Automobile seat long slide rail transmission structure

Abstract

The application relates to a long slide rail transmission structure of an automobile seat. The application comprises a first driving mechanism, the first driving mechanism comprising a screw rod, an output nut, an output gear and a transmission gear assembly, wherein the screw rod is fixed by itself, the output nut is sleeved and rotates and slides along the screw rod, and the output gear is connected with the output nut and can rotate synchronously with the output nut; a driving motor, the output end of the driving motor being connected with the transmission gear assembly, the transmission gear assembly being capable of driving the output gear to rotate; a synchronous rod, one end of the synchronous rod being connected to the transmission gear assembly; and a second driving mechanism, the other end of the synchronous rod being connected with the second driving mechanism, the second driving mechanism having the same structure as the first driving mechanism. The long slide rail transmission structure of the automobile seat has the advantages of high transmission efficiency, low noise, high reliability and real-time self-locking.

Description

Technical Field

[0001] This invention relates to the field of automotive seat transmission structure technology, and in particular to a long slide rail transmission structure for automotive seats. Background Technology

[0002] Traditional car seat transmission structures can be mainly divided into two types. The first is the rack and pinion transmission structure, with an added locking mechanism for self-locking. However, this traditional structure has the following problems: poor reliability, requiring the locking position to be strictly fixed; even slight deviations can lead to failure to lock in time, posing a significant safety hazard (for example, it may not lock in case of electronic control failure); and in the event of a collision, most of the energy is transferred to the seat and the occupant, resulting in a poor user experience. Furthermore, the self-locking mechanism incurs higher costs.

[0003] Another traditional structure involves a motor driving a gearbox via a flexible shaft, which in turn drives a lead screw, achieving reverse self-locking. However, this traditional structure also has its problems: the flexible shaft has high friction, low transmission efficiency, and slow speed; achieving the same speed as gear transmission requires a higher nut rotation speed, generating significant noise; and a high-power motor is needed for driving. Summary of the Invention

[0004] Therefore, the present invention provides a long slide rail transmission structure for automobile seats, which has the advantages of high transmission efficiency, low noise, high reliability and real-time self-locking.

[0005] To solve the above-mentioned technical problems, the present invention provides a long slide rail transmission structure for automobile seats, comprising:

[0006] The first driving mechanism includes a lead screw, an output nut, an output gear, and a transmission gear assembly. The lead screw is fixed, the output nut is sleeved on and rotates and slides along the lead screw, and the output gear is connected to the output nut and can rotate synchronously with the output nut.

[0007] A drive motor, the output end of which is connected to the transmission gear assembly of the first drive mechanism, the transmission gear assembly being able to drive the output gear to rotate;

[0008] A synchronizing rod, one end of which is connected to the transmission gear assembly;

[0009] The second drive mechanism is connected to the other end of the synchronizing rod and has the same structure as the first drive mechanism.

[0010] In one embodiment of the present invention, the output end of the drive motor is connected to a motor gear, and the transmission gear assembly includes a first double gear, a second double gear, and a bridge gear. The first double gear includes a first large gear and a first small gear coaxially connected, and the second double gear includes a second large gear and a second small gear coaxially connected. The first large gear meshes with the motor gear and the second small gear respectively, the first small gear meshes with the bridge gear, the middle part of the bridge gear is connected to one end of the synchronizing rod, and the second large gear meshes with the output gear.

[0011] In one embodiment of the present invention, the other end of the synchronizing rod is connected to the middle of the bridge gear in the second drive mechanism.

[0012] In one embodiment of the present invention, the synchronizing rod and the bridge gear are connected by a spline.

[0013] In one embodiment of the present invention, both the second large gear and the output gear are helical gears.

[0014] In one embodiment of the present invention, the first drive mechanism includes a gearbox, the gearbox body includes a housing and a cover that cooperates with the housing, and the lead screw, the output nut, the output gear and the transmission gear assembly are all installed in the gearbox.

[0015] In one embodiment of the present invention, two output nuts are provided, and the two output nuts are connected to the two axial ends of the output gear.

[0016] In one embodiment of the present invention, the output nut is integrally formed with the output gear or connected by a pin.

[0017] The technical solution of the present invention has the following advantages compared with the prior art:

[0018] The long slide rail transmission structure for automobile seats described in this invention has the advantages of high transmission efficiency, low noise, high reliability, and real-time self-locking. It adopts a transmission gear assembly and a lead screw transmission method, which can achieve efficient energy transmission and make the back-and-forth sliding of the seat smoother.

[0019] Traditional flexible shaft drive methods often generate significant noise, while this invention can reduce transmission noise and improve ride comfort.

[0020] Traditional self-locking structures are easily affected by deviations and lose their locking function. This invention adopts a structure of synchronizing rod and transmission gear assembly, which can achieve reliable real-time self-locking and greatly improve the safety of the seat transmission system. Attached Figure Description

[0021] To make the content of this invention easier to understand, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0022] Figure 1 This is an exploded view of the overall structure of the long slide rail transmission structure for automobile seats of the present invention.

[0023] Figure 2 This is an axonometric sectional view of the overall structure of the long slide rail transmission structure for automobile seats of the present invention.

[0024] Explanation of reference numerals on the accompanying drawings:

[0025] 1. First drive mechanism; 11. Lead screw; 12. Output nut; 13. Output gear; 14. First double gear; 141. First large gear; 142. First small gear; 15. Second double gear; 151. Second large gear; 152. Second small gear; 16. Bridge gear; 17. Gearbox; 171. Machine cover; 172. Machine housing;

[0026] 2. Drive motor; 21. Motor gear;

[0027] 3. Synchronizing rod;

[0028] 4. Second drive mechanism. Detailed Implementation

[0029] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. However, the embodiments described are not intended to limit the present invention.

[0030] In this invention, when directions (up, down, left, right, front, and back) are described, it is only for the convenience of describing the technical solution of this invention, and does not indicate or imply that the technical features 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.

[0031] In this invention, "several" means one or more, "multiple" means two or more, "greater than," "less than," "exceeding," etc., are understood to exclude the stated number; "above," "below," "within," etc., are understood to include the stated number. In the description of this invention, the terms "first" and "second" are used only to distinguish technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0032] In this invention, unless otherwise explicitly defined, the terms "setting," "installing," and "connecting" should be interpreted broadly. For example, they can refer to a direct connection or an indirect connection through an intermediate medium; a fixed connection, a detachable connection, or an integrally formed connection; a mechanical connection, an electrical connection, or a connection capable of mutual communication; or the internal connection of two components or the interaction between two components. Those skilled in the art can reasonably determine the specific meaning of the above terms in this invention based on the specific content of the technical solution.

[0033] Reference Figures 1 to 2 As shown, a long slide rail transmission structure for an automobile seat according to the present invention includes:

[0034] The first driving mechanism 1 includes a lead screw 11, an output nut 12, an output gear 13, and a transmission gear assembly. The lead screw 11 is fixed, the output nut 12 is sleeved on and rotates and slides along the lead screw 11, and the output gear 13 is connected to the output nut 12 and can rotate synchronously with the output nut 12.

[0035] A drive motor 2, the output end of which is connected to the transmission gear assembly of the first drive mechanism 1, the transmission gear assembly being able to drive the output gear 13 to rotate;

[0036] Synchronizing rod 3, one end of which is connected to the transmission gear assembly;

[0037] The second drive mechanism 4 is connected to the other end of the synchronizing rod 3 and has the same structure as the first drive mechanism 1, but it does not have a drive motor 2.

[0038] In some embodiments, the output end of the drive motor 2 is connected to a motor gear 21, and the transmission gear assembly includes a first double gear 14, a second double gear 15, and a bridge gear 16. The first double gear includes a first large gear 141 and a first small gear 142 coaxially connected, and the second double gear includes a second large gear 151 and a second small gear 152 coaxially connected. The first large gear 141 meshes with the motor gear 21 and the second small gear 152 respectively, and the first small gear 142 meshes with the bridge gear 16. The middle part of the bridge gear 16 is connected to one end of the synchronizing rod 3, and the second large gear 151 meshes with the output gear 13.

[0039] In some embodiments, the other end of the synchronizing rod 3 is connected to the middle of the bridge gear 16 in the second drive mechanism 4.

[0040] In some embodiments, the synchronizing rod 3 and the bridge gear 16 are connected by a spline.

[0041] In some embodiments, the second large gear 151 and the output gear 13 are both helical gears.

[0042] In some embodiments, the first drive mechanism 1 includes a gearbox 17, the gearbox body includes a housing 172 and a cover 171 that cooperates with the housing 172, and the lead screw 11, the output nut 12, the output gear 13 and the transmission gear assembly are all installed in the gearbox 17.

[0043] In some embodiments, two output nuts 12 are provided, and the two output nuts 12 are connected to the two axial ends of the output gear 13.

[0044] In some embodiments, the output nut 12 is integrally formed with the output gear 13 or connected by a pin.

[0045] Working principle: The first drive mechanism 1 and the second drive mechanism 4 are installed on the car seat. The first drive mechanism 1 converts the rotational motion of the drive motor 2 into linear motion through the lead screw 11, the output nut 12 and the output gear 13, so that the seat slides back and forth along the long slide rail. The second drive mechanism 4 is connected to the first drive mechanism 1 and achieves the same action as the first drive mechanism 1 through the transmission gear assembly and the synchronizing rod 3.

[0046] Finally, it should be noted that the above specific embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to examples, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A long slide rail transmission structure for an automobile seat, characterized in that, include: The first drive mechanism (1) includes a lead screw (11), an output nut (12), an output gear (13), and a transmission gear assembly. The lead screw (11) is fixed, the output nut (12) is sleeved on and rotates and slides along the lead screw (11), and the output gear (13) is connected to the output nut (12) and can rotate synchronously with the output nut (12). A drive motor (2) is connected to the transmission gear assembly of the first drive mechanism (1) at its output end. The transmission gear assembly can drive the output gear (13) to rotate. Synchronizing rod (3), one end of which is connected to the transmission gear assembly; The second drive mechanism (4) is connected to the other end of the synchronizing rod (3) and has the same structure as the first drive mechanism (1); The output end of the drive motor (2) is connected to a motor gear (21). The transmission gear assembly includes a first double gear (14), a second double gear (15), and a bridge gear (16). The first double gear includes a first large gear (141) and a first small gear (142) connected coaxially. The second double gear includes a second large gear (151) and a second small gear (152) connected coaxially. The first large gear (141) meshes with the motor gear (21) and the second small gear (152) respectively. The first small gear (142) meshes with the bridge gear (16). The middle part of the bridge gear (16) is connected to one end of the synchronizing rod (3). The second large gear (151) meshes with the output gear (13). The other end of the synchronizing rod (3) is connected to the middle of the bridge gear (16) in the second drive mechanism (4).

2. The long slide rail transmission structure for an automobile seat according to claim 1, characterized in that, The synchronizing rod (3) and the bridge gear (16) are connected by a spline.

3. The long slide rail transmission structure for an automobile seat according to claim 1, characterized in that, The second large gear (151) and the output gear (13) are both helical gears.

4. The long slide rail transmission structure for an automobile seat according to claim 1, characterized in that, The first drive mechanism (1) includes a gearbox (17), the gearbox body includes a housing (172) and a cover (171) that cooperates with the housing (172), the lead screw (11), the output nut (12), the output gear (13) and the transmission gear assembly are all installed in the gearbox (17).

5. The long slide rail transmission structure for an automobile seat according to claim 1, characterized in that, Two output nuts (12) are provided, and the two output nuts (12) are connected to the two ends of the output gear (13) in the axial direction.

6. The long slide rail transmission structure for an automobile seat according to claim 1, characterized in that, The output nut (12) is integrally formed with the output gear (13) or connected by a pin.

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