Adjustment device for a vehicle seat with a swivel element having a deformation section
Patent Information
- Application Number
- EP2023734989
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2022-06-27
- Filing Date
- 2023-06-23
- Publication Date
- 2025-04-30
AI Technical Summary
Vehicle seat adjustment devices face challenges in absorbing and dissipating high crash loads while maintaining a lightweight and cost-effective design, particularly in ensuring safe and controlled movement during crashes to prevent injury.
The adjustment device incorporates a pivoting element with a deformation section and a toothed segment that provides additional support through a support section, allowing deformation under increased loads, thereby reducing the risk of uncontrolled movement or tearing during crashes.
The solution effectively absorbs and dissipates crash forces, ensuring the vehicle seat remains securely positioned in all crash directions, reducing the risk of whiplash injuries and maintaining the seat's lightweight and cost-effective design.
Smart Images
Figure 1.1
Abstract
Description
[0001] Adjustment device for a vehicle seat with a pivoting element having a deformation section
[0002] Description
[0003] The invention relates to an adjusting device for a vehicle seat according to the preamble of claim 1.
[0004] Such an adjustment device comprises a first assembly, a second assembly adjustable relative to the first assembly, a pivoting element, and an adjustment drive. The pivoting element comprises a toothed segment and a surface element connected to the toothed segment and is pivotable relative to one another to adjust the first assembly and the second assembly. The adjustment drive comprises a pinion element that interacts with the toothed segment and can be driven to pivot the pivoting element. The surface element of the pivoting element has a first coupling section coupled to the first assembly, a second coupling section coupled to the second assembly, and a deformation section arranged between the first coupling section and the second coupling section.
[0005] Such a pivoting element serves to adjustably couple two assemblies of a vehicle seat to one another. For example, in a height-adjustment device, a seat part of the vehicle seat can be coupled to a base assembly, such as a longitudinal adjustment device for longitudinally adjusting the vehicle seat, via a plurality of pivoting elements, for example, two pairs of two pivoting elements each. The pivoting elements of the height-adjustment device can be pivoted to change the height of the seat part relative to the base assembly. A pivoting element is operatively connected to an adjustment drive and can thus be pivoted via the adjustment drive.
[0006] In a vehicle seat, it is generally important to ensure that load forces can be reliably absorbed and dissipated, even under high loads, especially in the event of a crash. In the case of a height adjustment device, forces must be supported, particularly by a pivoting element connected to an adjustment drive, to prevent uncontrolled movement or even tearing of the vehicle seat in the event of a crash, which could otherwise pose a significant risk of injury to a vehicle occupant.
[0007] However, the aim is to make vehicle seat components as lightweight and cost-effective as possible in order to enable simple, lightweight and cost-effective production of the vehicle seat.
[0008] In addition, in the case of a pivoting element, for example, a height adjustment device, it may be desirable for the pivoting element to be able to deform under crash load. This allows for a certain amount of movement of the vehicle seat in the form of a crumple zone, thereby absorbing crash forces and, for example, counteracting whiplash in a vehicle occupant. For this purpose, a deformation section can be provided on such a pivoting element, where the pivoting element can deform as intended under crash load.
[0009] A pivoting support for a vehicle seat known from DE 19953758 C1 comprises two layers that, in an unloaded state, are tightly adjacent to one another but separated from each other. The layers have different buckling stiffnesses, with the layer with greater buckling stiffness being longitudinally displaceable by a predetermined distance at at least one contact point, and the layer with lower buckling stiffness being designed for lateral buckling under overload.
[0010] The object of the present invention is to provide an adjustment device for a vehicle seat in which a pivoting element can be designed to be lightweight, while providing a crash-safe connection between associated components. This object is achieved by an object having the features of claim 1.
[0011] Accordingly, the toothed segment has a support section. The toothed segment is connected to the surface element on a first side of the deformation section. The support section is designed to be supported on the surface element on a second side of the deformation section and / or on one of the first subassembly and the second subassembly upon deformation of the deformation section as a result of loading forces acting on the pivoting element in the event of a crash.
[0012] The pivoting element is part of an adjustment device that allows the associated assemblies to be adjusted relative to one another. The pivoting element can be pivoted relative to at least one of the assemblies and is operatively connected to an adjustment drive, which, via a pinion element, engages a toothed segment of the pivoting element. By driving, the pinion element can be rotated relative to the toothed segment and thereby meshes with a toothing of the toothed segment, pivoting the pivoting element and thus adjusting the assemblies relative to one another.
[0013] The pivoting element has a surface element connected to the toothed segment. The surface element forms a first coupling section coupled to the first assembly and a second coupling section coupled to the second assembly, thus forming a lever between the assemblies that can be pivoted by the adjustment drive to adjust the assemblies relative to one another.
[0014] A deformation section is formed on the surface element, which is located between the first coupling section and the second coupling section and enables deformation of the surface element to allow deformation and thus a change in position between the coupling sections in a state of increased load, particularly in the event of a crash. Such deformation can reduce the load forces acting on a user in the vehicle seat in the event of a crash, for example, to counteract whiplash, for example in a rear-end collision.
[0015] In order to absorb load forces in both a frontal and a rear-end crash in such a way that the vehicle seat is held securely and reliably against the vehicle floor in every crash direction and no excessive change in position of the vehicle seat can occur, additional support is provided via the toothed segment. The toothed segment has a support section which, when load forces act in the event of a crash, comes into supporting interaction with a section of the surface element or with one of the associated assemblies. The toothed segment is connected to the surface element on a first side of the deformation section. The support section can create additional support with a section on another, second side of the deformation section and / or one of the assemblies in order to be able to reliably absorb and dissipate load forces regardless of the crash direction.
[0016] In this case, the load forces acting in a crash are those forces that lead to plastic deformation in the deformation section of the surface element in a crash, particularly in a frontal or rear-end crash of the vehicle. In a crash, particularly large load forces act on a vehicle seat. Depending on the direction of the crash, these forces can force the vehicle seat forward (in the forward-facing direction) or rearward, for example, and correspondingly lead to large forces acting on a occupant of the vehicle seat.
[0017] However, under usual loading forces in a normal state of use, in particular as a result of the weight forces of a user, there is no (plastic) deformation at the deformation section and thus no (significant) support via the support section of the tooth segment.
[0018] For example, the support section can be designed to be supported on the surface element on the second side of the deformation section in the event of deformation of the deformation section as a result of loading forces acting on the pivoting element in a frontal crash. The toothed segment is fastened to the surface element and, for this purpose, is arranged on the surface element on a first side of the deformation section. The toothed segment spans the deformation section so that in the event of a frontal crash, the support section can provide support on the surface element on the second side of the deformation section facing away from the first side. In the event of a frontal crash, the toothed segment thus bridges the deformation section and thereby prevents excessive deformation on the deformation section, so that loading forces acting on the pivoting element in the event of a frontal crash can be reliably absorbed and dissipated.Additionally or alternatively, the support section is designed to bear against an associated component in the event of a deformation of the deformation section as a result of loading forces acting on the pivot element in a rear-end collision. For this purpose, it can be provided that a deformation can occur in the deformation section in the event of a rear-end collision, as a result of which the support section comes into contact with the associated component, for example, by the support section striking the associated component and thus preventing further deformation of the deformation section.
[0019] Because the toothed segment provides additional support, the surface element of the pivoting element can be designed to be lightweight. The deformation section is designed and dimensioned such that deformation can occur at the deformation section under increased load, particularly in the event of a crash. Such deformation can, for example, be a stretching of the deformation section, in which the length of the deformation section is increased. Such deformation can occur in particular in the event of a rear impact. In the event of a frontal crash, there may be less and / or no significant deformation of the deformation section compared to a rear-end crash triggering similar load forces (crash forces).Excessive deformation and thus excessive change in position of the vehicle seat in the event of a crash is prevented by the toothed segment, which provides additional support depending on the degree of deformation and the direction of the load and thus prevents excessive deformation or even tearing off at the deformation section.
[0020] In one embodiment, the support section has a catch opening. The surface element, in contrast, has a catch element, for example in the form of a pin. The catch opening is, for example, semicircular, for example designed as an indentation formed on the toothed segment and thus open on one side. The catch opening and the catch element are designed and arranged relative to one another such that the catch opening and the catch element can engage with one another to support the support section on the surface element on the second side of the deformation section. While the toothed segment is fastened to the surface element on the first side of the deformation section, the catch element is arranged on the surface element on the second side of the deformation section.For example, in a frontal crash, the catch element engages with the catch opening of the support section, so that a support is created between the toothed segment and the surface element on the second side of the deformation section and the toothed segment thus bridges the deformation section.
[0021] According to a further development, the deformation section can be arranged and / or designed such that it is deformed less in the event of a frontal crash than in the event of a rear-end crash. In particular, the deformation section can be arranged and / or designed such that it is stretched in the event of a rear-end crash. This also makes it possible for the arresting element to be moved out of the arresting opening, thereby eliminating a load path between the arresting element and the arresting opening. In a frontal crash, the pivoting element thus remains as rigid as possible, whereas in a rear-end crash it deforms to form a different load path for dissipating load forces.
[0022] The catch element can, for example, be designed in the manner of a pin.
[0023] In one embodiment, the support section is designed to abut against a surface section of the assembly in order to support the support section on the associated assembly. In a normal position of use, the support section is preferably not in contact with the assembly. However, under increased load, in particular in the event of a crash, for example a rear-end crash, the support section is moved closer to the assembly and, due to deformation at the deformation section, comes into contact with the assembly, such that a force flow is created between the toothed segment and the assembly, and crash forces can therefore be introduced into the assembly via the toothed segment. This results in a secondary force connection, for example from the adjustment drive on one of the assemblies via the toothed segment into the other of the assemblies, and thus a force flow that is independent of the surface element and the deformation section formed on it.
[0024] In one embodiment, the support section is not supported on the surface element on the second side of the deformation section and / or on the associated assembly during normal use. The support section is thus spaced apart from, for example, an associated catch element on the second side of the deformation section and, moreover, is not in supporting contact with an associated assembly. This results in an arrangement in which over-determination is avoided during normal use and in which the pivoting element can be pivoted smoothly and quietly during normal use to adjust the assemblies.
[0025] However, it is also conceivable that the support section in the normal use state, for example, is already in contact with a catch element on the surface element on the second side of the deformation section and thus in the normal use state the engagement between the catch element and an associated catch opening on the support section already exists.
[0026] In one embodiment, the pivoting element is pivotable about a first pivot axis relative to the first assembly and about a second pivot axis parallel to the first pivot axis relative to the second assembly. The pivoting element is thus pivotable relative to both associated assemblies and, driven by the adjustment drive, can be moved relative to the assemblies, thereby adjusting the assemblies relative to one another.
[0027] In one embodiment, the surface element has a first surface section arranged on the first side of the deformation section and a second surface section arranged on the second side of the deformation section. The first surface section can, for example, form the first coupling section for coupling to the first assembly, while the second surface section forms, for example, the second coupling section for coupling to the second assembly. The deformation section is structurally different from the first surface section and the second surface section, for example in that the deformation section is bent around a first bending edge to form the first surface section and around a second bending edge to form the second surface section.In the region of the deformation section, the surface element has, in particular, reduced rigidity with respect to loading forces acting in the event of a crash (in particular in a frontal or rear-end crash), so that when loading forces act in the event of a crash, deformation occurs predominantly in the region of the deformation section. Depending on the direction of the loading forces, compression or elongation can occur at the deformation section, for example, so that the position of the coupling sections of the surface element can change depending on the deformation at the deformation section in the event of a crash. Preferably, the first bending edge and the second bending edge are not directed parallel to one another. Alternatively, the first bending edge and the second bending edge can be directed parallel to one another. The first bending edge and the second bending edge are arranged in a common plane, but extend obliquely to one another.Alternatively, the first bending edge and the second bending edge can be arranged in different planes. By aligning the bending edges, the deformation behavior at the deformation section can be influenced, so that in a crash, a defined deformation behavior occurs at the deformation section depending on the direction of the loading forces.
[0028] In one embodiment, the first surface section and the second surface section extend along a plane perpendicular to the first pivot axis and the second pivot axis. The first surface section and the second surface section are advantageously arranged in a common plane and are thus aligned with one another within the common plane. The deformation section is bent at the bending edges toward the surface sections and, for example, when viewed along a direction perpendicular to the plane, is flared out from the surface sections, so that the deformation section protrudes from the first surface section and from the second surface section.
[0029] The pivot axes are directed in particular along the transverse direction of the vehicle, so that the loading forces in a frontal crash and a rear-end crash act at least approximately in the plane within which the surface sections of the surface element extend. The toothed segment is fastened to the first surface section. The support section is designed to be supported on the second surface section or on one of the assemblies in the event of a deformation of the deformation section as a result of loading forces acting on the pivot element in the plane in the event of a crash. For example, a catch element can be arranged on the second surface section, which, depending on the direction of the acting loading forces, provides support by engaging in a catch opening on the support section.
[0030] In one embodiment, the adjustment drive is arranged on one of the assemblies. The adjustment drive is thus fixedly connected to one of the assemblies and is operatively connected to the toothed segment on the pivoting element via the pinion element. Driven by the adjustment drive, the pinion element meshes with the toothed segment and in this way pivots the pivoting element relative to the assembly on which the adjustment drive is arranged. This results in a flow of force from the adjustment drive into the toothed segment and via this into the pivoting element. In the event of a crash, for example in a rear-end crash, the toothed segment comes into contact with the other of the assemblies (i.e. the assembly on which the adjustment drive is not arranged) in a supporting manner, so that a secondary force connection is established between the adjustment drive on one assembly, the toothed segment and the other assembly.
[0031] The first assembly can, for example, be a frame part of a vehicle seat frame. The second assembly, in contrast, can be implemented, for example, by a guide rail of a longitudinal adjustment device of the vehicle seat. The pivoting element can, for example, be pivotable relative to both assemblies, so that by pivoting the pivoting element, for example, the height of the seat frame can be changed relative to the longitudinal adjustment device, and the adjustment device thus implements a height adjustment device.
[0032] However, the adjustment device can also implement another adjustment device for adjusting other seat assemblies relative to one another. In general, a pivoting element of the type described can be used in any adjustment device in which a pivoting element is driven by an adjustment drive and moved toward an associated assembly.
[0033] In one embodiment, a vehicle seat comprises an adjustment device of the type described. The vehicle seat can have a seat part and a backrest part connected to the seat part in an inclination-adjustable manner. The seat part is coupled, for example, via an adjustment device of the type described to a base assembly, for example, a longitudinal adjustment device, to implement a height adjustment device.
[0034] The concept underlying the invention will be explained in more detail below using the exemplary embodiment shown in the figures. They show:
[0035] Fig. 1 is a view of an embodiment of a vehicle seat;
[0036] Fig. 2 is a separate view of a pivoting element of an adjusting device;
[0037] Fig. 3 shows another view of the pivoting element; Fig. 4 shows a perspective view of the pivoting element;
[0038] Fig. 5 is another perspective view of the pivoting element;
[0039] Fig. 6 is a view of the pivoting element between associated assemblies in a frontal crash; and
[0040] Fig. 7 a view of the swivel element after deformation in a rear-end crash.
[0041] Fig. 1 shows an embodiment of a vehicle seat 1, which implements a seat frame for forming a seat frame 10 for providing a seat part. The seat frame 10 has lateral frame parts 100, 101, which are connected to one another via a cross tube 102 and support a seat pan 11, on which a seat surface for a vehicle occupant is formed.
[0042] In the illustrated embodiment, the seat frame 10 is coupled to a floor assembly in the form of a longitudinal adjustment device 12 via a height adjustment device 13.
[0043] The longitudinal adjustment device 12 has two pairs of guide rails 120, 121, 122, 123, of which the lower guide rails 120, 121 are connected to a vehicle floor. Upper guide rails 122, 123 are longitudinally displaceable along a longitudinal direction X relative to the lower guide rails 120, 121, so that the longitudinal position of the vehicle seat 1 can be adjusted in a vehicle.
[0044] The height adjustment device 13 has pivot elements 130, 131, 132, 2, which are each pivotally connected at one end to an associated one of the upper guide rails 122, 123 and at another, second end to an associated one of the frame parts 100, 101 of the seat frame 10, so that the pivot elements 130, 131, 132, 2 form two pairs of four-bar linkages which enable a height adjustment of the seat frame 10 relative to the longitudinal adjustment device 12.
[0045] In the height adjustment device 13, the pivoting element 2 is driven as an active element by an adjustment drive 133, while the other pivoting elements 130, 131, 132 are moved passively when the pivoting element 2 pivots. The adjustment drive 133 is arranged on an associated frame part 101 of the seat frame 10 and has a toothed element 134 that meshes with a toothing 200 of a toothed segment 20 of the pivoting element 2. When the pinion element 134 is rotated, driven by the adjustment drive 133, the pivoting element 2 is pivoted relative to the frame part 101 and also to the associated guide rail 123, so that the position of the pivoting element 2 and thus also the position of the other pivoting elements 130, 131, 132 between the seat frame 10 and the longitudinal adjustment device 12 changes and thus the height position of the seat frame 10 can be adjusted.
[0046] The pivoting element 2 is firmly connected to the cross tube 102 at one end. The cross tube 102 can be pivoted relative to the frame parts 100, 101, so that the pivoting element 2 can be pivoted relative to the seat frame 10. At its other end, the pivoting element 2 is pivotally coupled to the guide rail 123 by an attachment 124 in the form of an angle element.
[0047] As can be seen from the separate views of the pivoting element 2 according to Figs. 2 to 5, the pivoting element 2 has a toothed segment 20 that is attached to a surface element 21. The toothed segment 20 and the surface element 21 are designed as separate elements. The toothed segment 20 is secured to a surface section 213 of the surface element 21, for example, via rivets or other fastening elements.
[0048] The toothed segment 20 forms a toothing 200 with which the scoring element 134 of the adjustment drive 133 meshes, as can be seen from Fig. 1. The toothed segment 20 also forms, in an extension of the toothing 200, a support section 201 on which a catch opening 202 is formed.
[0049] The surface element 21, which can be formed, for example, from a bent sheet metal part, e.g., as a stamped and bent part, has a first coupling section 210 with an opening 211 formed therein, via which the surface element 21 is attached to the cross tube 102 of the vehicle 1 (see Fig. 1). Via a step 212, the coupling section 210 transitions into the surface section 213, to which the toothed segment 20 is attached.
[0050] The surface element 21 also has a second coupling section 215 with a bearing opening 216 formed therein, which is preferably designed as a passage, through which a bearing element 125, which is preferably designed as a stepped bolt, engages in the mounted position, via which bearing element 125 the pivot element 2 is pivotally coupled to the attachment part 124 of the guide rail 123, as can be seen, for example, in Figs. 6 and 7. The coupling section 215 is realized by a surface section of the surface element 21, which, together with the surface section 213, extends along a plane perpendicular to the pivot axes S1, S2, as can be seen in Fig. 5. The pivot element 2 can be pivoted about the pivot axes S1, S2, on the one hand to the seat frame 10 (pivot axis S1) and on the other hand to the associated guide rail 123 (pivot axis S2).
[0051] The surface sections 213, 215 of the surface element 21 are connected to one another via a deformation section 214, which is bent around bending edges B1, B2 to the respectively adjacent surface section 213, 215 and is flared perpendicular to the plane of the surface sections 213, 215, so that the deformation section 214 protrudes from the plane and projects relative to the surface sections 213, 215.
[0052] The deformation section 214 enables deformation of the pivoting element 2 under high load forces, particularly in the event of a crash, for example, a frontal or rear-end crash. Due to a deformation of the deformation section 214, the coupling sections 210, 215 and thus the pivot axes S1, S2 can change their position relative to one another if the pivoting element 2 is deformed due to high load forces. By providing such a crumple zone, the forces acting on a user in the event of a crash, particularly high-energy load cases, can be reduced.
[0053] In order to enable a lightweight design of the pivoting element 2, in particular of the surface element 21, in the event of a crash, forces are not dissipated solely via the surface element 21 and thus along a force flow via the deformation section 214. Instead, additional support is provided via the toothed segment 20, which creates a force flow bridging the deformation section 214 regardless of direction and thus enables the dissipation of crash forces from the seat frame 10 into the floor assembly, while avoiding an excessively large change in position of the vehicle seat 1 or even a tearing off in the event of a crash.
[0054] The support via the toothed segment 20 occurs in different ways depending on the direction of the crash. For support in a frontal crash with crash forces F1, which are directed particularly forwards, as can be seen from Fig. 6, a catch element 22 in the form of a pin is arranged on the surface section of the surface element 21 forming the coupling section 215, which is designed to create support by engaging in the catch opening 202 on the support section 201, bridging the deformation section 214. Via the support section 202, the toothed segment 20 bridges the deformation section 214 through the engagement of the engagement element 22, as shown in Fig. 6, in the event of a frontal crash and the load forces F1 acting during it, so that a secondary force connection is created via the toothed segment 20 with the coupling section 215 and, above this, with the add-on part 124 of the floor assembly.
[0055] Due to the cylindrical design of the catching element 22, the catching element 22 provides a pivot point which, upon deformation of the deformation section 214, enables a rotational deformation on the pivoting element 2, which, however, is limited to a comparatively small angle due to the shape of the deformation element 214, for example by the alignment of the bending edges B1, B2.
[0056] In a normal use position, as shown in Figs. 2 and 4, the catch element 22 may already be engaged with the catch opening 202 on the support section 201. However, it is also conceivable that the catch element 22 only engages with the catch opening 202 on the support section 201 upon deformation at the deformation section 214 due to large loading forces in a frontal crash.
[0057] For support in a rear-end crash in the event of crash forces F2, which are directed particularly rearwardly, as can be seen from Fig. 7, the deformation section 214 can deform, in particular in the sense of elongation. The support section 201 of the toothed segment 20 is designed such that when the deformation section 214 is deformed in a rear-end crash, the support section 201 strikes an upper surface section of the guide rail 123 and thus, due to the stop, creates a secondary force connection from the seat frame 10 via the toothed segment 20 directly to the guide rail 123 of the floor assembly. In a rear-end crash, additional support is thus created in addition to the actual force flow via the surface element 21 of the pivoting element 2, so that crash forces can be reliably absorbed and, in particular, deformation beyond the deformation on the surface element 21 shown in Fig. 7 is prevented.Because the toothed segment 20 is used for additional support while creating a secondary force connection, the surface element 20 can be designed to be comparatively lightweight and correspondingly cost-effective. The concept underlying the invention is not limited to the embodiments described above, but can also be implemented in other ways.
[0058] An adjustment device of the type described can, as in the illustrated embodiment, implement a height adjustment device of a vehicle seat.
[0059] However, it is also conceivable to use a pivoting element of the type described in another adjustment device for adjusting components of a vehicle seat relative to one another.
[0060] List of reference symbols
[0061] 1 vehicle seat
[0062] 10 seat frames
[0063] 100, 101 frame part
[0064] 102 Cross tube
[0065] 11 Seat pan
[0066] 12 Longitudinal adjustment device
[0067] 120, 121 Lower guide rail
[0068] 122, 123 Upper guide rail
[0069] 124 Attachment
[0070] 125 bearing element
[0071] 13 Height adjustment device 130-132 Swivel element (swing arm)
[0072] 133 Drive
[0073] 134 pinion element
[0074] 2 swivel element
[0075] 20 tooth segment
[0076] 200 gearing
[0077] 201 support section
[0078] 202 Catch opening
[0079] 21 Surface element
[0080] 210 coupling section
[0081] 211 Opening
[0082] 212 level
[0083] 213 area section
[0084] 214 Deformation section
[0085] 215 coupling section
[0086] 216 Warehouse opening
[0087] 22 engagement element
[0088] B1, B2 bending edge
[0089] F1, F2 load force
[0090] S1 , S2 swivel axis
[0091] X Longitudinal direction
[0092] Y transverse direction
[0093] Z vertical direction
Claims
Claims 1. An adjustment device for a vehicle seat (1), comprising a first assembly, a second assembly adjustable relative to the first assembly, a pivoting element (2) comprising a toothed segment (20) and a surface element (21) connected to the toothed segment (20) and pivotable relative to one another to adjust the first assembly and the second assembly, and an adjustment drive (133) comprising a pinion element (134) cooperating with the toothed segment (20) and drivable to pivot the pivoting element (2), wherein the surface element (21) comprises a first coupling section (210) coupled to the first assembly, a second coupling section (215) coupled to the second assembly, and a deformation section (214) arranged between the first coupling section (210) and the second coupling section (215), characterized in that the toothed segment (20) comprises a support section (201),wherein the toothed segment (20) is connected to the surface element (21) on a first side of the deformation section (214), and the support section (201) is designed to be supported on the surface element (21) on a second side of the deformation section (214) and / or on one of the first assembly and the second assembly in the event of a deformation of the deformation section (214) as a result of loading forces acting on the pivoting element (2) in the event of a crash.
2. Adjusting device according to claim 1, characterized in that the support section (201) is designed to be supported on the surface element (21) on the second side of the deformation section (214) in the event of a deformation of the deformation section (214) as a result of loading forces acting on the pivoting element (2) in a frontal crash.
3. Adjusting device according to claim 1 or 2, characterized in that the support section (201) is designed to be supported on one of the first assembly and the second assembly in the event of a deformation of the deformation section (214) as a result of loading forces acting on the pivoting element (2) in a rear-end crash.
4. Adjustment device according to one of the preceding claims, characterized in that the support section (201) has a catch opening (202) and the surface element (21) has a catch element (22), wherein the catch opening (202) and the catch element (22) are designed to engage with one another on the second side of the deformation section (214) in order to support the support section (201) on the surface element (21).
5. Adjusting device according to one of the preceding claims, characterized in that the support section (201) is designed to abut on a surface section of one of the first assembly and the second assembly in order to support the support section (201) on one of the first assembly and the second assembly.
6. Adjusting device according to one of the preceding claims, characterized in that the support section (201) is not supported on the surface element (21) on the second side of the deformation section (214) and / or not on that of the first assembly and the second assembly in a normal use state of the pivoting element (2).
7. Adjusting device according to one of the preceding claims, characterized in that the pivoting element (2) is pivotable about a first pivot axis (S1) relative to the first assembly and about a second pivot axis (S2) pointing parallel to the first pivot axis (S1) relative to the second assembly.
8. Adjustment device according to claim 7, characterized in that the surface element (21) has a first surface section (213) arranged on the first side of the deformation section (214) and a second surface section arranged on the second side of the deformation section (214), wherein the deformation section (214) is bent around a first bending edge (B1) to the first surface section (213) and around a second bending edge (B2) to the second surface section.
9. Adjusting device according to claim 8, characterized in that the first bending edge (B1) and the second bending edge (B2) are directed parallel or not parallel to each other.
10. Adjusting device according to claim 8 or 9, characterized in that the first surface section (213) and the second surface section extend along a plane perpendicular to the first pivot axis (S1) and the second pivot axis (S2).
11. Adjusting device according to claim 10, characterized in that the toothed segment (20) is fastened to the first surface section (213) and the support section (201) is designed to be supported on the second surface section in the event of a deformation of the deformation section (214) as a result of loading forces acting on the pivoting element (2) in the event of a crash in the plane.
12. Adjusting device according to claim 10 or 11, characterized in that the deformation section (214), viewed along a direction perpendicular to the plane, protrudes relative to the first surface section (213) and to the second surface section.
13. Adjusting device according to one of the preceding claims, characterized in that the adjusting drive (133) is arranged on one of the first assembly and / or the second assembly.
14. Adjusting device according to one of the preceding claims, characterized in that the first assembly is a frame part (101) of a seat frame (10) of the vehicle seat (1).
15. Adjusting device according to one of the preceding claims, characterized in that the second assembly is a guide rail (123) of a longitudinal adjustment device (12) of the vehicle seat (1).
16. Adjusting device according to one of the preceding claims, characterized in that the adjusting device is a height adjusting device (13) for adjusting the height of the vehicle seat (1).
17. Adjusting device according to one of the preceding claims, characterized in that the pivoting element (2) is arranged and / or designed such that in the event of a frontal crash the catch element (22) engages in the catch opening (202), so that a force transmission between the catch element (22) and the catch opening (202) is possible, and that in the event of a hedge ash the catching element (22) is located outside the catching opening (202) so that no force transmission between the catching element (22) and the catching opening (202) is possible.
18. Adjusting device according to one of the preceding claims, characterized in that the deformation section (214) is arranged and / or designed such that it deforms less in a frontal crash than in a rear-end crash, in particular under assumed equal load forces.
19. Adjusting device according to one of the preceding claims, characterized in that the pivoting element (2) is arranged and / or designed such that in the event of a rear ash, the catching element (22) is moved out of the catching opening (202) by a deformation of the deformation section (214) and / or the support section (201) dips downwards until it strikes the surface section and a force dissipation is possible thereover.
20. Adjusting device according to claim 19, characterized in that the deformation is an extension of the deformation section (214).
21. Vehicle seat (1) with an adjusting device according to one of the preceding claims.