Sliding rail unlocking handle, seat and vehicle

Abstract

The utility model provides a sliding rail unlocking handle, a seat and a vehicle, and belongs to the technical field of vehicle accessories, the sliding rail unlocking handle comprises a handle body, the handle body comprises a first rod body and a second rod body which are rotatably connected, and an elastic piece arranged between the first rod body and the second rod body, and the elastic piece has pretightening force. Wherein the handle body is rotationally arranged on the upper sliding rail through the first rod body, and is kept in an initial state by the reset mechanism. When the second rod body is driven by external force not larger than pre-tightening force, the second rod body drives the first rod body to rotate synchronously through the elastic piece so that the locking part can unlock the upper sliding rail, and when the second rod body is driven by external force larger than the pre-tightening force, the second rod body can rotate relative to the first rod body, and the locking part keeps locking the upper sliding rail. According to the sliding rail unlocking handle, the situation of mistaken unlocking caused by high-speed collision can be effectively avoided, and meanwhile deformation caused by the fact that the sliding rail is impacted by overlarge external force can be effectively avoided.

Description

Technical Field

[0001] This utility model relates to the field of vehicle accessories technology, and in particular to a slide rail unlocking handle. It also relates to a seat equipped with the slide rail unlocking handle, and a vehicle equipped with the seat. Background Technology

[0002] The manual seat fore-and-aft adjustment mechanism in automobiles primarily relies on manual seat rails combined with an unlocking device to achieve flexible adjustment of the seat's position. Specifically, its operating principle is that when the user pulls the handle upwards, it triggers the unlocking plate to press down, thereby releasing the lock on the rails and allowing the seat to move smoothly forward and backward along the rails to achieve position adjustment. However, most existing manual seat rail unlocking devices are designed with a single, one-piece handle. This structure is highly susceptible to causing accidents in extreme conditions such as high-speed rear-end collisions.

[0003] In the event of a high-speed collision, an occupant's heel could potentially strike the unlocking handle. The handle would then rotate under the impact, potentially causing the sliding rail to unlock unexpectedly. This poses a significant threat to the safety of the occupants and severely impacts the overall safety of the vehicle. Furthermore, when excessive force is applied to the handle, it can be transmitted along the drive path to the sliding rail, causing it to deform. This would prevent the seat from adjusting smoothly forward and backward, greatly affecting the user experience. Utility Model Content

[0004] In view of this, the present invention aims to provide a slide rail unlocking handle to prevent accidental locking of the slide rail when it is bumped at high speed, and to prevent deformation of the slide rail due to excessive force.

[0005] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0006] A sliding rail unlocking handle is provided on a vehicle seat and includes a handle body. The handle body includes a first rod and a second rod that are rotatably connected, and an elastic element disposed between the two, and the elastic element has a preload.

[0007] The handle body is rotatably mounted on the upper slide rail via the first rod and is held in its initial state by the reset mechanism;

[0008] When the second rod is driven by an external force not greater than the preload, the second rod can drive the first rod to rotate synchronously through the elastic element, so that the locking part unlocks the upper slide rail. When the second rod is driven by an external force greater than the preload, the second rod can rotate upward relative to the first rod, and keep the locking part locked to the upper slide rail.

[0009] Furthermore, the elastic element is a torsion spring, which is sleeved on the pivot between the first rod and the second rod, and the two ends of the torsion spring are respectively connected to the first rod and the second rod.

[0010] Furthermore, the first rod body is provided with a first limiting block, and the second rod body is provided with an abutment block;

[0011] Under the action of the preload, the abutting block abuts against the first limiting block and restricts the second rod from rotating downward.

[0012] Furthermore, the end of the second rod that is connected to the first rod is provided with a flange, and the flange is folded outwards towards the second rod.

[0013] The abutment block is formed by the flange.

[0014] Furthermore, the first rod is provided with a limiting part, which is used to abut against the second rod to limit the rotation angle of the second rod to rotate upward.

[0015] Furthermore, the limiting part includes a second limiting block disposed on the first rod body, the second limiting block being located above the first limiting block;

[0016] The abutting block can abut against the second limiting block and limit the rotation angle of the second rod body to rotate upward.

[0017] Furthermore, one end of the second rod is inserted into the first rod;

[0018] The first rod includes a first top wall and first side walls disposed on both sides of the first top wall, and the second rod is rotatably connected to the first side walls on both sides; and / or, the second rod includes a second top wall and second side walls disposed on both sides of the second top wall, and the first rod is rotatably connected to the second side walls on both sides.

[0019] Compared with the prior art, this utility model has the following advantages:

[0020] The slide rail unlocking handle of this utility model includes a first rod and a second rod rotatably connected, with a pre-tensioned elastic element between them. Therefore, in the event of a high-speed collision where an occupant's foot kicks the handle body (i.e., the second rod is subjected to an external force greater than the pre-tension), the second rod can rotate relative to the first rod, preventing the impact force from being directly transmitted to the first rod. The first rod will not be activated by this external force, thus keeping the locking part locked to the slide rail, effectively preventing accidental locking due to collision. Furthermore, when the second rod is subjected to an external force greater than the pre-tension, it can overcome the pre-tension, causing relative rotation between the second and first rods. This prevents excessive external force from being entirely transmitted to the first rod, and consequently, to the locking part and the slide rail, effectively preventing deformation of the slide rail due to excessive external force and ensuring the normal operation of the slide rail adjustment function.

[0021] Secondly, the elastic element uses a torsion spring, which has a simple structure, wide application, and is easy to design and implement, while providing a large preload. Moreover, when subjected to a large external force, the torsion spring will undergo elastic deformation, which plays a role in buffering and dispersing the impact force. When the occupant kicks the second rod, the torsion spring will absorb part of the impact force, reducing the force transmitted to the first rod and the locking part, thereby further reducing the risk of accidental locking.

[0022] By setting a first limiting block on the first rod and an abutting block on the second rod that abuts against the first limiting block, when the seat position needs to be adjusted, the first rod and the second rod can rotate stably as a whole in sync. This ensures that the user can smoothly drive the first rod to rotate by operating the second rod, thereby unlocking the locking part and ensuring the continuity and stability of the seat adjustment operation.

[0023] By making the abutment block a flange, this integrated design reduces the number of parts, simplifies the overall structure of the handle, eliminates the need for complex multi-part assembly, and also improves the overall structural strength of the second rod; moreover, the flange structure provides a more stable abutment effect.

[0024] Furthermore, the setting of the limiting part can better control the upward rotation angle of the second rod, preventing the second rod from rotating excessively and interfering with other components. At the same time, it can also effectively prevent the connection structure and elastic components between the first and second rods from bearing excessive stress, which could lead to damage to these components. This can extend the service life of the handle body and help ensure the reliability of the entire seat adjustment system.

[0025] In addition, the limiting part includes a second limiting block located above the first limiting block, and the rotation angle is limited by the cooperation between the second limiting block and the abutment block. This design achieves effective control of the rotation of the second rod without adding too many complex structures. Moreover, the second limiting block is set on the first rod and located above the first limiting block, making the entire limiting structure layout compact and making full use of the limited space.

[0026] The first rod body adopts a structure with a first top wall and two first side walls on both sides, forming a groove shape, which provides high resistance to bending and torsion, thus improving the structural strength of the first rod body. The second rod body is rotatably connected to the two first side walls on both sides, increasing the contact area and stability of the rotatable connection, making the rotation between the second and first rod bodies smoother. This helps ensure that during unlocking operations, the second rod body can effectively drive the first rod body to rotate, thereby achieving reliable unlocking of the locking mechanism. The second rod body includes a second top wall and second side walls on both sides of the second top wall, giving the second rod body good structural strength. It also facilitates the second rod body's ability to effectively drive the first rod body to rotate, further contributing to reliable unlocking of the locking mechanism.

[0027] In addition, this utility model also relates to a seat, including a seat body and a slide rail assembly connected to the seat body, wherein the slide rail is provided with a slide rail unlocking handle as described above on the upper slide rail of the slide rail assembly.

[0028] Furthermore, the slide rail assembly consists of two slide rails located on opposite sides of the seat body, and a connecting shaft is rotatably provided between the upper slide rails of the two slide rail assemblies;

[0029] The first rod is connected to the connecting shaft.

[0030] The seat described in this utility model, by incorporating the slide rail unlocking handle as described above, effectively prevents accidental locking caused by occupants kicking the handle in situations such as high-speed rear-end collisions. This ensures that the seat will not move due to accidental unlocking in emergency situations such as vehicle collisions, thereby providing stable support for the driver and passengers, reducing the risk of injury caused by seat displacement, and greatly improving seat safety. Furthermore, when the driver or passenger operates improperly or applies excessive force, the second lever can overcome the preload of the elastic element and rotate relative to the first lever, preventing excessive force from being transmitted to the slide rail and causing deformation.

[0031] In addition, another objective of this utility model is to provide a vehicle equipped with the seat described above.

[0032] The vehicle described in this utility model, by setting the seat as described above, can improve the vehicle's ability to protect the driver and passengers during a collision. At the same time, it can also prevent the slide rail from deforming due to excessive force, ensure the normal operation of the seat adjustment function, prevent safety hazards caused by seat adjustment mechanism failure, and further improve the operational safety of the vehicle during driving. Attached Figure Description

[0033] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0034] Figure 1 This is a schematic diagram of the slide rail unlocking handle according to an embodiment of the present utility model;

[0035] Figure 2 This is a schematic diagram of the slide rail unlocking handle described in an embodiment of the present invention from another perspective;

[0036] Figure 3 This is a partial structural diagram of the slide rail unlocking handle according to an embodiment of the present utility model;

[0037] Figure 4 This is an assembly diagram of the slide rail unlocking handle and the slide rail assembly as described in this embodiment of the utility model;

[0038] Figure 5 for Figure 4 The diagram shows the structural benefits of the structure from another perspective;

[0039] Figure 6 for Figure 5 Sectional view of line AA in the middle;

[0040] Figure 7 This is an assembly diagram of the slide rail unlocking handle, connecting shaft, and unlocking plate according to an embodiment of the present utility model;

[0041] Figure 8 for Figure 7 A schematic diagram of the structure shown from another perspective;

[0042] Figure 9 This is a schematic diagram of the structure of the first rod as described in an embodiment of the present utility model;

[0043] Figure 10 This is a schematic diagram of the first rod body described in an embodiment of the present invention from another perspective;

[0044] Figure 11 This is an assembly drawing of the second rod and the handle according to an embodiment of the present utility model;

[0045] Figure 12 This is an assembly diagram of the second rod and the buckle from another perspective, as described in an embodiment of this utility model.

[0046] Explanation of reference numerals in the attached figures:

[0047] 1. First rod; 2. Second rod; 3. Torsion spring; 4. Rotating shaft; 5. Handle; 6. Upper slide rail; 7. Lower slide rail; 8. Connecting shaft; 9. Unlocking plate; 10. Locking plate; 11. Slide rod; 12. Spring;

[0048] 101. First limiting block; 102. Second limiting block; 103. Shaft hole; 104. First mounting hole;

[0049] 201, Abutment block; 202, Through hole; 203, Second mounting hole. Detailed Implementation

[0050] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments of the present invention can be combined with each other.

[0051] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0052] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances.

[0053] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0054] Example 1

[0055] Currently, in high-speed collisions, occupants' heels are highly likely to accidentally strike the unlocking handle during the impact. In such a collision, the unlocking handle will rotate under the impact force, potentially causing the sliding rail to unlock unexpectedly. This poses a significant threat to the safety of passengers and seriously affects the overall safety of the vehicle.

[0056] Furthermore, when excessive external force is applied to the handle, this force will be transmitted along the transmission path to the slide rail. Since the slide rail itself only has conventional load-bearing and adjustment functions and is not reinforced for overload, it is extremely prone to deformation under such strong impacts. Once the slide rail is deformed, the seat can no longer adjust forward and backward as expected, greatly affecting the user experience and also causing many inconveniences for subsequent maintenance and repairs.

[0057] Therefore, this embodiment specifically proposes a slide rail unlocking handle, which is installed on a vehicle seat and includes a handle body. The handle body includes a first rod 1 and a second rod 2 rotatably connected to each other, and an elastic element disposed between the two, and the elastic element has a preload. The handle body is rotatably mounted on the upper slide rail 6 via the first rod 1 and is held in its initial state by a reset mechanism. When the second rod 2 is driven by an external force not greater than the preload, the second rod 2 drives the first rod 1 to rotate synchronously via the elastic element, thereby unlocking the upper slide rail 6. When the second rod 2 is driven by an external force greater than the preload, the second rod 2 can rotate upward relative to the first rod 1, and the locking part remains locked on the upper slide rail 6.

[0058] The slide rail unlocking handle of this embodiment includes a first rod 1 and a second rod 2 rotatably connected, with an elastic element having a preload between them. Therefore, in the event of a high-speed collision where an occupant kicks the handle (i.e., the second rod 2 is subjected to an external force greater than the preload), the second rod 2 can overcome the preload and rotate relative to the first rod 1. This prevents the impact force from being directly transmitted to the first rod 1, and the first rod 1 will not be activated by the external force, thus keeping the locking part locked to the slide rail 6. This effectively avoids mis-locking caused by a collision.

[0059] Furthermore, when the second rod 2 is subjected to an external force greater than the preload, it can overcome the preload, causing relative rotation between the second rod 2 and the first rod 1. Therefore, excessive external force will not be entirely transmitted to the first rod 1, and consequently, not entirely to the locking part and the slide rail. This effectively prevents deformation of the slide rail due to impact from excessive external force, ensuring the normal operation of the slide rail adjustment function.

[0060] Based on the above design concept, an exemplary structure of the slide rail unlocking handle in this embodiment is provided. Figures 1 to 3 As shown in the figure, and for the sake of explaining the slide rail unlocking handle of this embodiment, the following also refers to... Figures 4 to 8 The diagram shown illustrates the application of the handle on a vehicle seat. To facilitate understanding of this embodiment, a brief description of the handle's application on a vehicle seat will be provided first.

[0061] Similar to existing technologies, vehicle seats typically include a seat body and a slide rail assembly connected to the seat body. The upper slide rail 6 of the slide rail assembly is equipped with a slide rail unlocking handle, as described in this embodiment. This embodiment only improves the structure of the slide rail unlocking handle; its other arrangement on the seat body and its cooperation with other components are consistent with existing technologies. Furthermore, in conjunction with… Figure 4 and Figure 5 As shown, there are two slide rail assemblies located on opposite sides of the seat body. A connecting shaft 8 is rotatably provided between the upper slide rails 6 of the two slide rail assemblies, and the first rod 1 is connected to the connecting shaft 8.

[0062] Correspondingly, an unlocking piece 9 is provided at the other end of the connecting shaft 8, which cooperates with the locking part on the upper slide rail 6 on the other side. Specifically, the above-mentioned reset mechanism can be a torsion spring (not shown in the figure) sleeved on the connecting shaft 8, and the two ends of the torsion spring are respectively connected to the mounting bracket of the connecting shaft 8 and the upper slide rail 6, so that the connecting shaft 8 is rotatably mounted on the connecting bracket.

[0063] It is understood that, for the locking part to unlock the upper slide rail 6, the external force applied to the second rod 2 needs to be greater than the preset unlocking force and less than the preload force in order for the second rod 2 to drive the first rod 1 to rotate synchronously through the elastic element. When the external force applied to the second rod 2 is greater than the preload force, the second rod 2 rotates relative to the first rod 1, while the locking part remains locked to the upper slide rail 6. The preset unlocking force can be obtained through theoretical calculations or experiments.

[0064] Furthermore, the structure of the locking part is the same as that in the prior art, and as follows: Figure 6 As shown, the locking part generally includes a locking block disposed on the upper slide rail 6, a locking plate 10 slidably disposed on the upper slide rail 6 along the height direction of the upper slide rail 6 via a slide rod 11, and a spring 12 disposed between the locking block and the locking plate 10. Furthermore, in this embodiment, the handle body cooperates with the slide rod 11, thereby, under the action of the spring 12, the locking plate 10 can be engaged into the locking hole on the lower slide rail 7, thus locking the upper slide rail 6. When the second rod 2 of the handle body is driven by an external force less than the preload, it can drive the first rod 1 and the unlocking piece 9 to rotate via an elastic member, and press down the locking plate 10, causing the locking plate 10 to disengage from the locking hole on the lower slide rail 7, thus unlocking the upper slide rail 6.

[0065] Among them, see Figure 1 and Figure 2 As shown, the handle body is an overall elongated rod-shaped structure. Furthermore, as a preferred embodiment, the elastic element in this embodiment is a torsion spring 3. The torsion spring 3 is sleeved on the pivot 4 between the first rod 1 and the second rod 2, and both ends of the torsion spring 3 are connected to the first rod 1 and the second rod 2, respectively. By using a torsion spring 3 as the elastic element, the structure is simple, widely applicable, and easy to design.

[0066] Furthermore, the torsion spring 3 has a preload. Under the action of the preload, the torsion spring 3 can exert a downward force on the second rod 2 and an upward force on the first rod 1. The second rod 2 is in its initial state by abutting against the first limiting block 101. In addition, because the torsion spring 3 can provide a stable preload, under normal conditions, the first rod 1 and the second rod 2 can maintain a relatively fixed positional relationship, preventing displacement or wobbling, thereby improving the stability and reliability of the entire handle structure. Furthermore, when subjected to a large external force, the torsion spring 3 will undergo elastic deformation, playing a role in buffering and dispersing the impact force. This prevents deformation of the slide rail assembly due to excessive external force, ensuring the normal operation of the slide rail assembly's adjustment function.

[0067] See Figure 9 and Figure 10 As shown, one end of the second rod 2 is inserted into the first rod 1 to facilitate upward rotation of the second rod 2. Furthermore, in a preferred embodiment, the first rod 1 includes a first top wall and first side walls located on both sides of the first top wall, with the second rod 2 rotatably connected to both side walls. By employing this structure, the first rod 1 can form a groove-like shape with an opening facing downwards, thus possessing high bending and torsional resistance and structural strength. Additionally, when the first rod 1 is subjected to external forces, the first top wall and the two side walls can jointly bear and disperse stress, avoiding structural damage caused by localized stress concentration.

[0068] Similarly, as a preferred embodiment, see [reference needed]. Figures 11 to 12 As shown, the second rod 2 includes a second top wall and second side walls on both sides of the second top wall. The first rod 1 is rotatably connected to the two second side walls. This structure also gives the second rod 2 good structural strength, making it less prone to deformation under external forces. Moreover, this structure is also beneficial for rotatable connection with the first rod 1, ensuring the reliability and stability of the connection.

[0069] The second rod 2 is rotatably connected to the first side walls on both sides, and the first rod 1 is rotatably connected to the second side walls on both sides. This connection method increases the contact area and stability of the rotatable connection. Compared to a single-point or single-side rotatable connection, the connection method with two side walls can better limit the swaying and offset during rotation, making the rotation between the second rod 2 and the first rod 1 smoother. This helps ensure that during the unlocking operation, the second rod 2 can accurately drive the first rod 1 to rotate, thereby achieving reliable unlocking of the locking part.

[0070] Furthermore, in the event of a high-speed rear-end collision or other unexpected situations, this structural design can better withstand impact forces, preventing accidental locking or other safety issues caused by handle structural damage. Additionally, the side walls of the first rod 1 and the second rod 2 can effectively disperse and absorb impact forces, protecting the handle body and ensuring that the seat remains in a stable locked state even in unexpected situations, thus guaranteeing the safety of the occupants.

[0071] Specifically, in combination Figure 2 , Figure 3 and Figure 9 and Figure 12 In this configuration, the distance between the two side walls of the first rod 1 is greater than the distance between the two side walls of the second rod 2, meaning that one end of the second rod 2 is inserted into the first rod 1. Furthermore, shaft holes 103 are provided on the two side walls of the first rod 1, and through holes 202 are provided on the two side walls of the second rod 2. The first rod 1 and the second rod 2 are rotatably connected by a rotating shaft 4 inserted into the shaft holes 103 and the through holes 202. To reduce wear on the second rod 2, a bushing is fitted into the through hole 202 of the second rod 2, and the rotating shaft 4 passes through this bushing.

[0072] In addition, to improve operating comfort, such as Figure 11 and Figure 12 As shown, a handle 5 is also provided at the end of the second rod 2 away from the first rod 1. The structure of the handle 5 can refer to existing structures, and it can be made of plastic. Furthermore, to facilitate the installation of the torsion spring 3, refer to... Figure 9 and Figure 12 As shown, a first mounting hole 104 is provided on one side wall of the first rod 1, and correspondingly, a second mounting hole 203 is provided on the other side wall of the second rod 2. The two ends of the torsion spring 3 are respectively inserted into the first mounting hole 104 and the second mounting hole 203.

[0073] It should be noted that, in addition to the aforementioned groove structure, the first rod 1 and the second rod 2 can also adopt other structures according to design requirements, as long as the first rod 1 and the second rod 2 are rotatably connected.

[0074] Furthermore, the first rod 1 is provided with a first limiting block 101, and the second rod 2 is provided with an abutment block 201. Under the action of pre-tensioning force, the abutment block 201 abuts against the first limiting block 101, restricting the downward rotation of the second rod 2. During normal use, when it is necessary to adjust the seat position, the occupant will apply an external force to the second rod 2 that is no greater than the pre-tensioning force. At this time, under the action of the pre-tensioning force of the torsion spring 3, the abutment block 201 abuts against the first limiting block 101, so that the first rod 1 and the second rod 2 can rotate synchronously as a whole. This helps to ensure that the occupant can smoothly drive the first rod 1 to rotate by operating the second rod 2, thereby unlocking the locking part and ensuring the continuity and stability of the seat adjustment operation.

[0075] To further improve the limiting effect, see Figure 9 As shown, first limiting blocks 101 are provided on both side walls of the first rod 1, and correspondingly, two abutment blocks 201 are also provided on opposite sides of the second rod 2. In this case, as a preferred embodiment, see... Figure 11 and Figure 12 As shown, the end of the second rod 2 connected to the first rod 1 is provided with a flange, which is folded outwards towards the second rod 2, and the abutment block 201 is formed by the flange.

[0076] In this embodiment, by designing the abutment block 201 as a flanged structure, not only is the structural strength of the second rod 2 improved, enabling a more stable abutment with the first rod 1, but the abutment block 201 also eliminates the need for separate manufacturing and installation. Furthermore, this integrated design reduces the number of parts and simplifies the overall structure of the handle body. During manufacturing, complex multi-part assembly is eliminated, reducing the complexity of the production process and assembly difficulty, thus improving production efficiency.

[0077] It is understandable that the abutment block 201 can be composed of a flange provided on the second rod 2, or it can be composed of a block additionally provided on the second rod 2.

[0078] As a further embodiment, the first rod 1 is provided with a limiting part, which abuts against the second rod 2 to limit the upward rotation angle of the second rod 2. During normal seat adjustment, the occupant pulls the second rod 2 to unlock it. The limiting part controls the upward rotation angle of the second rod 2, preventing excessive rotation and thus reducing the risk of structural damage due to excessive rotation, extending the service life of the handle body, and ensuring the reliability of the entire seat adjustment system. Simultaneously, limiting the rotation angle of the second rod 2 by the limiting part helps ensure that the torsion spring 3 operates within a suitable deformation range, thereby stably transmitting the movement of the second rod 2 to the first rod 1, allowing the locking part to reliably unlock the upper slide rail 6.

[0079] Among them, see Figure 1 and Figure 9 As shown in the diagram, in a preferred embodiment, the limiting part includes a second limiting block 102 disposed on the first rod 1, with the second limiting block 102 located above the first limiting block 101. Furthermore, the abutment block 201 can abut against the second limiting block 102 and limit the rotation angle of the second rod 2 upward. Here, the rotation angle is limited by the cooperation between the second limiting block 102 and the abutment block 201. This design achieves effective control of the rotation of the second rod 2 without adding excessive complexity to the structure. Furthermore, placing the second limiting block 102 on the first rod 1 and above the first limiting block 101 makes the entire limiting structure compact and makes full use of limited space.

[0080] Based on the above overall explanation, when a vehicle makes a high-speed rear-end collision, the impact force is usually large and instantaneous. At this time, the impact force on the second rod 2 is usually greater than the preload of the torsion spring 3. This allows the preload of the torsion spring 3 to be overcome, providing an upward rotational force for the second rod 2. Furthermore, the first limiting block 101 prevents the second rod 2 from rotating excessively, and when the external force is removed, the torsion spring 3 allows the second rod 2 to return to its original position.

[0081] Simultaneously, under the action of the torsion spring 3, the end of the first rod 1 that engages with the locking part will not be pressed downwards, thus maintaining the locking of the upper slide rail 6 and preventing it from being unlocked, thus avoiding accidental locking. During normal use, when the external force applied to the second rod 2 is less than the preload but greater than the preset unlocking force, under the action of the torsion spring 3, the second rod 2 and the first rod 1 rotate synchronously, causing the end of the first rod 1 that engages with the locking part to press downwards, thereby unlocking the upper slide rail 6.

[0082] In addition, when the operation is improper or a large external force is applied to the second rod 2, the second rod 2 can also rotate relative to the first rod 1, which can prevent the handle body from pressing hard on the upper slide rail 6, causing the upper slide rail 6 to deform and thus affecting the adjustment function of the seat.

[0083] Example 2

[0084] This embodiment relates to a seat, including a seat body and a slide rail assembly connected to the seat body. The upper slide rail 6 of the slide rail assembly is provided with a slide rail unlocking handle as described in Embodiment 1.

[0085] Moreover, see Figure 4 and Figure 5As shown, there are two slide rail assemblies located on opposite sides of the seat body. A connecting shaft 8 is rotatably connected between the upper slide rails 6 of the two slide rail assemblies, and the first rod 1 is connected to the connecting shaft 8. The seat body, slide rail assemblies, and other structures can be found in the prior art and in Embodiment 1.

[0086] The seat in this embodiment, by incorporating the aforementioned sliding rail unlocking handle, effectively prevents accidental locking caused by occupants kicking the handle in situations such as high-speed rear-end collisions. This ensures that the seat will not move due to accidental unlocking during emergencies like vehicle collisions, providing stable support for occupants, reducing the risk of injury from seat displacement, and significantly improving seat safety. Furthermore, when occupants operate improperly or apply excessive force, the second lever 2 can overcome the preload of the elastic element. Its rotation relative to the first lever 1 prevents excessive force from being transmitted to the sliding rail, thus avoiding deformation of the sliding rail.

[0087] In addition, this embodiment also proposes a vehicle equipped with the aforementioned seats.

[0088] The vehicle described in this embodiment, by equipping itself with the aforementioned seats, enhances the vehicle's ability to protect occupants during a collision. Simultaneously, it prevents the slide rails from deforming due to excessive force, ensuring the normal operation of the seat adjustment function, preventing safety hazards caused by seat adjustment mechanism malfunctions, and further improving operational safety during vehicle operation.

[0089] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A slide rail unlocking handle, disposed on a vehicle seat, characterized in that: The handle body includes a first rod (1) and a second rod (2) that are rotatably connected, and an elastic element disposed between the two, wherein the elastic element has a preload force. The handle body is rotatably mounted on the upper slide rail (6) via the first rod (1) and is held in its initial state by the reset mechanism; When the second rod (2) is driven by an external force not greater than the preload, the second rod (2) can drive the first rod (1) to rotate synchronously through the elastic element so that the locking part unlocks the upper slide rail (6). When the second rod (2) is driven by an external force greater than the preload, the second rod (2) can rotate upward relative to the first rod (1) and keep the locking part locked to the upper slide rail (6).

2. The slide rail unlocking handle according to claim 1, characterized in that: The elastic element is a torsion spring (3), which is sleeved on the pivot (4) between the first rod (1) and the second rod (2), and the two ends of the torsion spring (3) are respectively connected to the first rod (1) and the second rod (2).

3. The slide rail unlocking handle according to claim 1, characterized in that: The first rod (1) is provided with a first limiting block (101), and the second rod (2) is provided with an abutment block (201); Under the action of the pre-tightening force, the abutment block (201) abuts against the first limiting block (101) and restricts the second rod (2) from rotating downward.

4. The slide rail unlocking handle according to claim 3, characterized in that: The second rod (2) is provided with a flange at one end connected to the first rod (1), and the flange is folded outward toward the second rod (2); The abutment block (201) is formed by the flange.

5. The slide rail unlocking handle according to claim 3, characterized in that: The first rod (1) is provided with a limiting part, which is used to abut against the second rod (2) to limit the rotation angle of the second rod (2) to rotate upward.

6. The slide rail unlocking handle according to claim 5, characterized in that: The limiting part includes a second limiting block (102) disposed on the first rod (1), and the second limiting block (102) is located above the first limiting block (101); The abutment block (201) can abut against the second limiting block (102) and limit the rotation angle of the second rod (2) to rotate upward.

7. The slide rail unlocking handle according to any one of claims 1 to 6, characterized in that: One end of the second rod (2) is inserted into the first rod (1); The first rod (1) includes a first top wall and first side walls provided on both sides of the first top wall, and the second rod (2) is rotatably connected to the first side walls on both sides; and / or, the second rod (2) includes a second top wall and second side walls provided on both sides of the second top wall, and the first rod (1) is rotatably connected to the second side walls on both sides.

8. A type of seat, characterized in that: It includes a seat body and a slide rail assembly connected to the seat body, wherein the upper slide rail (6) of the slide rail assembly is provided with a slide rail unlocking handle as described in any one of claims 1 to 7.

9. The seat according to claim 8, characterized in that: The slide rail assembly consists of two slide rails located on opposite sides of the seat body, and a connecting shaft (8) is rotatably provided between the upper slide rails (6) of the two slide rail assemblies. The first rod (1) is connected to the connecting shaft (8).

10. A vehicle, characterized in that: The vehicle is equipped with the seat as described in claim 8 or 9.

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