Auxiliary fascia console slide rail mechanism and automobile auxiliary fascia console module

Abstract

The invention discloses an auxiliary fascia console sliding rail mechanism and an automobile auxiliary fascia console module. The auxiliary fascia console sliding rail mechanism comprises a lower rail; the upper rail is arranged on the lower rail and is in sliding fit with the lower rail; the sliding locking device is used for locking the upper rail on the lower rail and unlocking the upper rail when the upper rail needs to be moved; and the safety locking device is arranged on the upper rail and can drive the safety locking mechanism to act by utilizing inertia acting force generated on the safety locking mechanism when the motion acceleration of the upper rail reaches a set value, so that the upper rail is locked on the lower rail. The safety problem possibly existing in the using process of the sliding type automobile auxiliary instrument panel is solved, good reliability, stability and safety are achieved, the installation matching rigidity of the upper rail on the lower rail can be well guaranteed, and the sliding stability and smoothness of the automobile auxiliary instrument panel are guaranteed.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile parts, and in particular relates to a sub-instrument panel slide rail mechanism and an automobile sub-instrument panel module. Background Art

[0002] With the demand for intelligent and multifunctional automobiles, more and more functions are integrated into the sub-instrument panel in the car cockpit, such as refrigerators. In order to facilitate the use of drivers and passengers, it is usually necessary to set the sub-instrument panel to a movable connection mode, especially for large SUVs and MPVs, to meet the use needs of front and rear passengers.

[0003] Due to the limitations of the interior space layout and the performance requirements of the vehicle under different road conditions, as well as the possible safety risks of the movable auxiliary instrument panel in emergency situations and the convenience of use, all of these have caused many difficulties in the movable setting of the auxiliary instrument panel in the car. Summary of the invention

[0004] The purpose of the present invention is to provide a sub-instrument panel slide rail mechanism and a vehicle sub-instrument panel module, so as to realize the sliding setting of the sub-instrument panel in the vehicle, facilitate the use of the driver and passengers, and avoid the potential safety hazards caused by the sliding setting.

[0005] The present invention is achieved through the following technical solutions: The auxiliary instrument panel slide rail mechanism comprises: Lower track; An upper rail, the upper rail being arranged on the lower rail and slidingly matched with the lower rail; A sliding locking device for locking the upper rail to the lower rail and being able to unlock the upper rail when the upper rail needs to be moved; The safety locking device is arranged on the upper rail and can drive the safety locking mechanism to operate by utilizing the inertial force generated on the safety locking mechanism when the movement acceleration of the upper rail reaches a set value, thereby locking the upper rail on the lower rail.

[0006] In some embodiments, the safety locking device includes a lock plate rotatably disposed on the upper rail, a lock plate limiting assembly, and a lock plate resetting assembly; The locking plate comprises two locking arms, and the locking arms extend toward a row of locking holes arranged horizontally at intervals on the lower rail; The lock plate limiting assembly is used to limit the rotation of the lock plate when the lock plate rotates to a set angle; The lock plate reset assembly is used to keep the lock plate in an unlocked state at all times. In the unlocked state, the two lock arms are arranged away from the lock hole of the lower rail, and when the external force acting on the lock plate is released, the lock plate can be restored to the unlocked state. When the movement acceleration of the upper rail reaches a set value, the lock plate can overcome the action of the lock plate reset assembly and rotate under the driving force of inertia, so that one of the lock arms can be inserted into the lock hole.

[0007] In some embodiments, the lock plate includes a limit arm, the limit arm is arranged opposite to the two locking arms, and in the rotation plane of the lock plate relative to the rotation center of the lock plate, the weight of the side where the two locking arms are located is greater than the weight of the side where the limit arm is located; The locking plate limiting assembly comprises two limiting blocks respectively arranged on both sides of the limiting arm; and / or The lock plate reset assembly includes two torsion springs respectively arranged on both sides of the limit arm. When the limit arm rotates, the torsion spring can apply a reset force to the limit arm to make it rotate in the opposite direction.

[0008] In some embodiments, the sliding locking device comprises: A locking mechanism, disposed on the upper rail, for locking the upper rail on the lower rail; The unlocking mechanism is arranged on the upper rail, and comprises unlocking handles and unlocking components arranged at both ends of the upper rail. When the unlocking handles are driven to move, the locking mechanism can be driven to move through the unlocking components, so that the locking mechanism releases the lock on the upper rail.

[0009] In some embodiments, the locking mechanism includes one or more locking rods and a locking rod driving member slidably arranged on the upper rail, and locking holes that cooperate with the locking rods are horizontally spaced on the lower rail. The locking rod can move in a direction approaching or away from the locking hole, and the locking rod driving member is used to apply a force to the locking rod so that the locking rod is inserted into the locking hole.

[0010] In some embodiments, the unlocking assembly includes an unlocking transmission assembly and an unlocking drive assembly; The unlocking drive assembly includes an unlocking member slidably arranged on the upper rail, wherein the unlocking member is arranged to be able to move in a direction perpendicular to the movement direction of the lock rod, and when the unlocking member moves, the lock rod can be driven to move in a direction away from the locking hole; The unlocking transmission assembly is connected to the unlocking piece through a first pull rope, and the unlocking transmission assembly is respectively connected to two unlocking buckles through a second pull rope. The unlocking buckle is rotationally connected to the upper rail. When the unlocking buckle is rotated, the unlocking transmission assembly can be driven to move through the second pull rope, and the second pull rope is pulled through the movement of the unlocking transmission assembly, so that the unlocking piece can drive the locking rod to disengage from the locking hole.

[0011] In some embodiments, the unlocking transmission assembly includes a first transmission bracket and a second transmission bracket arranged opposite to each other, and the first transmission bracket and the second transmission bracket are slidably arranged on the upper rail so that the first transmission bracket and the second transmission bracket can move in a direction toward the unlocking buckle; A transmission section is provided on the first transmission bracket, one end of the first pull rope passes through the second transmission bracket and the transmission section in sequence and is connected to the first transmission bracket through a sliding head provided at the end of the first pull rope, the first pull rope passes through the sliding hole on the second transmission bracket and is slidably connected with the second transmission bracket, the sliding head and the transmission section are slidably matched and enable the first pull rope to move along the length direction of the first transmission bracket with the sliding head, a guide surface is provided on one side of the transmission section that cooperates with the sliding head, and when the first transmission bracket or the second transmission bracket is pulled toward the unlocking buckle hand, the guide surface enables the sliding head to move in a direction away from the sliding hole while moving along the guide surface.

[0012] In some embodiments, the unlocking transmission assembly also includes a linkage unit, which includes a synchronous gear arranged between the first transmission bracket and the second transmission bracket, and the synchronous gear is rotatably arranged on the upper rail, and the synchronous gear is respectively meshed and connected with the transmission racks arranged on the first transmission bracket and the second transmission bracket.

[0013] In some embodiments, the unlocking transmission assembly also includes a reset unit, which includes a first tension spring capable of applying force to the first transmission bracket to cause it to move in a direction opposite to the pulling direction and / or a second tension spring capable of applying force to the second transmission bracket to cause it to move in a direction opposite to the pulling direction.

[0014] In some embodiments, two sets of track grooves are arranged side by side on the lower rail; Two sets of sliding parts are arranged side by side on the upper rail, and the sliding parts are respectively arranged in the track groove and slide between the track grooves. The sliding part includes a plurality of sliding brackets arranged at intervals, and the sliding brackets are rotatably provided with lower rollers, and the lower rollers roll with the bottom surface of the track groove; A shock-absorbing component is arranged on the sliding bracket, and the shock-absorbing component includes a shock-absorbing bracket. The shock-absorbing bracket is rotatably connected to the sliding bracket at one end, and is connected to the sliding bracket through an elastic member at the other end. An upper roller is rotatably arranged on the shock-absorbing bracket, and under the action of the elastic member, the upper roller can contact with the top of the track groove and roll with the top of the track groove.

[0015] In some embodiments, a limiting surface that matches the outer contour of the upper roller is provided at the position where the top of the track groove and the upper roller roll together, so that the limiting surface can apply force to the upper roller in the vertical and horizontal directions.

[0016] On the other hand, the present invention also provides a vehicle auxiliary instrument panel module, comprising: Secondary instrument panel; And the auxiliary instrument panel slide rail mechanism, the auxiliary instrument panel is arranged on the upper rail.

[0017] Compared with the prior art, the present invention has the following advantages and beneficial effects: The present invention provides an upper rail that can slide on the lower rail, and locks and unlocks the sliding of the upper rail on the lower rail through a sliding locking device, so as to realize the switching of the upper rail on the lower rail; when the vehicle accelerates or brakes suddenly when the upper rail is in the unlocked state, the safety locking device can be actuated under the action of inertia force and lock the upper rail on the lower rail, so as to well solve the safety problems that may exist in the use of the sliding automobile auxiliary instrument panel.

[0018] When the vehicle accelerates or brakes suddenly, the lock plate rotates under the action of inertia, so that one of the lock arms of the lock plate can be inserted into the lock hole to lock the upper rail, so as to limit the sliding of the upper rail and the auxiliary instrument panel arranged on the upper rail. The structure is simple, and it is easy to install and use on the slide rail structure, has little impact on the structure of the slide rail mechanism, is convenient for application of the device on the slide rail mechanism, and has good reliability, stability and safety.

[0019] The unlocking button handle adopted in the present invention can facilitate the passengers in the front and rear rows in the vehicle to unlock the upper rail, and has a simple structure and is easy to use.

[0020] Through the cooperation between the lock rod driving member, the unlocking member and the lock rod, the lock rod can always maintain a stable lock on the upper rail; the unlocking movement direction of the unlocking mechanism is set to be perpendicular to the movement direction of the lock rod, which can facilitate the unlocking operation of the lock rod, and the impact force generated between the lock rod and the lower rail when the vehicle accelerates or brakes suddenly will not affect the unlocking mechanism, the transmission structure between the unlocking mechanism and the locking mechanism, and the driving mechanism, thereby ensuring the stability of the upper rail locking and the service life of the device.

[0021] The present invention arranges a damping component on the sliding bracket of the slide rail mechanism, so that a floating matching structure is formed between the upper rail and the lower rail, which can well solve the problem that the upper rail is not stable when moving on the lower rail or even gets stuck due to manufacturing and assembly errors between the upper rail and the lower rail, and can well ensure the installation matching rigidity of the upper rail on the lower rail, and ensure the stability and smoothness of the sliding of the automobile auxiliary instrument panel. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0023] Figure 1 It is a schematic diagram of the structure of the auxiliary instrument panel slide rail mechanism according to an embodiment of the present invention.

[0024] Figure 2 The figure is a schematic diagram of the arrangement structure of the safety locking device, the sliding locking device and the shock absorbing assembly on the upper rail according to an embodiment of the present invention.

[0025] Figure 3 It is a schematic diagram of the matching structure of the safety locking device, the sliding locking device, the locking hole and the locking hole on the lower rail in an embodiment of the present invention.

[0026] Figure 4 It is a schematic structural diagram of a safety locking device according to an embodiment of the present invention.

[0027] Figure 5 Schematic diagram of the internal structure of the safety locking device according to an embodiment of the present invention.

[0028] Figure 6 Schematic diagram of the lock plate structure in the safety locking device according to an embodiment of the present invention.

[0029] Figure 7 It is a schematic diagram of the matching structure between the safety locking device and the lower rail according to an embodiment of the present invention.

[0030] Figure 8 Schematic diagram of the locking mechanism structure of the sliding locking device according to an embodiment of the present invention.

[0031] Fig. 9 It is a schematic diagram of the internal matching structure of the locking mechanism of the sliding locking device according to an embodiment of the present invention.

[0032] Fig.10 It is a schematic diagram of the structure of the unlocking transmission assembly in the sliding locking device according to an embodiment of the present invention.

[0033] Fig.11 It is a transverse cross-sectional view of the slide rail mechanism at the location where the shock absorbing component is set according to an embodiment of the present invention.

[0034] Fig.12 It is a transverse cross-sectional view of the lower rail of the slide rail mechanism according to an embodiment of the present invention.

[0035] Fig.13 It is a schematic diagram of the structure of a shock absorbing component according to an embodiment of the present invention.

[0036] Fig.14The diagram is a schematic diagram of the structure of the shock absorbing assembly on the upper rail according to an embodiment of the present invention.

[0037] Fig.15 It is a schematic diagram of the cooperation between the shock absorbing assembly and the lower rail according to an embodiment of the present invention.

[0038] in: 10. lower rail, 101. rail groove, 102. limiting surface, 103. notch, 104. sealing strip, 105. locking hole, 106. locking hole; 20, upper rail, 201, sliding bracket, 202, lower roller, 203, hanging shaft, 204, notch; 30. shock absorbing assembly, 301. shock absorbing bracket, 302. elastic member, 303. upper roller, 304. axle; 40. Sliding locking device, 41. Locking mechanism, 401. Locking rod, 4011. Driving unit, 402. Locking rod driving member, 403. Unlocking member, 4031. Driving block, 4032. Bracket, 405. Housing, 406. Rib; 410, unlocking handle, 411, first pull rope, 412, second pull rope, 413, first transmission bracket, 4131, transmission section, 414, second transmission bracket, 415, sliding head, 416, synchronous gear, 417, first tension spring; 50. Safety locking device, 501. Lock plate, 5011. Lock arm, 5111. Lock end, 5012. Limit arm, 502. Limit block, 503. Torsion spring, 504. Lock body. DETAILED DESCRIPTION

[0039] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings 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.

[0040] The auxiliary instrument panel slide rail mechanism of the present invention can be used for a sliding auxiliary instrument panel module to facilitate adjustment of the position of the auxiliary instrument panel in the vehicle, realize sliding adjustment of the auxiliary instrument panel, and well ensure the safety of the auxiliary instrument panel during adjustment and use.

[0041] Reference Figure 1 , Figure 2 and Figure 3 In some embodiments, the auxiliary instrument panel slide rail mechanism includes: Lower track; An upper rail, the upper rail being arranged on the lower rail and slidingly matched with the lower rail; A sliding locking device for locking the upper rail to the lower rail and being able to unlock the upper rail when the upper rail needs to be moved; The safety locking device is arranged on the upper rail and can drive the safety locking device to operate by utilizing the inertial force generated on the safety locking mechanism when the movement acceleration of the upper rail reaches a set value, thereby locking the upper rail on the lower rail.

[0042] The sliding locking device is used to lock and unlock the sliding of the upper rail on the lower rail, thereby realizing the switching of the upper rail on the lower rail; when the vehicle accelerates or brakes suddenly when the upper rail is in the unlocked state, the safety locking device can be activated under the action of inertia force and lock the upper rail on the lower rail, thus effectively ensuring the safety of the sliding automobile auxiliary instrument panel during use.

[0043] Reference Figure 4 , Figure 5 , Figure 6 and Figure 7 , in some embodiments, the safety locking device includes a lock plate 501 rotatably disposed on the upper rail, a lock plate limiting assembly, and a lock plate resetting assembly; The locking plate 501 includes two locking arms 5011, and the locking arms 5011 extend toward a row of locking holes 106 arranged horizontally at intervals on the lower rail; The lock plate limiting assembly is used to limit the rotation of the lock plate when the lock plate rotates to a set angle; The lock plate reset assembly is used to keep the lock plate in an unlocked state at all times. In the unlocked state, the two lock arms are arranged away from the lock hole of the lower rail, and when the external force acting on the lock plate is released, the lock plate can be restored to the unlocked state. When the movement acceleration of the upper rail reaches a set value, the lock plate can overcome the action of the lock plate reset assembly and rotate under the driving force of inertia, so that one of the lock arms can be inserted into the lock hole.

[0044] When the vehicle is in an unlocked state, the lock plate is in an initial state under the action of the lock plate reset assembly. At this time, the two lock arms are arranged away from the lock hole of the lower rail, and will not affect the sliding of the upper rail on the lower rail. When the vehicle is in a sudden acceleration or sudden braking, the sub-instrument panel and the upper rail increase the instantaneous acceleration under the action of inertia. When the movement acceleration of the upper rail reaches the set value, the lock plate moving with the upper rail overcomes the action of the lock plate reset assembly and rotates under the driving force of the inertia, so that one of the lock arms rotates and is inserted into the lock hole on the lower rail. At this time, under the action of the lock plate limiting assembly, the movement of the upper rail in this direction can be limited by the interaction between the lock arm and the lower rail, thereby locking the upper rail.

[0045] The device is used for auxiliary safety locking of the automobile slide rail mechanism, which can avoid the injury to the occupants caused by the sliding of the automobile auxiliary instrument panel under the action of acceleration when other locking devices between the upper rail and the lower rail of the automobile slide rail fail or are accidentally unlocked, thereby ensuring the safety of the driver and passengers.

[0046] In some embodiments, the lock plate 501 includes a limit arm 5012, which is arranged relative to the two locking arms 5011, and in the rotation plane of the lock plate relative to the rotation center of the lock plate, the weight of the side where the two locking arms 5011 are located is greater than the weight of the side where the limit arm 5012 is located. The lock plate forms an uneven mass distribution on both sides relative to the rotation center. When subjected to acceleration in this direction, the side where the two locking arms are located can rotate under the action of inertia and drive the lock plate to rotate.

[0047] In some embodiments, the lock plate limit assembly includes two limit blocks 502 respectively arranged on both sides of the limit arm. When the limit arm 5012 rotates to abut against the limit block 502, the limit block can limit the rotation of the lock plate. At this time, the lock arm 5011 inserted into the lock hole interacts with the lower rail 10, which can limit the upper rail from continuing to slide in this direction, thereby locking the movement of the upper rail.

[0048] In some embodiments, the lock plate reset assembly includes two torsion springs 503 respectively arranged on both sides of the limit arm. The torsion spring 503 can apply a reset force to the limit arm to cause it to rotate in the opposite direction when the limit arm rotates, so that the lock plate can return to the unlocked state after the external force it is subjected to is released.

[0049] In some embodiments, when the limit arm 5012 is in the unlocked state, the two torsion springs 503 clamp the two sides of the limit arm 5012 to limit the rotation of the limit arm, thereby preventing the safety locking device from interfering with the normal movement of the upper rail and preventing the lock plate from shaking and causing abnormal noise. Figure 3 The torsion arm of one torsion spring 503 abuts against one end face of the limiting arm, and the torsion arm of the other torsion spring 503 abuts against the other end face of the limiting arm. By setting the position between the two torsion springs 503 and the limiting arm 5012, the limiting arm can be limited and reset at the same time.

[0050] The lock plate reset component can also adopt a torsion spring structure, and a torsion arm of the torsion spring is fixedly connected to the limit arm, which can also play the role of limiting and resetting the limit arm.

[0051] In some embodiments, the two locking arms 5011 are symmetrically arranged relative to the limiting arm 5012, so that the mass distribution on the locking plate is more reasonable, and the device has the same locking performance in both directions.

[0052] Reference Figure 6 The two locking arms 5011 and the limiting arm 5012 form a Y-shaped structure, which further optimizes the structural layout of the locking plate and enables it to have better performance.

[0053] In some embodiments, one side of the locking end 5111 of the locking arm 5011 that interacts with the locking hole is set as a flat surface, and the other side is set as an arc surface. Figure 4 and Figure 6 The end of the locking arm 5011 inserted into the locking hole 106 is the locking end 5111. When the locking end is inserted into the locking hole, due to the relative movement between the locking plate and the lower rail, the outer side surface of the locking end acts on the locking hole, so that the locking plate is stuck in the locking hole. This side is set to a plane to form a good fit between the locking end and the locking hole; the other side of the locking end 5111 is set to an arc surface and extends to the end of the locking end, so that the end of the locking end forms a pointed end, and when the upper rail moves in the direction, the locking end can smoothly withdraw from the lock hole, which is convenient for the automatic unlocking operation of the device.

[0054] In some embodiments, the safety locking device 50 includes a lock body 504, in which a cavity opened on one side is disposed, a lock plate 501 is rotatably disposed in the cavity of the lock body 504, and two lock arms 5011 extend from the opening to the outside of the lock body.

[0055] At this time, the lock plate limiting assembly and the lock plate resetting assembly can both be arranged on the lock body, and the sliding installation locking device is integrated with the lock body as a carrier, so that the device can be installed on the slide rail mechanism as an independent component.

[0056] In some embodiments, reference 8 and Fig. 9 , the sliding locking device 40 comprises: A locking mechanism 41, provided on the upper rail, for locking the upper rail on the lower rail; The unlocking mechanism is arranged on the upper rail, and comprises unlocking handles and unlocking components arranged at both ends of the upper rail. When the unlocking handles are driven to move, the locking mechanism can be driven to move through the unlocking components, so that the locking mechanism releases the lock on the upper rail.

[0057] The unlocking button can facilitate the front and rear passengers in the car to unlock the upper rail, and has a simple structure and is easy to use.

[0058] Of course, the unlocking mechanism here can be electrically controlled to drive the locking mechanism to unlock by electric drive, and the corresponding unlocking buttons are set at both ends of the upper rail to facilitate the unlocking needs of the occupants in the car.

[0059] In some embodiments, the locking mechanism 41 includes one or more locking rods 401 and a locking rod driving member 402. The locking rod 401 is slidably set on the upper rail and can move toward the locking holes 105 horizontally spaced on the lower rail. When the locking rod 401 is inserted into the locking hole 105, the upper rail is locked on the lower rail. When the locking rod is pulled out of the locking hole, the upper rail can be unlocked.

[0060] The lock rod driving member 402 is used to apply force to the lock rod so that the lock rod is inserted into the locking hole, that is, the sliding locking device always locks the upper rail when in use, fixes the auxiliary instrument panel on the lower rail, and ensures the safety of the auxiliary instrument panel.

[0061] The lock rod driving component 402 can adopt an elastic component such as a torsion spring or a compression spring. The torsion spring or the spring applies a force to the lock rod to make it move toward the locking hole, so that the lock rod can always be stably inserted in the locking hole. The pre-tightening force provided by the torsion spring or the spring prevents the lock rod from generating noise due to the vibration of the vehicle body, etc., further ensuring the performance of the device.

[0062] In some embodiments, the unlocking assembly includes an unlocking transmission assembly and an unlocking drive assembly.

[0063] The unlocking drive assembly includes an unlocking member 403 slidably set on the upper rail, and the unlocking member 403 is configured to be able to move in a direction perpendicular to the movement direction of the locking rod. Taking this embodiment as an example, the movement direction of the locking rod 401 is perpendicular to the sliding direction of the upper rail, and the movement direction of the unlocking member is the same as the sliding direction of the upper rail.

[0064] When the unlocking transmission assembly drives the unlocking member to move, it can drive the lock rod to move in a direction away from the locking hole, so that the lock rod escapes from the locking hole, thereby realizing the unlocking operation of the upper rail. When the unlocking transmission assembly releases the action on the unlocking member, under the action of the lock rod driving member, the lock rod can be inserted into the locking hole again to lock the upper rail.

[0065] Through the cooperation among the lock rod driving member, the unlocking member and the lock rod, the lock rod can always keep stably locking the upper rail, thereby ensuring the safety of the use of the sliding auxiliary instrument panel.

[0066] The unlocking movement direction of the unlocking piece is set to be perpendicular to the movement direction of the locking rod, which facilitates the unlocking operation of the sliding locking device at both ends of the auxiliary instrument panel. The impact force generated between the locking rod and the lower rail when the vehicle accelerates or brakes suddenly will not affect the locking mechanism and the unlocking mechanism, and there will be no problem of mislocking under the action of external force, thereby ensuring the stability of the upper rail locking and the service life of the device.

[0067] In some embodiments, reference Figure 8 The sliding locking device 40 includes a shell 405, which is a structure composed of an upper shell and a lower shell. A cavity is formed inside the shell 405. The locking rod 401 and the unlocking member 403 are respectively arranged in the shell 405 and slideably cooperate with the shell. At least one end of the locking rod 401 extends from the shell and is inserted into the locking hole 105 to lock the upper rail.

[0068] The locking rod and the unlocking member are integrated in the housing, which facilitates the installation and application of the device on the automobile slide rail mechanism.

[0069] Both ends of the lock rod 401 extend from the housing 405, and the two extended ends of the lock rod 401 are slidably matched with the housing. Based on the integrated structure of the lock rod and the unlocking member in the housing, the impact force generated between the lock rod and the lower rail is transmitted and acts on the housing, and the housing provides effective protection for other components of the device, further improving the stability of the device performance and service life.

[0070] The unlocking member 403 includes a bracket 4032 and one or more driving blocks 4031 arranged on the bracket. The number of the driving blocks 4031 corresponds to the number of locking rods. The driving blocks 4031 are respectively arranged on one side of the locking rod. The driving blocks 4031 are provided with a wedge surface arranged toward the locking rod. The locking rod 401 is provided with a driving part 4011 that can form a sliding contact with the wedge surface when the unlocking member moves in a direction close to the locking rod.

[0071] When the unlocking member is driven to move under the action of external force, the wedge-shaped surface of the driving block cooperates with the driving part, and the locking rod is driven to move in a direction away from the locking hole under the action of the wedge-shaped surface, so that the locking rod is disengaged from the locking hole to achieve the unlocking operation. During the unlocking process, the locking rod compresses the elastic member, so that the locking rod can be inserted into the locking hole again after the unlocking action is released.

[0072] A plurality of ribs 406 are arranged at intervals in the housing 405 along the movement direction of the unlocking member. The ribs are provided with sliding grooves, and the bracket 4032 is fitted and clamped in the sliding grooves to achieve the sliding fitting arrangement of the unlocking member in the housing.

[0073] The locking mechanism includes a plurality of locking rods 401 arranged side by side and spaced apart. By setting the spacing between the locking rods 401, the spacing between the locking holes, the width of the locking holes, and the spacing between the centers of the locking holes, at least one locking rod can be inserted into the locking hole when the upper rail moves to any position within its range of motion. In this way, when the upper rail slides to any position and needs to be locked at that position, at least one locking rod can be inserted into the locking hole of the lower rail, thereby ensuring the safety and reliability of locking.

[0074] Reference Fig. 9 , taking four locking rods 401 arranged side by side with equal spacing as an example; the widths of the locking holes 105 are the same and are arranged with equal spacing; the relationship between the width and spacing of the four locking pins and the width and hole spacing of the locking holes on the lower rail is: The spacing of the locking pins + the width of the locking pins = 1.75 × (the width of the locking holes + the spacing of the locking holes); The width of the locking pin = the width of the locking hole.

[0075] In some embodiments, reference Figure 2 and Fig.10 The unlocking transmission assembly is connected to the unlocking member 403 through a first pull rope 411, and the unlocking transmission assembly is respectively connected to two unlocking buckles 410 through second pull ropes 412. The unlocking buckles 410 are rotationally connected to the upper rail. When the unlocking buckle is rotated, the unlocking transmission assembly can be driven to move through the second pull rope, and the second pull rope is pulled through the action of the unlocking transmission assembly, so that the unlocking member can drive the locking rod to disengage from the locking hole.

[0076] In some embodiments, the unlocking transmission assembly includes a first transmission bracket 413 and a second transmission bracket 414 which are arranged opposite to each other. The first transmission bracket 413 and the second transmission bracket 414 are slidably arranged on the upper rail 20 so that the first transmission bracket and the second transmission bracket can move in a direction toward the unlocking buckle. A transmission section 4131 is provided on the first transmission bracket 413, one end of the first pull rope 411 passes through the second transmission bracket 414 and the transmission section 4131 in sequence and is connected to the first transmission bracket via a sliding head 415 provided at the end of the first pull rope, the first pull rope 411 passes through the sliding hole on the second transmission bracket 414 and is slidably connected with the second transmission bracket, the sliding head 415 and the transmission section 4141 are slidably matched and enable the first pull rope to move along the length direction of the first transmission bracket with the sliding head, thereby driving this end of the first pull rope.

[0077] A guide surface is provided on one side of the transmission section 4131 that cooperates with the sliding head 415. When the first transmission bracket or the second transmission bracket is pulled toward the unlocking buckle, the guide surface can enable the sliding head to move in a direction away from the sliding hole while moving along the guide surface.

[0078] Reference Fig.10 The transmission section 4131 is in a V-shaped structure, so that the distance between different positions on the transmission section and the second transmission bracket is gradually increasing from the middle to both sides; when the unlocking handle is rotated, the unlocking handle pulls the corresponding second pull rope, and the second pull rope pulls the first transmission bracket to the right, and the sliding head and the transmission section move relative to each other. At this time, under the action of the transmission section and the sliding head, the first pull rope can be pulled, and when the first pull rope is pulled, the unlocking member is driven to move, and the unlocking operation of the lock rod is realized through the unlocking member. Similarly, when the second transmission bracket is pulled to the left by the second pull rope, the unlocking operation of the locking mechanism can also be realized.

[0079] In some embodiments, the unlocking transmission assembly also includes a linkage unit, which includes a synchronization gear 416 arranged between the first transmission bracket and the second transmission bracket, and the synchronization gear 416 is rotatably arranged on the upper rail 20, and the synchronization gear 416 is respectively meshed and connected with the transmission racks arranged on the first transmission bracket 413 and the second transmission bracket 414.

[0080] When the unlocking handle at one end is pulled, the linkage unit can drive the first transmission bracket or the second transmission bracket to move in opposite directions, making the unlocking operation of the locking mechanism smoother.

[0081] In some embodiments, the unlocking transmission assembly also includes a reset unit, which includes a first tension spring 417 capable of applying force to the first transmission bracket to cause it to move in a direction opposite to the pulling direction and / or a second tension spring capable of applying force to the second transmission bracket to cause it to move in a direction opposite to the pulling direction.

[0082] The reset unit is used to reset the unlocking handle and the unlocking component.

[0083] In some embodiments, reference Fig.11 , Fig.12 , Fig.13 , Fig.14 and Fig.15 , two sets of track grooves are arranged side by side on the lower rail 10, and the track grooves are in a closed groove structure; Two sets of sliding parts are arranged side by side on the upper rail 20, and the sliding parts are arranged along the length direction of the track groove. The sliding parts are respectively arranged in the track groove 101 and slide with the track groove. The sliding parts include a plurality of sliding brackets 201 arranged at intervals, and the sliding brackets 201 are rotatably provided with lower rollers 202, and the lower rollers 202 roll with the bottom surface of the track groove. At this time, the upper rail and the lower rail form a rolling fit connection through the lower rollers arranged on the plurality of sliding brackets, which facilitates the sliding of the auxiliary instrument panel of the automobile.

[0084] A shock-absorbing component 30 is arranged on the sliding bracket 201, and the shock-absorbing component 30 includes a shock-absorbing bracket 301. The shock-absorbing bracket 301 is rotatably connected to the sliding bracket 201 at one end, and is connected to the sliding bracket 201 through an elastic member 302 at the other end. An upper roller 303 is rotatably arranged on the shock-absorbing bracket, and under the action of the elastic member, the upper roller can contact with the top of the track groove and roll with the top of the track groove.

[0085] The bottom surface of the track groove 101 here refers to the lower surface in the closed groove structure, and the top of the track groove 101 refers to the upper surface in the closed groove structure. A notch 103 for the sliding bracket to extend out is provided on the lower rail at a position corresponding to the track groove, and sealing strips 104 are provided on both sides of the notch 103 to seal the notch to prevent debris from falling into the track groove.

[0086] The sealing strip can be co-extruded by three materials, namely polypropylene, thermoplastic elastomer dynamic vulcanized rubber, and special thermoplastic elastomer dynamic vulcanized rubber.

[0087] A shock absorbing component is arranged on the sliding bracket of the automobile slide rail mechanism, so that a floating matching structure is formed between the upper rail and the lower rail, which can well solve the problem that the upper rail is not stable when moving on the lower rail or even gets stuck due to manufacturing and assembly errors or debris falling into the track groove between the upper rail and the lower rail, and can well ensure the installation matching stiffness of the upper rail on the lower rail, and ensure the stability and smoothness of the sliding of the automobile auxiliary instrument panel.

[0088] The elastic member 302 can be a tension spring, one end of which is connected to a hanging hole provided on the shock absorbing bracket, and the other end is connected to a hanging shaft 203 provided on the sliding bracket 201. Hooks are provided at both ends of the tension spring, and the hooks at both ends of the tension spring can be conveniently connected to the hanging holes and the hanging shaft, making the connection and installation of the tension spring convenient.

[0089] In some embodiments, a limiting surface 102 matching the outer contour of the upper roller is provided at the top of the track groove where the upper roller rolls, so that the limiting surface 102 can apply forces to the upper roller in the vertical and horizontal directions.

[0090] The upper rollers and the track grooves interact with each other in the vertical and horizontal directions. The upper rollers on the multiple sets of sliding parts and the corresponding limiting surfaces generate forces in the horizontal direction, and the forces are in opposite directions, thereby limiting the installation position of the upper rail on the lower rail in the horizontal direction, ensuring the stability of the installation fit between the upper rail and the lower rail and reducing the requirements for assembly accuracy between the upper rail and the lower rail.

[0091] In some embodiments, the outer contour of the upper roller and the limiting surface 102 are matched arc-shaped surfaces, so that a good limiting fit can be formed between the upper roller and the limiting surface, while reducing the friction between the two.

[0092] In some embodiments, on the same sliding bracket, the lower roller 202 and the upper roller 303 are respectively arranged on both sides of the sliding bracket 201. Through the cooperation formed between multiple sets of sliding parts and track grooves at multiple positions, a stable installation cooperation structure is formed between the upper rail and the lower rail.

[0093] A wheel axle 304 is arranged on the shock absorbing bracket 301 , and an upper roller 303 is arranged at one end of the wheel axle 304 and outside the shock absorbing bracket.

[0094] The lower roller and the upper roller both use miniature deep groove ball bearings and a POM plastic-coated structure on the outside. They have self-lubrication and excellent noise reduction properties, can effectively reduce sliding noise and friction, can well ensure the NVH performance of the slide mechanism, and improve the quality of the slide mechanism.

[0095] In some embodiments, the upper roller 303 is disposed between the two connection positions of the shock absorbing bracket 301 and the sliding bracket 201, and the upper roller 303 is disposed close to the side where the shock absorbing bracket and the sliding bracket are rotatably connected. At this time, the shock absorbing bracket forms a lever structure, which can increase the magnitude of the force exerted by the elastic force of the elastic member on the upper roller and the track groove. For example, the position of the upper roller is set so that the ratio between the force arm of the elastic force and the force arm of the upper roller is 4:1, so that the use of a tension spring with a smaller elastic coefficient can meet the floating stiffness requirements between the upper rail and the lower rail.

[0096] In some embodiments, a notch 204 for setting a shock-absorbing bracket is provided between the two lower rollers on the sliding bracket 201, and the shock-absorbing bracket 301 is arranged in the position of the notch. The shock-absorbing bracket is arranged at the notch position to increase the distance between the shock-absorbing bracket and the lower rail bracket, facilitate the arrangement of the shock-absorbing bracket and avoid interference between the shock-absorbing bracket and the lower rail during use.

[0097] In some embodiments, the shock absorbing bracket 301 is configured as a groove structure, and the inner walls on both sides of the shock absorbing bracket 301 are respectively arranged opposite to the outer walls on both sides of the sliding bracket 201. At this time, the wall panels on both sides of the shock absorbing bracket 201 are respectively covered and arranged on the outside of the sliding bracket 201, and the distance between the wall panels on both sides of the shock absorbing bracket can be set to be equal to the width of the sliding bracket. Through the limited fit between the two in the width direction, the movement of the shock absorbing bracket in the width direction is limited, the stability of the shock absorbing bracket installed on the sliding bracket is ensured, and the stability and reliability of the performance of the shock absorbing component are ensured.

[0098] On the other hand, in some embodiments of the present invention, a vehicle auxiliary instrument panel module includes: Secondary instrument panel; And the auxiliary instrument panel slide rail mechanism in the above embodiment, the auxiliary instrument panel is arranged on the upper rail.

[0099] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. used to indicate the orientation or position relationship are based on the orientation or position relationship shown in the accompanying drawings, or are the orientation or position relationship where the product of the invention is usually placed when used. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0100] In addition, if the terms "horizontal" or "vertical" appear in the description of the present invention, it does not mean that the components are required to be absolutely horizontal or suspended, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0101] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances.

[0102] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Any simple modification or equivalent change made to the above embodiment based on the technical essence of the present invention shall fall within the protection scope of the present invention.

Claims

1. The auxiliary instrument panel slide rail mechanism is characterized by: include: Lower track; An upper rail, the upper rail being arranged on the lower rail and slidingly matched with the lower rail; A sliding locking device for locking the upper rail to the lower rail and being able to unlock the upper rail when the upper rail needs to be moved; The safety locking device is arranged on the upper rail and can drive the safety locking device to operate by utilizing the inertial force generated on the safety locking mechanism when the movement acceleration of the upper rail reaches a set value, thereby locking the upper rail on the lower rail.

2. The auxiliary instrument panel slide rail mechanism according to claim 1, characterized in that: The safety locking device comprises a lock plate rotatably arranged on the upper rail, a lock plate limiting assembly and a lock plate resetting assembly; The locking plate comprises two locking arms, and the locking arms extend toward a row of locking holes arranged horizontally at intervals on the lower rail; The lock plate limiting assembly is used to limit the rotation of the lock plate when the lock plate rotates to a set angle; The lock plate reset assembly is used to keep the lock plate in an unlocked state at all times. In the unlocked state, the two lock arms are arranged away from the lock hole of the lower rail, and when the external force acting on the lock plate is released, the lock plate can be restored to the unlocked state. When the movement acceleration of the upper rail reaches a set value, the lock plate can overcome the action of the lock plate reset assembly and rotate under the driving force of inertia, so that one of the lock arms can be inserted into the lock hole.

3. The auxiliary instrument panel slide rail mechanism according to claim 2, characterized in that: The lock plate includes a limit arm, the limit arm is arranged opposite to the two lock arms, and in the rotation plane of the lock plate relative to the rotation center of the lock plate, the weight of the side where the two lock arms are located is greater than the weight of the side where the limit arm is located; The locking plate limiting assembly comprises two limiting blocks respectively arranged on both sides of the limiting arm; and / or The lock plate reset assembly includes two torsion springs respectively arranged on both sides of the limit arm. When the limit arm rotates, the torsion spring can apply a reset force to the limit arm to make it rotate in the opposite direction.

4. The auxiliary instrument panel slide rail mechanism according to claim 1, characterized in that: The sliding locking device comprises: A locking mechanism, disposed on the upper rail, for locking the upper rail on the lower rail; The unlocking mechanism is arranged on the upper rail, and comprises unlocking handles and unlocking components arranged at both ends of the upper rail. When the unlocking handles are driven to move, the locking mechanism can be driven to move through the unlocking components, so that the locking mechanism releases the lock on the upper rail.

5. The auxiliary instrument panel slide rail mechanism according to claim 4, characterized in that: The locking mechanism includes one or more locking rods and a locking rod driving member slidably arranged on the upper rail, and locking holes that cooperate with the locking rods are horizontally spaced on the lower rail. The locking rod can move in a direction approaching or away from the locking hole, and the locking rod driving member is used to apply a force to the locking rod so that the locking rod is inserted into the locking hole.

6. The auxiliary instrument panel slide rail mechanism according to claim 5, characterized in that: The unlocking assembly includes an unlocking transmission assembly and an unlocking drive assembly; The unlocking drive assembly includes an unlocking member slidably arranged on the upper rail, wherein the unlocking member is arranged to be able to move in a direction perpendicular to the movement direction of the lock rod, and when the unlocking member moves, the lock rod can be driven to move in a direction away from the locking hole; The unlocking transmission assembly is connected to the unlocking piece through a first pull rope, and the unlocking transmission assembly is respectively connected to two unlocking buckles through a second pull rope. The unlocking buckle is rotationally connected to the upper rail. When the unlocking buckle is rotated, the unlocking transmission assembly can be driven to move through the second pull rope, and the second pull rope is pulled through the movement of the unlocking transmission assembly, so that the unlocking piece can drive the locking rod to disengage from the locking hole.

7. The auxiliary instrument panel slide rail mechanism according to claim 6, characterized in that: The unlocking transmission assembly comprises a first transmission bracket and a second transmission bracket which are arranged opposite to each other, wherein the first transmission bracket and the second transmission bracket are slidably arranged on the upper rail so that the first transmission bracket and the second transmission bracket can move in a direction toward the unlocking buckle; A transmission section is provided on the first transmission bracket, one end of the first pull rope passes through the second transmission bracket and the transmission section in sequence and is connected to the first transmission bracket through a sliding head provided at the end of the first pull rope, the first pull rope passes through the sliding hole on the second transmission bracket and is slidably connected with the second transmission bracket, the sliding head and the transmission section are slidably matched and enable the first pull rope to move along the length direction of the first transmission bracket with the sliding head, a guide surface is provided on one side of the transmission section that cooperates with the sliding head, and when the first transmission bracket or the second transmission bracket is pulled toward the unlocking buckle hand, the guide surface enables the sliding head to move in a direction away from the sliding hole while moving along the guide surface.

8. The auxiliary instrument panel slide rail mechanism according to claim 6, characterized in that: The unlocking transmission assembly also includes a linkage unit, which includes a synchronous gear arranged between the first transmission bracket and the second transmission bracket, the synchronous gear is rotatably arranged on the upper rail, and the synchronous gear is respectively meshed and connected with the transmission racks arranged on the first transmission bracket and the second transmission bracket.

9. The auxiliary instrument panel slide rail mechanism according to claim 7 or 8, characterized in that: The unlocking transmission assembly also includes a reset unit, which includes a first tension spring capable of applying force to the first transmission bracket to move it in a direction opposite to the pulling direction and / or a second tension spring capable of applying force to the second transmission bracket to move it in a direction opposite to the pulling direction.

10. The auxiliary instrument panel slide rail mechanism according to claim 1, characterized in that: Two groups of track grooves are arranged side by side on the lower rail; Two sets of sliding parts are arranged side by side on the upper rail, and the sliding parts are respectively arranged in the track groove and slide between the track grooves. The sliding part includes a plurality of sliding brackets arranged at intervals, and the sliding brackets are rotatably provided with lower rollers, and the lower rollers roll with the bottom surface of the track groove; A shock-absorbing component is arranged on the sliding bracket, and the shock-absorbing component includes a shock-absorbing bracket. The shock-absorbing bracket is rotatably connected to the sliding bracket at one end, and is connected to the sliding bracket through an elastic member at the other end. An upper roller is rotatably arranged on the shock-absorbing bracket, and under the action of the elastic member, the upper roller can contact with the top of the track groove and roll with the top of the track groove.

11. Automobile auxiliary instrument panel module, characterized in that: include: Secondary instrument panel; And the auxiliary instrument panel sliding rail mechanism according to any one of claims 1 to 10, wherein the auxiliary instrument panel is arranged on the upper rail.

Images