Seat slide drive structure, seat and vehicle

Abstract

This invention relates to a seat slide rail transmission structure, a seat, and a vehicle. The invention includes a slide rail assembly comprising a lower rail and an upper rail slidably connected to the lower rail; a lead screw transmission assembly comprising a lead screw extending along the length of the slide rail assembly and fixed relative to the lower rail, and a nut transmission component threadedly engaged with the lead screw; and a drive module installed within a receiving space formed inside the upper rail. The drive module includes a motor and a reduction gear assembly. The reduction gear assembly includes a reduction gearbox connected to the motor and an input gear and an output gear respectively disposed within the reduction gearbox. The input gear is connected to the output shaft of the motor, and the output gear is drively connected to the nut transmission component, which is disposed within the reduction gearbox. This invention enables real-time self-locking at any adjustable position, reduces the space occupied at the bottom of the seat, and utilizes the upper rail to provide shielding protection for the motor, transmission components, and wiring harness.

Description

Technical Field

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

[0002] Long sliding rails for car seats are used to allow for a large range of seat adjustment in the fore-and-aft direction of the vehicle. To meet the requirements of electric adjustment, collision protection, and passenger safety, long sliding rails typically need to have both transmission and locking functions.

[0003] In existing technologies, the following transmission structure is typically used: The system employs a rack and pinion transmission with an additional locking mechanism for self-locking. The locking position of this structure typically requires precise alignment with fixed gear positions or lock holes. Even slight deviations in the seat's stopping position can lead to delayed or incomplete locking. This poses a significant safety hazard, especially in the event of electronic control failure or a vehicle collision. Furthermore, a substantial portion of the collision energy is transmitted to the seat and occupants via the transmission structure, impacting passenger comfort. This locking mechanism also increases the number of components and manufacturing costs.

[0004] The system employs a motor that drives a gearbox via a flexible shaft, which in turn drives a lead screw, achieving reverse self-locking through the lead screw transmission. The problems with this structure are: the flexible shaft itself experiences significant frictional losses, resulting in low transmission efficiency and slow operating speed.

[0005] Using a worm gearbox further reduces the transmission efficiency of the worm gear pair. To achieve a similar moving speed to rack and pinion drives, the nut speed needs to be increased, leading to increased noise and higher motor power requirements. Additionally, a larger motor is needed for drive, and the exposed motor occupies significant space during installation. The worm gear structure also easily causes the motor shaft to be misaligned with the drive screw, requiring an offset arrangement of the lower rail opening, increasing the overall vehicle layout complexity.

[0006] A single motor drives both gearboxes simultaneously via a bridge bracket or synchronizing rod, and the seat's long slide rail is adjusted via lead screws on both sides. This type of structure typically forms an overall H-shaped arrangement, which is inconvenient for packaging and transportation, and not conducive to independent loading of a single rail. At the same time, errors generated during the processing, assembly, and installation of the rails on both sides can be transmitted between each other via the synchronizing rod or bridge bracket, which can easily cause transmission noise, jamming, or synchronization deviation.

[0007] In addition, the motors, transmission components and wiring harnesses of the above solutions are mostly exposed, which not only encroaches on the space under the seat, but also, during the use, transportation or assembly of the seat, when there are foreign objects in the bottom of the seat or other locations, the foreign objects are likely to interfere with the motors, transmission components or wiring harnesses, which can cause component jamming, wiring harness wear or even structural damage. Summary of the Invention

[0008] Therefore, the technical problem to be solved by the present invention is to overcome the problems of the existing seat slide rail transmission structure, which uses a gear and rack plus independent locking structure that cannot reliably self-lock in real time, uses a flexible shaft and worm gear transmission that has low efficiency and high noise, and uses a single motor bridge bracket structure that is inconvenient for packaging, transportation and assembly. The present invention provides a seat slide rail transmission structure, seat and vehicle, which, by setting an integrated modular transmission structure inside the upper rail, can reduce the space occupied at the bottom of the seat, and uses the upper rail to shield and protect the motor, transmission components and wiring harness, thereby avoiding interference between external foreign objects and the motor and transmission components, and improving the safety, reliability and space utilization of the transmission structure.

[0009] To solve the above-mentioned technical problems, the present invention provides a seat slide rail transmission structure, comprising: A slide rail assembly includes a lower rail and an upper rail slidably connected to the lower rail; A lead screw drive assembly includes a lead screw extending along the length of the slide rail assembly and fixed relative to the lower rail, and a nut drive component threadedly engaged with the lead screw; A drive module is installed in the receiving space formed inside the upper rail. The drive module includes a motor and a reduction gear assembly. The reduction gear assembly includes a reduction gear box connected to the motor and an input gear and an output gear respectively disposed in the reduction gear box. The input gear is connected to the output shaft of the motor, and the output gear is connected to the nut transmission component. The nut transmission component is disposed in the reduction gear box. When the motor drives the nut transmission component to rotate relative to the lead screw, it drives the upper rail to move along the lower rail. The lead screw and the nut transmission component constitute a self-locking transmission pair for limiting the upper rail to move in the opposite direction relative to the lower rail when the motor stops driving.

[0010] In one embodiment of the present invention, the slide rail assembly includes one or more sets arranged in parallel, and when it is set to multiple sets, the corresponding lead screw transmission assembly is driven by the drive module of each set, and no mechanical synchronization rod is provided between adjacent drive modules.

[0011] In one embodiment of the present invention, a control unit is also included. When multiple sets of the slide rail assemblies are provided, the control unit is electrically connected to the motors of the multiple drive modules respectively, so as to control the two motors to start or stop synchronously.

[0012] In one embodiment of the present invention, the output shaft of the motor is integrally formed with the input gear.

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

[0014] In one embodiment of the present invention, the upper rail includes an upper rail base frame, a side plate assembly, two sets of reinforcing structures, an upper rail top cover, and two seat mounting assemblies; The side panel assembly includes a left upper rail panel and a right upper rail panel, which are respectively connected to the left and right sides of the bottom frame of the upper rail along the width direction. Two sets of reinforcing structures are respectively connected to the front and rear ends of the upper rail bottom frame along the length direction. Each reinforcing structure includes a right-side reinforcing bracket and a left-side reinforcing bracket. The corresponding right-side reinforcing bracket is connected to the front or rear end of the right-side plate of the upper rail, and the corresponding left-side reinforcing bracket is connected to the front or rear end of the left-side plate of the upper rail. The top rail cover is connected to the side plate assembly and / or the two sets of the reinforcing structures; Two seat mounting assemblies are respectively connected to the front and rear ends of the side panel assembly along the length direction; The upper rail bottom frame, the side plate assembly, the two sets of reinforcing structures, and the two seat mounting assemblies are welded together to form a box-shaped shielding structure. The interior of the box-shaped shielding structure forms the accommodating space, and the upper rail top cover can shield the upper part of the accommodating space. The upper end face of the upper rail bottom frame is provided with an HDM limiting bracket for installing the drive module; The seat mounting assembly, the left and right side plates of the upper rail, the right and left reinforcing brackets of the upper rail form a slot for the slide rail rubber strip to enter and exit the receiving space.

[0015] In one embodiment of the present invention, the bottom wall of the lower rail is provided with a support surface extending along the length direction, and the front and rear ends of the bottom frame of the upper rail are respectively provided with roller shafts, and rollers slidably connected to the support surface are provided on the roller shafts.

[0016] In one embodiment of the present invention, the upper end face and the side end face of the upper rail bottom frame are respectively provided with gap blocks, which are used to contact and cooperate with the lower rail to improve the matching accuracy between the upper rail and the lower rail.

[0017] In one embodiment of the present invention, the lower rail has a slot extending along the length direction, and a slide rail rubber strip is covered on the slot, the slide rail rubber strip sliding through the upper rail.

[0018] In one embodiment of the present invention, the upper rail top cover is detachably connected to the upper rail welding assembly; The upper part of the left side plate and the upper right side plate of the upper rail are provided with a first connecting hole. The upper part of the right side reinforcing bracket and the left side reinforcing bracket of the upper rail are provided with a second connecting hole corresponding to the first connecting hole. The side wall of the top cover of the upper rail is provided with a third connecting hole. The first connecting hole, the second connecting hole and the third connecting hole are connected by bolts.

[0019] The present invention also provides a seat, including the aforementioned seat slide rail transmission structure.

[0020] The present invention also provides a vehicle including the aforementioned seat.

[0021] The technical solution of the present invention has the following advantages compared with the prior art: The present invention discloses a seat slide rail transmission structure, a seat, and a vehicle. By setting an integrated modular drive module inside the upper rail, it can reduce the space occupied at the bottom of the seat and use the upper rail to shield and protect the motor, transmission components, and wiring harness, thereby preventing external foreign objects from interfering with the motor and transmission components, and improving the safety, reliability, and space utilization of the transmission structure.

[0022] This invention relates to an upper rail welded assembly that utilizes an upper rail base frame, an upper rail left side plate, an upper rail right side plate, end reinforcement structures, and an upper rail top cover to form a box-shaped shielding structure that conceals the drive module. This transforms the upper rail from a traditional single-piece load-bearing structure into a closed or near-closed box-shaped load-bearing structure, thereby improving the bending strength, torsional strength, and lateral load-bearing capacity of the upper rail welded assembly. The interior of the box-shaped shielding structure forms a receiving space for installing the motor, gearbox, and shielding strips, preventing the core components such as the motor and gearbox from being exposed and reducing the risk of impacts, foreign object intrusion, or contamination during transportation, assembly, and use. Simultaneously, the upper rail top cover shields the upper part of the receiving space, preventing transmission noise within the receiving space from directly propagating outwards, thus reducing noise during the slide rail's operation.

[0023] This invention forms a self-locking transmission pair through a lead screw and nut transmission component, enabling the seat to achieve real-time self-locking in any adjustable position. It does not rely on the locking engagement of fixed teeth or lock holes, thus reducing the risk of failure to lock due to deviation in the stopping position.

[0024] This invention adopts a motor-driven arrangement without mechanical synchronizing rods. The slide rails on both sides are driven independently by corresponding drive modules, which can avoid the H-shaped packaging structure formed by bridge brackets or synchronizing rods, and facilitate monorail transportation, monorail loading and modular assembly.

[0025] This invention integrates the motor and reduction gearbox into a modular structure, reducing frictional losses and transmission clearances caused by the flexible shaft, external gearbox, and intermediate transmission components. This helps to improve transmission efficiency, reduce motor power requirements, and reduce operating noise.

[0026] The motor gearbox module of this invention allows for the selection of drive modules with different power, speed, or reduction ratios according to different seating platforms, facilitating customized configuration. Attached Figure Description

[0027] To make the content of this invention easier to understand, the invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0028] Figure 1 This is a schematic diagram of the seat slide rail transmission structure of the present invention. Figure 1 .

[0029] Figure 2 This is a schematic diagram of the seat slide rail transmission structure of the present invention. Figure 2 .

[0030] Figure 3 This is a schematic diagram of the seat slide rail transmission structure of the present invention. Figure 3 .

[0031] Figure 4 This is a schematic diagram of the seat slide rail transmission structure of the present invention. Figure 4 .

[0032] Figure 5 This is a schematic diagram of the exploded structure of the upper rail.

[0033] Figure 6 This is a schematic diagram of the axonal structure of the upper rail structure.

[0034] Explanation of reference numerals on the accompanying drawings: 1. Slide rail assembly; 11. Lower rail; 111. Groove; 12. Upper rail; 13. Accommodation space; 14. Support surface; 15. Roller; 16. Groove; 17. Slide rail rubber strip; 1-100 Side panel assembly; 1-200 Reinforcing structure; 1-1 Upper rail bottom frame; 1-2 Upper rail right side panel; 1-3 Upper rail left side panel; 1-31 First connecting hole; 1-4 Upper rail right side reinforcing bracket; 1-41 Second connecting hole; 1-5 Upper rail left side reinforcing bracket; 1-6 HDM limiting bracket; 1-7 Seat mounting assembly; 1-71 Seat connecting hole; 1-8 Upper rail top cover; 1-81 Third connecting hole; 1-9 Roller shaft; 1-10 Clearance block; 2. Lead screw drive assembly; 21. Lead screw; 22. Nut drive component; 3. Drive module; 31. Motor; 32. Reduction gear assembly; 321. Reduction gearbox; 322. Input gear; 323. Output gear. Detailed Implementation

[0035] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. However, the embodiments described are not intended to limit the present invention.

[0036] In this invention, when directions (up, down, left, right, front, and back) are described, it is only for the convenience of describing the technical solution of this invention, and does not indicate or imply that the technical features referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.

[0037] In this invention, "several" means one or more, "multiple" means two or more, "greater than," "less than," "exceeding," etc., are understood to exclude the stated number; "above," "below," "within," etc., are understood to include the stated number. In the description of this invention, the terms "first" and "second" are used only to distinguish technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0038] In this invention, unless otherwise explicitly defined, the terms "setting," "installing," and "connecting" should be interpreted broadly. For example, they can refer to a direct connection or an indirect connection through an intermediate medium; a fixed connection, a detachable connection, or an integrally formed connection; a mechanical connection, an electrical connection, or a connection capable of mutual communication; or the internal connection of two components or the interaction between two components. Those skilled in the art can reasonably determine the specific meaning of the above terms in this invention based on the specific content of the technical solution.

[0039] Reference Figures 1 to 4 As shown, a seat slide rail transmission structure of the present invention includes: The slide rail assembly 1 includes a lower rail 11 and an upper rail 12 slidably connected to the lower rail 11; The lead screw drive assembly 2 includes a lead screw 21 extending along the length direction of the slide rail assembly 1 and fixed relative to the lower rail 11, and a nut drive component 22 threadedly engaged with the lead screw 21. The drive module 3 is installed in the receiving space 13 formed inside the upper rail 12. The drive module 3 includes a motor 31 and a reduction gear assembly 32. The reduction gear assembly 32 includes a reduction gear box 321 connected to the motor 31 and an input gear 322 and an output gear 323 respectively disposed in the reduction gear box 321. The input gear 322 is connected to the output shaft of the motor 31, and the output gear 323 is connected to the nut transmission member 22. The nut transmission member 22 is disposed in the reduction gear box 321. When the motor 31 drives the nut transmission member 22 to rotate relative to the lead screw 21, it drives the upper rail 12 to move along the lower rail 11. The lead screw 21 and the nut transmission member 22 constitute a self-locking transmission pair for restricting the upper rail 12 from moving in the opposite direction relative to the lower rail 11 when the motor 31 stops driving.

[0040] By placing the integrated modular drive module 3 inside the upper rail 12, the structure is compact, reducing the space occupied under the seat and facilitating the arrangement of space under the vehicle seat. The upper rail 12 also provides shielding protection for the motor 31, transmission gear components, and wiring harness, preventing interference from external objects and improving the safety, reliability, and space utilization of the transmission structure. The motor 31, reduction gear assembly 32, lead screw transmission assembly 2, upper rail 12, and lower rail 11 are all independent modules that can be freely combined and assembled.

[0041] By fixing the lead screw 21 relative to the lower rail 11 and rotating the nut transmission component 22 relative to the lead screw 21 under the drive of the drive module 3, the upper rail 12 can move stably along the lower rail 11, thereby achieving large-stroke electric adjustment of the seat in the fore-and-aft direction. The lead screw 21 and the nut transmission component 22 simultaneously form a self-locking transmission pair, which can restrict the reverse movement of the upper rail 12 after the motor 31 stops driving. The holding effect can be achieved without setting an additional locking mechanism, avoiding the problem of incomplete locking caused by the mismatch between the stop position and the locking position in the traditional gear and rack structure.

[0042] Specifically, the slide rail assembly 1 includes one or multiple sets arranged in parallel. When it is set as multiple sets, the corresponding lead screw transmission assembly 2 is driven by the drive module 3 of each set, and no mechanical synchronization rod is provided between adjacent drive modules 3.

[0043] Specifically, it also includes a control unit. When multiple sets of the slide rail assemblies 1 are set, the control unit is electrically connected to the motors 31 of the multiple drive modules 3 respectively, so as to control the two motors 31 to start or stop synchronously.

[0044] Multiple slide rail assemblies 1 are independently driven by their respective drive modules 3, eliminating the need for mechanical synchronizing rods or bridge supports in traditional structures and avoiding the formation of a single H-shaped transmission assembly, thereby improving the convenience of packaging, transportation, and loading. Since motion errors are not transmitted between slide rails via mechanical synchronizing rods, the mutual transmission of machining, assembly, and installation errors between the two sides of the rails is reduced, lowering the probability of jamming, abnormal noise, and synchronization deviation, and facilitating independent assembly and maintenance of each rail. The control unit is used to electrically synchronize the motors 31, enabling the multiple slide rail assemblies 1 to maintain coordinated movement without the need for mechanical synchronizing rods. Compared to mechanical synchronization structures, the electrical synchronization method can coordinate the start, stop, and speed control of the motors 31 based on their operating status, thereby improving the smoothness and consistency of the seat adjustment process.

[0045] By employing a motor-driven arrangement without mechanical synchronizing rods, the two side rails are independently driven by their respective drive modules 3. This avoids the H-shaped packaging structure formed by bridge supports or synchronizing rods, facilitating monorail transportation, monorail loading, and modular assembly. Different drive modules 3 with varying power, speeds, or reduction ratios can be selected for different seating platforms, enabling customized configurations.

[0046] Specifically, the output shaft of the motor 31 and the input gear 322 are integrally formed. This reduces the use of couplings, connecting sleeves, or additional fasteners, thus reducing the number of parts. At the same time, the integrally formed structure improves the coaxiality and connection rigidity between the input gear 322 and the output shaft of the motor 31, reduces transmission noise, and thereby improves operational stability and service life.

[0047] Furthermore, the power output from the motor 31 is transmitted to the nut transmission component 22 via the input gear 322 and the output gear 323. This compact structure facilitates its placement within the limited space inside the slide rail. Compared to a flexible shaft drive structure, gear transmission reduces bending friction losses and improves transmission efficiency. Compared to a worm gear structure, ordinary reduction gear transmission is more efficient, reducing the power requirement of the motor 31 and helping to lower operating noise and heat generation.

[0048] Specifically, the input gear 322 and the output gear 323 are helical gears.

[0049] In one embodiment, refer to Figures 5 to 6 As shown, the upper rail 12 includes an upper rail base frame 1-1, a side plate assembly 1-100, two sets of reinforcing structures 1-200, an upper rail top cover 1-8, and two seat mounting assemblies 1-7; The side panel assembly 1-100 includes an upper rail left side panel 1-3 and an upper rail right side panel 1-2, which are respectively connected to the left and right sides of the upper rail bottom frame 1-1 along the width direction. Two sets of reinforcing structures 1-200 are respectively connected to the front and rear ends of the upper rail bottom frame 1-1 along the length direction. Each of the reinforcing structures 1-200 includes an upper rail right side reinforcing bracket 1-4 and an upper rail left side reinforcing bracket 1-5. The corresponding upper rail right side reinforcing bracket 1-4 is connected to the front end or rear end of the upper rail right side plate 1-2, and the corresponding upper rail left side reinforcing bracket 1-5 is connected to the front end or rear end of the upper rail left side plate 1-3. The top rail cover 1-8 is connected to the side plate assembly 1-100 and / or the two sets of the reinforcing structure 1-200; Two seat mounting assemblies 1-7 are respectively connected to the front end and rear end of the side panel assembly 1-100 along the length direction.

[0050] With the above configuration, the upper rail bottom frame 1-1, the side plate assembly 1-100, the two sets of reinforcing structures 1-200, and the two seat mounting assemblies 1-7 are welded together to form a box-shaped shielding structure. The interior of the box-shaped shielding structure forms the accommodating space 13, and the upper rail top cover 1-8 can shield the upper part of the accommodating space 13.

[0051] Furthermore, the upper end face of the upper rail base frame 1-1 is provided with an HDM limiting bracket 1-6 for mounting the drive module 3. The HDM limiting bracket 1-6 can provide an installation positioning reference for the motor 31 and the gearbox, making the position of the motor 31 and the gearbox more stable within the accommodating space 13, and preventing the motor 31 and the gearbox from loosening, shifting, or shaking under vehicle vibration, seat slippage, or collision conditions, thereby improving the stability and operational reliability of the transmission system.

[0052] Through the above-mentioned design, the upper rail 12 is transformed from a traditional single-piece load-bearing structure into a closed or nearly closed box-type load-bearing structure, thereby improving the bending strength, torsional strength, and lateral load-bearing capacity of the welded assembly of the upper rail 12. The interior of the box-shaped shielding structure forms a receiving space 13 for installing the motor 31, gearbox, and shielding strips, so that the core components such as the motor 31 and gearbox are no longer exposed, reducing the risk of impact, foreign object intrusion, or contamination during transportation, assembly, and use. At the same time, the top cover 1-8 of the upper rail can shield the upper part of the receiving space 13, making it difficult for transmission noise within the receiving space 13 to be directly transmitted outward, thereby reducing the noise during the operation of the slide rail.

[0053] Furthermore, the bottoms of the left side plate 1-3 and the right side plate 1-2 of the upper rail are respectively welded to the left and right sides of the upper end face of the bottom frame 1-1 of the upper rail. With the above arrangement, the seat load, the lateral force of the slide rail and the collision load can be transferred and dispersed from the side plates to the bottom frame 1-1 of the upper rail, reducing the risk of deformation caused by the concentration of force on a single plate.

[0054] Furthermore, the bottom of the corresponding upper rail right-side reinforcing bracket 1-4 is welded to the front or rear end of the upper rail right-side plate 1-2, and the bottom of the corresponding upper rail left-side reinforcing bracket 1-5 is welded to the front or rear end of the upper rail left-side plate 1-3. The upper rail right-side reinforcing bracket 1-4 and the upper rail left-side reinforcing bracket 1-5 are respectively used to improve the peel strength on both sides of the upper rail 12 welding assembly.

[0055] The lower rail 11 has a slot 111 extending along its length, and a slide rail rubber strip 17 is covered on the slot 111. The slide rail rubber strip 17 slides through the upper rail 12.

[0056] A slot 16 is formed between the seat mounting components 1-7, the left side plate 1-3 and the right side plate 1-2, the right side reinforcing bracket 1-4 and the left side reinforcing bracket 1-5 at the corresponding positions for the slide rail rubber strip 17 to enter and exit the receiving space 13.

[0057] Furthermore, the bottom wall of the lower rail 11 is provided with a support surface 14 extending along its length, and the front and rear ends of the upper rail bottom frame 1-1 are respectively provided with roller shafts 1-9, specifically rollers 15 welded to the shafts, and rollers 15 are slidably connected to the support surface 14 on the roller shafts 1-9. The rollers 15 can convert some of the sliding friction into rolling friction, thereby reducing the moving resistance of the upper rail 12 and improving the smoothness of seat adjustment. By supporting and guiding the upper rail 12 through the support surface 14 and the rollers 15, the posture stability of the upper rail 12 during movement can also be improved, reducing the swaying, uneven wear, and jamming of the upper rail 12 relative to the lower rail 11.

[0058] In addition, since the roller shaft 1-9 is installed on the upper rail base frame 1-1, the fitting accuracy between the roller 15 and the lower rail 11 can be controlled by the upper rail base frame 1-1, reducing the impact of splicing errors and cumulative tolerances on the slide rail motion performance.

[0059] Furthermore, gap blocks 1-10 are respectively provided on the upper end face and side end face of the upper rail base frame 1-1, which are used to contact and cooperate with the lower rail 11 to improve the matching accuracy between the upper rail 12 and the lower rail 11. By having the gap blocks 1-10 contact and cooperate with the lower rail 11, the shaking, abnormal noise and wobble of the upper rail 12 during the sliding process can be reduced, and the smoothness of the seat sliding process can be improved; at the same time, the gap blocks 1-10 can avoid direct hard contact between the upper rail base frame 1-1 and the lower rail 11, reduce the risk of wear, and further improve the durability and matching accuracy of the long slide rail structure.

[0060] Furthermore, the upper rail cover 1-8 is detachably connected to the upper rail 12 welded assembly. The upper rail cover 1-8 can shield and protect the accommodating space 13 during normal use, and can be disassembled when internal components such as the motor 31, gearbox, and shielding strips need repair or replacement, facilitating after-sales maintenance and parts replacement. Compared to a non-removable enclosed structure, this structure reduces maintenance difficulty and cost, avoids replacing the entire upper rail 12 assembly due to damage to a single internal component, and improves the maintenance convenience and economic efficiency of the long slide rail structure.

[0061] In one embodiment, the upper part of the left side plate 1-3 and the right side plate 1-2 of the upper rail are each provided with a first connecting hole 1-31, the upper part of the right side reinforcing bracket 1-4 and the left side reinforcing bracket 1-5 of the upper rail are provided with a second connecting hole 1-41 corresponding to the first connecting hole 1-31, and the side wall of the top cover 1-8 of the upper rail is provided with a third connecting hole 1-81. The corresponding first connecting hole 1-31, second connecting hole 1-41 and third connecting hole 1-81 are connected by bolts.

[0062] With the above structure, the drive module 3 is built into the receiving space 13 of the lower rail 11, eliminating the need for exposed drive devices, flexible shafts, bridge brackets, or synchronizing rods on the outside of the slide rail. This reduces the external space occupied by the seat slide rail transmission structure, prevents foreign objects from interfering with the drive module 3, and improves the compactness of the slide rail assembly. Simultaneously, the drive module 3 moves with the upper rail 12, while the lead screw 21 is fixed relative to the lower rail 11. This concentrates the transmission force path inside the slide rail, reducing assembly errors and noise from external transmission components, and improving the stability of seat adjustment, transmission efficiency, and overall vehicle layout convenience.

[0063] Finally, it should be noted that the above specific embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to examples, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A seat slide rail transmission structure, characterized in that, include: The slide rail assembly (1) includes a lower rail (11) and an upper rail (12) slidably connected to the lower rail (11). The lead screw drive assembly (2) includes a lead screw (21) extending along the length of the slide rail assembly (1) and fixed relative to the lower rail (11) and a nut drive component (22) threadedly engaged with the lead screw (21). The drive module (3) is installed in the accommodating space (13) formed inside the upper rail (12). The drive module (3) includes a motor (31) and a reduction gear assembly (32). The reduction gear assembly (32) includes a reduction gear box (321) connected to the motor (31) and an input gear (322) and an output gear (323) respectively disposed in the reduction gear box (321). The input gear (322) is connected to the output shaft of the motor (31), and the output gear (323) is connected to the nut transmission component (22). The nut transmission component (22) is disposed in the reduction gear box (321).

2. The seat slide rail transmission structure according to claim 1, characterized in that, The slide rail assembly (1) includes one or multiple sets arranged in parallel. When it is set as multiple sets, the corresponding lead screw transmission assembly (2) is driven by the drive module (3) of each set, and no mechanical synchronization rod is provided between adjacent drive modules (3).

3. The seat slide rail transmission structure according to claim 2, characterized in that, It also includes a control unit. When multiple sets of the slide rail assemblies (1) are set, the control unit is electrically connected to the motors (31) of the multiple drive modules (3) respectively, so as to control the two motors (31) to start or stop synchronously.

4. The seat slide rail transmission structure according to claim 1, characterized in that, The output shaft of the motor (31) is integrally formed with the input gear (322).

5. The seat slide rail transmission structure according to claim 1, characterized in that, The input gear (322) and the output gear (323) are helical gears.

6. The seat slide rail transmission structure according to claim 1, characterized in that, The upper rail (12) includes an upper rail base frame (1-1), a side panel assembly (1-100), two sets of reinforcing structures (1-200), an upper rail top cover (1-8), and two seat mounting assemblies (1-7); the side panel assembly (1-100) includes an upper rail left side panel (1-3) and an upper rail right side panel (1-2), which are respectively connected to the left and right sides of the upper rail base frame (1-1) along the width direction; Two sets of reinforcing structures (1-200) are respectively connected to the front and rear ends of the upper rail bottom frame (1-1) along the length direction. Each reinforcing structure (1-200) includes an upper rail right side reinforcing bracket (1-4) and an upper rail left side reinforcing bracket (1-5). The corresponding upper rail right side reinforcing bracket (1-4) is connected to the front end or rear end of the upper rail right side plate (1-2), and the corresponding upper rail left side reinforcing bracket (1-5) is connected to the front end or rear end of the upper rail left side plate (1-3). The upper rail cover (1-8) is connected to the side plate assembly (1-100) and / or the two sets of the reinforcing structures (1-200); Two seat mounting assemblies (1-7) are respectively connected to the front end and rear end of the side panel assembly (1-100) along the length direction; The upper rail bottom frame (1-1), the side plate assembly (1-100), the two sets of reinforcing structures (1-200), and the two seat mounting assemblies (1-7) are connected by welding to form a box-shaped shielding structure. The interior of the box-shaped shielding structure forms the accommodating space (13), and the upper rail top cover (1-8) can shield the upper part of the accommodating space (13). The upper end face of the upper rail bottom frame (1-1) is provided with an HDM limiting bracket (1-6) for installing the drive module (3). The seat mounting assembly (1-7), the left side plate (1-3) and the right side plate (1-2) of the upper rail, the right side reinforcing bracket (1-4) of the upper rail and the left side reinforcing bracket (1-5) of the upper rail form a slot (16) for the slide rail rubber strip (17) to enter and exit the receiving space (13).

7. The seat slide rail transmission structure according to claim 6, characterized in that, The bottom wall of the lower rail (11) is provided with a support surface (14) extending along the length direction. The front and rear ends of the upper rail bottom frame (1-1) are respectively provided with roller shafts (1-9), and rollers (15) are provided on the roller shafts (1-9) and slidably connected to the support surface (14).

8. A seat slide rail transmission structure according to claim 6, characterized in that, The upper end face and the side end face of the upper rail bottom frame (1-1) are respectively provided with gap blocks (1-10), which are used to contact and cooperate with the lower rail (11) to improve the matching accuracy between the upper rail (12) and the lower rail (11).

9. A seat slide rail transmission structure according to claim 6, characterized in that, The lower rail (11) has a slot (111) extending along the length direction, and the slot (111) is covered with a slide rail rubber strip (17), which slides through the upper rail (12).

10. A seat slide rail transmission structure according to claim 6, characterized in that, The upper rail cover (1-8) is detachably connected to the upper rail (12) welding assembly; The upper part of the left side plate (1-3) and the right side plate (1-2) of the upper rail are provided with a first connecting hole (1-31). The upper part of the right side reinforcing bracket (1-4) and the left side reinforcing bracket (1-5) of the upper rail are provided with a second connecting hole (1-41) corresponding to the first connecting hole (1-31). The side wall of the top cover (1-8) of the upper rail is provided with a third connecting hole (1-81). The first connecting hole (1-31), the second connecting hole (1-41) and the third connecting hole (1-81) are connected by bolts.

11. A type of seat, characterized in that, Includes the seat slide rail transmission structure as described in any one of claims 1-10.

12. A vehicle, characterized in that, Includes the seat as described in claim 11.

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