A slide rail mechanism for vehicle-mounted equipment, vehicle-mounted equipment, and vehicle.

Abstract

This invention provides a slide rail mechanism for vehicle-mounted equipment, comprising a lower guide rail assembly, an upper guide rail assembly, a rubber strip, and a transmission device. The lower guide rail assembly includes a lower guide rail with a first cavity and a first gap communicating with the first cavity. The upper guide rail assembly is disposed within the first cavity and includes a bracket and a rolling assembly. The rolling assembly is disposed on the bracket and abuts or engages with at least a portion of the rubber strip. The transmission device is at least partially connected to the bracket. A portion of the rubber strip is disposed within the first cavity, and another portion is disposed within the first gap. The transmission device drives the bracket to slide within the first cavity along the extension direction of the lower guide rail. The rubber strip covers the first gap perpendicular to the extension direction of the lower guide rail. This invention provides a slide rail mechanism, vehicle-mounted equipment, and vehicle that can improve the reliability of slide rail operation, reduce the Z-axis height of the slide rail, and improve the structural modal characteristics of vehicle-mounted equipment.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, specifically to a slide rail mechanism for vehicle-mounted equipment, vehicle-mounted equipment, and vehicle. Background Technology

[0002] With the rapid development of technology, people's definition of a car has evolved beyond just a safe and reliable means of transportation. Cars now integrate more comprehensive and intelligent functions such as transportation and entertainment, becoming a diverse living space in people's lives. As a core component connecting onboard equipment to the vehicle's underbody, the long sliding rail structure for onboard equipment has emerged to meet the diverse needs of automotive spaces. The appearance of this long sliding rail structure, applied in modern automotive spaces, directly impacts the visual effect of the entire interior and the passenger experience.

[0003] The vehicle-mounted equipment slide rail includes a fixed rail (lower rail) and a sliding rail (upper rail). The fixed rail is fixed to the bottom of the vehicle body by connecting bolts. The sliding rail passes through the fixed rail and can slide in the fixed rail. The upper part of the sliding rail is fixed to the vehicle-mounted equipment, and the vehicle-mounted equipment can slide back and forth with the sliding rail.

[0004] However, due to the long track design of the slide rail, existing products on the market currently have a series of problems such as large track gaps that are difficult to seal, allowing dust to easily enter and small items that fall into the track to easily get stuck. These problems will accelerate the wear of the slide rail and may even cause seats, mobile islands, wine cabinets and other items to malfunction.

[0005] Therefore, there is an urgent need to develop a sliding rail mechanism, vehicle-mounted equipment, and vehicle for vehicle-mounted equipment to solve the above-mentioned technical problems.

[0006] It should be noted that the above content is only used to help understand the technical solution of the present invention, and does not represent an admission that the above content is prior art. Summary of the Invention

[0007] The aim is to solve the above-mentioned technical problems and provide a slide rail mechanism, vehicle equipment and vehicle for vehicle equipment that can improve the reliability of slide rail operation, reduce the Z-axis height of slide rail and improve the structural modal characteristics of vehicle equipment.

[0008] In a first aspect, the present invention relates to a slide rail mechanism for vehicle-mounted equipment, comprising: A lower guide rail assembly includes a lower guide rail, wherein the lower guide rail is provided with a first cavity and a first gap communicating with the first cavity; An upper guide rail assembly is disposed in the first cavity. The upper guide rail assembly includes a bracket and a rolling assembly, and the rolling assembly is disposed on the bracket. The rubber strip, wherein the rolling assembly abuts or engages with at least a portion of the rubber strip; The transmission device is at least partially connected to the bracket; Wherein, a portion of the adhesive strip is disposed in the first cavity and another portion is disposed in the first gap, the transmission device is disposed in the first cavity, the transmission device drives the bracket to move in the first cavity along the extension direction of the lower guide rail, and the adhesive strip covers the first gap in the direction perpendicular to the extension direction of the lower guide rail.

[0009] In one specific implementation, the lower guide rail includes a bottom wall, side walls extending outward and upward from both sides of the bottom wall, and a top wall extending inward from each of the side walls. The bottom wall, the side walls, and the top wall enclose and form the first cavity. The lower guide rail also includes an extension wall extending upward from the top wall. The first gap is located between the two extension walls, and the rubber strip abuts against the extension wall.

[0010] In one specific implementation, one of the extension wall and the rubber strip has a groove and the other has a protrusion. The protrusion is disposed in the groove and abuts against the groove. Both the groove and the protrusion are arranged along the extension direction of the lower guide rail.

[0011] In one specific implementation, the groove is provided on the extension wall, the protrusion is provided on the rubber strip, and the groove abuts against the rubber strip in a direction perpendicular to the extension of the lower guide rail; Alternatively, the groove may be provided on the rubber strip, and the protrusion may be provided on the extension wall.

[0012] In one specific implementation, the top wall is provided with a second groove extending along the lower guide rail, and the lower guide rail assembly further includes a pressure strip, one end of which is provided with a flange, the flange being disposed in the second groove, and the pressure strip at least partially covering the top wall.

[0013] In one specific implementation, the lower guide rail assembly further includes a pressure strip. The lower guide rail includes a bottom wall, side walls extending outward and upward from both sides of the bottom wall, and a top wall extending inward from each of the side walls. The bottom wall, the side walls, and the top wall surround and form the first cavity. A first gap is disposed between the two top walls. At least a portion of the pressure strip covers the top wall and at least a portion is disposed within the first gap. A second gap is provided between the two pressure strips. A rubber strip is disposed within the second gap, and the rubber strip is interference-fitted with at least one of the pressure strips.

[0014] In one specific implementation, the transmission device includes a transmission component and a motion component. The rotational motion of the transmission component drives the motion component to rotate, and the rotation of the motion component drives the upper guide rail component to move linearly along the extension direction of the lower guide rail.

[0015] In one specific implementation, the transmission component is a motor assembly, the motion component is a lead screw assembly, the motor assembly includes a drive motor and a first transmission part, the lead screw assembly includes a lead screw and a lead screw nut, the first transmission part is drivenly connected to the lead screw, and the lead screw nut is connected to the bracket; Alternatively, the motor assembly may include a drive motor, the lead screw assembly may include a lead screw and a lead screw nut, the drive motor may be connected to the lead screw in a transmission connection, and the lead screw nut may be connected to the bracket.

[0016] In one specific implementation, the extension direction of the lead screw is consistent with the extension direction of the lower guide rail, the lead screw includes a first end and a second end in the extension direction of the lower guide rail, and the lead screw nut is configured to reciprocate along the lead screw axis between the first end and the second end.

[0017] In one specific implementation, the drive motor drives the lead screw to rotate, the rotation of the lead screw drives the lead screw nut to move, and drives the bracket to move linearly along the extension direction of the lower guide rail.

[0018] In one specific implementation, the bracket and the bottom wall form a second cavity, and the lead screw assembly is disposed in the second cavity on the side of the second cavity near the bottom wall of the lower guide rail.

[0019] In one specific implementation scheme, the bracket and the bottom wall of the lower guide rail form a second cavity, the lead screw and at least one load-bearing shaft are disposed in the second cavity, the lead screw nut is connected to the bracket through a nut seat, the nut seat includes a lateral pressure-bearing slider that slides with the load-bearing shaft, and external lateral force is transmitted to the load-bearing shaft and the bracket through the lateral pressure-bearing slider, bypassing the lead screw.

[0020] In one specific implementation, the transmission component has an output axis, the motion component has an input axis, and the output axis of the transmission component and the input axis of the motion component are collinear or parallel.

[0021] In one specific implementation, the transmission assembly is located on one side of the lower guide rail extension direction, and the upper guide rail assembly is located on one side perpendicular to the lower guide rail extension direction.

[0022] In one specific implementation, the transmission device includes a transmission component and a motion component. The rotational motion of the transmission component drives the motion component to rotate. The transmission component has an output axis, and the motion component has an input axis. The output axis of the transmission component and the input axis of the motion component are collinear or parallel. The transmission component is located on one side of the motion component along the extension direction of the lower guide rail.

[0023] In one specific implementation, the adhesive strip includes a first adhesive strip covering the first gap, a second adhesive strip disposed below the bracket, and a transition adhesive strip connecting the first adhesive strip and the second adhesive strip, wherein the second adhesive strip and at least a portion of the transition adhesive strip are disposed within the first cavity.

[0024] In one specific implementation, the rolling assembly includes a first roller and a second roller. The first roller is disposed above the second rubber strip and abuts against the second rubber strip and / or the transition rubber strip. The second roller is disposed below the first rubber strip and abuts against the first rubber strip and / or the transition rubber strip.

[0025] In one specific implementation, the adhesive strip has an upper surface and a lower surface disposed opposite to each other, the first roller abuts against the upper surface of the adhesive strip, and the second roller abuts against the lower surface of the adhesive strip.

[0026] In one specific implementation, there are two first rollers and two second rollers, with the two first rollers located between the two second rollers.

[0027] In one specific implementation, the bracket and the adhesive strip have a connection channel in the extension direction of the lower guide rail. The slide rail mechanism for vehicle-mounted equipment further includes a cover assembly disposed above the bracket. The cover assembly includes a first cover and a second cover. The first cover is disposed on the bracket, and the second cover is disposed on the bracket and at least partially covers the connection channel.

[0028] In one specific implementation, the rolling assembly includes a first roller and a second roller. The first roller is located above the rubber strip and close to the bracket in the direction of extension of the lower guide rail. The second roller is located below the rubber strip and away from the bracket in the direction of extension of the lower guide rail. A third roller and a fourth roller are provided between the first roller and the second roller. The third roller is located on the second cover member, and the fourth roller is located on the bracket.

[0029] In one specific implementation, the second covering assembly further includes an inclined portion on the side away from the bracket in the extension direction of the lower guide rail, and the third roller is disposed on the side of the inclined portion facing the adhesive strip, the third roller abutting against the upper surface of the adhesive strip.

[0030] In one specific implementation, the inclined portion has a brush on the side facing the adhesive strip that abuts against the upper surface of the adhesive strip, and the fourth roller abuts against the lower surface of the adhesive strip and is located on the opposite side of the brush.

[0031] In one specific implementation, the first roller and the second roller have a first distance in the direction of extension of the lower guide rail, and the third roller and the fourth roller have a second distance in the direction perpendicular to the direction of extension of the lower guide rail.

[0032] In one specific implementation, the bracket includes a support portion and a connecting portion disposed on the support portion. A portion of the adhesive strip is disposed below the connecting portion and another portion is disposed above the connecting portion. There are two support portions, and the connecting portion connects the two support portions.

[0033] In one specific implementation, the connecting part is provided with a mounting part, and the mounting direction of the mounting part is perpendicular to the extension direction of the lower guide rail.

[0034] In one specific implementation, the slide rail mechanism for vehicle-mounted equipment further includes a gap block fixedly connected to the bracket. The bottom wall of the lower guide rail has a pre-protruding arch facing the gap block in a free state. In an assembled state, the gap block is pressed between the bracket and the bottom wall and overcomes the pre-protrusion of the bottom wall, causing the bottom wall to elastically deform to a preset plane. The gap block is located between the upper guide rail assembly and the lower guide rail in the mounting direction of the mounting part and the width direction of the lower guide rail.

[0035] Secondly, the present invention provides a vehicle-mounted equipment, including the aforementioned slide rail mechanism for vehicle-mounted equipment, wherein the vehicle-mounted equipment is provided with a base connected to the upper guide rail assembly.

[0036] Thirdly, the present invention provides a vehicle including the aforementioned vehicle-mounted equipment.

[0037] The present invention provides a slide rail mechanism for vehicle-mounted equipment, which has at least the following beneficial effects: The lower guide rail has a first gap, and a portion of the rubber strip is disposed within the first gap and covers the first gap in a direction perpendicular to the extension of the lower guide rail. This achieves a seal between the lower guide rail and the rubber strip, eliminating gaps and preventing dust from entering. It also prevents small objects from falling through the gap and entering the track, becoming stuck, and thus preventing track wear, thereby extending the service life of the slide rail and improving its operational reliability. The upper guide rail assembly is disposed within a first cavity, and another portion of the rubber strip is also disposed within the first cavity. Both the upper guide rail assembly and a portion of the rubber strip are located within the first cavity, meaning the entire upper guide rail assembly can slide within the lower guide rail in the direction of its extension. This allows for slide rail movement while reducing the upward arch height of the upper guide rail assembly, thereby reducing the overall height of the slide rail in the Z-direction. This increases the headroom and storage space within the vehicle-mounted equipment. The reduced height of the slide rail in the Z-direction lowers the system center of gravity of the vehicle-mounted equipment, thereby improving its structural modal characteristics. The upper guide rail assembly and another part of the rubber strip are both located within the first cavity. This concealed design allows the upper guide rail assembly to slide within the first cavity of the lower guide rail during movement, without occupying space above the lower guide rail. It also prevents contact with other objects or components above the lower guide rail, thus improving structural stability and reliability, while also enhancing aesthetics. Furthermore, the transmission device is located within the first cavity, and its drive bracket slides within the first cavity along the extension direction of the lower guide rail. This means the transmission device is housed within the first cavity to move the slide rail, eliminating the need for installation space above the lower guide rail for the transmission device and upper guide rail assembly. This reduces the overall height of the slide rail in the Z-axis direction. Having the transmission device within the first cavity not only simplifies installation, saves components, and reduces installation time, thus lowering costs, but also improves transmission efficiency and reliability, thereby enhancing the reliability of the slide rail operation. Attached Figure Description

[0038] Figure 1 : An exploded structural diagram of the slide rail mechanism according to an embodiment of the present invention; Figure 2 : A three-dimensional structural schematic diagram of the slide rail mechanism according to an embodiment of the present invention; Figure 3 : A side view of the slide rail mechanism according to an embodiment of the present invention; Figure 4 : A cross-sectional view of the slide rail mechanism according to an embodiment of the present invention; Figure 5 : A cross-sectional view of another embodiment of the slide rail mechanism of the present invention; Figure 6 : A three-dimensional structural diagram of the slide rail mechanism support and gap block according to an embodiment of the present invention; Figure 7: A schematic diagram of another embodiment of the slide rail mechanism of the present invention; Figure 8 : A schematic diagram of the slide rail mechanism of the present invention from another angle in another embodiment; Figure 9 : A side view of another embodiment of the slide rail mechanism of the present invention.

[0039] Reference numerals: 1. Lower guide rail; 11. Bottom wall; 12. Side wall; 13. Top wall; 131. Protrusion; 132. Slot; 133. Second groove; 14. First gap; 15. First cavity; 16. Extension wall; 161. Protrusion; 17. Connecting channel; 2. Upper guide rail assembly; 21. Bracket; 22. Rolling assembly; 210. Second cavity; 211. Support part; 212. Connecting part; 213. Mounting part; 221. First roller; 222. Second roller; 223. Third roller; 224. Fourth roller; 225. Fifth roller; 3. Pressing strip; 31. First pressing strip; 310. First extension; 32. Second pressing strip; 320. Second extension; 33. Lip; 34. Second gap; 35. Flanged edge; 4. Adhesive strip; 400. Upper surface; 401. Lower surface; 41. First adhesive strip; 42. Second adhesive strip; 43. Transition adhesive strip; 431. First bend; 432. Second bend; 44. Groove; 5. Transmission device; 51. Motor assembly; 511. Drive motor; 512. First transmission part; 52. Lead screw assembly; 521. Lead screw; 522. Second transmission part; 523. Lead screw nut; 524. First end; 525. Second end; 6. Plastic cover; X, extension direction of the lower guide rail; Z, mounting direction of the mounting part; L1, output axis of the transmission component; L2, input axis of the motion component; 7. Gap block; 8. Covering assembly; 81. First covering part; 811. Buckling part; 82. Second covering part; 821. Inclined part; 822. Brush; 9. Supporting component; 91. Fixing part; d1, first spacing; d2, second spacing. Detailed Implementation

[0040] Preferred embodiments of this application are described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of this application and are not intended to limit the scope of protection of the application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0041] It should be noted that, in the description of this application, the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, features defined as "first" or "second" may explicitly or implicitly include one or more of that feature, and should not be construed as indicating or implying relative importance. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0042] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "setting" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0043] The following is in conjunction with the appendix Figures 1-9 This application will be described in further detail.

[0044] This application provides a slide rail mechanism for vehicle-mounted equipment, including a lower guide rail assembly, an upper guide rail assembly 2, a rubber strip 4, and a transmission device 5. The lower guide rail assembly includes a lower guide rail 1, which has a first cavity 15 and a first gap 14 communicating with the first cavity 15. The upper guide rail assembly 2 is disposed in the first cavity 15 and includes a bracket 21 and a rolling assembly 22. The rolling assembly 22 is disposed on the bracket 21 and abuts or engages with at least a portion of the rubber strip 4. The transmission device 5 is at least partially connected to the bracket 21. A portion of the rubber strip 4 is disposed in the first cavity 15 and another portion is disposed in the first gap 14. The transmission device 5 is disposed in the first cavity 15 and drives the bracket 21 to slide in the first cavity 15 along the extension direction X of the lower guide rail. The rubber strip 4 covers the first gap 14 in a direction perpendicular to the extension direction X of the lower guide rail.

[0045] The lower guide rail 1 has a first gap 14. A portion of the rubber strip 4 is disposed within the first gap 14 and covers the first gap 14 in the direction perpendicular to the extension of the lower guide rail (X). This achieves a seal between the lower guide rail 1 and the rubber strip 4, eliminating gaps and preventing dust from entering. It also prevents small objects from falling through the gaps and getting stuck in the rail, thus preventing wear on the rail and extending its service life and improving the reliability of the rail operation. The upper guide rail assembly 2 is disposed within the first cavity 15, and another portion of the rubber strip 4 is disposed within the first cavity 15. Both the upper guide rail assembly 2 and a portion of the rubber strip 4 are disposed within the first cavity 15, allowing the upper guide rail assembly 2 to slide within the lower guide rail 1 in the direction of extension of the lower guide rail (X). This reduces the upward arching height of the upper guide rail assembly 2 while allowing the rail to move, thereby reducing the overall height of the rail in the Z direction. This increases the headroom and storage space of the vehicle equipment. The reduced height of the rail in the Z direction lowers the system center of gravity of the vehicle equipment, thus improving its structural modal characteristics. The upper guide rail assembly 2 and the other part of the rubber strip 4 are both located in the first cavity 15. That is, when the slide rail moves, the hidden design allows the upper guide rail assembly 2 to slide in the first cavity 15 of the lower guide rail 1 without occupying the space above the lower guide rail 1. When moving, it will not come into contact with other objects or parts above the lower guide rail 1, thereby improving the stability and reliability of the structure, while also having a better aesthetic appearance.

[0046] Furthermore, the transmission device 5 is located within the first cavity 15, and the transmission device 5 drives the bracket 21 to slide within the first cavity 15 along the extension direction of the lower guide rail 1. That is, the transmission device 5 is housed within the first cavity 15 to realize the movement of the slide rail, eliminating the installation space of the transmission device 5 and the upper guide rail assembly 2 above the lower guide rail 1, reducing the overall height of the slide rail in the Z direction. The fact that the transmission device 5 is located within the first cavity 15 not only simplifies the installation steps, saves parts, and saves installation time, thereby reducing costs, but also improves the efficiency and reliability of the transmission, thereby improving the reliability of the slide rail operation.

[0047] like Figure 1 , Figure 2 and Figure 4As shown, in one embodiment of this application, the lower guide rail assembly further includes a pressure strip 3. The lower guide rail 1 includes a bottom wall 11, side walls 12 extending outward and upward from both sides of the bottom wall 11, and top walls 13 extending inward from the side walls 12. The two top walls 13 extend from the two side walls 12 toward each other. The bottom wall 11, side walls 12, and top walls 13 form a first cavity 15. A first gap 14 is disposed between the two top walls 13. At least a portion of the pressure strip 3 covers the top wall 13 and at least a portion is disposed within the first gap 14. A second gap 34 is provided between the two pressure strips 3. A rubber strip 4 is disposed within the second gap 34. The rubber strip 4 is interference-fitted with at least one pressure strip 3 to prevent dust from entering and to prevent small objects from entering the rail through the gap, thus avoiding wear on the rail and affecting the service life of the slide rail, and improving the reliability of the slide rail operation. The rubber strip 4 is made of wear-resistant elastic rubber or thermoplastic elastomer.

[0048] like Figure 4 As shown, the top wall 13 includes an outwardly protruding dovetail-shaped protrusion 131, with a groove 132 on the outer side of the protrusion 131. The pressure strip 3 includes a first pressure strip 31 covering the top wall 13 and a second pressure strip 32 covering part of the side wall 12. The first pressure strip 31 has a first extension 310 protruding inward to cooperate with the groove 132, and the second pressure strip 32 has a second extension 320 protruding inward to cooperate with the groove 132. Both the first extension 310 and the second extension 320 are wedge-shaped, and are positioned in the groove 132 through the wedge-shaped first extension 310 and the second extension 320. The pressure strip 3 is engaged with the protrusion 131 within the 32, which can hold the pressure strip 3 on the top wall 13 and prevent it from falling off, thereby improving the stability and reliability of the pressure strip 3 installation. In addition, the interference fit between the rubber strip 4 and the pressure strip 3 will not be affected by the shaking or slippage of the pressure strip 3, and there will be no gap between the lower guide rail 1 and the rubber strip 4. At the same time, the pressure strip 3 also includes a lip 33 connected to the first pressure strip 31. The lip 33 is set in the first gap 14 and covers the top wall 13, achieving a better sealing effect, extending the service life of the slide rail, and improving the reliability of the slide rail movement.

[0049] like Figure 1 and Figure 5As shown, in another embodiment of this application, the lower guide rail assembly includes a lower guide rail 1. The lower guide rail 1 includes a bottom wall 11, side walls 12 extending outward and upward from both sides of the bottom wall 11, and a top wall 13 extending inward from the side walls 12. The bottom wall 11, side walls 12, and top wall 13 surround and form a first cavity 15. The lower guide rail 1 also includes an extension wall 16 extending upward from the top wall 13. A first gap 14 is provided between the two extension walls 16, and the rubber strip 4 abuts against the extension wall 16. The lower guide rail 1 is provided with extension walls 16. The lower guide rail 1 abuts against the rubber strip 4 through its own extension walls 16, without the need for pressure strips 3 or other components to abut against the rubber strip 4. This ensures that the internal space of the lower guide rail 1 is not exposed to the outside, preventing dust from entering and preventing small objects from entering the track through the gap, thus avoiding wear on the track and affecting the service life of the slide rail, and improving the reliability of the slide rail operation. In addition, the lower guide rail 1 directly abuts against the rubber strip 4, which is simple in structure, reduces the number of parts and reduces the difficulty of manufacturing process. At the same time, since the lower guide rail 1 itself is a rigid structure, it is not easy to deform during abutment, which has good sealing reliability and can extend service life, thus having good structural reliability.

[0050] The extension wall 16 and the rubber strip 4 each have a groove 44 and a protrusion 161. The protrusion 161 is located in the groove 44 and abuts against the groove 44. Both the groove 44 and the protrusion 161 are arranged along the extension direction X of the lower guide rail. The abutment between the extension wall 16 and the rubber strip 4 is achieved through the arrangement of the groove 44 and the protrusion 161. When the rubber strip 4 is installed, because the rubber strip 4 itself is elastic, the protrusion 161 can be easily placed in the groove 44, which facilitates assembly. In addition, the protrusion 161 and the groove 44 have a good limiting effect. After installation, the positions of the rubber strip 4 and the extension wall 16 will not move, which can achieve a good fixing effect and good installation stability.

[0051] A groove 44 is provided on the extension wall 16, and a protrusion 161 is provided on the adhesive strip 4. The groove 44 and the adhesive strip 4 abut against each other in the direction perpendicular to the extension direction X of the lower guide rail. That is, the adhesive strip 4 abuts against the groove 44 in both the mounting direction Z of the mounting part and the width direction of the lower guide rail. This restricts the degrees of freedom of the extension wall 16 and the adhesive strip 4 in both directions, allowing the adhesive strip 4 to be firmly abutted within the first gap 14. The adhesive strip 4 will not move freely in the mounting direction Z of the mounting part and the width direction of the lower guide rail, thus having good structural reliability. In the embodiments of this application, the groove 44 may also be provided on the adhesive strip 4, and the protrusion 161 may be provided on the extension wall 16.

[0052] The top wall 13 is provided with a second groove 133 extending along the X direction of the lower guide rail. The lower guide rail assembly also includes a pressure strip 3. One end of the pressure strip 3 is provided with a flange 35, which is located in the second groove 133. The pressure strip 3 at least partially covers the top wall 13. The flange 35 at one end of the pressure strip 3 is located in the second groove 133. The flange 35 is bent and located in the second groove 133, so that when the pressure strip 3 is installed, the connection with the rubber strip 4 will not lift up, so that the vehicle equipment as a whole has a good flatness and does not affect the overall sliding of the slide rail. At the same time, the pressure strip 3 and the rubber strip 4 are flush in the horizontal direction, which has a good aesthetic appearance.

[0053] Of course, in other embodiments of this application, the lower guide rail 1 may not have the second groove 133, that is, the pressure strip 3 is glued to the top wall 13, which not only has better flatness, but also better aesthetics.

[0054] like Figure 1 and Figure 3 As shown, the transmission device 5 includes a transmission component and a motion component. The rotational motion of the transmission component drives the motion component to rotate, and the rotation of the motion component drives the upper guide rail component to slide linearly along the extension direction X of the lower guide rail. That is, the rotational motion of the transmission component is converted into the linear motion of the upper guide rail component, thereby simplifying the transmission structure and improving the transmission efficiency.

[0055] In the embodiments of this application, the transmission component is a motor assembly 51, and the motion component is a lead screw assembly 52. ​​The motor assembly 51 includes a drive motor 511 and a first transmission part 512. The lead screw assembly 52 includes a lead screw 521 and a lead screw nut 523. The first transmission part 512 is connected to the lead screw 521 in a transmission manner. Of course, in this embodiment, the lead screw assembly 52 can also be provided with a second transmission part 522 connected to the first transmission part 512 in a transmission manner. The lead screw nut 523 is connected to the bracket 21. The drive motor 511 drives the lead screw 521 to rotate. The rotation of the lead screw 521 drives the bracket 21 to slide linearly along the extension direction X of the lower guide rail. The drive motor 511 rotates, causing the first transmission part 512 to rotate. The rotation of the first transmission part 512 causes the lead screw 521 to rotate. The lead screw nut 523 has threads, and the lead screw 521 also has threads. The threads on the lead screw 521 and the lead screw nut 523 mesh, converting the rotation of the lead screw 521 into the linear motion of the lead screw nut 523. Because the lead screw nut 523 is rigidly connected to the bracket 21, it drives the upper guide rail assembly 2 to move along the extension direction X of the lower guide rail 1. The installation is simple, the number of parts is reduced, the cost of the slide rail mechanism is reduced, the transmission structure is simplified, and the transmission efficiency is high.

[0056] The extension direction of the lead screw 521 is consistent with the extension direction X of the lower guide rail. This ensures that when the lead screw 521 rotates to drive the lead screw nut 523 to make linear motion, there will be no deviation that would affect the sliding of the slide rail, thus improving the reliability and service life of the slide rail mechanism. The lead screw 521 includes a first end 524 and a second end 525. The lead screw nut 523 is configured to reciprocate along the axial direction of the lead screw 521 between the first end 524 and the second end 525. This ensures that the lead screw nut 523 will not deviate from the lead screw 521 when making linear motion, which in turn ensures that the upper guide rail assembly 2 will not deviate from the lower guide rail 1 and can reciprocate within the lower guide rail 1.

[0057] like Figure 1 and Figure 4 As shown, in another embodiment of this application, the transmission component has an output axis L1, and the motion component has an input axis L2. The output axis L1 of the transmission component and the input axis L2 of the motion component are arranged parallel to each other. Of course, in this embodiment, the output axis L1 of the transmission component and the input axis L2 of the motion component can also be collinear, that is, the output axis L1 of the transmission component and the input axis L2 of the motion component share the same axis. The transmission components are arranged inside the bracket 21 in parallel or collinear, which not only makes installation more convenient, but also makes the overall center of gravity of the sliding move down, resulting in better structural stability. In addition, the transmission component and the motion component are both arranged in the lower guide rail, which makes the structure reasonable and the space utilization rate high. At the same time, the rotational motion is converted into linear motion in the first cavity 15, which is convenient for installation, reduces the number of parts, reduces the cost of the slide rail mechanism, simplifies the transmission structure, and has high transmission efficiency. The transmission component is located on one side of the extension direction X of the lower guide rail, and the upper guide rail component 2 is located on one side perpendicular to the extension direction of the lower guide rail 1. The transmission component is set in the X direction of the lower guide rail 1, and the upper guide rail component 2 is set in the Z direction of the lower guide rail 1. This makes full use of the internal space of the lower guide rail 1, reduces the height in the Z direction, and also reduces the overall space occupied by the slide rail mechanism, thereby saving space and improving space utilization.

[0058] In other embodiments of this application, the transmission component can be a drive structure other than the motor component, such as a universal joint, a turbine, etc., which can realize the rotational motion of the transmission component. The motion component can be a structure other than the lead screw and lead screw nut, such as a gear and rack transmission structure, a worm gear transmission structure, etc., which can realize the motion component to convert rotational motion into linear motion.

[0059] The lead screw assembly 52 is connected to the drive motor 511 through a planetary reduction mechanism. The radial dimension of the planetary reduction mechanism is smaller than the width of the top wall 13 of the lower guide rail 1. By setting a special reduction mechanism, the lateral space of the lower guide rail 1 is cleverly utilized, and the drive motor 511 is laterally embedded in the groove of the side wall 12 of the lower guide rail 1, achieving high-density space integration and high space utilization.

[0060] The bracket 21 and the bottom wall 11 form a second cavity 210. The transmission device 5 is at least partially located within the second cavity 210, i.e., the motor assembly 51 is located within the second cavity 210. This fully utilizes the space of the lower guide rail 1, ensuring that the upper guide rail assembly 2 can be housed within the lower guide rail 1 without affecting its smooth sliding within the lower guide rail 1, saving space and improving space utilization. Furthermore, the transmission device 5 being located inside the bracket 21 not only facilitates installation but also lowers the overall center of gravity of the slide rail, resulting in better structural stability and improved overall strength. Simultaneously, the lead screw 521 is located on the side of the second cavity 210 near the bottom wall 11, i.e., the lead screw 521 is eccentrically positioned within the lower guide rail 1 near the bottom wall 11. This makes the center of gravity of the second cavity 210 closer to the bottom wall 11, with the vertical foot of the lead screw 521's axis falling in the middle of the width direction of the bottom wall 11. This lowers the overall center of gravity of the slide rail, thereby improving the structural modal characteristics of the vehicle-mounted equipment.

[0061] In another embodiment of this application, the lead screw 521 is supported at both ends by a first support in a rotatable but axially limited manner on the lower guide rail 1. The first support is equipped with a thrust bearing and a locking nut structure. During assembly, an axial preload is applied to the lead screw 521, putting it in a tensile state. The tensioned lead screw 521 is located inside the second cavity 210, serving both as a power transmission component for the drive motor 511, converting rotational motion into linear motion of the support 21, and as a longitudinal reinforcing rib within the second cavity 210. Together with the bottom wall 11 of the lower guide rail 1, it forms a high-rigidity box-shaped force transmission structure, which can resist the longitudinal deformation of the support 21 and the entire slide rail, while simultaneously completing power transmission and structural reinforcement, balancing rigidity and transmission. Furthermore, the lead screw 521, fixed at both ends, can directly participate in the transmission of force flow. In the event of a frontal or rear-end collision, it prevents the upper guide rail assembly 2 from undergoing excessive displacement due to inertia, thereby improving the ultimate safety margin of the slide rail and enhancing the safety of vehicle collisions.

[0062] The lower guide rail 1 and the bracket 21 enclose a second cavity 210 with a cross-sectional height H. The second cavity 210 is located above the bottom wall 11. A lead screw 521 and at least one load-bearing shaft are provided within the second cavity 210. The axial height of the lead screw 521 is less than or equal to the cross-sectional height of 0.35H, meaning the lead screw 521 is closer to the bottom wall 11 in the Z-direction. The axial height h of the lead screw 521 (the vertical distance from the upper surface of the bottom wall 11 to the lead screw axis) satisfies: 0.15H ≤ h ≤ 0.35H. Preferably, h = 0.25H. When h > 0.35H, the lead screw 521 is too close to the upper part of the second cavity 210, reducing the lever arm of the lead screw 521 as a tensile member. This significantly reduces its effect in counteracting the bending stress at the bottom of the second cavity 210, resulting in a low increase in the equivalent box-section stiffness and making it difficult to achieve the expected structural reinforcement effect. When h < 0.15H, the lead screw 521 is too close to the bottom wall 11. Although the lever arm of the tensile member increases, the gap between the lead screw 521 and the bottom wall 11 is too small, which is not conducive to the heat dissipation and installation and maintenance of the lead screw 521, and also limits the arrangement space of the load-bearing shaft above the lead screw 521. In this embodiment, h = 0.25H, the moment of inertia of the section of the second cavity 210 under longitudinal bending load is increased, the natural frequency is increased, and resonance during driving is avoided. In one embodiment, h = 0.15H, the gap between the lead screw 521 and the bottom wall 11 is 2mm~3mm, which is suitable for vehicles with extremely strict requirements for Z-axis height. In another embodiment, h = 0.35H, the gap between the lead screw 521 and the bottom wall 11 is 5mm~8mm, which is suitable for vehicles with high requirements for heat dissipation and ease of installation and maintenance.

[0063] A nut seat is provided at the connection between the lead screw nut 523 and the bracket 21. A portion of the bracket 21 and the lower cover of the nut seat form a cavity to accommodate the lead screw 521 and the load-bearing shaft. The load-bearing shaft passes through the nut seat from the side, and the lead screw 521 passes through the threaded hole in the center of the nut seat. The nut seat also includes a lateral pressure-bearing slider that slides with the load-bearing shaft in the Z direction and the Y direction of the lower guide rail width. The preload of the lead screw 521 is transmitted to the bracket 21 through the end face bearing of the nut seat. The lateral pressure-bearing slider is a copper-based slider embedded in the side wall of the nut seat, or a wear-resistant boss integrally formed with the nut seat. The lateral pressure-bearing slider is fixedly connected to the nut seat in the X direction of the lower guide rail extension, so that after the lead screw 521 is preloaded at both ends, its axial preload force Fx can be directly transmitted through the nut seat and act on the bracket 21, thereby forming a stable tensile tension member in the second cavity 210 and effectively suppressing the longitudinal deformation of the bracket 21. Meanwhile, when the bracket 21 is subjected to external lateral shear force Fz and eccentric bending moment My, these forces will be directly transmitted to the bearing shaft through the lateral bearing slider of the nut seat, and then guided by the bearing shaft to the support part 211 of the bracket 21 through the reinforcing support, thereby avoiding the impact and wear of the lateral force on the thread meshing surface between the lead screw 521 and the lead screw nut 523.

[0064] The connection between the lead screw 521, the load-bearing shaft, and the bracket 21 with the lower guide rail 1 makes the second cavity 210 present an equivalent box-shaped cross-section stiffness structure. Specifically, the bottom plate of this equivalent box-shaped cross-section is formed by the bottom wall 11 of the lower guide rail 1, the top plate is formed by the top wall of the bracket 21, and the two side plates are formed by the two side walls of the bracket 21. The lead screw 521 and the load-bearing shaft serve as longitudinal reinforcing ribs penetrating the interior of the box-shaped cross-section, with their two ends firmly connected to the lower guide rail 1 and the bracket 21, respectively, thereby greatly enhancing the bending and torsional stiffness of the entire slide rail in the extension direction X of the lower guide rail.

[0065] Furthermore, because the lead screw 521 is fixed and pre-tightened at both ends, it, together with the load-bearing shaft and the bracket 21, forms a high-rigidity equivalent box-section structure. This significantly increases the natural frequency of the entire slide rail assembly, effectively preventing resonance that may be caused by road surface excitation during vehicle operation and optimizing the dynamic vibration resistance of the slide rail. In the event of a frontal / rear side collision, this high-rigidity box-shaped structure can effectively resist excessive displacement of the upper guide rail assembly 2 due to inertia, thereby improving the safety margin of the slide rail under extreme operating conditions.

[0066] This application integrates the drive motor 511 entirely within the first cavity 15, achieving complete internal integration of the drive system. Compared to the traditional slide rail design where the drive motor is mounted outside the upper guide rail assembly 2, this application uses the bracket 21 as the sole supporting foundation for the transmission device 5, eliminating the need for motor mounting brackets and motor housings, simplifying the BOM (Bill of Materials) and assembly process, and simplifying the installation structure. The drive motor 511, being the heaviest component in the slide rail mechanism, is now internally integrated instead of externally mounted, lowering the center of gravity of the entire slide rail system and effectively improving the structural modal characteristics of the vehicle-mounted equipment. Furthermore, the support of the transmission device 5 and the load-bearing capacity of the vehicle-mounted equipment are structurally unified, minimizing the force flow path and achieving structural integration, thereby improving transmission rigidity. The bracket 21 forms a downwardly enclosed second cavity 210, within which the lead screw assembly 52 of the transmission device 5 is completely housed. The second cavity 210 is located in the unused space below the rubber strip 4, without additionally occupying the height of the slide rail's mounting section in the X-direction, achieving space reuse without increasing the height of the transmission device 5.

[0067] The bracket 21 has an independent second cavity 210 to accommodate the transmission device 5, while the first cavity 15 is used for the sliding of the upper guide rail assembly 2. These functional areas are separated and do not interfere with each other. The drive motor 511 is fixed inside the first cavity 15, the lead screw 521 remains stationary, and the lead screw nut 523 moves with the bracket 21. The transmission via the lead screw nut 523 results in less mass, lower inertia, and better dynamic response. Simultaneously, the fixed lead screw 521 provides more stable support and prevents bending deformation. Furthermore, the fixed installation of the drive motor 511 simplifies and simplifies the electrical connection.

[0068] like Figure 6 As shown, a slide rail mechanism for vehicle-mounted equipment also includes a gap block 7 fixedly connected to the bracket 21 of the upper guide rail assembly 2. The gap block 7 is located between the upper guide rail assembly 2 and the lower guide rail 1 in the mounting direction Z and the width direction of the lower guide rail 1, and can abut against the inner wall of the lower guide rail 1. The drive motor 511 drives the lead screw 521 to rotate, and the rotation of the lead screw 521 drives the lead screw nut 523 to move. The lead screw nut 523 is fixedly connected to the bracket 21. The movement of the lead screw nut 523 drives the bracket 21 to move in the extension direction X of the lower guide rail. The bracket 21 transmits the load to the top wall 13, side wall 12 and bottom wall 11 of the lower guide rail 1 through the gap block 7. That is, when the bracket 21 moves, it abuts against the lower guide rail 1 in the upper, lower, left and right directions, which decomposes the load-bearing capacity of the bracket 21 on the lower guide rail 1, thereby improving the load-bearing capacity. In addition, the higher load-bearing capacity allows for a lower lower guide rail 1, further reducing the space in the mounting direction Z of the mounting part. The lower guide rail 1 has a thinner wall thickness, which allows the space of the lower guide rail 1 to be further reduced, thereby reducing the volume and improving the space utilization rate.

[0069] In another embodiment of this application, the bottom wall 11 of the lower guide rail 1 has a pre-protruding arched portion in the free state. The height d of the arched portion of the bottom wall 11 is 0.05% to 0.15% of the length L of the bottom wall 11 in the X direction of the extension of the lower guide rail. For example, when L=1000mm, the height d of the arched portion is 0.5-1.5mm. The height of the gap block 7 in the assembled state is T. The theoretical gap between the bracket 21 and the bottom wall 11 is T0, where T is greater than T0. The gap block 7 is configured to be pressed into the theoretical gap T0 during assembly, applying a pre-tightening force to the bottom wall 11, causing the bottom wall 11 to elastically deform from the arched portion to a preset plane. When the vehicle-mounted equipment applies a working load, the deformation of the bottom wall 11 is offset by the pre-tightening force, keeping the bottom wall 11 near the preset plane to maintain the stability of the center distance of the lead screw 521. The preset plane is formed when the initial unevenness of the bottom wall 11 is eliminated and deformed into a plane, allowing the bracket 21 to slide normally within the lower guide rail 1.

[0070] Specifically, the bottom wall 11 in its free state is designed as a pre-protruding arched portion with a height d = 0.5-1.5 mm. The height of the gap block 7 is designed as T = T0 + ΔT, where T0 is the theoretical gap between the bracket 21 and the bottom wall 11, and ΔT is the preload, preferably 0.3-0.6 mm. During assembly, the gap block 7 is forcefully pressed in, forcing the bottom wall 11 to deform from an arched shape to a flat or slightly concave shape. In the working state, the load of the vehicle-mounted equipment causes the bottom wall 11 to deform downwards, but the elastic restoring force generated by the pre-deformation precisely offsets this deformation, keeping the bottom wall 11 near the preset plane. At this time, the center distance change ΔL of the lead screw 521 is < 0.1 mm, reducing the center distance change. Through the pre-tightening effect of the gap block 7, the bottom wall 11 is forced to flatten after assembly, eliminating the initial unevenness. The gap block 7 is designed as an interference fit, generating a controllable preload force through press fitting. This allows the thin-walled bottom wall 11 of the same thickness to achieve the equivalent stiffness of a traditional bottom wall 11 with twice the thickness, improving the transmission accuracy and lifespan of the lead screw 521 while reducing weight. The lightweight design is achieved through a combination of geometric pre-deformation of the anti-arch and assembly pre-tightening of the gap block 7.

[0071] In addition, the drive motor 511, lead screw 521, and lead screw nut 523 are all set in the second cavity 210 formed by the bracket 21 and the bottom wall 11. The drive motor 511 is fixed and does not move. The drive system is completely built-in. The transmission path is from the drive motor 511 to the lead screw 521, and then to the lead screw nut 523 to the bracket 21. The transmission path is the shortest and the transmission efficiency is the highest.

[0072] like Figure 1 , Figure 3 and Figure 4As shown, the adhesive strip 4 includes a first adhesive strip 41 covering the second gap 34, a second adhesive strip 42 disposed below the bracket 21, and a transition adhesive strip 43 connecting the first adhesive strip 41 and the second adhesive strip 42. The rolling assembly 22 includes a first roller 221 and a second roller 222. The first roller 221 is disposed above the second adhesive strip 42 and abuts against the second adhesive strip 42 and / or the transition adhesive strip 43. The second roller 222 is disposed below the first adhesive strip 41 and abuts against the first adhesive strip 41 and / or the transition adhesive strip 43. The second rubber strip 42 is located below the bracket 21 and inside the first cavity 15. Specifically, the second rubber strip 42 is positioned below the pressure strip 3 and the top wall 13 in the Z-direction. The tensioning and compression of the rubber strip 4 can be achieved within the lower guide rail 1 via the first roller 221 and the second roller 222. This reduces the overall height of the slide rail mechanism in the Z-direction, increasing headroom and storage space within the vehicle. The reduced height of the slide rail mechanism in the Z-direction also lowers the system center of gravity of the onboard equipment, thereby improving its structural modal characteristics. Furthermore, the transmission device 5 is located on one side of the lower guide rail's extension direction X, and the upper guide rail assembly 2 is located on the side perpendicular to the lower guide rail's extension direction X. The transmission assembly is located in the X-direction of the lower guide rail 1, and the upper guide rail assembly 2 is located in the Z-direction of the lower guide rail 1. This fully utilizes the internal space of the lower guide rail 1, reducing the Z-direction height and the overall space occupied by the slide rail mechanism, thus saving space and improving space utilization.

[0073] The rubber strip 4 has an upper surface 400 and a lower surface 401 that are arranged opposite to each other. The first roller 221 abuts against the upper surface 400 of the rubber strip 4, and the second roller 222 abuts against the lower surface 401 of the rubber strip 4. The abutment between the rollers and the rubber strip 4 enables the first roller 221 and the second roller 222 to form a bidirectional shear bearing structure on the rubber strip 4 when the vehicle-mounted equipment moves. This ensures that the rubber strip 4 is straightened while being tensioned, avoiding repeated stretching of the rubber strip 4 and reducing its lifespan. In the embodiments of this application, one of the first roller 221 and the second roller 222 is a tensioning roller and the other is a pressing roller. There are two first rollers 221 and two second rollers 222, with the two first rollers 221 located between the two second rollers 222. This allows the rubber strip 4 to be quickly straightened after being stretched when the upper guide rail assembly 2 moves.

[0074] like Figures 7-9As shown, in another embodiment of this application, the bracket 21 and the adhesive strip 4 have a connecting channel 17 in the lower guide rail extension direction X. The slide rail mechanism for vehicle-mounted equipment also includes a cover assembly 8 disposed above the bracket 21. The cover assembly 8 includes a first cover 81 and a second cover 82. The first cover 81 is disposed on the bracket 21 and includes at least one snap-fit ​​portion 811. The first cover 81 is held on the bracket 21 by at least one snap-fit ​​portion 811. In this embodiment, there are two snap-fit ​​portions 811 arranged in the lower guide rail extension direction X. The first cover 81 covers the mounting portion 213 and the snap-fit ​​portion 811 facilitates the disassembly and installation of the first cover 81. The second cover 82 is disposed on the bracket 21 and at least partially covers the connecting channel 17. Specifically, one end of the second cover 82 is mounted on the bracket 21 and moves in the lower guide rail extension direction X as the bracket 21 moves. The first cover 81 and the second cover 82 are arranged sequentially in the extension direction X of the lower guide rail. The cover assembly 8 is located above the downwardly bent rubber strip 4 and between the two unbent first rubber strips 41 on both sides. This prevents foreign objects from entering the connecting channel 17 and the first cavity 15, thereby ensuring the reliability of the slide rail sliding. The cover assembly 8 is basically at the same height as the first rubber strip 41 in the direction perpendicular to the extension direction X of the lower guide rail. Specifically, the upper surfaces of both the first cover 81 and the second cover 82 are flush with the upper surface 400 of the first rubber strip. Considering assembly errors and design tolerances, one of the upper surfaces of the first cover 81 and the second cover 82 may be flush with the upper surface 400 of the first rubber strip 41, while the other may be slightly higher or slightly lower than the upper surface 400 of the first rubber strip 41. Alternatively, both upper surfaces of the first cover 81 and the second cover 82 may be located at the upper surface 400 of the first rubber strip 41. The upper surfaces of the first cover 81 and the second cover 82 are both located above the upper surface 400 of the first adhesive strip 41, or one of the upper surfaces of the first cover 81 and the second cover 82 is higher than the upper surface 400 of the first adhesive strip 41 and the other is lower than the upper surface 400 of the first adhesive strip 41. This arrangement makes the first adhesive strip 41 and the cover assembly 8 almost on the same plane, improving the aesthetics of the slide rail mechanism. The first cover 81 and the second cover 82 are detachable, which is convenient for disassembly and assembly, as well as for later repair and maintenance.

[0075] like Figure 8 and Figure 9As shown, the rolling assembly 22 includes a first roller 221 and a second roller 222. The first roller 221 is located above the rubber strip 4 and close to the bracket 21 in the extension direction X of the lower guide rail. The first roller 221 is located within the connecting channel 17. The second roller 222 is located below the rubber strip 4 and away from the bracket 21 in the extension direction X of the lower guide rail. A third roller 223 and a fourth roller 224 are provided between the first roller 221 and the second roller 222. The third roller 223 is located on the second cover member 82, and the fourth roller 224 is located on the bracket 21. A third roller 223 and a fourth roller 224 are arranged between rollers 222 and 222. The first roller 221 and the third roller 223 are located on the upper side of the rubber strip 4 and are in contact with the upper surface 400 of the rubber strip 4. The second roller 222 and the fourth roller 224 are located on the lower side of the rubber strip 4 and are in contact with the lower surface 401 of the rubber strip 4. This provides at least two rolling supports for both the upper surface 400 and the lower surface 401 of the rubber strip 4, significantly increasing the contact area. This results in more even force distribution during transmission, reducing the risk of slippage or deviation. It also increases the contact area between the rubber strip 4 and the roller assembly 22 on the upper and lower surfaces, improving transmission stability. Because the third roller 223 and the fourth roller 224 share the stress of the rubber strip 4 in the bending area, the deformation of the rubber strip is smoother and the force distribution is more even. This effectively reduces local wear and fatigue of the rubber strip 4, avoids premature damage caused by stress concentration, improves operational reliability, and extends service life. By adding rollers to the bending area to provide internal support, the rubber strip 4 itself can be made of a thinner or more flexible material without sacrificing stability, which helps to achieve a more compact and streamlined appearance design, thereby improving the overall aesthetics of the product.

[0076] The third roller 223 is located on the upper side of the rubber strip 4 and contacts the upper surface 400 of the rubber strip 4. The fourth roller 224 is located on the lower side of the rubber strip 4 and contacts the lower surface 401 of the rubber strip 4. Because the rubber strip 4 is bent and deformed between the first roller 221 and the second roller 222, an additional roller is added on the upper and lower sides of the rubber strip 4 between the first roller 221 and the second roller 222. This not only provides better guidance for the rubber strip 4, but also limits the deformation of the rubber strip 4 in the vertical direction due to the contact between the third roller 223 and the fourth roller 224. This forms a clamping structure, that is, the third roller 223 and the fourth roller 224 form a clamping pair in the vertical direction, reducing the possibility of the rubber strip 4 arching upward or collapsing downward in the bending area. This confines the rubber strip 4 within a controllable movement channel and limits its movement to prevent jumping. Meanwhile, the rubber strip 4 possesses an inherent elasticity to straighten after bending. The upper and lower clamping structures effectively apply a pair of opposing constraint forces to the bent section, actively suppressing the rebound tendency of the rubber strip 4 and ensuring that it always maintains the expected bending shape, resulting in more reliable guidance. The clamping structure of the third roller 223 and the fourth roller 224 provides the upper surface 400 of the rubber strip 4 with support from the first roller 221 and the third roller 223, and the lower surface 401 with support from the second roller 222 and the fourth roller 224, effectively forming a multi-point clamping conveyor. This significantly increases the contact area and frictional driving force, making it less prone to slippage or swaying during transmission, resulting in smoother transmission. Furthermore, the upper and lower clamping structure of the third roller 223 and the fourth roller 224 effectively absorbs the high-frequency micro-amplitude vibrations of the rubber strip 4 during operation, preventing it from impacting other components, thereby reducing operating noise and improving operational smoothness. The rubber strip 4 will not experience shifting or localized bending stress concentration, resulting in more uniform surface wear, no crease fatigue, and improved service life of the rubber strip and roller assembly.

[0077] The second covering assembly 82 has an inclined portion 821 on the side away from the bracket 21, and the third roller 223 and the brush 822 are arranged on the same side of the inclined portion 821 facing the rubber strip 4. The brush 822 elastically abuts against the upper surface 400 of the rubber strip 4, which can remove dust, sand and other foreign objects attached to the surface of the rubber strip 4 before it enters the roller clamping area, avoiding hard particles from being rolled into the roller and rubber strip 4, causing abrasive wear or jamming, and extending service life. At the same time, the fourth roller 224 is set on the lower surface 401 of the rubber strip 4, directly opposite the brush 822, forming an upper and lower cleaning clamping pair with the brush 822. That is, the upper brush 822 applies flexible cleaning pressure, and the lower fourth roller 224 provides rigid support, so that the cleaning pressure of the brush 822 is uniform and controllable, ensuring that the bristles 822 and the rubber strip 4 are fully in contact without slipping, and the cleaning efficiency is higher. The inclined section 821 is designed to follow the routing trend of the rubber strip 4 on the side away from the bracket 21, allowing the third roller 223 and brush 821 to contact the surface of the rubber strip 4 at a more closely angle, avoiding the introduction of additional bending stress, resulting in a natural and smooth guiding transition and a compact structure. The flexible contact of the brush 822 itself has a vibration-absorbing and noise-reducing effect, and can smooth out minor unevenness on the surface of the rubber strip 4, making operation quieter. At the same time, the inclined section 821 integrates the third roller 223 and brush 822 and hides them inside the second cover 82, resulting in a clean appearance and improved product aesthetics. Integrating cleaning, guiding, and limiting functions into one unit effectively protects the surfaces of the rubber strip 4, the third roller 223, and the fourth roller 224, significantly reducing abnormal noise and wear, and improving the reliability and quietness of the slide rail mechanism in dusty environments. The transition strip 43 includes a first bent portion 431 connected to the first strip 41 and a second bent portion 432 connected to the second strip 42. The second roller 222 contacts the lower surface of the first bent portion 431, and the first roller 221 contacts the upper surface of the second bent portion 432. The first roller 221 and the second roller 222 are alternately pressed together on the upper and lower sides of the strip 4 in the bending section, guiding the strip 4 to bend and transition, forcing the strip 4 to change direction smoothly, preventing the strip 4 from jumping off and stress concentration, and making the transmission more stable.

[0078] like Figure 8As shown, the first roller 221 and the second roller 222 have a first gap d1 in the extension direction X of the lower guide rail, and the third roller 223 and the fourth roller 224 have a second gap d2 in the direction perpendicular to the extension direction X of the lower guide rail. This achieves precise control and optimized stress distribution of the transmission path of the rubber strip 4, improving system stability, guiding accuracy, and resistance to deformation, while extending the service life of the components. Specifically, the first gap d1 optimizes the travel space of the rubber strip 4 in the extension direction X of the lower guide rail, ensuring its stability in linear transmission and reducing the risk of deviation. The second gap d2 strengthens the constraint of the rubber strip 4 in the vertical direction, preventing vertical displacement caused by load or vibration and improving overall positioning accuracy. At the same time, the setting of the first gap d1 and the second gap d2 enables the four rollers to form a three-dimensional support for the rubber strip 4, evenly distributing the stress in the bending area to each contact point, avoiding local stress concentration, and delaying fatigue and wear of the rubber strip 4. Furthermore, the reasonable configuration of the spacing enhances the clamping and guiding effect of the roller assembly 22 on the rubber strip 4, which can reduce friction fluctuations, ensure transmission stability under high-speed or heavy-load conditions, and reduce jamming or slippage. By setting the first spacing d1 and the second spacing d2, the slide rail mechanism has a compact structure, improves space utilization, saves space, extends the life of key components, and reduces maintenance costs.

[0079] like Figure 7 and Figure 8As shown, a slide rail mechanism for vehicle-mounted equipment also includes a support member 9 mounted on a bracket 21. The support member 9 has a fixing part 91, and a second roller 222 is mounted on the fixing part 91. The support member 9 allows for a smaller diameter of the second roller 222 mounted on the fixing part 91. This provides sufficient support for the rubber strip 4 while reducing the diameter of the second roller 222, preventing interference between the second roller 222 and other components during assembly, thus improving installation reliability and structural stability. A fifth roller 225 is also mounted on the fixing part 91. The fifth roller 225 is located on the side of the second roller 222 away from the bracket 21, increasing the contact area of ​​the rubber strip 4. As an extended support point for the second roller 222, the fifth roller 225 provides additional constraint in the area away from the bracket 21, forming a continuous multi-point support structure in conjunction with the other four rollers. This significantly improves the stability of the rubber strip 4 during transmission and reduces swaying or displacement caused by tension or bending. By adding a fifth roller 225, the force on the rubber strip 4 along the transmission path is further dispersed, avoiding local stress concentration and reducing fatigue damage caused by repeated bending or friction, thereby extending its service life. The fifth roller 225 positions the rubber strip 4 away from the bracket 21, effectively suppressing sagging, offset, or wavy deformation that may occur during transmission, ensuring precise transmission along the preset path and improving guiding accuracy. Furthermore, the redundant support design of the fifth roller 225 enhances the system's adaptability to load changes or complex working conditions, reduces the risk of transmission failure due to external disturbances, and improves overall reliability.

[0080] In other embodiments of this application, the rolling assembly 22 can be configured as a roller or a gear and rack assembly, one of which can be used. The rolling assembly 22 includes a first gear and a second gear. The first gear is located above the second rubber strip 42 and engages with the second rubber strip 42 and / or the transition rubber strip 43. The second gear is located below the first rubber strip 41 and engages with the first rubber strip 41 and / or the transition rubber strip 43. Both the first gear and the second gear rotate passively with the movement of the upper guide rail assembly 2. The rubber strip 4 has an upper surface 400 and a lower surface 401 that are disposed opposite to each other. The upper surface 400 is provided with a first rack, and the lower surface 401 is provided with a second rack. The first gear is provided with a first tooth, and the second gear is provided with a second tooth. The first tooth engages with the first rack, and the second tooth engages with the second rack.

[0081] Furthermore, there are two first gears and two second gears. The two first gears are located on both sides of the connecting part 212, and the two second gears are located outside the first gears, that is, the two first gears are located between the two second gears. This symmetrical arrangement can balance the forces on the upper and lower parts of the rubber strip 4, ensuring that the rubber strip 4 remains flat under tension and will not twist. The rack and the rubber strip 4 can be integrally formed, bonded, or embedded together. When the upper guide rail assembly 2 moves forward, the first gear rotates under the drive of the upper guide rail assembly 2, and drives the first rack and the rubber strip 4 to move together, thereby tensioning the rubber strip 4. The second gear engages with the second rack on the rear side of the upper guide rail assembly 2 in the direction of movement, thereby straightening the rubber strip 4. Because of the gear and rack engagement, there will be no slippage. The structure of this embodiment has good transmission stability.

[0082] Furthermore, the transition strip 43, which connects the first strip 41 and the second strip 42, also has a continuous rack and pinion structure inside to ensure smooth meshing of the gears when passing through the transition area, preventing jamming. The inner side of the strip 4 has a toothed structure, and the upper guide rail assembly 2 has a synchronous gear that meshes with it. This configuration drives the strip 4 to move synchronously during sliding, which not only eliminates friction noise but also lubricates the strip during movement, solving the problem of poor heat dissipation caused by the embedded structure.

[0083] When the transmission device 5 drives the bracket 21 to move along the lower guide rail 1, the bracket 21 drives the first gear and the second gear to move synchronously. Since the first gear is engaged with the first rack on the upper surface of the rubber strip 4 and the second gear is engaged with the second rack on the lower surface of the rubber strip 4, the meshing force between the gears and the rack will generate guiding and driving forces.

[0084] Specifically, when the slide rail mechanism is subjected to external vibration or impact, the meshing structure of the gear and rack can effectively prevent the rubber strip 4 from moving in the Z direction, thus ensuring the reliability of the seal. At the same time, due to the use of meshing transmission, when the rubber strip 4 is subjected to tensile or compressive deformation, the gear will rotate accordingly, avoiding stress concentration caused by repeated bending of the rubber strip and extending the service life of the rubber strip.

[0085] In addition, the transmission device can also be a rack and pinion drive, where the transmission components are a drive motor, a drive gear, and a reduction gear set, and the moving component is a rack. The rack is fixedly connected to the upper guide rail assembly 2. The output rotation of the drive motor, after being reduced and amplified, drives the gear to rotate. The gear meshes with the rack, causing the upper guide rail assembly 2 to move linearly back and forth within the lower guide rail. This transmission method also includes a locking mechanism, which can achieve self-locking at a certain position. This type of transmission has high transmission rigidity, strong load-bearing capacity, and good impact resistance.

[0086] like Figure 1As shown, the bracket 21 includes a support portion 211 and a connecting portion 212 disposed on the support portion 211. A portion of the rubber strip 4 is disposed below the connecting portion 212 and another portion is disposed above the connecting portion 212. There are two support portions 211, and the connecting portion 212 connects the two support portions 211. There are at least two first rollers 221 and two second rollers 222. The first rollers 221 and second rollers 222 are located on both sides of the connecting portion 212 in the X-direction of the lower guide rail. A portion of the rubber strip 4 is disposed below the connecting portion 212 in the Z-direction and another portion is disposed above the connecting portion 212. The first rollers 221 and second rollers 222 can complete the tensioning and compression of the rubber strip 4 within the lower guide rail 1, reducing the overall height of the slide rail mechanism in the Z-direction. This increases the headspace of components mounted on the slide rail structure and the storage space inside the vehicle. The reduction in the height of the slide rail mechanism in the Z-direction lowers the system center of gravity of the vehicle-mounted equipment, thereby improving the structural modal characteristics of the vehicle-mounted equipment. The connecting part 212 is provided with a mounting part 213. The mounting direction Z of the mounting part 213 is perpendicular to the extension direction X of the lower guide rail, which facilitates installation in the Z direction, omits the installation positioning step, simplifies the installation procedure, and thus improves assembly efficiency.

[0087] The rubber strip 4 of this application can prevent dust and small items from entering, and has a good sealing function. The rubber strip 4 can provide a sliding or engaging interface for the rolling assembly 22. The load of the rolling assembly 22 is directly applied to the rubber strip 4. The rolling assembly 22 is both a tensioning and pressing component of the rubber strip 4 and a main load-bearing component for the sliding of the slide rail. The rubber strip 4 has a guiding function. In addition, the rubber strip 4 achieves bidirectional limiting in the mounting direction Z of the mounting part and the width direction of the lower guide rail through the cooperation of the protrusion 131 and the groove 44, ensuring that the rubber strip 4 will not shift during long-term use, and has a limiting function.

[0088] The load of the rolling assembly 22 in this application acts directly on the rubber strip 4, which serves as both a seal and a guide surface, thus possessing both sealing and guiding functions. Unlike traditional slide rails where the sealing rubber strip is only used to cover the opening and the rolling assembly 22 is only used to slide within an independent guide groove, the rolling assembly 22 in this application directly abuts or engages with the upper surface 400 and / or lower surface 401 of the rubber strip 4. During the slide rail's sliding process, it applies tension and compression forces to the rubber strip 4. Simultaneously, the rolling assembly 22 uses the surface of the rubber strip 4 as a mating interface for rolling or engaging motion. The rubber strip 4 forms a cross-interface layout, eliminating the independent guide groove structure in traditional slide rails. This compresses the height of the slide rail in the Z-direction of the mounting section to the minimum limit of the rubber strip 4 thickness plus the diameter of the rolling assembly 22, achieving a significant reduction in the overall height of the slide rail. At the same time, the continuous tensioning effect of the rolling assembly 22 on the rubber strip 4 prevents the rubber strip 4 from loosening and deforming due to long-term use, thus avoiding sealing failure.

[0089] In another embodiment of this application, the width of the upper guide rail assembly 2 is smaller than that of the lower guide rail 1, thus narrowing the support width of the slide rail. Rollers are inclinedly arranged on both sides of the bracket 21, and an inclined portion is provided on the inner surface of the side wall 12 of the lower guide rail 1. The rolling elements and the inclined portion of the lower guide rail 1 form a wedge-shaped fit, configured to automatically eliminate gaps and resist lateral overturning moments when the vehicle bumps. This improves the rigidity of the narrow-body, wide-support structure and prevents the upper guide rail assembly 2 from easily wobbling within the lower guide rail 1. The rolling elements can be rollers or cylinders, located on the outside of the support portion 211, i.e., between the support portion 211 and the side wall 12 of the lower guide rail 1. Each side has at least two rollers or cylinders. The inclined portion on each side is a single unit and is arranged along the extension direction X of the lower guide rail. The rollers or cylinders and the inclined portion form a wedge-shaped fit. The angle α between the inclined portion and the horizontal plane is 5°~30°, preferably 10°~20°. When α is less than 5°, the self-locking effect of the wedge fit is too strong, making it difficult for the rolling elements to roll smoothly on the inclined portion; when α is greater than 30°, the radial component of the wedge fit is insufficient to effectively eliminate the clearance. Elastic preload elements are also provided on both sides of the bracket 21. One end of the elastic preload element is connected to the bracket, and the other end is connected to the rolling element, applying a preload force to the rolling element in the direction of the narrow opening of the wedge groove.

[0090] The bracket 21 has inclined rolling elements on both sides. The rolling elements can be arranged from top to bottom along the direction towards the side wall 12, while the inclined parts are arranged in the opposite direction, from top to bottom along the direction towards the bracket 21. The rolling elements and the inclined parts form a wedge-shaped fit. Alternatively, the rolling elements on both sides of the bracket 21 can be arranged from bottom to top along the direction towards the side wall 12, while the inclined parts are arranged in the opposite direction, from bottom to top along the direction towards the bracket 21. The rolling elements and the inclined parts form a wedge-shaped fit.

[0091] In the roller embodiment, the first roller 221 and the second roller 222 of the rolling assembly 22 both abut against the upper surface 400 and the lower surface 401 of the rubber strip 4. That is, the first roller 221 rolls in contact with the upper surface 400 of the rubber strip 4, and the second roller 222 rolls in contact with the lower surface 401 of the rubber strip 4. The upper surface 400 and / or the lower surface 401 of the rubber strip 4 are wear-resistant bearing surfaces. All the vertical load of the upper guide rail assembly 2 is transmitted to the rubber strip 4 through the first roller 221 and the second roller 222, and then transmitted to the top wall 11 and the extension wall 16 of the lower guide rail 1. The upper guide rail assembly 2 and the metal side wall 12 and the inner surface of the top wall 11 of the lower guide rail 1 are provided with radial gaps. There is no metal between the upper guide rail assembly 2 and the side wall 12 and the top wall 11, so there is no metal sliding contact. The rubber strip 4 is both tensioned and compressed. The rolling motion of the rolling assembly 22 acts directly on the surface of the rubber strip 4. The rubber strip 4 is not only a compressed passive component, but also the mating interface for the operation of the rolling assembly 22. The load of the rolling assembly 22 acts directly on the rubber strip 4. The rolling component directly rolls in contact with the surface of the rubber strip 4, and the rubber strip 4 has both good wear resistance and sufficient structural strength.

[0092] In the gear embodiment, the first gear and the second gear of the rolling assembly 22 mesh with the rack on the upper surface 400 and the lower surface 401 of the rubber strip 4. The rubber strip 4 serves as the rack carrier. The cooperation between the gear and the rubber strip 4 not only provides compression but also achieves precise meshing transmission. When the upper guide rail assembly 2 slides, the gear rotates accordingly. The meshing force between the gear and the rack generates guiding and driving forces, which can effectively prevent the rubber strip 4 from moving in the installation direction Z of the mounting part when subjected to external vibration or impact.

[0093] Figure 1 As shown, a slide rail mechanism for vehicle-mounted equipment also includes a plastic cover 6 covering the mounting portion 213 to prevent dust or other impurities from entering the slide rail mechanism during transportation, thereby affecting the installation.

[0094] This application also relates to vehicle-mounted equipment, including a slide rail mechanism for vehicle-mounted equipment as described above, wherein the vehicle-mounted equipment is provided with a base connected to the upper guide rail assembly 2.

[0095] In the embodiments of this application, the vehicle-mounted equipment can be one or more structures that can move along tracks inside the vehicle, such as car seats, mobile islands, in-vehicle wine cabinets, in-vehicle refrigerators, in-vehicle storage boxes, or center console armrests.

[0096] This application also relates to a vehicle that includes the on-board equipment described above. Exemplarily, the vehicle may be, but is not limited to, a gasoline-powered vehicle, a pure electric vehicle, a hybrid electric vehicle, a plug-in hybrid electric vehicle, a range-extended electric vehicle, and a fuel cell vehicle. Since the on-board equipment of the vehicle in this embodiment of the application has all the beneficial effects of the slide rail mechanism described above, it will not be repeated here.

[0097] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.

Claims

1. A slide rail mechanism for vehicle-mounted equipment, characterized in that, include: A lower guide rail assembly includes a lower guide rail, wherein the lower guide rail is provided with a first cavity and a first gap communicating with the first cavity; An upper guide rail assembly is disposed in the first cavity. The upper guide rail assembly includes a bracket and a rolling assembly, and the rolling assembly is disposed on the bracket. The rubber strip, wherein the rolling assembly abuts or engages with at least a portion of the rubber strip; The transmission device is at least partially connected to the bracket; Wherein, a portion of the adhesive strip is disposed in the first cavity and another portion is disposed in the first gap, the transmission device is disposed in the first cavity, the transmission device drives the bracket to move in the first cavity along the extension direction of the lower guide rail, and the adhesive strip covers the first gap in the direction perpendicular to the extension direction of the lower guide rail.

2. The slide rail mechanism for vehicle-mounted equipment according to claim 1, characterized in that, The lower guide rail includes a bottom wall, side walls extending outward and upward from both sides of the bottom wall, and a top wall extending inward from each of the side walls. The bottom wall, the side walls, and the top wall surround and form the first cavity. The lower guide rail also includes an extension wall extending upward from the top wall. The first gap is located between the two extension walls, and the rubber strip abuts against the extension wall.

3. The slide rail mechanism for vehicle-mounted equipment according to claim 2, characterized in that, One of the extended wall and the rubber strip has a groove, and the other has a protrusion. The protrusion is located in the groove and abuts against the groove. Both the groove and the protrusion are arranged along the extension direction of the lower guide rail.

4. The slide rail mechanism for vehicle-mounted equipment according to claim 3, characterized in that, The groove is provided on the extension wall, the protrusion is provided on the rubber strip, and the groove and the rubber strip abut against each other in the direction perpendicular to the extension of the lower guide rail; Alternatively, the groove may be provided on the rubber strip, and the protrusion may be provided on the extension wall.

5. The slide rail mechanism for vehicle-mounted equipment according to claim 4, characterized in that, The top wall is provided with a second groove extending along the lower guide rail. The lower guide rail assembly also includes a pressure strip. One end of the pressure strip is provided with a flange, which is located in the second groove. The pressure strip at least partially covers the top wall.

6. The slide rail mechanism for vehicle-mounted equipment according to claim 1, characterized in that, The lower guide rail assembly further includes a pressure strip. The lower guide rail includes a bottom wall, side walls extending outward and upward from both sides of the bottom wall, and a top wall extending inward from the side walls. The bottom wall, the side walls, and the top wall surround and form the first cavity. The first gap is located between the two top walls. The pressure strip covers at least a portion of the top wall and is located within the first gap. A second gap is provided between the two pressure strips. The adhesive strip is located within the second gap and is interference-fitted with at least one of the pressure strips.

7. The slide rail mechanism for vehicle-mounted equipment according to claim 1, characterized in that, The transmission device includes a transmission component and a motion component. The rotational motion of the transmission component drives the motion component to rotate, and the rotation of the motion component drives the upper guide rail component to move linearly along the extension direction of the lower guide rail.

8. The slide rail mechanism for vehicle-mounted equipment according to claim 7, characterized in that, The transmission component is a motor assembly, and the motion component is a lead screw assembly. The motor assembly includes a drive motor and a first transmission part. The lead screw assembly includes a lead screw and a lead screw nut. The first transmission part is connected to the lead screw in a transmission connection, and the lead screw nut is connected to the bracket. Alternatively, the motor assembly may include a drive motor, the lead screw assembly may include a lead screw and a lead screw nut, the drive motor may be connected to the lead screw in a transmission connection, and the lead screw nut may be connected to the bracket.

9. The slide rail mechanism for vehicle-mounted equipment according to claim 8, characterized in that, The extension direction of the lead screw is consistent with the extension direction of the lower guide rail. The lead screw includes a first end and a second end in the extension direction of the lower guide rail. The lead screw nut is configured to reciprocate between the first end and the second end along the axial direction of the lead screw.

10. The slide rail mechanism for vehicle-mounted equipment according to claim 8, characterized in that, The drive motor drives the lead screw to rotate, the rotation of the lead screw drives the lead screw nut to move, and drives the bracket to move linearly along the extension direction of the lower guide rail.

11. The slide rail mechanism for vehicle-mounted equipment according to claim 8, characterized in that, The bracket and the bottom wall form a second cavity, and the lead screw assembly is disposed in the second cavity on the side of the second cavity near the bottom wall of the lower guide rail.

12. The slide rail mechanism for vehicle-mounted equipment according to claim 8, characterized in that, The bracket and the bottom wall form a second cavity. The lead screw and at least one load-bearing shaft are disposed in the second cavity. The lead screw nut is connected to the bracket through a nut seat. The nut seat includes a lateral pressure-bearing slider that slides with the load-bearing shaft. External lateral force is transmitted to the load-bearing shaft and the bracket via the lateral pressure-bearing slider, bypassing the lead screw.

13. The slide rail mechanism for vehicle-mounted equipment according to claim 8, characterized in that, The transmission component has an output axis, and the motion component has an input axis. The output axis of the transmission component and the input axis of the motion component are collinear or parallel.

14. The slide rail mechanism for vehicle-mounted equipment according to claim 8, characterized in that, The transmission assembly is located on one side of the lower guide rail extending direction, and the upper guide rail assembly is located on the side perpendicular to the lower guide rail extending direction.

15. The slide rail mechanism for vehicle-mounted equipment according to claim 1, characterized in that, The transmission device includes a transmission component and a motion component. The rotational motion of the transmission component drives the motion component to rotate. The transmission component has an output axis, and the motion component has an input axis. The output axis of the transmission component and the input axis of the motion component are collinear or parallel. The transmission component is located on one side of the motion component along the extension direction of the lower guide rail.

16. The slide rail mechanism for vehicle-mounted equipment according to claim 1, characterized in that, The adhesive strip includes a first adhesive strip covering the first gap, a second adhesive strip disposed below the bracket, and a transition adhesive strip connecting the first adhesive strip and the second adhesive strip. The second adhesive strip and at least a portion of the transition adhesive strip are disposed within the first cavity.

17. The slide rail mechanism for vehicle-mounted equipment according to claim 16, characterized in that, The rolling assembly includes a first roller and a second roller. The first roller is positioned above the second rubber strip and abuts against the second rubber strip and / or the transition rubber strip. The second roller is positioned below the first rubber strip and abuts against the first rubber strip and / or the transition rubber strip.

18. The slide rail mechanism for vehicle-mounted equipment according to claim 17, characterized in that, The adhesive strip has an upper surface and a lower surface that are arranged opposite to each other. The first roller abuts against the upper surface of the adhesive strip, and the second roller abuts against the lower surface of the adhesive strip.

19. The slide rail mechanism for vehicle-mounted equipment according to claim 17, characterized in that, There are two first rollers and two second rollers, with the two first rollers located between the two second rollers.

20. The slide rail mechanism for vehicle-mounted equipment according to claim 16, characterized in that, The bracket and the rubber strip have a connection channel in the extension direction of the lower guide rail. The slide rail mechanism for vehicle-mounted equipment also includes a cover assembly disposed above the bracket. The cover assembly includes a first cover and a second cover. The first cover is disposed on the bracket, and the second cover is disposed on the bracket and at least partially covers the connection channel.

21. The slide rail mechanism for vehicle-mounted equipment according to claim 20, characterized in that, The rolling assembly includes a first roller and a second roller. The first roller is located above the rubber strip and close to the bracket in the direction of extension of the lower guide rail. The second roller is located below the rubber strip and away from the bracket in the direction of extension of the lower guide rail. A third roller and a fourth roller are provided between the first roller and the second roller. The third roller is located on the second cover member, and the fourth roller is located on the bracket.

22. The slide rail mechanism for vehicle-mounted equipment according to claim 21, characterized in that, The second covering assembly further includes an inclined portion on the side away from the bracket in the extension direction of the lower guide rail, and the third roller is disposed on the side of the inclined portion facing the adhesive strip, and the third roller abuts against the upper surface of the adhesive strip.

23. The slide rail mechanism for vehicle-mounted equipment according to claim 22, characterized in that, The inclined portion has a brush on the side facing the adhesive strip that abuts against the upper surface of the adhesive strip, and the fourth roller abuts against the lower surface of the adhesive strip and is located on the opposite side of the brush.

24. The slide rail mechanism for vehicle-mounted equipment according to claim 20, characterized in that, The first roller and the second roller have a first gap in the direction of extension of the lower guide rail, and the third roller and the fourth roller have a second gap in the direction perpendicular to the direction of extension of the lower guide rail.

25. The slide rail mechanism for vehicle-mounted equipment according to claim 17, characterized in that, The bracket includes a support portion and a connecting portion disposed on the support portion. A portion of the adhesive strip is disposed below the connecting portion and another portion is disposed above the connecting portion. There are two support portions, and the connecting portion connects the two support portions.

26. The slide rail mechanism for vehicle-mounted equipment according to claim 23, characterized in that, The connecting part is provided with a mounting part, and the mounting part is installed in a direction perpendicular to the extension direction of the lower guide rail.

27. The slide rail mechanism for vehicle-mounted equipment according to claim 26, characterized in that, The slide rail mechanism for vehicle-mounted equipment also includes a gap block fixedly connected to the bracket. The bottom wall of the lower guide rail has a pre-protruding arch facing the gap block in a free state. In the assembled state, the gap block is pressed between the bracket and the bottom wall and overcomes the pre-protrusion of the bottom wall, causing the bottom wall to elastically deform to a preset plane. The gap block is located between the upper guide rail assembly and the lower guide rail in the mounting direction of the mounting part and the width direction of the lower guide rail.

28. A vehicle-mounted equipment, comprising a slide rail mechanism for vehicle-mounted equipment as described in any one of claims 1 to 27, characterized in that, The vehicle-mounted equipment is equipped with a base that is connected to the upper guide rail assembly.

29. A vehicle, characterized in that, Including a vehicle-mounted device as described in claim 28.

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