Sliding rail structure and vehicle

Abstract

The invention discloses a sliding rail structure and a vehicle, and relates to the technical field of electric seats.The sliding rail structure comprises a sliding rail body, a locking structure and an unlocking structure, the sliding rail body comprises a rail and a moving part which are in sliding fit, and a first matching part is arranged on the rail; the locking structure comprises a locking piece, the locking piece is movably arranged on the moving part, and the moving stroke of the locking piece is provided with a locking position locked with the first matching part and an unlocking position far away from the first matching part; the unlocking structure comprises a transmission part, and the transmission part is arranged on the moving part and is in transmission connection with the locking part, so that when the transmission part is subjected to inertia force exceeding a preset value, the transmission part drives the locking part to move from an unlocking position to a locking position. According to the technical scheme, when collision occurs, locking of the moving part is guaranteed, a pure mechanical structure is adopted, safety is guaranteed, the structure is simple, and assembling is convenient.

Description

Technical Field

[0001] The present invention relates to the technical field of electric seats, and in particular to a slide rail structure and a vehicle. Background Art

[0002] With the development of automobile technology and the improvement of consumers' requirements for automobile comfort, more and more vehicles are using slide rail technology. In the existing slide rail structure, the drive mechanism and the locking structure are two independent systems. When the slide rail needs to be adjusted, the locking structure needs to be unlocked and then the drive mechanism needs to be adjusted. At this time, the seat only provides locking force through the drive mechanism. If the vehicle collides at this time, the locking force of the drive mechanism is insufficient, which will cause the upper and lower slide rails of the seat to disengage, causing safety risks. Summary of the invention

[0003] The main purpose of the present invention is to provide a slide rail structure and a vehicle, aiming to solve the problem that the upper and lower slide rails are easily disengaged when the vehicle collides during the slide rail adjustment process.

[0004] To achieve the above object, the present invention provides a slide rail structure, comprising:

[0005] The slide rail body comprises a slidingly matched track and a moving part, wherein the track is provided with a first matching part;

[0006] A locking structure, comprising a locking member, wherein the locking member is movably disposed on the movable portion and has a locking position locked with the first matching portion and an unlocking position away from the first matching portion in its movable travel; and

[0007] The unlocking structure comprises a transmission member, which is arranged on the moving part and is in transmission connection with the locking member, so that when the transmission member is subjected to an inertial force exceeding a preset value, the transmission member drives the locking member to move from an unlocking position to a locking position.

[0008] In one embodiment, the transmission member is rotatably disposed on the moving portion around the width direction of the slide rail to have a trigger position for driving the locking member to move to the locking position, and a driving portion is disposed on the transmission member;

[0009] The locking member is movably arranged on the moving part in one direction, and a second matching part is provided on the locking member, so that when the transmission member is subjected to an inertial force exceeding a preset value, the driving part drives the second matching part to drive the locking member to move toward the locking position.

[0010] In one embodiment, a guide groove is provided on the driving portion;

[0011] The second matching portion includes a guide column, which extends into the guide slot and abuts against a slot wall of the guide slot in a width direction, so as to drive the locking member to move when the driving portion rotates.

[0012] In one embodiment, the first matching portion and the locking member are respectively provided with teeth that match each other.

[0013] In one embodiment, a counterweight portion is protruding from the transmission member, so that when the transmission member is subjected to an inertial force exceeding a preset value, the counterweight portion drives the transmission member to rotate toward the trigger position to drive the locking member to move from the unlocking position to the locking position.

[0014] In one embodiment, the slide rail structure further includes a reset spring, one end of which is connected to the counterweight portion, and the other end of which is connected to the moving portion, for resetting the transmission member in a direction away from the trigger position.

[0015] In one embodiment, the locking structure further includes a driving mechanism, and the driving mechanism includes:

[0016] A pressing member, arranged corresponding to the locking member, for driving the locking member to move; and

[0017] A driving device, drivingly connected to the pressing member;

[0018] The slide rail structure also includes a self-locking switch, which is arranged between the locking member and the moving part to fix the locking member to a locking position or reset the locking member to an unlocking position when the pressing member drives the locking member to move.

[0019] In one embodiment, the driving device comprises:

[0020] a synchronization rod, the synchronization rod being rotatably disposed on the moving portion along the width direction of the track, the pressing member being disposed on the synchronization rod to rotate along with the synchronization rod; and

[0021] A locking motor, wherein a driving shaft of the locking motor is connected to the synchronization rod, and is used to drive the synchronization rod to rotate.

[0022] In one embodiment, the transmission member is sleeved on the synchronization rod and is clearance-matched with the synchronization rod.

[0023] The present invention further provides a vehicle, the vehicle comprising the above-mentioned slide rail structure, the slide rail structure comprising a slide rail body, comprising a slide-matching track and a moving part, the track being provided with a first matching part;

[0024] A locking structure, comprising a locking member, wherein the locking member is movably disposed on the movable portion and has a locking position locked with the first matching portion and an unlocking position away from the first matching portion in its movable travel; and

[0025] The unlocking structure comprises a transmission member, which is arranged on the moving part and is in transmission connection with the locking member, so that when the transmission member is subjected to an inertial force exceeding a preset value, the transmission member drives the locking member to move from an unlocking position to a locking position.

[0026] The technical solution of the present invention is to provide the locking structure, which includes a locking member, so that the movable part can be locked relative to the track, so that when the movable part does not need to be adjusted, the position of the movable part is fixed, thereby improving the stability of the slide rail structure. Furthermore, by providing an unlocking structure, the unlocking structure includes a transmission member, and when the transmission member is subjected to an inertial force exceeding a preset value, the transmission member drives the locking member to move from the unlocking position to the locking position, so that when the locking member is in the unlocking position and a collision occurs, the locking member can immediately move to the locking position under the drive of the transmission member, thereby locking the movable part and preventing the movable part from derailing due to a sudden change in acceleration, thereby causing serious safety hazards. The present solution has a simple structure and adopts a purely mechanical structure. While ensuring safety, it has a low cost and is easy to assemble. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0028] Figure 1 A structural schematic diagram of an embodiment of a slide rail structure provided by the present invention;

[0029] Figure 2 for Figure 1 A schematic diagram of the structure of the middle slide rail structure at one viewing angle;

[0030] Figure 3 for Figure 1 Schematic diagram of the structure of the middle slide rail structure from another perspective.

[0031] Description of Figure Numbers:

[0032] 1000, slide rail structure; 1, slide rail body; 11, track; 111, first matching part; 12, moving part; 2, locking structure; 21, locking member; 211, second matching part; 2111, guide column; 22, driving mechanism; 221, pressing member; 222, driving device; 2221, synchronization rod; 2222, locking motor; 3, unlocking structure; 31, transmission member; 311, driving part; 3111, guide groove; 32, counterweight part; 4, reset spring; 5, self-locking switch.

[0033] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0034] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0035] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0036] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0037] With the development of automobile technology and the improvement of consumers' requirements for automobile comfort, more and more vehicles are using slide rail technology. In the existing slide rail structure, the drive mechanism and the locking structure are two independent systems. When the slide rail needs to be adjusted, the locking structure needs to be unlocked and then the drive mechanism needs to be adjusted. At this time, the seat only provides locking force through the drive mechanism. If the vehicle collides at this time, the locking force of the drive mechanism is insufficient, which will cause the upper and lower slide rails of the seat to disengage, causing safety risks.

[0038] The main purpose of the present invention is to provide a slide rail structure and a vehicle, aiming to solve the problem that the upper and lower slide rails are easily disengaged when the vehicle collides during the slide rail adjustment process.

[0039] See also Figure 1 The present invention proposes a slide rail structure 1000, including a slide rail body 1, a locking structure 2 and an unlocking structure 3, wherein the slide rail body 1 includes a slidably matched track 11 and a moving part 12, and the track 11 is provided with a first matching part 111; the locking structure 2 includes a locking member 21, and the locking member 21 is movably provided on the moving part 12, and has a locking position locked with the first matching part 111 and an unlocking position away from the first matching part 111 in its movable stroke; the unlocking structure 3 includes a transmission member 31, and the transmission member 31 is provided on the moving part 12 and is transmission-connected with the locking member 21, so that when the transmission member 31 is subjected to an inertial force exceeding a preset value, the transmission member 31 drives the locking member 21 to move from the unlocking position to the locking position.

[0040] The technical solution of the present invention is to provide the locking structure 2, which includes a locking member 21, so that the moving part 12 can be locked relative to the track 11, so that when the moving part 12 does not need to be adjusted, the position of the moving part 12 is fixed, thereby improving the stability of the slide rail structure 1000. Further, by providing an unlocking structure 3, the unlocking structure 3 includes a transmission member 31, and when the transmission member 31 is subjected to an inertial force exceeding a preset value, the transmission member 31 drives the locking member 21 to move from the unlocking position to the locking position, so that when the locking member 21 is in the unlocking position and a collision occurs, the locking member 21 can be immediately moved to the locking position under the drive of the transmission member 31, so as to achieve the locking of the moving part 12, and prevent the moving part 12 from derailing caused by a sudden change in acceleration, which leads to serious safety hazards. The present solution has a simple structure and adopts a purely mechanical structure. While ensuring safety, it has a low cost and is easy to assemble.

[0041] It can be understood that the preset value is a pre-set critical value. When the vehicle is subjected to an accident such as collision or sudden braking that causes a sudden change in the acceleration of the vehicle, since the track 11 is relatively fixed to the vehicle body, the moving part 12 has a tendency to move relative to the track 11. In a specific reference system, it can be assumed that the moving part 12 is subjected to an inertial force, and the magnitude of the inertial force is positively correlated with the change in acceleration. At this time, since the slide rail structure 1000 is in an unlocked state, in order to ensure that the moving part 12 is relatively stationary, it can only rely on the motor that drives the moving part 12 to apply resistance. In order to try to ensure that the motor is not damaged, by setting a critical value of the inertial force, when the inertial force on the moving part 12 is greater than the critical value, the locking condition is triggered to provide an active locking function. At the same time, since the vehicle will inevitably brake and accelerate during driving, in order to avoid interference with the system, the preset value can be adjusted higher. For example, when the acceleration is 10g, the active locking condition will be met to improve the anti-interference ability of this structure.

[0042] In one embodiment of the present invention, please refer to Figure 2 and Figure 3 In order to realize that the transmission member 31 can drive the locking member 21 to move, the transmission member 31 is rotated around the width direction of the slide rail and arranged on the moving part 12, so as to have a trigger position for driving the locking member 21 to move to the locking position, and the transmission member 31 is provided with a driving part 311; the locking member 21 is movably arranged on the moving part 12 in one direction, and the locking member 21 is provided with a second matching part 211, so that when the transmission member 31 is subjected to an inertial force exceeding a preset value, the driving part 311 drives the second matching part 211 to drive the locking member 21 to move toward the locking position. In this way, by rotating the transmission member 31, the locking member 21 is movably arranged in one direction, that is, the rotation stroke of the transmission member 31 is converted into the linear movement stroke of the locking member 21, which is convenient for the subsequent design of the intermediate transmission structure, and when the vehicle collides, the collision signal of the vehicle can be easily converted into the rotation signal of the transmission member 31, which is more reasonable in design.

[0043] It can be understood that the trigger position is the position of the transmission member 31 when the transmission member 31 drives the locking member 21 to move to the locking position, that is, the position to which the transmission member 31 rotates when the vehicle is hit.

[0044] It should be noted that the present invention does not limit the connection relationship between the driving part 311 and the transmission member 31. In another embodiment, the driving part 311 and the transmission member 31 are separately provided. The driving part 311 is rotatably provided on the moving part 12 around the width direction of the slide rail and is spaced from the transmission member 31. The driving part 311 is provided with a protrusion, and the transmission member 31 is provided with an arc-shaped groove. When the transmission member 31 is in the trigger position, the groove drives the protrusion to rotate synchronously. When the transmission member 31 is away from the trigger position, the groove avoids the protrusion and does not limit the movement of the driving part 311. That is, it is achieved that only when the collision condition is triggered, the transmission member 31 drives the driving part 311 to move, thereby driving the locking member 21 to move to the locking position.

[0045] It should also be noted that the present invention does not limit the specific transmission method of the driving part 311 and the locking member 21. In a preferred embodiment, the driving part 311 is provided with a guide groove 3111; the second matching part 211 includes a guide column 2111, and the guide column 2111 extends into the guide groove 3111 and abuts against the groove wall of the guide groove 3111 in the width direction, so as to drive the locking member 21 to move when the driving part 311 rotates. Such a configuration has a simple structure and is easy to assemble, and the guide groove 3111 can drive the guide rod to move in both directions. For details, please refer to Figure 3 When the transmission member 31 rotates counterclockwise, the locking member 21 moves upward to the locking position, and when the transmission member 31 rotates clockwise, the locking member 21 moves downward to the unlocking position.

[0046] In another embodiment, the driving part 311 is set as a cam, the second matching part 211 is set as a flat plate, and the locking member 21 has a locking position at the bottom and an unlocking position at the top. When the collision condition is triggered, the cam rotates and presses the flat plate to drive the locking member 21 to move downward to the locking position. The locking member 21 is also provided with a reset device to automatically rebound to the unlocking position after the pressing on the locking member 21 is released. In this way, the driving part 311 and the locking member 21 are only in contact when they need to work, which reduces the wear of the transmission member 31 and increases the life of the device.

[0047] Furthermore, the first matching portion 111 and the locking member 21 are respectively provided with teeth that match each other. Such a configuration has a simple structure and high locking strength, and by reducing the spacing between the engaging teeth, that is, increasing the density of the engaging teeth, the matching success rate of the locking member 21 and the first matching portion 111 during the movement of the moving portion 12 can be improved. It can be understood that the motor driving the moving portion 12 is correspondingly set to a stepping motor, so as to ensure that the locking member 21 can match the first matching portion 111 each time the position of the moving portion 12 is adjusted.

[0048] In order to increase the moment of inertia of the transmission member 31, a counterweight portion 32 is convexly provided on the transmission member 31, so that when the transmission member 31 is subjected to an inertia force exceeding a preset value, the counterweight portion 32 drives the transmission member 31 to rotate toward the trigger position, so as to drive the locking member 21 to move from the unlocking position to the locking position. This arrangement facilitates the control of the triggering condition of the locking, and the preset value is designed by the weight of the counterweight portion 32, thereby improving the sensitivity of the system.

[0049] Furthermore, the slide rail structure 1000 also includes a reset spring 4, one end of which is connected to the counterweight part 32, and the other end is connected to the moving part 12, and is used to reset the transmission member 31 in a direction away from the trigger position. With such a configuration, the transmission member 31 rotates to the trigger position, and when the collision is over, the transmission member 31 automatically moves away from the trigger position under the action of the reset spring 4, thereby driving the locking member 21 to move to the unlocking position, preventing the seat from being unable to be unlocked after the collision, causing the trapped person to be stuck in the seat. At the same time, the reset spring 4 is arranged in the counterweight part 32, which increases the resetting torque, thereby increasing the response speed of the system.

[0050] It is understandable that the stiffness coefficient of the spring will also affect the size of the preset value. By increasing the stiffness coefficient of the spring, the resistance that the transmission member 31 needs to overcome for rotation is greater, thereby increasing the size of the preset value.

[0051] To achieve individual control of the locking member 21, please refer to Figure 1 and Figure 2 The locking structure 2 also includes a driving mechanism 22, which includes a pressing member 221 and a driving device 222. The pressing member 221 is arranged corresponding to the locking member 21 to drive the locking member 21 to move, and the driving device 222 is drivingly connected to the pressing member 221; the slide rail structure 1000 also includes a self-locking switch 5, which is arranged between the locking member 21 and the moving part 12 to fix the locking member 21 to the locking position or reset the locking member 21 to the unlocking position when the pressing member 221 drives the locking member 21 to move. By setting the self-locking switch 5 and driving the pressing member 221 to press, the unlocking and locking states of the locking member 21 are changed, thereby realizing the self-resetting function. At the same time, the locking member 21 can be kept in the unlocking or locking state through the self-locking switch 5, and the structure is more stable.

[0052] Furthermore, the driving device 222 includes a synchronization rod 2221 and a locking motor 2222. The synchronization rod 2221 is rotatably arranged on the moving part 12 along the width direction of the track 11. The pressing member 221 is arranged on the synchronization rod 2221 to rotate with the synchronization rod 2221. The driving shaft of the locking motor 2222 is connected to the synchronization rod 2221 to drive the synchronization rod 2221 to rotate. It can be understood that the track 11 is provided with a pair, and the corresponding moving part 12 is also provided with a pair. The synchronization rod 2221 is arranged between the two tracks 11. At the same time, the self-locking motor is arranged in the middle of the synchronization rod 2221. Such an arrangement is more reasonable. Since the motor is in the middle, it is not easy to interfere with other components, which is convenient for subsequent assembly.

[0053] Furthermore, the transmission member 31 is sleeved on the synchronization rod 2221 and has clearance fit with the synchronization rod 2221. Since the transmission member 31 and the synchronization rod 2221 are both rotatably arranged on the moving part 12, by coaxially arranging the mounting hole of the transmission member 31 and the mounting hole of the synchronization rod 2221, the structure is more compact, saving the layout space on the moving part 12, and facilitating the installation of other mechanisms. It can be understood that the clearance fit means that the transmission member 31 and the synchronization rod 2221 only have a limiting function, but not a transmission function.

[0054] The present invention also proposes a vehicle, which includes the above-mentioned slide rail structure 1000. Since the vehicle includes the slide rail structure 1000, the specific structure of the slide rail structure 1000 refers to the above-mentioned embodiment. Since the slide rail structure 1000 of the vehicle adopts all the technical solutions of all the above-mentioned embodiments, it at least has all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be repeated here one by one.

[0055] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A slide rail structure, characterized in that: include: The slide rail body comprises a slidingly matched track and a moving part, wherein the track is provided with a first matching part; A locking structure, comprising a locking member, wherein the locking member is movably disposed on the movable portion and has a locking position locked with the first matching portion and an unlocking position away from the first matching portion in its movable travel; and The unlocking structure comprises a transmission member, which is arranged on the moving part and is in transmission connection with the locking member, so that when the transmission member is subjected to an inertial force exceeding a preset value, the transmission member drives the locking member to move from an unlocking position to a locking position.

2. The slide rail structure according to claim 1, characterized in that: The transmission member is rotatably arranged on the moving part around the width direction of the slide rail to have a trigger position for driving the locking member to move to the locking position, and a driving part is arranged on the transmission member; The locking member is movably arranged on the moving part in one direction, and a second matching part is provided on the locking member, so that when the transmission member is subjected to an inertial force exceeding a preset value, the driving part drives the second matching part to drive the locking member to move toward the locking position.

3. The slide rail structure according to claim 2, characterized in that: The driving part is provided with a guide groove; The second matching portion includes a guide column, which extends into the guide slot and abuts against a slot wall of the guide slot in a width direction, so as to drive the locking member to move when the driving portion rotates.

4. The slide rail structure according to claim 3, characterized in that: The first matching portion and the locking member are respectively provided with teeth that match each other.

5. The slide rail structure according to claim 2, characterized in that: A counterweight portion is protruding from the transmission member, so that when the transmission member is subjected to an inertial force exceeding a preset value, the counterweight portion drives the transmission member to rotate toward the trigger position, so as to drive the locking member to move from the unlocking position to the locking position.

6. The slide rail structure according to claim 5, characterized in that: The slide rail structure also includes a reset spring, one end of which is connected to the counterweight portion, and the other end of which is connected to the moving portion, and is used to reset the transmission member in a direction away from the trigger position.

7. The slide rail structure according to claim 2, characterized in that: The locking structure further includes a driving mechanism, and the driving mechanism includes: A pressing member, arranged corresponding to the locking member, for driving the locking member to move; and A driving device, drivingly connected to the pressing member; The slide rail structure also includes a self-locking switch, which is arranged between the locking member and the moving part to fix the locking member to a locking position or reset the locking member to an unlocking position when the pressing member drives the locking member to move.

8. The slide rail structure according to claim 7, characterized in that: The driving device comprises: a synchronization rod, the synchronization rod being rotatably disposed on the moving portion along the width direction of the track, the pressing member being disposed on the synchronization rod to rotate along with the synchronization rod; and A locking motor, wherein a driving shaft of the locking motor is connected to the synchronization rod, and is used to drive the synchronization rod to rotate.

9. The slide rail structure according to claim 8, characterized in that: The transmission member is sleeved on the synchronization rod and is loosely matched with the synchronization rod.

10. A vehicle, characterized in that: It comprises the slide rail structure as claimed in any one of claims 1 to 9.

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