Adient Luxembourg Holding S.a.r.l.

Keiper Gmbh Co. Kg

Adient Engineering and IP Gmbh

Keiper Seating Mechanisms Co., Ltd.

Martin Reischmann

Michael Koenig

Holger Emrich

Ralf Velten

Daniel Hippel

Frank Rheinheimer

Andreas Diehl

Hans Edrich

Dirk Dubois

Michael Böhmer

Henning Schneider

Frank Bernhardt

Michael König

Thomas Bingert

Ute Jeblick

Erik Dick

Thomas Rau

Bernhard Mūller

A longitudinal adjuster for a vehicle seat having at least one pair of rails. The at least one pair of rails may be formed from a first seat rail for connecting to a seat structure, and from a second seat rail for connecting to a vehicle structure. The seat rails of the pair of rails are displaceable in the longitudinal direction relative to each other and mutually engage around each other to form an inner channel. A securing profile, which is fastened to the first seat rail, is arranged in the inner channel. A rack which is fixed relative to the second seat rail is arranged in the inner channel. The securing profile and the rack are normally spaced apart from each other and enter into engagement with each other in a form-fitting manner in reaction to a predetermined action of force.

Longitudinal adjuster for a vehicle seat, and vehicle seat

A longitudinal adjuster () for a vehicle seat () includes at least one rail pair (), which is formed from a first seat rail (), for connecting to a seat frame side part (), and a second seat rail (), for connecting to a vehicle structure, that slid relative to each other in a longitudinal direction (x) and engage each other and form an inner channel (). A reinforcing profiled element () is fastened to the second seat rail () and is arranged in the inner channel (). The reinforcing profiled element () has a connection section (), which is led out of the inner channel () toward a rear and is connectable to a rear end surface () of a seat frame side part (). The vehicle seat with the longitudinal adjuster, has a seat frame side part () connected to a first seat rail ().

Longitudinal adjuster and vehicle seat

A longitudinal adjuster () for a vehicle seat () includes at least one rail pair () with a longitudinal direction (x) relatively sliding and engaging first seat rail (), for connecting to a seat frame side part (), and a second seat rail (), for connecting to a vehicle structure. A first clamping element (), fastened to the first seat rail and a second clamping element (), fastened to the second seat rail are usually spaced apart from each other and engage with each other, in response to a defined application of force, for example in the event of a crash. The first clamping element has a connection section (), which can be connected to a surface () of a seat frame side part () directed toward the rear. The vehicle seat includes the longitudinal adjuster and a seat frame side part, which is connected to a first seat rail.

A motor-vehicle seat longitudinal adjuster () includes a seat part seat rail () and a vehicle structure seat rail (). The seat rails () are slidable relative to each other in a longitudinal direction (x) and engage each other forming an inner channel (). An anchor (), fastened to the second seat rail (), is arranged in the inner channel (). A reinforcing profiled element (), fastened to the first seat rail (), is arranged in the inner channel (). The reinforcing profiled element () and the anchor () are spaced apart from each other and engage with each other in response to a defined application of force (a crash). The reinforcing profiled element () has a connecting section () extending out of the inner channel () toward a rear for connection to a rear end surface () of a seat frame side part ().

A vehicle seat, in particular a motor vehicle seat, having a first structural part (), a second structural part () and at least one fitting () that can be locked and unlocked, the fitting () having a first fitting part (), which is at least indirectly connected to the first structural part (), and a second fitting part (), which is at least indirectly connected to the second structural part (). When the fitting () is unlocked, an angular position of the second structural part () relative to the first structural part () can be varied about an axis (A). In at least one angular position of the second structural part () relative to the first structural part (), a spring element () braces the first fitting part () and the second fitting part () with respect to each other in the radial direction.

Vehicle seat, in particular motor vehicle seat

A longitudinal adjuster () for a vehicle seat (), including at least one rail pair which is formed from a first seat rail () and a second seat rail (), the seat rails () of the rail pair encompassing one another and being movable relative to one another in the longitudinal direction (x) and being able to be locked to one another via a locking device (), the locking device () having at least one locking element, in particular at least one latching plate () which is movable in the vertical direction (z), the longitudinal adjuster () having an additional locking means () which is normally inoperative and is actuated only in the event of a crash by mass inertia. A vehicle seat (), in particular a motor vehicle seat, includes a seat part () and a longitudinal adjuster ().

The invention relates to a method for assembling a crash-active head support () of a vehicle seat, whereby the structure of the head support () is initially assembled from a rear and a front bearing shell and is then upholstered. The rear bearing shell () and the front bearing shell () are equipped with components () and then the equipped bearing shells () are rigidly connected together. An impact element () is coupled thereto thus forming a quadruple joint.

Method for assembling a crash-active head support

In a belt locking device for a vehicle seat, in particular a motor vehicle seat, having a moveably attached belt lock (), a tightening unit () supported on a structure-fixed support element (), and a transmission element () acting between the tightening unit () and the belt lock (), wherein, in the event of a crash, the tightening until () pulls the belt lock () from an initial position into a crash position by way of the transmission element (), the position of the tightening unit () can be changed in a longitudinal direction of the transmission element () relative to the support element ().

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Hoehfroeschen, Germany

Martin Reischmann