Automobile seat sliding rail with mistaken touch prevention locking structure

Abstract

The utility model provides an automobile seat sliding rail with a mistaken touch prevention locking structure, and relates to the technical field of automobile seat sliding rails, the automobile seat sliding rail comprises a control rod, sliding rail assemblies are arranged at the two ends of the control rod, and each sliding rail assembly comprises a guide rail and a sliding rail movably arranged in the guide rail; a locking assembly and a linkage reset assembly used for being connected with the end of the control rod are arranged between the guide rail and the sliding rail, the locking assembly is clamped with the sliding rail and the guide rail, the locking assembly can be disengaged from the clamping of the guide rail through the cooperation of the control rod and the linkage reset assembly, and the sliding rail is provided with a mistaken touch prevention assembly used for preventing mistaken touch of the locking assembly. According to the utility model, the locking assembly is prevented from being accidentally separated from the clamping of the guide rail through the mistaken touch prevention assembly under the condition that the control rod is not manually and actively operated to adjust the position of the seat, so that the sudden sliding of the seat caused by mistaken touch can be avoided, and the stability and the safety of the seat in the normal use process are ensured.

Description

A car seat slide rail with an anti-accidental touch locking structure Technical Field

[0001] This application relates to the field of automotive seat slide rail technology, and more specifically, to an automotive seat slide rail with an anti-accidental-touch locking structure. Background Technology

[0002] During car driving, in order to obtain a comfortable sitting posture, the seat position needs to be adjusted. After adjusting it to the optimal position, it is locked and fixed with the help of the locking mechanism.

[0003] Traditional car seat sliding rail locking mechanisms are usually located at the bottom of the seat, a position that is easily accidentally activated during daily use. Once accidentally activated, the seat will slide, significantly reducing its stability and making it difficult to achieve a reliable locking effect. This not only reduces the stability and reliability of traditional seat locking mechanisms in practical applications but also fails to meet current demands for safe and stable use of car seats. Summary of the Invention

[0004] The purpose of this application is to provide a car seat slide rail with an anti-accidental locking structure, which can solve the technical problem that the traditional car seat slide rail locking mechanism is easily accidentally activated, causing the seat to slide, the stability to deteriorate, and the lock to fail to lock reliably. This fails to meet the stability and reliability requirements of actual use, and also fails to meet people's current needs for seat safety and stability.

[0005] This application provides a car seat slide rail with an anti-accidental activation locking structure, including a control lever. Slide rail assemblies are provided at both ends of the control lever. Each slide rail assembly includes a guide rail and a slide rail movably disposed within the guide rail. A locking component and a linkage reset component for connecting to the end of the control lever are provided between the guide rail and the slide rail. The locking component engages with the slide rail and the guide rail. The locking component can disengage from the guide rail by cooperating with the control lever and the linkage reset component. An anti-accidental activation component is provided on the slide rail to prevent accidental activation of the locking component.

[0006] Furthermore, the locking assembly includes a locking seat, a locking pin, a engaging member, and a spring. The locking seat has a limiting through hole, the lower end of the locking pin passes through the limiting through hole and is connected to the engaging member, the locking pin has a first annular limiting portion located within the limiting through hole, and a second annular limiting portion is located at the inner bottom of the limiting through hole. The spring is sleeved on the locking pin and located between the first annular limiting portion and the second annular limiting portion. The sliding rail has a locking hole, and the upper end of the locking pin can pass through the locking hole.

[0007] Furthermore, the anti-accidental contact component includes a protective member and two locking screws. The protective member can be installed on the locking seat and positioned above the sliding rail by the two locking screws. The protective member has a clearance portion for the upper end of the locking pin to be placed.

[0008] Furthermore, the locking seat is provided with a positioning post, and both the protective component and the sliding rail are provided with positioning holes that are adapted to the positioning post, with the positioning post located in the positioning hole.

[0009] Furthermore, the engaging component is provided with engaging teeth, the sliding rail is provided with engaging holes adapted to the engaging teeth, and the guide rail is provided with a plurality of engaging grooves adapted to the engaging teeth evenly along the guiding direction, the engaging teeth penetrating the engaging holes and the engaging grooves.

[0010] Furthermore, the linkage reset assembly includes a linkage member and a torsion spring. One end of the linkage member is connected to the end of the control lever, and the other end of the linkage member is provided with a linkage part. The linkage part abuts against the top of the engaging member, and the linkage part is slidably connected to the locking seat. The linkage member and the sliding rail are connected through the torsion spring.

[0011] Furthermore, the linkage is provided with a receiving groove, and the torsion spring is located in the receiving groove.

[0012] The beneficial effects of this utility model are:

[0013] This invention features an anti-accidental contact component on the sliding rail to prevent accidental disengagement of the locking assembly. This prevents the locking assembly from accidentally disengaging from the guide rail when the seat position is adjusted without human intervention. This avoids sudden sliding of the seat due to accidental contact and ensures the stability and safety of the seat during normal use. Attached Figure Description

[0014] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 is a schematic diagram of the structure in some embodiments of this application;

[0016] Figure 2 is a cross-sectional view at axis AA in Figure 1;

[0017] Figure 3 is a cross-sectional view at the BB axis in Figure 1;

[0018] Figure 4 is a structural breakdown diagram of some embodiments of this application;

[0019] The reference numerals in the attached figures are as follows:

[0020] 1. Control lever; 2. Slide rail assembly; 21. Guide rail; 211. Engaging groove; 22. Slide rail; 221. Locking hole; 222. Engaging hole; 3. Locking assembly; 31. Locking seat; 311. Limiting through hole; 312. Second annular limiting part; 313. Positioning pin; 32. Locking pin; 321. First annular limiting part; 33. Engaging part; 331. Engaging tooth; 34. Spring; 4. Linkage reset assembly; 41. Linkage part; 411. Linkage part; 412. Receiving groove; 42. Torsion spring; 5. Anti-accidental touch assembly; 51. Protective part; 511. Clearance part; 52. Locking screw; 6. Positioning hole; 7. Threaded hole; 8. Mounting hole; 9. Connecting lug; 10. Connecting hole. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0022] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0023] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0024] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this application is in use. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0025] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0026] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" 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 application based on the specific circumstances.

[0027] Specific implementation examples:

[0028] As shown in Figures 1-4, this application provides a car seat slide rail with an anti-accidental-touch locking structure, including a control lever 1. Slide rail assemblies 2 are provided at both ends of the control lever 1. Each slide rail assembly 2 includes a guide rail 21 and a sliding rail 22 movably disposed within the guide rail 21. A locking assembly 3 and a linkage reset assembly 4 for connecting to the end of the control lever 1 are provided between the guide rail 21 and the sliding rail 22. The locking assembly 3 engages with the sliding rail 22 and the guide rail 21. The locking assembly 3 can disengage from the guide rail 21 through the cooperation of the control lever 1 and the linkage reset assembly 4. An anti-accidental-touch component 5 is provided on the sliding rail 22 to prevent accidental-touch of the locking assembly 3. Under normal conditions, the locking assembly 3 and the sliding rail... 22. The guide rail 21 engages, allowing the sliding rail 22 to be stably fixed in a specific position within the guide rail 21, preventing the seat from sliding arbitrarily. When the seat position needs to be adjusted, the control lever 1 is operated. The end of the control lever 1 cooperates with the linkage reset component 4, causing the locking component 3 to disengage from the guide rail 21. At this time, the sliding rail 22 can slide freely within the guide rail 21, thereby realizing the adjustment of the seat position. The anti-accidental contact component 5 prevents the locking component 3 from accidentally disengaging from the guide rail 21 when the seat position is adjusted without human intervention by operating the control lever 1. This avoids the seat from suddenly sliding due to accidental contact, ensuring the stability and safety of the seat during normal use.

[0029] As shown in Figure 2-4, the locking assembly 3 includes a locking seat 31, a locking pin 32, a locking member 33, and a spring 34. The locking seat 31 has a limiting through hole 311. The lower end of the locking pin 32 passes through the limiting through hole 311 and is connected to the locking member 33. The locking pin 32 has a first annular limiting part 321 located inside the limiting through hole 311. The inner bottom of the limiting through hole 311 has a second annular limiting part 312. The spring 34 is sleeved on the locking pin 32 and located on the first annular limiting part. Between 321 and the second annular limiting part 312, the sliding rail 22 is provided with a locking hole 221. The upper end of the locking pin 32 can pass through the locking hole 221. Under normal circumstances, the spring 34 is in a compressed state, and the elastic force generated by it pushes the first annular limiting part 321, thereby causing the locking pin 32 to move upward. Since the lower end of the locking pin 32 is connected to the engaging part 33, it can prevent the locking pin 32 from disengaging from the limiting through hole 311. In the initial state, the upper end of the locking pin 32 is inserted into the locking hole 221.

[0030] As shown in Figures 1-4, the anti-accidental contact component 5 includes a protective member 51 and two locking screws 52. The two locking screws 52 allow the protective member 51 to be installed on the locking seat 31, positioning it above the sliding rail 22. The protective member 51 has a clearance portion 511 for the upper end of the locking pin 32. Under normal conditions, the upper end of the locking pin 32 is within this clearance portion 511. Due to the obstruction of the protective member 51, accidental contact with the locking pin 32 is prevented, thus avoiding accidental downward movement of the locking pin 32 and preventing the locking component 3 from unlocking. This ensures that the sliding rail 22 is stably locked within the guide rail 21, and unlocking is only possible when the control lever is manually operated. When the linkage reset component 4 is driven, the locking pin 32 moves downward and disengages from the relief part 511, the sliding rail 22 will be unlocked. This effectively prevents the sliding rail 22 from moving accidentally due to accidental contact, thus preventing the seat from sliding unexpectedly. Specifically, the locking seat 31 is provided with a threaded hole 7 that matches the locking screw 52. Both the protective part 51 and the sliding rail 22 are provided with mounting holes 8 corresponding to the threaded hole 7. By passing the locking screw 52 through the mounting hole 8 on the protective part 51 and the mounting hole 8 on the sliding rail 22 in sequence, and then screwing it into the threaded hole 7, the protective part 51 can be fixed to the upper part of the sliding rail 22 and the locking seat 31 can be fixed to the lower part of the sliding rail 22.

[0031] As shown in Figures 2 and 4, the locking seat 31 is provided with a positioning post 313, and both the protective component 51 and the sliding rail 22 are provided with positioning holes 6 that are adapted to the positioning post 313. The positioning post 313 is located in the positioning hole 6. During the installation process, the positioning post 313 can be accurately inserted into the positioning hole 6, providing precise guidance for the installation of the protective component 51 and the sliding rail 22, and ensuring that the protective component 51 and the locking seat 31 are accurately positioned on the sliding rail 22.

[0032] As shown in Figures 3 and 4, the engaging component 33 is provided with engaging teeth 331, the sliding rail 22 is provided with engaging holes 222 that are adapted to the engaging teeth 331, and the guide rail 21 is provided with a plurality of engaging grooves 211 that are adapted to the engaging teeth 331 evenly along the guiding direction. The engaging teeth 331 penetrate the engaging holes 222 and the engaging grooves 211. In the initial state, the engaging teeth 331 on the engaging component 33 are tightly engaged with the engaging holes 222 on the sliding rail 22 and the engaging grooves 211 on the guide rail 21. When the seat position needs to be adjusted, the operating control lever 1 drives the linkage reset component 4, which in turn acts on the locking component 3. The action of the locking component 3 will cause the engaging component 33 to shift, and the engaging teeth 331 will disengage from the currently embedded engaging groove 211 and move downward away from the engaging holes 222 of the sliding rail 22, while the engaging teeth 331 remain in the engaging holes 222.

[0033] As shown in Figures 2 and 4, the linkage reset assembly 4 includes a linkage member 41 and a torsion spring 42. One end of the linkage member 41 is connected to the end of the control lever 1, and the other end of the linkage member 41 is provided with a linkage part 411. The linkage part 411 abuts against the top of the engaging member 33 and is slidably connected to the locking seat 31. The linkage member 41 is connected to the sliding rail 22 through the torsion spring 42. Specifically, the sliding rail 22 is provided with a connecting ear 9 for connecting with a car seat, the linkage member 41 is provided with a connecting hole 10, and a fitting adapted to the connecting hole 10 is fixed on the sliding rail 22. The connecting post (not shown in the figure) is movably disposed within the connecting hole 10. The linkage 41 is rotatably connected to the slide rail 22 through the cooperation between the connecting hole 10 and the connecting post. The torsion spring 42 is disposed between the linkage 41 and the slide rail 22. When the seat is in the locked position, the torsion spring 42 maintains the relative position between the linkage 41 and the slide rail 22. When the seat position needs to be adjusted and the control lever 1 is operated, the control lever 1 is pulled upward. The end of the control lever 1 drives the linkage 41 to rotate around its connection point with the slide rail 22. Due to the linkage 411 and The top of the engaging member 33 abuts against and slides with the locking seat 31. Rotation of the linkage member 41 causes the linkage part 411 to push the engaging member 33 downwards. As the engaging member 33 moves downwards, the engaging teeth 331 gradually disengage from the engaging groove 211 of the guide rail 21. During this process, the torsion spring 42 and the spring 34 deform and store elastic potential energy. At this time, the sliding rail 22 can slide freely within the guide rail 21, thereby adjusting the seat position. When the seat is adjusted to the appropriate position, the control lever 1 is released. At this time, the torsion spring 42 begins to release the stored elastic potential energy. The elastic potential energy and the elastic force of the torsion spring 42 act on the linkage 41, causing the linkage 41 to rotate in the opposite direction around the connection point. The reverse rotation of the linkage 41 drives the linkage part 411 to move upward. At the same time, the spring 34 begins to release the stored elastic potential energy. The elastic force of the spring 34 acts on the first annular limiting part 321, which in turn pushes the locking pin 32 to move upward. The locking pin 32 drives the engaging part 33 to move upward, so that the engaging teeth 331 on the engaging part 33 find and engage in the corresponding engaging groove 211 on the guide rail 21, thus completing the locking of the seat in the new position.

[0034] As shown in Figures 2 and 4, the linkage 41 is provided with a receiving groove 412, and the torsion spring 42 is located in the receiving groove 412. The design of the receiving groove 412 cleverly utilizes the structural space of the linkage 41 itself, eliminating the need to open up additional space in the seat slide rail system to install the torsion spring 42, making the structure of the entire seat slide rail more compact.

[0035] Working principle:

[0036] Initial locking state: In the locking assembly 3, the spring 34 pushes the locking pin 32 upward, so that the engaging teeth 331 on the engaging member 33 are embedded in the engaging groove 211 of the guide rail 21. At the same time, the upper end of the locking pin 32 is inserted into the locking hole 221 of the sliding rail 22, fixing the sliding rail 22 in the guide rail 21. The seat cannot move. The protective member 51 of the anti-accidental contact assembly 5 prevents external objects from contacting the locking pin 32. The torsion spring 42 of the linkage reset assembly 4 maintains the relative position of the linkage member 41 and the sliding rail 22, ensuring the stability of the overall structure.

[0037] Unlocking process: Pull the control lever 1 upwards. The end of the control lever 1 drives the linkage 41 to rotate around the connection point with the sliding rail 22. The linkage 411 pushes the engaging part 33 downwards, causing the engaging teeth 331 to disengage from the engaging groove 211. At the same time, the locking pin 32 moves downwards and disengages from the locking hole 221. The sliding rail 22 is unlocked and can slide freely in the guide rail 21. During this process, the torsion spring 42 and the spring 34 deform and store elastic potential energy.

[0038] Seat adjustment: The sliding rail 22 slides within the guide rail 21 to adjust the seat position.

[0039] Relocking process: After the seat is adjusted to the correct position, release the control lever 1. The torsion spring 42 releases its elastic potential energy, causing the linkage 41 to rotate in the opposite direction. The linkage part 411 moves upward. At the same time, the spring 34 releases its elastic potential energy to push the locking pin 32 upward, causing the engaging part 33 to move upward. The engaging teeth 331 re-engage with the corresponding engaging groove 211 of the guide rail 21, thus completing the locking of the seat in the new position.

[0040] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A car seat slide rail with an anti-accidental-touch locking structure, characterized in that: The device includes a control lever, with slide rail assemblies at both ends. Each slide rail assembly includes a guide rail and a sliding rail movably disposed within the guide rail. A locking assembly and a linkage reset assembly for connecting to the ends of the control lever are provided between the guide rail and the sliding rail. The locking assembly engages with the sliding rail and the guide rail. The locking assembly can disengage from the guide rail by cooperating with the control lever and the linkage reset assembly. The sliding rail is provided with an anti-accidental activation component to prevent accidental activation of the locking assembly.

2. The car seat slide rail with an anti-accidental touch locking structure according to claim 1, characterized in that: The locking assembly includes a locking seat, a locking pin, a locking member, and a spring. The locking seat has a limiting through hole. The lower end of the locking pin passes through the limiting through hole and is connected to the locking member. The locking pin has a first annular limiting portion located within the limiting through hole. The inner bottom of the limiting through hole has a second annular limiting portion. The spring is sleeved on the locking pin and located between the first annular limiting portion and the second annular limiting portion. The sliding rail has a locking hole, and the upper end of the locking pin can pass through the locking hole.

3. The car seat slide rail with an anti-accidental touch locking structure according to claim 2, characterized in that: The anti-accidental contact assembly includes a protective component and two locking screws. The protective component can be installed on the locking seat and positioned above the sliding rail by the two locking screws. The protective component has a clearance portion for the upper end of the locking pin to be placed.

4. The car seat slide rail with an anti-accidental touch locking structure according to claim 3, characterized in that: The locking seat is provided with a positioning post, and the protective component and the sliding rail are both provided with positioning holes that are adapted to the positioning post, and the positioning post is located in the positioning hole.

5. A car seat slide rail with an anti-accidental touch locking structure according to claim 2, characterized in that: The engaging component is provided with engaging teeth, the sliding rail is provided with engaging holes that are adapted to the engaging teeth, and the guide rail is provided with a plurality of engaging grooves that are adapted to the engaging teeth evenly along the guiding direction. The engaging teeth penetrate the engaging holes and the engaging grooves.

6. A car seat slide rail with an anti-accidental touch locking structure according to claim 5, characterized in that: The linkage reset assembly includes a linkage component and a torsion spring. One end of the linkage component is connected to the end of the control lever, and the other end of the linkage component is provided with a linkage part. The linkage part abuts against the top of the engaging component, and the linkage part is slidably connected to the locking seat. The linkage component and the sliding rail are connected through the torsion spring.

7. A car seat slide rail with an anti-accidental touch locking structure according to claim 6, characterized in that: The linkage component is provided with a receiving groove, and the torsion spring is located in the receiving groove.

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