fastening system

Abstract

Fastening system for the slidable fastening of vehicle components, in particular seats or the like, to a floor (29) of a vehicle, in particular a motor vehicle, with at least one vehicle-side locking rail (10) having a longitudinal rail axis (27) and at least one vehicle-component-side locking pin (2), wherein the locking rail (10) is designed to at least partially receive the at least one locking pin (2) in such a manner that the at least one locking pin (2) is movable along the longitudinal rail axis (27) of the vehicle-side locking rail (10), characterized in that the at least one locking pin (3) is positively engaged in a sliding shoe (20) which is slidably and slidably mounted within the locking rail (10).

Description

[0001] The subject of the innovation is a fastening system for the slidable fastening of vehicle components to a floor of a vehicle according to the preamble of claim 1.

[0002] In vehicles with a large interior, the seats are often mounted in a sliding manner via a locking pin in a locking rail. For example, DE 295 00 474 U1 discloses a fastening system for the sliding attachment of seats, benches, or similar vehicle components to the floor of vehicles, particularly light commercial vehicles.

[0003] EP 2 527 191 A1 also discloses a fastening system comprising a slide and at least two locking pins, each locking pin comprising a connecting bolt and a countersunk head configured to form an inverted T. A vehicle-side locking rail comprises a top and a bottom, the top having a longitudinal groove configured to slidably receive the locking pins but preventing the countersunk heads from passing through. For inserting the countersunk heads into the rail, the rail has at least two through-holes intersecting the groove, configured to allow the countersunk heads to be inserted into the rail and then the locking pins to slide within the groove.

[0004] Furthermore, the fastening system comprises at least one locking bolt, which is movable and configured to pass through a through-hole and rest against the longitudinal groove, and a bolt actuating device configured to move the locking bolt into a retracted position on the slide, allowing the locking pins to slide into the groove. Conversely, in an active position, the locking bolt can engage in one of the through-holes and exert pressure on the rail to lift the locking pins engaged in the groove and press the countersunk heads against the underside of the rail.

[0005] These are often aluminum rails, with direct contact between the rail and the locking pins, which are also made of metal.

[0006] Various stresses occur when the locking pins move within the locking rail, affecting the sliding behavior and service life of the system. These stresses can vary depending on the vehicle type, seat design, and usage profile.

[0007] The seat's own weight exerts a constant, vertical force on the locking pins. Lateral forces can also act on the seat, and thus on the locking rail via the locking pins, when getting in and out.

[0008] Engine operation and uneven road surfaces cause vibrations that lead to oscillating forces. During acceleration or braking, forces act on the seat, and consequently on the locking pins and locking rail, in the direction of movement. In curves, centrifugal forces push the seat outwards. In the event of severe vibrations or accidents, impact loads can occur, resulting in high, short-term forces.

[0009] Friction and abrasion can also lead to surface wear over time, reducing the precision of the fit. This results in increased friction, making sliding more difficult.

[0010] Wear and tear or overloading can also cause play between the locking pins and the locking rail, leading to an imprecise fit and increased noise.

[0011] Additionally, disturbing noises can occur if short, violent impacts occur between the locking bolts and the locking rail, which can happen rhythmically while driving.

[0012] The innovation is therefore based on the task of further developing a fastening system of the type mentioned above in such a way that reliable and quiet guidance and holding of the locking pins in the locking rail is possible.

[0013] The problem is solved according to the invention by the features of the independent claim, while advantageous embodiments and further developments of the invention can be found in the dependent claims.

[0014] An advantageous feature is that at least one locking pin is positively engaged in a holding section of a sliding shoe, which is slidably mounted within the locking rail.

[0015] This minimizes stress and increases the system's lifespan.

[0016] The sliding shoe is a special plastic component that is inserted into a mechanical connection to reduce friction between the parts, thus enabling smooth and even gliding. This plastic sliding shoe is therefore extremely wear-resistant and extends the service life of the entire assembly.

[0017] In the case of a vehicle seat, the sliding shoe encases the locking pin and slides with it in the locking rail, or is fixed in the rail by it after the bolt actuation device is activated. In this way, the sliding shoe can dampen vibrations and contributes to improved movement of the locking pins in the locking rail.

[0018] The tolerances in the manufacturing of the sliding shoe are crucial for optimal function and longevity of the component, as they directly influence the accuracy of fit, the sliding behavior and the service life of the entire construction.

[0019] Preferably, the sliding shoe is shaped such that its outer profile corresponds to the inner profile of the locking rail. The outer diameter of the sliding shoe must fit precisely into the channel cross-section of the locking rail without binding or being too loose. A higher degree of accuracy results in less friction, which also improves the distribution of loads. Preferably, the sliding shoe can be inserted into the locking rail from its end face and can also only be removed from one end face, as it is wider than the longitudinal groove of the locking rail.

[0020] Preferably, the sliding shoe has at least one retaining section for the releasable reception of a locking pin. Preferably, the retaining section is formed by a largely circular recess in the upper half of the sliding shoe, the diameter of which is slightly larger than the diameter of a countersunk head of the locking pin.

[0021] In another embodiment, the inner diameter of a holding section fits exactly onto the outer diameter of the countersunk head to avoid any play.

[0022] In another embodiment, the holding section has an undercut behind which an inserted countersunk head can engage.

[0023] The shape of each individual retaining section of the sliding shoe is optimally adapted to the geometry of the locking pin. This innovation can also be used with other types of locking rails, for example, rails without through-holes with fastening systems that use a different type of locking pin.

[0024] Preferably, at least one further holding section is provided, wherein the holding sections are spaced apart longitudinally along the longitudinal axis of the sliding shoe.

[0025] The material used for the sliding shoe is preferably a wear-resistant and corrosion-resistant material that is hard and has low friction.

[0026] Plastic is the preferred material for the sliding shoe, resulting in low friction. PTFE (Teflon) is particularly favored, as it has a low coefficient of friction, significantly reducing sliding resistance.

[0027] Other materials could include: UHMW-PE (Ultra-high molecular weight polyethylene), which offers a good combination of hardness and toughness. POM (polyoxymethylene), which offers high stiffness and strength while also providing good sliding properties. PA (polyamide) is used for higher loads, offering a good combination of strength and flexibility.

[0028] The innovation lies in the use of a plastic component that is attached to the lower locking pins. This plastic sliding shoe improves the sliding properties, and furthermore, the locking pins are guided more effectively in the aluminum rail, providing the necessary support even when locked in place, preventing the parts from moving relative to each other.

[0029] They show: Fig. 1: A front view of a slide with locking pins according to the state of the art Fig. 2: A bottom view of a slide with locking pins according to the state of the art Fig. 3: A top view of a locking rail according to the state of the art Fig. 4: A perspective view of a gliding shoe below the rail Fig. 5: A perspective view of a gliding shoe connected to the rail Fig. 6: A perspective view of a locking rail according to the state of the art Fig. 7: a sectional view of the locking rail according to Fig. 6 with inserted gliding shoe

[0030] The Fig. 1, Fig. 2 to Fig. Figure 3 shows the known components from the state of the art.

[0031] This shows Fig. 1. A slide 1 as part of a fastening system for the slidable fastening of vehicle components, for example seats or the like, to a floor 29 of a vehicle, in particular a motor vehicle. A bolt actuation device 9 is provided on the upper surface 6 of the slide 1, by means of which a locking bolt 8 arranged on the underside 5 of the slide 1 can be manually actuated. In this way, the slide 1 can be fixed with the locking rail 10 after reaching a desired sliding position.

[0032] In addition to the locking bolt 8, a number of locking pins 2 are present, which also protrude from the underside 5 of the slide 1. A locking pin 2 consists of at least one connecting bolt 3, which is connected at one end to the underside 5 and has a countersunk head 4 at its opposite end, the diameter of which is larger than the diameter of the connecting bolt 3.

[0033] Fig. Figure 2 shows the underside 5 of the slide 1, with the locking pins 2 arranged along the longitudinal extent of the slide, whereby only the countersunk heads 4 of the pins 2 are visible. Additionally, the locking bolt 8 is visible, which also protrudes from the underside 5.

[0034] Fig. Figure 3 shows a locking rail 10 with a longitudinal groove 11 in the upper surface 14, extending along the longitudinal axis 27 of the rail. The longitudinal groove has through openings 12 at regular intervals, which are wider than the width of the groove 11 and are arc-shaped.

[0035] In addition to the longitudinal groove 11, the upper surface 14 has a raised area which serves as a sliding surface 15 for the support of the lower surface 5 of the slide 1.

[0036] When the carriage 1 is placed on the locking rail 10, the locking pins 2 engage in the through-openings 12 and project into the channel 16 below the longitudinal groove 11. The width of the channel is greater than the width of the longitudinal groove 11 and at least as wide as a through-opening 12.

[0037] The width or diameter of the nearly circular through-opening 12 is larger than the diameter of the countersunk heads 4. Thus, the locking pin 2 can be inserted into the channel 16 of the locking rail 10 in this area.

[0038] If the carriage 1 is now moved parallel to the longitudinal axis 27 of the rail and the counterheads 4 are no longer concentric to the through openings 12, but below the longitudinal groove 11, the carriage 1 can no longer be lifted in a vertical direction, since the counterheads 4 abut the upper boundary 19, i.e. the underside of the top surface 14 in the area of ​​the sliding surface 15.

[0039] Fig. Figure 4 shows the sliding shoe 20 according to the invention, which has a number of retaining sections 21 along its longitudinal extent. A locking pin 2 can be received in each retaining section 21. The distance between the centers of the retaining sections 21 corresponds to the distance between the centers of the locking pins. In the example shown, three locking pins 2 are located on one side of the slide 1 and one locking pin is located on an opposite, still visible side of the slide 1.

[0040] The sliding shoe 20 consists of a rectangular base body 22 and a retaining body 23 connected to it above. The retaining body 23 has retaining sections 21, which are present as recesses or indentations in the material of the retaining body. Laterally, the retaining section has interruptions 24 in the material of the retaining body where no material is present.

[0041] In Fig. Figure 4 also indicates the channel 16 of the locking rail, in which the sliding shoe 20 is received in a nearly form-fitting manner so that it can be slidably displaced. The upper surface 25 of the sliding shoe slides along the upper boundary 19 of the channel 16.

[0042] Fig. Figure 5 shows the state in which the locking pins 2 are received or inserted into the retaining sections 21. Preferably, this is a positive-locking connection so that the locking pin cannot loosen on its own and there is no play.

[0043] By inserting the locking pins 2 into the sliding shoe 20, the latter can now be moved parallel, i.e. along the longitudinal axis 27 of a vehicle-side locking rail 10, with the sliding shoe being slidably mounted within the locking rail 10.

[0044] Fig. Figure 6 shows a locking rail 10 according to the prior art, with a longitudinal groove 11 which is regularly interrupted by through openings 12 into which the locking pins 2 can engage. Below the longitudinal groove 11, the free space transitions into a channel 16, with undercuts in the area of ​​the longitudinal groove 11, along the underside of which the upper side of the sliding shoe 20 slides.

[0045] The channel 16 has a bottom wall 18 and two side walls 17, and is bounded at the top by the upper boundary 19, formed by the two undersides of the sliding surfaces 15.

[0046] Fig. Figure 7 shows how the sliding shoe 20 is adapted to the geometry of the channel 16 and guides its movement along the bottom wall 18 of the channel 16 with its base body 22. Laterally, the movement of the sliding shoe 20 is limited by the opposite side walls 17, the geometry of the outer surface of the sliding shoe 20 approximately corresponding to the inner surface of the channel, i.e., the channel cross-section, bounded by the bottom wall 18, the side walls 17, and the upper boundary 19.

[0047] The present innovation is not limited to this embodiment and other, different channel cross-sections 28 can also be used with a correspondingly adapted sliding shoe.

[0048] Fig.Figure 7 also shows how the countersunk head 4 is received in the retaining section 21. For this purpose, the initially cylindrical retaining section 21 has an undercut 30, beyond which the cross-section widens. A countersunk head inserted from above displaces the material in the area of ​​the cylindrical cross-section before the upper surface 31 slides under the undercut 30 and the material contracts back to its original position. Thus, the countersunk head 4 is held below the undercut 30, which has a diameter smaller than the diameter of the countersunk head. This allows relative movements in the axial direction of the locking pin to continue until they are completely prevented. Drawing legend 1 sled 2 locking pins 3 connecting bolts 4 plate head 5 Underside 6 Top 7 Front 8 locking bolts 9 bolt actuation device 10 locking rail 11 Longitudinal groove 12. Passage opening 13 14 Top 15 sliding surface 16-channel 17 side wall 18 Floor wall 19 upper limit 20 ice skates 21 Stop section 22 Basic bodies 23 holding bodies 24 Interruption 25 Top 26 27 Longitudinal rail axis 28 Channel cross-section 29 Floor 30 Undercut 31 Top side (of 4) QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 295 00 474 U1

[0002] EP 2 527 191 A1

[0003]

Claims

Fastening system for the slidable fastening of vehicle components, in particular seats or the like, to a floor (29) of a vehicle, in particular a motor vehicle, with at least one vehicle-side locking rail (10) having a longitudinal rail axis (27) and at least one vehicle-component-side locking pin (2), wherein the locking rail (10) is designed to at least partially receive the at least one locking pin (2) in such a manner that the at least one locking pin (2) is movable along the longitudinal rail axis (27) of the vehicle-side locking rail (10), characterized in that the at least one locking pin (3) is positively engaged in a sliding shoe (20) which is slidably and slidably mounted within the locking rail (10). Fastening system according to claim 1, characterized in that the sliding shoe (20) is shaped such that its outer profile corresponds to the inner profile of the locking rail (10) in the area of ​​a channel cross-section (28). Fastening system according to claim 1 or 2, characterized in that the sliding shoe (20) has at least one retaining section (21) for the releasable reception of a locking pin (3). Fastening system according to one of claims 1 to 3, characterized in that the retaining section (21) is a recess in the upper half of the sliding shoe (20), the diameter of which is slightly larger than the diameter of a disc head (4) of the locking pin (2). Fastening system according to one of claims 1 to 4, characterized in that the retaining section (21) has an undercut (30) for retaining a disc head (4) of the locking pin (2). Fastening system according to one of claims 1 to 5, characterized in that at least one further retaining section (21) is provided and that the retaining sections (21) are spaced apart longitudinally axially from each other along the longitudinal axis of the sliding shoe (20). Fastening system according to one of claims 1 to 6, characterized in that the sliding shoe is made of plastic, in particular PTFE. Fastening system according to one of claims 1 to 7, characterized in that the sliding shoe (20) is divided into two parts and consists of a lower base body (22) which slides on the bottom (29) of the channel (16) and an upper retaining body (23) which slides along the upper boundary (19) of the locking rail (10). Fastening system according to claim 8, characterized in that the at least one retaining section (21) is arranged in the retaining body (23).

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