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

Abstract

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

Description

TECHNICAL FIELD

[0001] The utility model belongs to the technical field of automobile parts, and particularly relates to a sub-instrument panel slide rail mechanism and a sub-instrument panel module of an automobile. BACKGROUND

[0002] With the demand for the intelligentization and multifunctionalization of automobiles, more and more functions are integrated on the sub-instrument panel of the automobile cabin, such as a refrigerator and the like. In order to facilitate the use of the driver and the passenger, the sub-instrument panel is usually arranged in a movable connection mode, especially for large SUVs and MPVs, so as to meet the use requirements of the front and rear passengers.

[0003] Due to the limitation of the space layout in the vehicle and the performance requirements of the vehicle under different road conditions, and considering the safety risks of the movable sub-instrument panel in emergency situations and the convenience requirements for use, these factors all cause many difficulties for the movable arrangement of the sub-instrument panel in the vehicle. INVENTION CONTENTS

[0004] The utility model aims at providing a sub-instrument panel slide rail mechanism and a sub-instrument panel module of an automobile, realizing the sliding arrangement of the sub-instrument panel in the vehicle, facilitating the use of the driver and the passenger, and avoiding the safety hazards possibly caused by the sliding arrangement.

[0005] The utility model realizes the following technical scheme:

[0006] The sub-instrument panel slide rail mechanism comprises:

[0007] a lower rail;

[0008] an upper rail, which is arranged on the lower rail and is in sliding cooperation with the lower rail;

[0009] a sliding locking device, which is used for locking the upper rail on the lower rail and releasing the locking of the upper rail when the upper rail needs to be moved;

[0010] a safety locking device, which is arranged on the upper rail and can be driven to act by the inertial force generated by the safety locking device when the movement acceleration of the upper rail reaches a set value, so as to lock the upper rail on the lower rail.

[0011] In some embodiments, the safety locking device comprises a lock plate rotatably arranged on the upper rail, a lock plate limiting assembly and a lock plate resetting assembly;

[0012] the lock plate comprises two lock arms, which are arranged to extend towards a row of lock holes arranged horizontally and spaced apart on the lower rail;

[0013] the lock plate limiting assembly is used for limiting the rotation of the lock plate when the lock plate is rotated to a set angle;

[0014] The lock plate reset assembly is used to enable the lock plate to be always in an unlocked state in which the two lock arms are away from the lock holes of the lower rail, and to enable the lock plate to return to the unlocked state after the external force applied to the lock plate is removed.

[0015] When the movement acceleration of the upper rail reaches a set value, the lock plate can overcome the action of the lock plate reset assembly and rotate under the driving of the inertial force, so that one of the lock arms can be inserted into the lock hole.

[0016] In some embodiments, the lock plate includes a limiting arm which is oppositely arranged between the two lock arms and has a weight on one side thereof which is greater than that on the other side of the lock plate relative to the rotation center of the lock plate in the rotation plane of the lock plate.

[0017] The lock plate limiting assembly includes two limiting blocks which are respectively arranged on the two sides of the limiting arm; and / or

[0018] The lock plate reset assembly includes two torsion springs which are respectively arranged on the two sides of the limiting arm, and the torsion springs can exert a reset force on the limiting arm in the opposite direction when the limiting arm rotates.

[0019] In some embodiments, the sliding locking device includes:

[0020] A locking mechanism arranged on the upper rail and used to lock the upper rail on the lower rail;

[0021] An unlocking mechanism arranged on the upper rail and including unlocking handles and an unlocking assembly arranged at the two ends of the upper rail, the unlocking assembly being used to drive the locking mechanism to act when the unlocking handles are actuated, so that the locking mechanism releases the locking on the upper rail.

[0022] In some embodiments, the locking mechanism includes one or more lock rods which are arranged on the upper rail to slide and a lock rod driving member, and the lower rail is horizontally and spacedly provided with locking holes which cooperate with the lock rods, the lock rods being capable of moving in the direction of approaching or moving away from the locking holes, and the lock rod driving member being used to exert a force on the lock rods to enable the lock rods to be inserted into the locking holes.

[0023] In some embodiments, the unlocking assembly includes an unlocking transmission assembly and an unlocking driving assembly;

[0024] The unlocking driving assembly includes an unlocking member which is arranged on the upper rail to slide, the unlocking member being arranged to be capable of moving in the direction perpendicular to the movement direction of the lock rods, and the unlocking member being used to drive the lock rods to move in the direction moving away from the locking holes when the unlocking member moves;

[0025] The unlocking transmission assembly is connected with the unlocking member through a first pull rope, and is connected with two unlocking handles respectively through a second pull rope.

[0026] In some embodiments, the unlocking transmission assembly comprises a first transmission bracket and a second transmission bracket arranged oppositely, and the first transmission bracket and the second transmission bracket are arranged to slide on the upper rail, so that the first transmission bracket and the second transmission bracket can move in a direction towards the unlocking handle.

[0027] The first transmission bracket is provided with a transmission section, one end of the first pull rope passes through the second transmission bracket and the transmission section in sequence and is connected to the first transmission bracket through a sliding head arranged at the end of the first pull rope, the first pull rope is connected with the second transmission bracket through a sliding hole arranged on the second transmission bracket, the sliding head is in sliding fit with the transmission section and enables the first pull rope to move along the length direction of the first transmission bracket with the sliding head, and one side of the transmission section matched with the sliding head is provided with a guide rail surface.

[0028] In some embodiments, the unlocking transmission assembly further comprises a linkage unit, the linkage unit comprises a synchronous gear arranged between the first transmission bracket and the second transmission bracket, and the synchronous gear is arranged to rotate on the upper rail and is in meshing connection with a transmission rack arranged on the first transmission bracket and the second transmission bracket respectively.

[0029] In some embodiments, the unlocking transmission assembly further comprises a reset unit, the reset unit comprises a first tension spring capable of applying a force to the first transmission bracket to move in a direction opposite to the pulling direction and / or a second tension spring capable of applying a force to the second transmission bracket to move in a direction opposite to the pulling direction.

[0030] In some embodiments, two groups of rail grooves are arranged side by side on the lower rail.

[0031] Two groups of sliding parts are arranged side by side on the upper rail, the sliding parts are arranged in the rail grooves respectively and are in sliding fit with the rail grooves, the sliding part comprises a plurality of sliding brackets arranged at intervals, a lower roller is arranged to rotate on the sliding bracket, and the lower roller is in rolling fit with the bottom surface of the rail groove.

[0032] The shock-absorbing assembly is arranged on the sliding support, and comprises a shock-absorbing support, which is rotationally connected between one end and the sliding support and connected between the other end and the sliding support through an elastic member; an upper roller is rotationally arranged on the shock-absorbing support and can be in contact with and roll with the top of the track groove under the action of the elastic member.

[0033] In some embodiments, a limiting surface matched with the outer profile of the upper roller is arranged at the position where the top of the track groove is in roll with the upper roller, so that the limiting surface can exert a force on the upper roller in the vertical direction and the horizontal direction.

[0034] In another aspect, the utility model provides a kind of automobile auxiliary instrument panel module, comprising:

[0035] auxiliary instrument panel;

[0036] And the auxiliary instrument panel slide rail mechanism described, the auxiliary instrument panel is arranged on the upper rail.

[0037] Compared with prior art, the utility model has the following advantages and beneficial effects:

[0038] The utility model sets up the upper rail that can slide on the lower rail, and the sliding of the upper rail on the lower rail is locked and unlocked by sliding locking device, the state of the upper rail on the lower rail is switched;When the upper rail is in unlocked state, when vehicle is accelerated or braked, safety locking device can act under the action of inertial force and lock the upper rail on the lower rail, and the safety problem that can exist in the use of sliding automobile auxiliary instrument panel is well solved.

[0039] When vehicle is accelerated or braked, the lock plate rotates under the action of inertial force, so that one of the lock arms of the lock plate can be inserted into the lock hole, the upper rail is locked to limit the sliding of the upper rail and the auxiliary instrument panel arranged on the upper rail, the structure is simple, and the installation and use on the slide rail structure are convenient, the structure of the slide rail mechanism is less affected, the application of the device on the slide rail mechanism is facilitated, and good reliability, stability and safety are achieved.

[0040] In the utility model, the unlocking handle can conveniently unlock the upper rail for the front and rear passengers in the vehicle, and the structure is simple and convenient to use.

[0041] The cooperation between the lock rod driving member, the unlocking member and the lock rod enables the lock rod to be always stably locked to the upper rail;The unlocking direction of the unlocking mechanism is perpendicular to the movement direction of the lock rod, so that the unlocking operation of the lock rod is facilitated, and the impact force generated between the lock rod and the lower rail when the vehicle is accelerated or braked does not affect the unlocking mechanism, the transmission structure between the unlocking mechanism and the locking mechanism and the driving mechanism, thereby ensuring the stability of the locking of the upper rail and the service life of the device.

[0042] The utility model discloses a shock absorbing assembly is arranged on the sliding support of slide rail mechanism, makes the floating type cooperation structure between upper rail and lower rail, can be good to solve the problem of the uneven movement of upper rail on lower rail due to manufacturing, assembly error, even the problem of jamming, and can guarantee the installation cooperation rigidity of upper rail on lower rail, guarantee the stability and smoothness of automobile auxiliary instrument panel sliding. BRIEF DESCRIPTION OF DRAWINGS

[0043] In order to more clearly illustrate the technical scheme of the embodiment of the utility model, below will be to the drawing in the embodiment briefly introduced, it should be understood that the following drawings only shows some implementation of the utility model, therefore should not be regarded as the limited range, for the ordinary skilled person in the art comes, under the premise of not paying the creative labor, can also obtain other related drawings according to these drawings.

[0044] Figure 1 It is the structure schematic drawing of the utility model embodiment auxiliary instrument panel slide rail mechanism.

[0045] Figure 2 It is the setting structure schematic drawing of the utility model embodiment safety locking device, sliding locking device and shock absorbing assembly on upper rail.

[0046] Figure 3 It is the cooperation structure schematic drawing of the utility model embodiment safety locking device, sliding locking device and the locking hole, lock hole on lower rail.

[0047] Figure 4 It is the structure schematic drawing of the utility model embodiment safety locking device.

[0048] Figure 5 It is the internal structure schematic drawing of the utility model embodiment safety locking device.

[0049] Figure 6 It is the structure schematic drawing of the utility model embodiment safety locking device lock plate.

[0050] Figure 7 It is the cooperation structure schematic drawing between the utility model embodiment safety locking device and lower rail.

[0051] Figure 8 It is the locking mechanism structure schematic drawing of the utility model embodiment sliding locking device.

[0052] Figure 9 It is the internal cooperation structure schematic drawing of the utility model embodiment sliding locking device locking mechanism.

[0053] Figure 10The utility model discloses an unlocking transmission assembly structure schematic drawing in the sliding locking device.

[0054] Figure 11 The utility model discloses the transverse section view of the slide rail mechanism at the setting position of the cushioning assembly.

[0055] Figure 12 The utility model discloses the transverse section view of the lower rail of the slide rail mechanism.

[0056] Figure 13 The utility model discloses the cushioning assembly structure schematic drawing.

[0057] Figure 14 The utility model discloses the setting structure schematic drawing of the cushioning assembly on the upper rail.

[0058] Figure 15 The utility model discloses the cooperation schematic drawing between the cushioning assembly and the lower rail.

[0059] Among them:

[0060] 10, the lower rail, 101, the rail groove, 102, the limiting surface, 103, the slot, 104, the sealing strip, 105, the locking hole, 106, the lock hole;

[0061] 20, the upper rail, 201, the sliding support, 202, the lower roller, 203, the hanging shaft, 204, the notch;

[0062] 30, the cushioning assembly, 301, the cushioning support, 302, the elastic piece, 303, the upper roller, 304, the wheel shaft;

[0063] 40, the sliding locking device, 41, the locking mechanism, 401, the lock rod, 4011, the driving part, 4012, the lock rod driving piece, 403, the unlocking piece, 4031, the driving block, 4032, the support, 405, the shell, 406, the rib;

[0064] 410, the unlocking handle, 411, the first pull rope, 412, the second pull rope, 413, the first transmission support, 4131, the transmission section, 414, the second transmission support, 415, the sliding head, 416, the synchronous gear, 417, the first pull spring;

[0065] 50, the safety locking device, 501, the lock plate, 5011, the lock arm, 5111, the locking end, 5012, the limiting arm, 502, the limiting block, 503, the torsional spring, 504, the lock body. DETAILED DESCRIPTION

[0066] In order to make the purpose, technical scheme and advantages of the embodiments of the utility model clearer, the technical scheme in the embodiments of the utility model will be described clearly and completely in combination with the drawings in the embodiments of the utility model below. Obviously, the described embodiments are part of the embodiments of the utility model, rather than all the embodiments.

[0067] The vice-instrument panel slide rail mechanism in the utility model can be used for the slide type vice-instrument panel module to conveniently adjust the position of the vice-instrument panel in the vehicle, realize the slide adjustment of the vice-instrument panel, and can well ensure the safety of the vice-instrument panel during adjustment and use.

[0068] Referring to Figure 1 , Figure 2 and Figure 3 , in some embodiments, the vice-instrument panel slide rail mechanism comprises:

[0069] a lower rail;

[0070] an upper rail arranged on the lower rail and in sliding fit with the lower rail;

[0071] a slide locking device for locking the upper rail on the lower rail and releasing the locking of the upper rail when the upper rail needs to be moved;

[0072] a safety locking device arranged on the upper rail and capable of being driven to act by the inertial force generated to the safety locking device when the movement acceleration of the upper rail reaches a set value, so as to lock the upper rail on the lower rail.

[0073] The slide locking device is used for locking and releasing the sliding of the upper rail on the lower rail, so as to realize the state switching of the upper rail on the lower rail; when the upper rail is in the released state and the vehicle is rapidly accelerated or braked, the safety locking device can be driven to act by the inertial force and lock the upper rail on the lower rail, so as to well ensure the safety problem possibly existing in the use of the slide type vice-instrument panel of the vehicle.

[0074] Referring to Figure 4 , Figure 5 , Figure 6 and Figure 7 , in some embodiments, the safety locking device comprises a lock plate 501 rotatably arranged on the upper rail, a lock plate limiting assembly and a lock plate resetting assembly;

[0075] The lock plate 501 comprises two lock arms 5011, and the lock arms 5011 are arranged to extend towards a row of lock holes 106 arranged horizontally and spaced apart on the lower rail;

[0076] The lock plate limiting assembly is used for limiting the rotation of the lock plate when the lock plate is rotated to a set angle;

[0077] The lock plate reset assembly is used to enable the lock plate to be always in an unlocked state in which two lock arms are arranged away from the lock holes of the lower rail, and to enable the lock plate to return to the unlocked state after an external force applied to the lock plate is removed.

[0078] When the movement acceleration of the upper rail reaches a set value, the lock plate can overcome the action of the lock plate reset assembly and rotate under the driving of the inertial force, so that one of the lock arms can be inserted into the lock hole.

[0079] In the unlocked state, the lock plate is in an initial state under the action of the lock plate reset assembly, at this time, the two lock arms are arranged away from the lock holes of the lower rail and will not affect the sliding of the upper rail on the lower rail. When the car is rapidly accelerated or braked, the instantaneous acceleration of the instrument panel and the upper rail under the inertial action increases, when the movement acceleration of the upper rail reaches a set value, the lock plate moving with the upper rail overcomes the action of the lock plate reset assembly and rotates under the driving of the inertial force, so that one of the lock arms rotates and is inserted into the lock hole on the lower rail. At this time, under the action of the lock plate limiting assembly, the movement of the upper rail in this direction can be limited by the interaction between the lock arm and the lower rail, and the locking of the upper rail is realized.

[0080] The device is used for auxiliary safety locking of the car sliding rail mechanism, which can avoid the harm to the passengers caused by the sliding of the instrument panel under the acceleration when other locking devices between the upper rail and the lower rail of the car sliding rail fail or accidentally unlock, and can well ensure the safety of the driver and passengers.

[0081] In some embodiments, the lock plate 501 includes a limiting arm 5012 which is arranged opposite to the two lock arms 5011 and has a weight on one side of the rotating center of the lock plate which is greater than that on the other side in the rotating plane of the lock plate. When the lock plate is subjected to acceleration in this direction, the side with the two lock arms can rotate and drive the lock plate to rotate under the inertial action.

[0082] In some embodiments, the lock plate limiting assembly includes two limiting blocks 502 arranged on both sides of the limiting arm 5012. When the limiting arm 5012 rotates to abut against the limiting block 502, the limiting block can limit the rotation of the lock plate. At this time, the interaction between the lock arm 5011 inserted into the lock hole and the lower rail 10 can limit the continuous sliding of the upper rail in this direction, and the movement of the upper rail is locked.

[0083] In some embodiments, the lock plate resetting assembly includes two torsion springs 503 arranged on both sides of the limiting arm respectively, and the torsion springs 503 can apply a resetting force to the limiting arm in the opposite direction when the limiting arm rotates, so that the lock plate can return to the unlocked state after the external force is removed.

[0084] In some embodiments, the limiting arm 5012 is clamped by the two torsion springs 503 on both sides in the unlocked state to limit the rotation of the limiting arm, avoid the interference of the safety locking device to the normal movement of the upper rail, and avoid the abnormal noise caused by the shaking of the lock plate. Referring to Figure 3 One torsion arm of one of the torsion springs 503 abuts against one side end surface of the limiting arm, and one torsion arm of the other torsion spring 503 abuts against the other side end surface of the limiting arm, and the positions between the two torsion springs 503 and the limiting arm 5012 are arranged to limit and reset the limiting arm at the same time.

[0085] The lock plate resetting assembly can also adopt a structure of one torsion spring, and one torsion arm of the torsion spring is fixedly connected with the limiting arm, which can also limit and reset the limiting arm.

[0086] In some embodiments, the two locking arms 5011 are symmetrically arranged relative to the limiting arm 5012, so that the mass distribution on the lock plate is more reasonable, and the device has the same locking performance in both directions.

[0087] Referring to Figure 6 The two locking arms 5011 and the limiting arm 5012 form a Y-shaped structure, which further optimizes the structural layout of the lock plate and enables the lock plate to have better use performance.

[0088] In some embodiments, one side of the locking end 5111 of the locking arm 5011 that acts on the lock hole is arranged as a plane, and the other side is arranged as a curved surface. Referring to Figure 4 and Figure 6 One end of the locking arm 5011 inserted into the lock hole 106 is the locking end 5111, and the outer side surface of the locking end acts on the lock hole due to the relative movement between the lock plate and the lower rail when the locking end is inserted into the lock hole. The side is arranged as a plane to form a good fit between the locking end and the lock hole; the other side of the locking end 5111 is arranged as a curved surface and extends to the end of the locking end, so that the end of the locking end forms a sharp end, and facilitates the locking end to smoothly exit from the lock hole when the upper rail moves in the direction, facilitating the automatic unlocking operation of the device.

[0089] In some embodiments, the safety locking device 50 includes a lock body 504, the lock body 504 is provided with a cavity open on one side, the lock plate 501 is rotatably arranged in the cavity of the lock body 504, and the two locking arms 5011 extend out of the lock body from the opening.

[0090] At this time, the lock plate limiting assembly and the lock plate resetting assembly can be arranged on the lock body, the sliding installation lock device is integrated with the lock body as a carrier, and the device can be installed on the sliding rail mechanism as an independent part.

[0091] In some embodiments, referring to 8 and Figure 9 The sliding lock device 40 comprises:

[0092] The locking mechanism 41 is arranged on the upper rail and is used for locking the upper rail on the lower rail;

[0093] The unlocking mechanism is arranged on the upper rail and comprises unlocking handles arranged at two ends of the upper rail and an unlocking assembly, and when the unlocking handles are driven to act, the locking mechanism can be driven to act through the unlocking assembly, so that the locking mechanism releases the locking on the upper rail.

[0094] The unlocking handles can facilitate the unlocking operation of the front-row and rear-row passengers in the vehicle on the upper rail, and the structure is simple and convenient to use.

[0095] Of course, the unlocking mechanism herein can adopt an electric control mode, the unlocking of the locking mechanism is driven through an electric driving mode, and corresponding unlocking buttons are arranged at the two ends of the upper rail, so as to facilitate the unlocking use requirement of the passengers in the vehicle.

[0096] In some embodiments, the locking mechanism 41 comprises one or more locking rods 401 and a locking rod driving member 4012, the locking rod 401 is slidingly arranged on the upper rail and can move towards the locking hole 105 horizontally and spaced apart on the lower rail, when the locking rod 401 is inserted into the locking hole 105, the upper rail is locked on the lower rail, and when the locking rod is pulled out of the locking hole, the locking on the upper rail is released.

[0097] The locking rod driving member 4012 is used for applying a force to the locking rod to make the locking rod inserted into the locking hole, that is, the sliding lock device always locks the upper rail in the use state, fixes the auxiliary instrument panel on the lower rail, and ensures the safety of the auxiliary instrument panel in use.

[0098] The locking rod driving member 4012 can adopt a torsional spring or a compression spring, and the torsional spring or the spring applies a force to the locking rod to make it move towards the locking hole, so that the locking rod can be always stably inserted into the locking hole, and the pre-tightening force provided by the torsional spring or the spring makes the locking rod not produce noise due to the vibration of the vehicle body, and further ensures the use performance of the device.

[0099] In some embodiments, the unlocking assembly comprises an unlocking transmission assembly and an unlocking driving assembly.

[0100] The unlocking driving assembly comprises an unlocking member 403 arranged to slide on the upper rail, and the unlocking member 403 is arranged to be movable in a direction perpendicular to the movement direction of the locking rod. In this embodiment, the movement direction of the locking rod 401 is perpendicular to the sliding direction of the upper rail, and the movement direction of the unlocking member is the same as the sliding direction of the upper rail.

[0101] When the unlocking driving assembly drives the unlocking member to move, the locking rod is driven to move away from the locking hole, so that the locking rod is separated from the locking hole, and the unlocking operation on the upper rail is realized. When the unlocking driving assembly releases the unlocking member, the locking rod is inserted into the locking hole again under the action of the locking rod driving member, so that the upper rail is locked.

[0102] Through the cooperation between the locking rod driving member, the unlocking member and the locking rod, the locking rod can always keep the upper rail locked stably, and the safety of the sliding sub-instrument panel is ensured.

[0103] The unlocking movement direction of the unlocking member is perpendicular to the movement direction of the locking rod, so that the unlocking operation on the sliding locking device at both ends of the sub-instrument panel is facilitated, and the impact force between the locking rod and the lower rail during the rapid acceleration or rapid braking of the vehicle does not affect the locking mechanism and the unlocking mechanism, and the problem of false unlocking under the action of external force is avoided, so that the stability of the locking of the upper rail and the service life of the device are ensured.

[0104] In some embodiments, referring to Figure 8 The sliding locking device 40 comprises a housing 405, which is composed of an upper housing and a lower housing, and a cavity is formed in the housing 405. The locking rod 401 and the unlocking member 403 are arranged in the housing 405 and are in sliding cooperation with the housing. At least one end of the locking rod 401 extends out of the housing 405 and is inserted into the locking hole 105, so as to lock the upper rail.

[0105] The locking rod and the unlocking member are arranged in the housing, so that the installation and application of the device on the automobile sliding rail mechanism are facilitated.

[0106] Both ends of the locking rod 401 extend out of the housing 405, and the two extending ends of the locking rod 401 are in sliding cooperation with the housing. Based on the integrated structure of the locking rod and the unlocking member in the housing, the impact force between the locking rod and the lower rail is transmitted to the housing, and the housing provides effective protection for other components of the device, so as to further improve the stability and service life of the device.

[0107] The unlocking member 403 comprises a bracket 4032 and one or more driving blocks 4031 arranged on the bracket, the number of the driving blocks 4031 corresponds to the number of the locking rods, the driving blocks 4031 are respectively arranged on one side of the locking rods, the driving blocks 4031 are provided with wedge surfaces arranged towards the locking rods, and the locking rods 401 are provided with driving portions 4011 capable of forming sliding contact with the wedge surfaces when the unlocking member moves towards the locking rods.

[0108] When the unlocking member is driven to move under the action of an external force, the wedge surfaces of the driving blocks form a fit with the driving portions, the locking rods are driven to move away from the locking holes under the action of the wedge surfaces, the locking rods are caused to come out of the locking holes, and the unlocking operation is realized. During the unlocking process, the locking rods compress the elastic members, so that the locking rods can be inserted into the locking holes again after the unlocking action is released.

[0109] A plurality of ribs 406 are arranged in the shell 405 at intervals in the movement direction of the unlocking member, sliding grooves are formed in the ribs, and the bracket 4032 is arranged in the sliding grooves in a fit mode, so as to realize the sliding fit of the unlocking member in the shell.

[0110] The locking mechanism comprises a plurality of locking rods 401 arranged side by side at intervals. The spacing between the locking rods 401, the interval distance between the locking holes, the width of the locking holes, and the spacing between the centers of the locking holes are set in such a way that at least one locking rod can be inserted into a locking hole when the upper rail moves to any position in its movement range. In this way, when the upper rail slides to any position, at least one locking rod can be inserted into the locking hole of the lower rail at the position, so as to ensure the safety and reliability of the locking.

[0111] Referring to Figure 9 For example, four locking rods 401 arranged side by side at equal intervals are set; the widths of the locking holes 105 are the same and arranged at equal intervals; and the relationship between the width and the spacing of the locking pins and the width and the spacing of the locking holes on the lower rail is as follows:

[0112] The spacing of the locking pins + the width of the locking pins = 1.75 × (the width of the locking holes + the spacing of the locking holes);

[0113] The width of the locking pins = the width of the locking holes.

[0114] In some embodiments, referring to Figure 2 and Figure 10 The unlocking transmission assembly is connected with the unlocking member 403 through a first pull rope 411, the unlocking transmission assembly is connected with two unlocking handles 410 through a second pull rope 412 respectively, the unlocking handles 410 are rotatably connected with the upper rail, when the unlocking handles are rotated, the second pull rope drives the unlocking transmission assembly to act, and the first pull rope is pulled by the action of the unlocking transmission assembly, so that the unlocking member can drive the locking rods to come out of the locking holes.

[0115] In some embodiments, the unlocking transmission assembly comprises a first transmission bracket 413 and a second transmission bracket 414 arranged oppositely, and the first transmission bracket 413 and the second transmission bracket 414 are arranged to slide on the upper rail 20, so that the first transmission bracket and the second transmission bracket can move in the direction towards the unlocking handle;

[0116] The first transmission bracket 413 is provided with a transmission section 4131, and one end of the first pull rope 411 passes through the second transmission bracket 414 and the transmission section 4131 in sequence and is connected to the first transmission bracket through a sliding head 415 arranged at the end of the first pull rope, and the first pull rope 411 is connected between the sliding hole on the second transmission bracket 414 and the second transmission bracket through sliding fit, and the sliding head 415 and the transmission section 4141 are in sliding fit and can drive the end of the first pull rope to move along the length direction of the first transmission bracket.

[0117] The side of the transmission section 4131 matched with the sliding head 415 is provided with a guide rail surface, and when the first transmission bracket or the second transmission bracket is pulled to move in the direction towards the unlocking handle, the guide rail surface can make the sliding head move in the direction away from the sliding hole while moving along the guide rail surface.

[0118] Referring to Figure 10 , the transmission section 4131 has a V-shaped structure, so that the distance between different positions on the transmission section and the second transmission bracket has a gradually increasing trend from the middle to both sides; when the unlocking handle is rotated, the unlocking handle pulls the corresponding second pull rope, the second pull rope pulls the first transmission bracket to the right, and the relative movement between the sliding head and the transmission section occurs, at this time, under the action of the transmission section and the sliding head, the first pull rope can be pulled, and when the first pull rope is pulled, the unlocking member is driven to move, and the unlocking operation of the locking rod is realized through the unlocking member. Similarly, when the second transmission bracket is pulled to move to the left through the second pull rope, the unlocking operation of the locking mechanism can also be realized.

[0119] In some embodiments, the unlocking transmission assembly further comprises a linkage unit, and the linkage unit comprises a synchronous gear 416 arranged between the first transmission bracket and the second transmission bracket, and the synchronous gear 416 is arranged to rotate on the upper rail 20, and the synchronous gear 416 is in meshing connection with the transmission rack arranged on the first transmission bracket 413 and the second transmission bracket 414 respectively.

[0120] When the unlocking handle at one end is pulled, the first transmission bracket or the second transmission bracket can be driven to move in the opposite direction through the linkage unit, so that the unlocking operation of the locking mechanism is more smooth.

[0121] In some embodiments, the unlocking transmission assembly further comprises a reset unit, the reset unit comprising a first tension spring 417 capable of exerting a force on the first transmission bracket to move it in a direction opposite to the pulling direction and / or a second tension spring capable of exerting a force on the second transmission bracket to move it in a direction opposite to the pulling direction.

[0122] The reset unit is used to reset the unlocking handle and the unlocking assembly.

[0123] In some embodiments, referring to Figure 11 、 Figure 12 、 Figure 13 、 Figure 14 and Figure 15 , two groups of track grooves are arranged side by side on the lower rail 10, and the track grooves have a closed groove structure.

[0124] Two groups of sliding parts are arranged side by side on the upper rail 20, and the sliding parts are arranged along the length direction of the track grooves. The sliding parts are respectively arranged in the track grooves 101 and are in sliding fit with the track grooves. The sliding part comprises a plurality of sliding brackets 201 arranged at intervals. A lower roller 202 is rotatably arranged on the sliding bracket 201, and the lower roller 202 is in rolling fit with the bottom surface of the track groove. At this time, the upper rail and the lower rail are connected in rolling fit through the lower rollers arranged on the sliding brackets, facilitating the sliding of the automobile instrument panel.

[0125] A shock absorbing assembly 30 is arranged on the sliding bracket 201. The shock absorbing assembly 30 comprises a shock absorbing bracket 301 rotatably connected between the sliding bracket 201 at one end and the sliding bracket 201 at the other end through an elastic member 302. An upper roller 303 is rotatably arranged on the shock absorbing bracket. Under the action of the elastic member, the upper roller is in contact with and in rolling fit with the top of the track groove.

[0126] Here, the bottom surface of the track groove 101 refers to the lower surface in the closed groove structure, and the top of the track groove 101 refers to the upper surface in the closed groove structure. A slot 103 is arranged on the lower rail at a position corresponding to the track groove for the sliding bracket to extend out. Sealing strips 104 are arranged on both sides of the slot 103 to close the slot by the sealing strips to prevent foreign matter from falling into the track groove.

[0127] The sealing strips can be formed by co-extrusion of three materials, which are polypropylene, thermoplastic elastomer dynamic vulcanized rubber, and specially prepared thermoplastic elastomer dynamic vulcanized rubber.

[0128] The shock absorbing assembly is arranged on the sliding support of the automobile sliding rail mechanism, so that a floating type matching structure is formed between the upper rail and the lower rail, which can well solve the problem that the upper rail is not stable when moving on the lower rail due to manufacturing and assembly errors or because of foreign matter falling into the rail groove, and even causes the upper rail to be stuck, and can well ensure the installation matching rigidity of the upper rail on the lower rail, and ensure the stability and smoothness of the automobile auxiliary instrument panel sliding.

[0129] The elastic member 302 can adopt a tension spring, one end of which is connected with the hanging hole arranged on the shock absorbing support, and the other end is connected with the hanging shaft 203 arranged on the sliding support 201. The tension spring is provided with hooks at two ends, and the hooks at two ends of the tension spring can be conveniently connected to the hanging hole and the hanging shaft, so that the connection and installation of the tension spring are convenient.

[0130] In some embodiments, the position where the upper roller rolls with the rail groove top is provided with a limiting surface 102 matched with the outer profile of the upper roller, so that the limiting surface 102 can exert a force on the upper roller in the vertical direction and the horizontal direction.

[0131] The upper roller and the rail groove interact in the vertical direction and the horizontal direction, and through the forces generated by the upper roller on the multiple groups of sliding parts and the corresponding limiting surface in the horizontal direction, the directions of the forces are opposite, so as to limit the installation position of the upper rail on the lower rail in the horizontal direction, ensure the stability of the installation matching between the upper rail and the lower rail, and reduce the requirement for assembly accuracy between the upper rail and the lower rail.

[0132] In some embodiments, the outer profile of the upper roller and the limiting surface 102 are arc-shaped surfaces matched with each other, so that a good limiting matching can be formed between the upper roller and the limiting surface, and the friction between them is reduced.

[0133] In some embodiments, the lower roller 202 and the upper roller 303 are arranged on the two sides of the sliding support 201 on the same sliding support. Through the matching formed between the multiple groups of sliding parts and the rail groove at multiple positions, a stable installation matching structure is formed between the upper rail and the lower rail.

[0134] The wheel shaft 304 is arranged on the shock absorbing support 301, and the upper roller 303 is arranged at one end of the wheel shaft 304 outside the shock absorbing support.

[0135] The lower roller and the upper roller both adopt a miniature deep groove ball bearing, and a POM plastic structure is adopted outside, which has self-lubricating and good noise reduction characteristics, can effectively reduce the noise and friction of sliding, and can well ensure the NVH performance of the sliding rail mechanism and improve the use quality of the sliding rail mechanism.

[0136] In some embodiments, the setting position of the upper roller 303 is located between the two connecting positions of the shock-absorbing support 301 and the sliding support 201, and the upper roller 303 is arranged close to the side where the shock-absorbing support and the sliding support are rotationally connected. At this time, the shock-absorbing support forms a lever structure, which can increase the elastic force of the elastic member acting between the upper roller and the track groove. For example, the setting position of the upper roller is set such that the ratio between the elastic force arm of the elastic force and the elastic force arm of the upper roller is 4:1, so that a pull spring with a smaller elastic coefficient can meet the requirement of the floating stiffness between the upper rail and the lower rail.

[0137] In some embodiments, the sliding support 201 is provided with a notch 204 for setting the shock-absorbing support between the two lower rollers, and the shock-absorbing support 301 is arranged in the notch. The shock-absorbing support is arranged in the notch to increase the distance between the shock-absorbing support and the lower rail support, facilitate the setting of the shock-absorbing support, and avoid interference between the shock-absorbing support and the lower rail during use.

[0138] In some embodiments, the shock-absorbing support 301 is arranged in a groove structure, and the inner walls of the two sides of the shock-absorbing support 301 are arranged opposite to the outer walls of the two sides of the sliding support 201. At this time, the two side wall plates of the shock-absorbing support are arranged on the outer side of the sliding support 201, and the distance between the two side wall plates of the shock-absorbing support can be set to be equal to the width of the sliding support. Through the limiting cooperation between the two in the width direction, the movement of the shock-absorbing support in the width direction is limited, the stability of the installation of the shock-absorbing support on the sliding support is ensured, and the stability and reliability of the use performance of the shock-absorbing assembly are ensured.

[0139] On the other hand, in some embodiments of the utility model, an automobile auxiliary instrument panel module comprises:

[0140] An auxiliary instrument panel;

[0141] And the auxiliary instrument panel sliding rail mechanism in the above embodiments, the auxiliary instrument panel is arranged on the upper rail.

[0142] In the description of the utility model, it should be explained that the adopted terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, or the orientation or positional relationship commonly used when the utility model product is used, which is only for the convenience of describing the utility model and simplifying the description, and does not indicate or imply that the indicated device or element must have a specific orientation, structure and operation, therefore it cannot be understood as a limitation on the utility model.

[0143] In addition, in the description of the utility model, if the terms such as ''horizontal'', ''vertical'' etc. appear, it does not mean that the components must be absolutely horizontal or vertical, but can be slightly inclined. For example, ''horizontal'' only means that it is more horizontal relative to ''vertical'', and does not mean that the structure must be completely horizontal, but can be slightly inclined.

[0144] In the description of the utility model, it also needs to be explained that, unless there is explicit provision and limitation, if the terms ''set'', ''install'', ''connect'' and ''connect'' appear, they should be understood in a broad sense. For example, it can be fixed connection, or detachable connection, or integrated connection. It can be mechanical connection, or electrical connection. It can be directly connected, or indirectly connected through an intermediate medium. It can be the communication inside two elements. For ordinary skilled persons in the art, the specific meaning of the above terms in the utility model can be understood in combination with the specific circumstances.

[0145] The above is only the preferred embodiment of the utility model, and does not limit the utility model in any form. Any simple modification or equivalent change made according to the technical essence of the utility model to the above embodiment falls within the protection scope of the utility model.

Claims

1. A mechanism for a dashboard slide rail, characterized by, The utility model relates to a slide rail system, comprising: a lower rail; an upper rail arranged on the lower rail and in sliding fit with the lower rail; a sliding locking device for locking the upper rail on the lower rail and capable of releasing the locking of the upper rail when it is required to move the upper rail; a safety locking device arranged on the upper rail and capable of being driven to act by the inertial force generated to the safety locking device when the acceleration of the upper rail reaches a set value, so as to lock the upper rail on the lower rail; the sliding locking device comprises: a locking mechanism arranged on the upper rail for locking the upper rail on the lower rail; an unlocking mechanism arranged on the upper rail and comprising unlocking handles arranged at both ends of the upper rail and an unlocking assembly, which is capable of driving the locking mechanism to act through the unlocking assembly when the unlocking handles are driven to act, so as to release the locking of the upper rail by the locking mechanism.

2. The I / P rail mechanism of claim 1, wherein, the safety locking device comprises a lock plate rotatably arranged on the upper rail, a lock plate limiting assembly and a lock plate resetting assembly; the lock plate comprises two lock arms, which are arranged to extend towards a row of lock holes horizontally and spaced apart on the lower rail; the lock plate limiting assembly is used for limiting the rotation of the lock plate when the lock plate is rotated to a set angle; the lock plate resetting assembly is used for enabling the lock plate to always be in an unlocked state, in which the two lock arms are arranged away from the lock holes of the lower rail, and enabling the lock plate to return to the unlocked state after the external force applied to the lock plate is released; when the acceleration of the upper rail reaches a set value, the lock plate is driven to rotate by the inertial force, so as to enable one of the lock arms to be inserted into the lock hole.

3. The I / P rail mechanism of claim 2, wherein, the lock plate comprises a limiting arm, which is oppositely arranged between the two lock arms and has a weight on one side thereof relative to the rotation center of the lock plate in the rotation plane of the lock plate, and the weight on the other side of the limiting arm is greater than that on the one side of the limiting arm; the lock plate limiting assembly comprises two limiting blocks arranged at both sides of the limiting arm, respectively; and / or the lock plate resetting assembly comprises two torsional springs arranged at both sides of the limiting arm, respectively, which are capable of exerting a resetting force on the limiting arm in the opposite direction when the limiting arm is rotated.

4. The I / P rail mechanism of claim 1, wherein, the locking mechanism comprises one or more lock rods arranged in sliding fit on the upper rail, lock rod driving members, lock holes arranged in horizontal and spaced apart on the lower rail and cooperating with the lock rods, the lock rods being capable of moving in the direction of approaching or moving away from the lock holes, and the lock rod driving members being used for exerting a force on the lock rods to enable the lock rods to be inserted into the lock holes.

5. The I / P rail mechanism of claim 4, wherein, the unlocking assembly comprises an unlocking transmission assembly and an unlocking driving assembly; the unlocking driving assembly comprises an unlocking member arranged in sliding fit on the upper rail, which is arranged to be capable of moving in the direction perpendicular to the moving direction of the lock rods, and is capable of driving the lock rods to move in the direction moving away from the lock holes when the unlocking member is moved; the unlocking transmission assembly is connected with the unlocking member through a first pull rope, and is connected with two unlocking handles through a second pull rope, respectively, the unlocking handles are rotatably connected with the upper rail, and when the unlocking handles are rotated, the unlocking transmission assembly is driven to act through the second pull rope, and the first pull rope is pulled through the action of the unlocking transmission assembly, so that the unlocking member can drive the lock rods to be pulled out of the lock holes.

6. The I / P rail mechanism of claim 5, wherein, The unlocking transmission assembly comprises oppositely arranged first and second transmission supports, which are slidingly arranged on the upper rail so that the first and second transmission supports can move in a direction towards the unlocking handle; The first transmission support is provided with a transmission section, one end of the first pull rope is sequentially threaded through the second transmission support and the transmission section and connected to the first transmission support by a sliding head arranged at the end of the first pull rope, the first pull rope is slidingly connected between the second transmission support and a sliding hole in the second transmission support, the sliding head is slidingly connected with the transmission section and enables the first pull rope to move along the length direction of the first transmission support with the sliding head, and one side of the transmission section, which cooperates with the sliding head, is provided with a guide rail surface, which enables the sliding head to move in the direction away from the sliding hole while moving along the guide rail surface when the first or second transmission support is pulled to move in the direction towards the unlocking handle.

7. The I / P rail mechanism of claim 5, wherein, The unlocking transmission assembly further comprises a linkage unit, which comprises a synchronous gear arranged between the first and second transmission supports, the synchronous gear is rotationally arranged on the upper rail, and the synchronous gear is meshingly connected with transmission racks arranged on the first and second transmission supports, respectively.

8. The B-pillar rail mechanism according to claim 6 or 7, characterized in that The unlocking transmission assembly further comprises a reset unit, which comprises a first tension spring capable of applying a force to the first transmission support to move in a direction opposite to the pulling direction and / or a second tension spring capable of applying a force to the second transmission support to move in a direction opposite to the pulling direction.

9. The I / P rail mechanism of claim 1, wherein, The lower rail is provided with two groups of track grooves side by side; The upper rail is provided with two groups of sliding parts side by side, the sliding parts are respectively arranged in and slidingly connected with the track grooves, the sliding part comprises a plurality of sliding supports arranged at intervals, the sliding supports are rotationally provided with lower rollers, and the lower rollers are rollingly connected with the bottom surface of the track groove; The sliding support is provided with a shock absorption assembly, the shock absorption assembly comprises a shock absorption support, the shock absorption support is rotationally connected between one end and the sliding support and connected between the other end and the sliding support through an elastic member, the shock absorption support is rotationally provided with an upper roller, and the upper roller is rollingly connected with the top of the track groove under the action of the elastic member.

10. Automotive dashboard module, characterized in that It comprises: a sub-instrument panel; and the sub-instrument panel sliding rail mechanism of any one of claims 1-9, the sub-instrument panel is arranged on the upper rail.

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