Gearbox direct drive slide rail

Abstract

The gear box direct drive slide rail is characterized in that the track is composed of an upper track and a lower track which are coupled to each other, the engaging part comprises a transmission member which is separately fixed between the upper track and the lower track so that the threaded member drives the track in a non-metal transition connection structure and locks the track in a metal connection structure.

Description

Technical Field

[0001] This invention relates to the field of seat tracks, and in particular to a gearbox direct drive slide rail. Background Technology

[0002] Conventional car seat slide rails mostly use a screw mechanism for longitudinal adjustment. However, with the increasing demands for interior electrification in new energy vehicles, seat structures have undergone significant changes, such as increased weight, larger size, longer slide rails, and lower seating positions, thus increasing the load on the seat slide rail transmission mechanism.

[0003] Japanese Utility Model Publication No. JP2008222034A discloses a seat track device that combines a metal and resin composite threaded component with a lead screw threaded together. The resin portion enables the engagement and transmission, while the metal portion provides a gap connection to maintain strength and lock in an emergency. However, because the rigidity of the lead screw component decreases with increasing length, this structure is unsuitable for long-rail seat structures.

[0004] Chinese invention patent announcement number CN113226840A discloses an electric slide rail and a seat for vehicles with an electric slide rail. By using a threaded engagement structure between the upper and lower rails instead of the original lead screw structure for transmission, the problem of miniaturizing the upper rail in long slide rail structures is solved. Considering the anti-disengagement performance in case of slide rail collisions, the threaded components, upper rail, and lower rail must all be made of metal. When the threaded components are screwed into the engagement groove, especially after the threaded part ages, the friction between the metal and metal can easily generate abnormal noise. Summary of the Invention

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] A gearbox direct-drive slide rail has a locking component on its side wall. The locking component engages with a gearbox located in the rail. Under the action of a threaded component inside the gearbox, the rotational motion is converted into linear motion through the locking component and the threaded component, driving the rail to move. The rail consists of an upper rail and a lower rail coupled to each other. The locking component includes a transmission component, which is separately fixed between the upper rail and the lower rail. The threaded component drives the rail with a non-metallic transition connection structure and locks the rail with a metallic connection structure.

[0007] In a preferred embodiment of the present invention, the transmission member is provided with a plurality of transmission engagement grooves extending along the length direction of the transmission member, and the threaded component engages with the transmission engagement grooves, thereby driving the transmission member to move by rotating the thread.

[0008] In a preferred embodiment of the present invention, the transmission component is fixed to the side wall of the upper rail and / or the lower rail by snap-fit ​​or fastening connection.

[0009] In a preferred embodiment of the present invention, the transmission component is made of engineering plastic.

[0010] In a preferred embodiment of the present invention, the engaging component further includes a plurality of track engaging grooves extending along the length direction of the track on the side wall of the track. The transmission engaging groove is located between the track engaging groove and the threaded component. When the track is driven to move normally, the transmission engaging groove engages with the threaded component and provides transmission support. When the track is in a collision state, the track engaging groove engages with the threaded component and provides locking support.

[0011] In a preferred embodiment of the present invention, the width of the transmission support through the transmission engagement groove is smaller than the width of the track engagement groove.

[0012] In a preferred embodiment of the present invention, the transmission member has a plurality of protrusions on the side near the track, the protrusions being engaged and fixed in the track engagement groove, such that the transmission engagement groove is aligned with the track engagement groove.

[0013] In a preferred embodiment of the present invention, the lower part of the transmission member is further provided with a stop portion, which is folded toward the track side.

[0014] In a preferred embodiment of the present invention, the track sidewall includes a first upper track sidewall and a second upper track sidewall facing each other toward the inner side of the lower track, the track engagement groove is disposed on either side of the first upper track sidewall and the second upper track sidewall, and the gearbox is disposed inside the lower track.

[0015] In a preferred embodiment of the present invention, the track engagement groove includes a first engagement groove and a second engagement groove respectively disposed on the first upper rail sidewall and the second upper rail sidewall, and the transmission member is fixed to the first upper rail sidewall or the second upper rail sidewall.

[0016] In a preferred embodiment of the invention, the gearbox has a pair of coaxially arranged threaded components.

[0017] In a preferred embodiment of the invention, the gearbox has a pair of threaded components arranged in parallel.

[0018] In a preferred embodiment of the present invention, each of the longitudinal ends of the gearbox is provided with a fixed bracket to improve peeling performance.

[0019] In a preferred embodiment of the present invention, the track sidewall includes a first lower track sidewall and a second lower track sidewall facing the inner side of the upper track and opposite to each other, the track engagement groove is disposed on either side of the first lower track sidewall and the second lower track sidewall, and the gearbox is disposed inside the upper track.

[0020] In a preferred embodiment of the present invention, the track engagement groove includes a first engagement groove and a second engagement groove respectively disposed on the first lower rail sidewall and the second lower rail sidewall, and the transmission member is fixed to the first lower rail sidewall or the second lower rail sidewall.

[0021] In a preferred embodiment of the invention, the gearbox has a pair of coaxially arranged threaded components.

[0022] In a preferred embodiment of the invention, the gearbox has a pair of threaded components arranged in parallel.

[0023] In a preferred embodiment of the present invention, each of the longitudinal ends of the gearbox is provided with a fixing bracket to enhance peeling and locking performance.

[0024] The beneficial effects of this invention are as follows:

[0025] The present invention provides a gearbox direct drive slide rail, which adds a non-metallic transmission transition component between the slide rail and the drive thread to replace the original metal connection structure. This avoids abnormal noise when the metal thread meshes with the non-standard thread under normal driving conditions. At the same time, by utilizing the destructible nature of non-metallic materials, the slide rail can be locked in the event of a collision, ensuring the safety of the occupants. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0027] Figure 1 This is an overall structural diagram of the present invention.

[0028] Figure 2 This is an exploded view of one embodiment of the present invention.

[0029] Figure 3 yes Figure 2 The example illustrates the relationship between the threaded component and the transmission component. Figure 1 .

[0030] Figure 4 yes Figure 2 The diagram shows the relationship between the transmission component and the slide rail in the example.

[0031] Figure 5 yes Figure 2The example illustrates the relationship between the threaded component and the transmission component. Figure 2 .

[0032] Figure 6 yes Figure 2 The example illustrates the relationship between the threaded component and the transmission component. Figure 3 .

[0033] Figure 7 yes Figure 2 Example side sectional view.

[0034] Figure 8 This is a schematic diagram of the transmission component.

[0035] Figure 9 This is an exploded view of one embodiment of the present invention.

[0036] Figure 10 yes Figure 9 The example shows a schematic diagram of the relationship between the threaded component and the transmission component.

[0037] Figure 11 This is an exploded view of one embodiment of the present invention.

[0038] Figure 12 yes Figure 11 The example shows a schematic diagram of the relationship between the threaded component and the transmission component.

[0039] Figure 13 yes Figure 12 A close-up view of the threaded component.

[0040] Figure 14 This is an exploded view of one embodiment of the present invention.

[0041] Figure 15 This is a schematic diagram of one embodiment of a threaded component.

[0042] Figure 16 This is a schematic diagram of one embodiment of a threaded component. Detailed Implementation

[0043] In the description of this invention, it should be noted that the terms "upper," "lower," "left," "right," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. "Longitudinal (X-direction)," "lateral (Y-direction)," and "vertical (Z-direction)" are terms from the spatial coordinate system in the automotive field and are well-known professional terms to those skilled in the art. The above description is for the purpose of simplifying the description of this invention and is not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.

[0044] In the specification, when an element is described as being "on," "fixed" to, "connected" to, or "joined" to another element, the element may be directly located on, fixed to, connected to, joined to, or in contact with the other element, or there may be an intermediate element present. In the specification, the description of a feature being arranged "adjacent" to another feature may refer to a feature having a portion that overlaps with the adjacent feature or a portion located above or below the adjacent feature.

[0045] It is understood that although the terms "first," "second," etc., may be used herein to describe different elements, these elements should not be limited by these terms. These terms are merely used to distinguish one element from another. Therefore, a first element may be referred to as a second element without departing from the teachings of this application.

[0046] Exemplary embodiments of this application will now be described with reference to the accompanying drawings. However, it should be understood that this application can be presented in many different ways and is not limited to the embodiments described below. It should also be understood that the embodiments disclosed herein can be combined in various ways to provide further additional embodiments. Throughout the drawings, the same reference numerals denote the same or functionally identical elements.

[0047] refer to Figure 1 and Figure 2 The demonstration shows a gearbox direct drive slide rail, in which the upper rail 10 and the lower rail 20 are driven by a threaded structure. A transmission component 30 is added between the two rails to mesh with the gearbox 40, so as to avoid the gearbox 40 directly connecting with the metal slide rail and prevent abnormal transmission noise.

[0048] Combination Figures 3 to 6 The first embodiment of the present invention is shown, wherein the first upper rail sidewall 11a and the second upper rail sidewall 11b are two adjacent surfaces facing each other on the upper rail 10 toward the inner side of the lower rail 20. A plurality of first track engagement grooves 13 are provided on the first upper rail sidewall 11a; similarly, a plurality of second track engagement grooves 14 are provided on the second upper rail sidewall 11b.

[0049] The transmission component 30 can be disposed on the inner surface of the first upper rail sidewall 11a or the second upper rail sidewall 11b. Preferably, in this embodiment, the transmission component 30 is disposed on the inner surface of the first upper rail sidewall 11a, and its fixing method can be a fastening connection or a snap-fit ​​connection.

[0050] The gearbox 40 is fixed on the bottom surface 22, and its interior is equipped with a transmission gear set 43 and a threaded component 41. The drive shaft 42 enters the gearbox 40 from the side and connects to the transmission gear set 43. The transmission gear set 43 changes the direction of power output, driving the threaded component 41 connected to the transmission gear set 43 along... Figure 3 Rotate in the direction indicated by the arrow in the image.

[0051] The transmission component 30 has a transmission engagement groove 31 that is coaxially aligned with the first engagement groove 13 of the track in the lateral direction. One side of the threaded component 41 engages with the transmission engagement groove 31, while the other side simultaneously enters the second engagement groove 14 of the track for clearance fitting. The transmission component 30 is only located on one side of the upper rail 10, driving the slide rail through unilateral force. This avoids the threaded component 41 being affected by opposing forces from both sides, thus converting the rotational motion of the threaded component 41 into the linear motion of the upper rail 10 via the transmission engagement groove 31. Therefore, the longitudinal width of the transmission engagement groove 31 is smaller than the corresponding dimension of the first engagement groove 13 of the track. Figure 4 The transmission component 30 has a clearance of 15, meaning it does not directly contact the track, and the transmission gear set 43 drives the track on one side only. The transmission component 30 is made of engineering plastic, and the connection between the plastic and the threaded metal component 41 greatly reduces frictional noise generated by the threaded component 41 during rotation. When a collision occurs, the upper rail 10 and lower rail 20 interact, causing the plastic transmission component 30 to break, and the metal threaded component 41 to contact the first engagement groove 13 and the second engagement groove 14 of the track, locking the slide rail and protecting the occupants. The cross-section of the transmission component 30 is straight and parallel to the track sidewall. To further increase the contact area between the threaded component 41 and the transmission component 30, the cross-sectional shape of the transmission component 30 can also be conical, wavy, or arc-shaped, with a convex protrusion towards the threaded component 41.

[0052] Figure 7 and Figure 8 A second embodiment of the invention is shown, in which the transmission member 30 is provided with a plurality of protrusions 33, which extend outward from the non-engaging surface on the back of the transmission engagement groove 31. The protrusions 33 engage with the first engagement groove 13 of the track, thereby fixing the transmission member 30 to the first upper rail sidewall 11a in a multi-point engagement manner, while simultaneously aligning the transmission engagement groove 31 and the first engagement groove 13 of the track side-facing upwards. The lower part of the transmission member 30 also has a stop 32 that folds back and protrudes, providing a stop from the outermost side to the lower end of the first upper rail sidewall 11a when the transmission member 30 is inserted inwards from the slide rail opening, thus saving assembly time.

[0053] Figures 9 to 10A third embodiment of the invention is shown, in which two threaded components 41 are coaxially arranged in the gearbox 40 to increase the contact area with the transmission component 30 and improve the locking force. A pair of reinforcing brackets 44 are positioned opposite each other on both longitudinal sides of the gearbox 40. One side of each reinforcing bracket 44 has an upward-curving support portion 45, and a pair of reinforcing portions 46 are provided behind the support portion 45 to prevent it from bending under stress. The support portion 45 abuts against both end faces of the gearbox 40. When a vehicle collision occurs, the gearbox 40 is subjected to a pull-out force by the upper rail 10, and the reinforcing brackets 44 provide support for the gearbox 40, further improving the anti-peeling performance of the slide rail mechanism.

[0054] Figure 11 A fourth embodiment of the invention is shown, in which the transmission member 30 is disposed on the lower rail 20. Correspondingly, the first track engagement groove 13 and the second track engagement groove 14 are formed on the first lower rail sidewall 21a and the second upper rail sidewall 21b, which are two adjacent surfaces of the lower rail 20 facing inward toward the upper rail 20. Similarly, the transmission member 30 can be disposed on the inner surface of the first lower rail sidewall 21a or the second lower rail sidewall 21b, preferably disposed on the inner surface of the first lower rail sidewall 21a in this embodiment. The gearbox 40 is disposed on the upper rail 10 and arranged downward so that the threaded component 41 engages with the transmission engagement groove 31. Figure 12 and Figure 13 The lower rail 20 has an outward-facing structure. To accommodate its small internal cavity, the transmission gear set 43 consists of a pair of first transmission wheels 43a and second transmission wheels 43b, which change the transmission direction by 90°. The second transmission wheel 43b drives the threaded component 41 to rotate in parallel.

[0055] Figures 14 to 16 The fifth embodiment of the invention is shown, in which the lower rail 20 has an inwardly folded structure, and the first rail engagement groove 13 and the second rail engagement groove 14 are formed on the first lower rail sidewall 21a and the second upper rail sidewall 21b. The transmission member 30 is disposed on the inner surface of the first lower rail sidewall 21a. Because the inner cavity space of the lower rail is increased, the amount of shaking of the gearbox 40 increases under collision conditions. A pair of parallel threaded components 41 are arranged in the gearbox 40, which increases the volume of the gearbox 40 on the one hand, and improves the anti-peeling performance by the mutual compression of the laterally arranged threaded components 41 on the other hand.

Claims

1. A gearbox direct drive slide rail, characterized in that, The track includes an upper rail and a lower rail that are slidably connected to each other. A locking component is provided on the side wall of one of the upper and lower rails. This locking component meshes with a gearbox located within the other of the upper and lower rails. The locking component includes a non-metallic transmission member extending along the length of the track. This transmission member is positioned between the upper and lower rails. By ensuring that a threaded component within the gearbox is not in contact with the track and is engaged with the transmission member, the rotational motion of the threaded component is converted into linear motion of the transmission member, thereby driving the relative movement of the upper and lower rails. The engaging component also includes a metal engaging groove. When the track is driven to move normally, the threaded component engages with the transmission component and the threaded component is in clearance fit with the metal engaging groove. When the track is in a collision state, the threaded component engages with the metal engaging groove to lock the track.

2. The gearbox direct drive slide rail as described in claim 1, characterized in that, The transmission component is provided with a plurality of transmission engagement grooves arranged along its length. The threaded component engages with the transmission engagement grooves, and the linear movement of the transmission component is propelled by rotating the threaded component.

3. The gearbox direct drive slide rail as described in claim 2, characterized in that, The metal engaging groove is a plurality of track engaging grooves arranged on the side wall of one of the upper rail and the lower rail and along the length of the track. The plurality of transmission engaging grooves are located between the plurality of track engaging grooves and the threaded component. When the track is driven to move normally, the transmission engaging grooves engage with the threaded component for transmission. When the track is in a collision state, the track engaging grooves engage with the threaded component to lock the track.

4. The gearbox direct drive slide rail as described in claim 3, characterized in that, The dimension of the transmission engagement groove in the length direction is smaller than the dimension of the track engagement groove in the length direction.

5. The gearbox direct drive slide rail as described in claim 3, characterized in that, The transmission component has multiple protrusions on the side wall near which it is located. These protrusions are engaged in the track engagement groove to fix the transmission engagement groove to the track engagement groove.

6. The gearbox direct drive slide rail as described in claim 5, characterized in that, The multiple protruding portions are respectively provided on the non-engaging surface of the transmission engagement groove and extend outward.

7. The gearbox direct drive slide rail as described in claim 5, characterized in that, The lower part of the transmission member is also provided with a stop portion, which is folded towards the side wall on which the transmission member is provided and abuts against the end of the side wall.

8. The gearbox direct drive slide rail as described in any one of claims 3 to 7, characterized in that, The transmission component is fixed to the inner surface of the side wall of the upper rail. The side wall of the upper rail includes a first upper rail side wall and a second upper rail side wall that extend from the top of the upper rail toward the inner side of the lower rail and are opposite to each other. The rail engagement groove is provided on at least one side of the first upper rail side wall and the second upper rail side wall. The gearbox is located on the upper side of the bottom of the lower rail.

9. The gearbox direct drive slide rail as described in claim 8, characterized in that, The track engagement groove includes a first engagement groove disposed on the side wall of the first upper rail and a second engagement groove disposed on the side wall of the second upper rail, and the transmission component is fixed to the side wall of the first upper rail or the side wall of the second upper rail.

10. The gearbox direct drive slide rail as described in any one of claims 3 to 7, characterized in that, The transmission component is fixed to the inner surface of the side wall of the lower rail. The side wall of the lower rail includes a first lower rail side wall and a second lower rail side wall that extend from the bottom of the lower rail toward the inner side of the upper rail and are opposite to each other. The rail engagement groove is provided on at least one side of the first lower rail side wall and the second lower rail side wall. The gearbox is located on the lower side of the top of the upper rail.

11. The gearbox direct drive slide rail as described in claim 10, characterized in that, The track engagement groove includes a third engagement groove disposed on the side wall of the first lower rail and a fourth engagement groove disposed on the side wall of the second lower rail, and the transmission component is fixed to the side wall of the first lower rail or the side wall of the second lower rail.

12. The gearbox direct drive slide rail as described in any one of claims 1 to 7, 9, and 11, characterized in that, The threaded component includes a pair of coaxial threaded components arranged coaxially along the length direction.

13. The gearbox direct drive slide rail as described in any one of claims 1 to 7, 9, and 11, characterized in that, The threaded component includes a pair of parallel threaded components arranged in parallel in the width direction of the track, which is orthogonal to the length direction.

14. The gearbox direct drive slide rail as described in claim 13, characterized in that, The lower rail has a structure in which the upper end of the side wall of the lower rail is folded inward and the internal cavity space is large.

15. The gearbox direct drive slide rail as described in any one of claims 1 to 7, 9, and 11, characterized in that, Each end of the gearbox along its length is provided with a fixing bracket for preventing peeling and for stopping.

16. The gearbox direct drive slide rail as described in claim 15, characterized in that, Each of the fixed brackets has a support portion that abuts against the end of the gearbox, and a pair of reinforcing portions provided on the support portion opposite to the gearbox.

17. The gearbox direct drive slide rail as described in any one of claims 1 to 7, 9, and 11, characterized in that, The gearbox also includes a transmission gear set, which is connected to the transmission shaft of the drive mechanism. The transmission shaft enters the gearbox from the side or above, perpendicular to the length direction.

18. The gearbox direct drive slide rail as described in claim 17, characterized in that, The transmission gear set has a first transmission wheel coaxially connected to the transmission shaft, and a second transmission wheel that changes the transmission direction of the first transmission wheel by 90°. The second transmission wheel drives the threaded component in parallel with its gear shaft being parallel to the gear shaft of the threaded component.

19. The gearbox direct drive slide rail as described in claim 18, characterized in that, The lower rail has a structure in which the upper end of the sidewall of the lower rail is folded outward and the internal cavity space is small.

20. The gearbox direct drive slide rail as described in any one of claims 1 to 7, 9, and 11, characterized in that, The cross-section of the transmission component is a straight shape parallel to the side wall of the upper or lower rail, or the cross-section of the transmission component is a wavy or arc-shaped shape protruding towards the threaded component.

21. The gearbox direct drive slide rail as described in any one of claims 1 to 7, 9, and 11, characterized in that, The transmission component is fixed to the inner surface of the side wall of one of the upper rail and the lower rail by snap-fit ​​or fastening.

22. The gearbox direct drive slide rail as described in any one of claims 1 to 7, 9, and 11, characterized in that, The transmission component is made of plastic, and the threaded component is made of metal.

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