adapter from above onto the adjustment device, Fig. 8: Another perspective view of the connection of the motor to the adjustment device with motor adapter from below onto the adjustment device as part of an adjustable armrest, Fig. 9 schematically in exploded view the engine and the clutch, and Fig. 10 schematically in exploded view the motor with attached coupling adapter and the coupling element.

[0016] Corresponding parts are marked with the same reference symbols in all figures.

[0017] One in the Fig. A vehicle seat 100, schematically depicted in relation to the prior art, is described below using three mutually perpendicular spatial directions. A longitudinal direction x of a vehicle seat 100 installed in a vehicle runs largely horizontally and preferably parallel to a longitudinal direction of the vehicle, corresponding to the vehicle's usual direction of travel. A transverse direction y, perpendicular to the longitudinal direction x, is also horizontally oriented in the vehicle and runs parallel to a transverse direction of the vehicle. 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 a vehicle, the vertical direction z preferably runs parallel to a vertical axis of the vehicle.

[0018] The position and direction designations used, such as front, rear, top, and bottom, refer to the viewing direction of an occupant seated in vehicle seat 100 in a normal seating position, whereby the vehicle seat 100 is installed in the vehicle, in a suitable position 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 designed to be mirror-symmetrical about a plane perpendicular to the transverse direction y.

[0019] The backrest 104 can be pivotally mounted on a seat section 102 of the vehicle seat 100. For this purpose, the vehicle seat 100 can optionally include a fitting 106, in particular an adjustment fitting, swivel fitting, locking fitting or wobble fitting.

[0020] The position and direction specifications used, such as radial, axial, and circumferential, refer to a rotation axis 108 of the fitting 106. Radial means perpendicular to the rotation axis 108. Axial means in the direction of or parallel to the rotation axis 108.

[0021] The vehicle seat 100 can optionally include a longitudinal adjustment device 110. The longitudinal adjustment device 110 comprises, 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.

[0022] For clarity, the first rail element 114 will be referred to as the upper rail 114 in the following description. This upper rail 114 (also called running rail or carriage) is assigned to the vehicle seat 100 and designed to support this vehicle seat 100. The second rail element 116 will be referred to as the lower rail 116. The lower rail 116 is fixed and, for example, connected to the floor of a vehicle.

[0023] The longitudinal adjustment device 110 represents an adjustment device 120 for the vehicle seat 100. Additionally, the vehicle seat 100 may have a further or alternative adjustment device 120, for example an armrest adjustment device 122, an armrest 123, and / or a backrest adjustment device 124.

[0024] Fig. Figure 2 shows a perspective view of a motor adapter 126 for a motor 128 of one of the adjustment devices 120 of the vehicle seat 100. The motor adapter 126 can be provided for and configured accordingly for an adjustment device 120 having a rail arrangement 112 for connecting the motor 128 to the rail arrangement 112.

[0025] The motor 128 with the motor adapter 126 can be arranged within the armrest 123 and form part of an armrest drive. This ensures the positioning of the armrest 123, for example in the longitudinal direction x, according to the wishes of an occupant or to facilitate entry into the vehicle seat 100 or behind the vehicle seat 100, which is designed as an easy-entry seat. The motor 128 is coupled to the rail assembly 112, which, for example, has a spindle longitudinal adjustment.

[0026] The motor 128 comprises a motor housing 128.1 and a motor connection 128.2 for electrical supply and control of the motor 128. The motor 128 is designed in particular as a low-voltage motor.

[0027] The motor 128 with motor adapter 126 can also be used with the longitudinal adjustment device 110 with two seat rails or upper rails 114, whereby the motor 128 is coupled to one of the two upper rails 114 and drives them.

[0028] The motor adapter 126 comprises, on the one hand, a motor mount 126.1 and, on the other hand, a coupling mount 126.2.

[0029] The motor mount 126.1 is designed, for example, as a first, in particular elongated, receiving opening 126.1.1 which is designed to receive the motor 128 and to hold it releasably in a form-fit and / or force-fit manner.

[0030] The coupling receptacle 126.2 adjoins the motor mount 126.1 along the longitudinal extension of the motor adapter 126. The coupling receptacle 126.2 is designed, for example, as a second, in particular rectangular, receiving opening 126.2.1, which is configured to receive a coupling 130, in particular a compensating coupling, and to hold it releasably in a positive-locking and / or frictional manner.

[0031] The coupling 130 is directly attached to the motor 128, in particular to its motor shaft 128.3, for example with knurling, in particular pressable or pressed in, pressable or pressed in or the like.

[0032] Because the coupling 130 is mounted directly onto the motor 128, potential component tolerances, in particular axial misalignments between the motor shaft 128.3 and the gearbox input, as well as radial misalignments, can be easily compensated. The coupling 130 has a coupling interface 130.1 to a gearbox 136 (shown in Fig. 5), the adjusting device 120. The coupling interface 130.1 is designed to correspond to the gearbox 136, in particular a worm gear. For example, the coupling interface 130.1 is designed as a square profile.

[0033] The motor adapter 126 can also include damping sections 132. The damping sections 132 are designed to dampen vibrations of the motor 128. The damping sections 132 are specifically configured to correspond to an outer shape of the motor housing 128.1 of the motor 128. The damping sections 132 are, for example, ring-shaped, belt-shaped, bridge-shaped, or the like, and are in contact with the motor housing 128.1. The damping sections 132 can be formed separately and detachably attached to the motor housing 128.1. The damping sections 132 are, for example, designed as a separate molded component or a separate profile body. The damping sections 132 can also be integrally formed with the motor housing 128.1, in particular by injection molding.

[0034] The motor adapter 126 is designed as a profiled body, for example a semi-open one, with stiffening sections 126.3. The stiffening sections 126.3 are designed, for example, as walls, webs, ribs, or the like. The motor adapter 126 is designed, in particular, as a one-piece molded body, especially an injection-molded part or the like. In particular, the motor adapter 126 is a functional 3D molded body with an integrated motor mount 126.1, an integrated coupling mount 126.2, integrated damping sections 132, and / or integrated mounting sections 134.

[0035] The damping sections 132, in particular rubber elements or other suitable dampers, are arranged, in particular, between the motor 128 and the motor adapter 126. The damping sections 132 are designed and configured and arranged directly on the motor 128 such that the motor 128 is completely acoustically decoupled from the motor adapter 126 and thus acoustically damped. There is no direct contact between the motor adapter 126 and the motor 128. The damping sections 132 are arranged between them.

[0036] First fastening sections 134.1 are designed, for example, as releasable clip connections 138 or snap connections, comprising, for example, complementary clips and clip receptacles or complementary snap hooks 134.4 and snap receptacles 134.5, between motor adapter 126 and motor 128.

[0037] Second fastening sections 134.2 are designed, for example, as releasable clip connections 138 or snap connections, comprising, for example, complementary clips and clip receptacles or complementary snap hooks 134.4 and snap receptacles 134.5, between motor adapter 126 and motor connection 128.2.

[0038] Third fastening sections 134.3 are, for example, designed as detachable screw connections or rivet connections, comprising, for example, complementary screws and screw receptacles or complementary rivets 134.6 and rivet receptacles 134.7, between motor adapter 126 and adjusting device 120, as shown in Fig. 5.

[0039] The motor adapter 126 can be pre-assembled with the motor 128 and the coupling 130 to form an assembly 142. The assembly 142 can then be mounted as a whole onto the adjusting device 120.

[0040] Fig. Figure 3 shows a perspective view of a motor output with a joined coupling 130 with coupling interface 130.1 for connection and coupling with the gearbox 136 (shown in Fig. 5).

[0041] The coupling interface 130.1 has a square profile as its outer shape, at least in some sections. The coupling interface 130.1 comprises a base section 130.1.1 and a coupling section 130.1.2. The base section 130.1.1 is hollow cylindrical. The coupling section 130.1.2 is either a hollow square profile or a solid square profile.

[0042] The coupling 130 comprises, as coupling elements 130.0, a number of ring discs 130.3, which are connected to an adjacent ring disc 130.3 via a number of webs 130.2, in particular by two webs 130.2. The ring discs 130.3 are flexible and can compensate for tolerances.

[0043] Two webs 130.2 for connecting two longitudinally adjacent ring disks 130.3 (on one side of a motor shaft) are, for example, offset by 90° relative to the two webs 130.2 for connecting another two longitudinally adjacent ring disks 130.3 (on the other side along the motor shaft). This allows the elasticity of the ring disks 130.3 to be used for compensating movement. To ensure uniform torque transmission at angular positions, the offset webs 130.2 (also called web bridges) must be the same number.

[0044] Additionally, a coupling adapter 130.4 may be provided. The coupling adapter 130.4 has an extension 130.4.1, in particular a disc-shaped or radial extension 130.4.1.

[0045] Fig. Figure 4 shows a sectional view of the motor 128 with the coupling 130 attached directly to the motor 128 and without the motor adapter 126 (shown in Fig. 3).

[0046] Because the coupling 130 is mounted directly onto the motor 128, in particular onto a rigid or fixed motor shaft 128.3, potential component tolerances, especially axial and / or radial misalignments, can be easily compensated. Furthermore, due to the motor 128 being a direct drive, it can also be used in confined installation spaces. The elasticity of the ring discs 130.3 can be used for compensating movements, especially axial compensating movements.

[0047] The motor shaft 128.3 can be provided with a knurled profile 128.3.1. The coupling adapter 130.4 is first pressed onto the motor shaft 128.3 with knurled profile 128.3.1. From then on, it is positively and frictionally connected to the motor shaft 128.3.

[0048] On the side facing the motor 128, the coupling adapter 130.4 has an extension 130.4.1, for example, disc-shaped, which may be provided with a number of through-openings 130.4.2. The extension 130.4.1 is arranged coaxially with the motor shaft 128.3. The extension 130.4.1 preferably comprises several circularly and uniformly distributed through-openings 130.4.2 for a clip connection 138 with the coupling 130. The clip connection 138 between the coupling 130 and the coupling adapter 130.4 forms a fourth fastening section 134.8, which is designed, for example, as a clip connection 138 or a snap-fit ​​connection with a snap hook 134.4 and a snap receptacle 134.5, or of another type.

[0049] The clip connection 138 can be used to compensate for misalignments, such as axial and / or radial misalignments, between the motor shaft 128.3 (also called the drive shaft) and the axis of rotation of the gearbox 136, particularly the worm gear within the gearbox 136. The clip connection 138 ensures the axial fixation and centering of the coupling 130 on the coupling adapter 130.4.

[0050] The coupling 130 establishes the connection between the motor 128 and the gearbox 136 and can compensate for angular, axial, and / or radial misalignments. Conventional adjusting devices 120 (also called adjusters) typically use flexible shafts; these can be omitted due to the invention. However, such a solution is advantageous because of the small direct drive of the motor 128 in the limited installation space.

[0051] Furthermore, the coupling 130 provides additional acoustic decoupling.

[0052] To couple the coupling 130 and coupling adapter 130.4 with radial play (play in the direction of rotation), the through-holes 130.4.2 in the coupling adapter 130.4 can be larger in circumference / dimensions than the locking hooks 134.4 or locking lugs on the coupling 130 that engage in them. This creates play. As a result, the motor 128 can rotate before the coupling 130 is engaged. This allows the motor 128 to build up some kinetic energy to facilitate the start-up of the transmission movement.

[0053] For example, the motor shaft 128.3 projects through a hollow cylinder section 130.4.3 of the coupling adapter 130.4 and into a cavity 130.5, in particular a hollow cylinder, located within the base section 130.1.1 of the coupling 130. Additionally, the hollow cylinder section 130.4.3 of the coupling adapter 130.4 can be provided externally with lamellae 130.4.4 or rings. These lamellae 130.4.4 or rings are designed as a ribbed structure for strength. These lamellae 130.4.4, in particular annular lamellae, or rings thus prevent the pressing forces between the coupling adapter 130.4 and the motor shaft 128.3 from decreasing over time. These lamellae 130.4.4 or rings increase the cross-section and thus the stiffness, section by section, especially in the contact area of ​​the lamellae 130.4.4 or the rings.

[0054] The lateral distance between motor shaft 128.3 and the cylindrical surface of the cavity 130.5 is chosen such that tilting of the pre-assembled unit, consisting of motor 128 and clutch 130, for example, cannot lead to the destruction of the clutch elements 130.0, in particular the ring disc 130.3 and webs 130.2, since the contact between motor shaft 128.3 and the cylindrical surface of the cavity 130.5 limits the angle.

[0055] Furthermore, another assembly method is facilitated, as the coupling 130 can be pressed into the gearbox 136 with high force, particularly into a mating element, for example, a rectangular hole in the worm gear. In this process, the motor 128 with the pre-assembled coupling 130 is pressed into the worm gear of the gearbox 136. The motor adapter 126 is then threaded over the motor assembly (consisting of the motor 128, coupling 130 (compensating coupling), and damping elements / damping section 132) and fastened to the upper rail 114, for example, using rivets or screws. This is possible because the motor shaft 128.3 can be supported at its end face within the coupling adapter 130.4, as the flexible ring disc(s) 130.3 allow this axial movement in the assembly direction. The coupling interface 130.1 can thus be pressed into the gearbox 136, particularly into a mating interface of the worm gear, until it reaches its stop.

[0056] Fig. Figure 5 shows a perspective view of the motor adapter 126 with motor 128 and its connection to the adjusting device 120.

[0057] The motor adapter 126 with detachably arranged motor 128 can be pre-assembled as an assembly unit (also called a pre-assembly unit or pre-assembly unit).

[0058] During assembly, the motor 128 and the coupling 130 can be pre-assembled into a sub-assembly or the motor assembly of the motor adapter 126. After pressing in the motor assembly consisting of motor 128 with coupling 130 and coupling interface 130.1 (in Fig. (as shown in Figure 4) the motor adapter 126 with integrated damping sections 132 can be threaded into the gearbox 136 via the motor assembly and riveted to the rail arrangement 112 by means of the rivets 134.6 in the rivet receptacles 134.7.

[0059] Alternatively, the motor 128, the coupling 130, and separately designed damping sections 132 can be pre-assembled together as a pre-assembly or motor assembly. In other words, the damping sections 132 are not part of the motor adapter 126, but are designed separately and can be arranged around the motor 128. The separate damping sections 132 (also called damping elements) can, for example, be applied and fastened directly to the motor 128, in particular to a motor housing 128.1. For example, the separate damping sections 132 can be designed as separate damping rings, in particular rubber rings, or the like.

[0060] Fig. Figure 5 shows the adjustment device 120 with rail arrangement 112 and coupled drive consisting of motor adapter 126 with motor 128. Here, the motor 128, a miniature motor with a damping section 132, in particular a rubber element or a rubber band, is completely vibration-damped within the motor adapter 126. The motor 128 is coupled to the gearbox 136 of the movable seat rail or upper rail 114.

[0061] Fig. Figure 6 shows a perspective view of the connection of the motor 128 to the adjusting device 120, in particular its gearbox 136, without motor adapter 126, but with attached coupling 130 and damping section 132.

[0062] The coupling is achieved via a coupling 130 (also called a plastic coupling or plastic coupling) that is pressed directly onto the motor 128.

[0063] Fig. Figure 7 shows another perspective view of the connection of the motor 128 to the adjusting device 120 with motor adapter 126 in a top view obliquely from the front and from above on the adjusting device 120 designed as a longitudinal adjusting device 110.

[0064] The longitudinal adjustment device 110 can, for example, be used for longitudinal adjustment of the armrest 123 (shown in Fig. 1) or another seat component.

[0065] The motor adapter 126 is arranged and attached to the top rail 114. The motor adapter 126 has two third mounting sections 134.3 for attachment to the top rail 114.

[0066] The gearbox 136 protrudes from the upper rail 114. The gearbox 136 is arranged between the two third mounting sections 134.3. The motor adapter 126 is attached to the upper rail 114 such that the coupling receptacle 126.2, and thus the coupling 130 arranged in the coupling receptacle 126.2, rests against the gearbox 136 in such a way that the coupling interface 130.1 (shown in Fig. 2) leads directly into the gearbox 136. The gearbox 136 is, in particular, a worm gearbox. The coupling interface 130.1 is, in particular, a pivot pin, for example, a square profile. The coupling interface 130.1 is coupled in the gearbox 136, for example, to a worm, a worm wheel, or a worm nut, either motionally or rotationally fixed.

[0067] Fig. Figure 8 shows another perspective view of the connection of the motor 128 with motor adapter 126 to the gearbox 136 of the adjusting device 120 in a view from below of the adjusting device 120. The motor adapter 126 is firmly connected to the adjusting device 120 via the third fastening sections 134.3, in particular by riveting or screwing.

[0068] The adjusting device 120, in particular the movable upper rail 114, can in turn be connected to a support structure 140 of the armrest 123 (shown in Fig. 1) be coupled. The support structure 140 is, for example, designed as a profile component. The support structure 140 comprises two connection interfaces 140.1, via which the support structure 140 is detachably connected to the top rail 114 by means of screw connections. The support structure 140 can include reinforcing profiles 140.2, for example a reinforcing tube.

[0069] Fig. Figure 9 shows a schematic exploded view of the motor 128 and the clutch 130.

[0070] The motor 128 is provided with the damping section(s) 132. As previously described, these can be designed separately or as a single unit. They can be detachably attached to the motor housing 128.1.

[0071] The motor 128 has a motor shaft 128.3 as its output shaft, which protrudes from the motor housing 128.1. The clutch 130 comprises the previously described clutch adapter 130.4 and the clutch element 130.0 with the clutch interface 130.1 for the transmission 136 (shown in Fig. 7).

[0072] On the side facing the motor 128, the coupling adapter 130.4 has, for example, a disc-shaped extension 130.4.1, which may be provided with a number of through-holes 130.4.2. The through-holes 130.4.2 form detent receptacles 134.5 of the clip connection 138.

[0073] The extension 130.4.1 is arranged coaxially with the motor shaft 128.3. The clip connection 138 between the coupling adapter 130.4 and the coupling element 130.0 forms the fourth fastening section 134.8. For the clip connection 138 or snap connection, the coupling element 130.0 comprises a number of corresponding snap hooks 134.4 corresponding to the number of snap receptacles 134.5.

[0074] The motor shaft 128.3 can be provided with a knurled profile 128.3.1. The coupling adapter 130.4 is first pushed onto the motor shaft 128.3 with knurled profile 128.3.1 and pressed into place. This coupling adapter 130.4 is then positively and frictionally connected to the motor shaft 128.3. The coupling element 130.0 is then pushed onto the coupling adapter 130.4 and pressed into place. This coupling element 130.0 is then positively and frictionally connected to the coupling adapter 130.4.

[0075] Fig.Figure 10 shows a schematic exploded view of the motor 128 with the coupling adapter 130.4 attached and the coupling element 130.0 not yet attached. Reference symbol list 100 vehicle seats 102 Seat section 104 Backrest 106 fittings 108 Rotation axis 110 Longitudinal adjustment device 112 Rail arrangement 114 first rail element (top rail) 116 second rail element (bottom rail) 120 Adjustment device 122 Armrest adjustment device 123 Armrest 124 Backrest adjustment device 126 Motor adapters 126.1 Motor mount 126.1.1 first recording opening 126.2 Coupling mount 126.2.1 second intake opening 126.3 Stiffening section 128 engine 128.1 Engine housing 128.2 Motor connection 128.3 Motor shaft 128.3.1 Knurled profile 130 clutch 130.0 Coupling element 130.1 Coupling interface 130.1.1 Basic section 130.1.2 Coupling section 130.2 Bridge 130.3 Ring disc 130.4 Coupling adapter 130.4.1 Extension 130.4.2 Passage opening 130.4.3 Hollow cylinder section 130.4.4 Lamella 130.5 cavity 132 Damping section 134 Fastening section 134.1 first fastening section 134.2 second fastening section 134.3 third fastening section 134.4 Locking hook 134.5 Raster image 134.6 Rivet 134.7 Rivet receptacle 134.8 fourth fastening section 136 gearboxes 138 clip connection 140 supporting structure 140.1 Connection interface 140.2 Reinforcement profile 142 Assembly group x Longitudinal direction y transverse direction z Vertical direction

Claims

Motor adapter (126), designed as a one-piece molded body and comprising on one side a motor mount (126.1) and on the other side a coupling mount (126.2), wherein the motor mount (126.1) is designed as a first receiving opening (126.1.1) which is configured to receive a motor housing (128.1) of a motor (128) and to hold it detachably in a positive-locking and / or frictional manner, and wherein the coupling mount (126.2) adjoins the motor mount (126.1) and is designed as a second receiving opening (126.2.1) which is configured to receive a coupling (130) and to hold it detachably in a positive-locking and / or frictional manner, and wherein the coupling (130) is directly mounted onto the motor (128), wherein the coupling (130) comprises a coupling adapter (130.4) and at least one coupling element (130.0). comprising, which are connected to each other, wherein the coupling element (130.0) has a number of flexible ring discs (130.3) for compensating for tolerances. Motor adapter (126) according to claim 1, wherein the coupling (130) is directly attached to a motor shaft (128.3) of the motor (128). Motor adapter (126) according to claim 2, wherein the coupling (130) can be directly plugged, pressed, crimped or pressed onto the motor shaft (128). Motor adapter (126) according to claim 2 or 3, wherein the coupling (130) is designed as a compensating coupling. Motor adapter (126) according to one of the preceding claims, wherein the coupling element (130.0) is directly attached to the coupling adapter (130.4). Motor adapter (126) according to one of the preceding claims, wherein the coupling adapter (130.4) is directly attached to the motor shaft (128.3). Motor adapter (126) according to one of the preceding claims, wherein the motor (128) and the coupling (130) are pre-assembled or pre-assemblable to form an assembly (142). Adjustment device (120) for a vehicle seat (100) with a motor adapter (126) according to one of the preceding claims. Vehicle seat (100) with an adjustment device (120) according to claim 8 with a motor adapter (126) according to one of claims 1 to 7 .

Images