Slide rail system for a vehicle seat and vehicle

Abstract

The utility model relates to a slide rail system for vehicle seat, its characterized in that, slide rail system includes first and second slide rail components, first slide rail component includes first static rail and first dynamic rail, second slide rail component includes second static rail and second dynamic rail, first and second static rail are used to fix in the vehicle floor in opposition, first and second dynamic rail are used to fix respectively in the non safety belt side and safety belt side of vehicle seat, is equipped with safety belt fixed seat in safety belt side, first static rail and first dynamic rail have first peel strength for preventing two under the action of external force in the direction perpendicular to their longitudinal extension direction and separate each other, second static rail and second dynamic rail have second peel strength, and second peel strength is greater than first peel strength. Technical effect includes: need not to reinforce the dynamic rail and static rail of safety belt side additionally, the dynamic rail and static rail of setting in the non safety belt side also can not exist strength excess. The utility model relates to a kind of vehicle.

Description

Technical Field

[0001] This utility model relates to a slide rail system for vehicle seats and a vehicle. Background Technology

[0002] The vehicle seats are adjusted for fore-and-aft position relative to the vehicle floor via a sliding rail system. The sliding rail system includes opposing left and right sliding rail assemblies, which support the seat on either side. Each left and right sliding rail assembly includes a cooperating moving rail and a stationary rail.

[0003] In existing slide rail systems, the left and right slide rail assemblies, or their moving and stationary rails, are constructed identically to each other, thus having the same peel strength, and their respective drive transmission devices are also constructed identically, thus providing them with the same locking strength.

[0004] When a vehicle experiences a collision and rapid deceleration, the external forces exerted on the corresponding slide rail components by the seat belt side and the non-seat belt side of the vehicle seat are different. This leads to the problem that existing slide rail system designs may require local reinforcement or have excessive local strength in order to ensure occupant safety. Summary of the Invention

[0005] The purpose of this invention is to provide a sliding rail system for vehicle seats and a vehicle that can solve at least one of the aforementioned problems.

[0006] To achieve the above objectives, this utility model proposes a slide rail system for vehicle seats. The slide rail system includes a first slide rail assembly and a second slide rail assembly. The first slide rail assembly includes a first stationary rail and a first movable rail that can slide relative to the first stationary rail. The second slide rail assembly includes a second stationary rail and a second movable rail that can slide relative to the second stationary rail. The first and second stationary rails are fixed opposite to each other to the vehicle floor. The first movable rail is fixed to the non-seatbelt side of the vehicle seat, and the second movable rail is fixed to the seatbelt side of the vehicle seat. A seatbelt fixing seat is provided on the seatbelt side of the vehicle seat.

[0007] The first stationary rail and the first moving rail have a first peel strength to prevent them from separating from each other in a direction perpendicular to their longitudinal extension direction under the action of an external force, and the second stationary rail and the second moving rail have a second peel strength to prevent them from separating from each other in a direction perpendicular to their longitudinal extension direction under the action of an external force, wherein the second peel strength is greater than the first peel strength.

[0008] The technical effects here include: the peel strength of the moving rail and stationary rail installed on the non-seat belt side is set to be less than that of the moving rail and stationary rail installed on the seat belt side, so that the moving rail and stationary rail installed on the seat belt side can be reinforced without additional reinforcement when the occupants are safe during a collision, and the moving rail and stationary rail installed on the non-seat belt side will not have excessive strength.

[0009] Advantageously, the first stationary rail and the first moving rail, as well as the second stationary rail and the second moving rail, are respectively fitted together in a direction perpendicular to their longitudinal extension direction to provide the first peel strength and the second peel strength, respectively.

[0010] Advantageously, the cross-sectional dimension of the second stationary rail is designed to be larger than that of the first stationary rail, and the cross-sectional dimension of the second moving rail is designed to be larger than that of the first moving rail, such that the second peel strength is greater than the first peel strength.

[0011] Advantageously, the first stationary rail and the first moving rail, as well as the second stationary rail and the second moving rail, each have a U-shaped main body portion and a rolled edge portion connected to the U-shaped main body portion for performing the form-locking connection, wherein the cross-sectional dimension of the rolled edge portion of the second stationary rail is designed to be larger than the cross-sectional dimension of the rolled edge portion of the first stationary rail, and the cross-sectional dimension of the rolled edge portion of the second moving rail is designed to be larger than the cross-sectional dimension of the rolled edge portion of the first moving rail, such that the second peel strength is greater than the first peel strength.

[0012] Advantageously, the first stationary rail and the first moving rail have a first locking strength for preventing them from sliding relative to each other in their longitudinal extension direction under the action of an external force, and the second stationary rail and the second moving rail have a second locking strength for preventing them from sliding relative to each other in their longitudinal extension direction under the action of an external force, wherein the second locking strength is greater than the first locking strength.

[0013] Advantageously, the slide rail system further includes a first drive transmission device and a second drive transmission device respectively disposed on the first slide rail assembly and the second slide rail assembly. The first drive transmission device and the second drive transmission device can drive the first moving rail and the second moving rail to slide relative to the first stationary rail and the second stationary rail, respectively. The first drive transmission device and the second drive transmission device provide the first locking strength and the second locking strength, respectively.

[0014] Advantageously, the first drive transmission device includes a first lead screw disposed on the first moving rail, and the second drive transmission device includes a second lead screw disposed on the second moving rail. Rotation of the first and second lead screws can respectively drive the first and second moving rails to linear motion.

[0015] The first drive transmission device includes a first transmission mechanism disposed on the first lead screw, and the second drive transmission device includes a second transmission mechanism disposed on the second lead screw. The first transmission mechanism and the second transmission mechanism are respectively driven and connected to the first lead screw and the second lead screw via their torque output ends.

[0016] The first drive transmission device and the second drive transmission device both include a common motor, which is driven to the torque input end of the first transmission mechanism via a first flexible shaft and driven to the torque input end of the second transmission mechanism via a second flexible shaft.

[0017] Advantageously, the diameter of the second lead screw is larger than the diameter of the first lead screw, thereby the second locking strength is greater than the first locking strength.

[0018] Advantageously, the transmission ratio of the first transmission mechanism is equal to the transmission ratio of the second transmission mechanism, and the pitch of the first lead screw is equal to the pitch of the second lead screw, so that the sliding speeds of the first moving rail and the second moving rail are the same when driven by the motor.

[0019] Advantageously, the first transmission mechanism includes a first worm gear and a first worm that mesh with each other, and the second transmission mechanism includes a second worm gear and a second worm that mesh with each other. The first worm gear and the second worm gear are respectively driven to the first lead screw and the second lead screw, and the first worm and the second worm are respectively driven to the first flexible shaft and the second flexible shaft. The cross-sectional dimension of the second worm gear is larger than that of the first worm gear, and the cross-sectional dimension of the second worm is larger than that of the first worm, thereby the second locking strength is greater than the first locking strength.

[0020] Advantageously, the first worm gear and the first worm are made of plastic, and / or the second worm gear and the second worm are made of plastic.

[0021] Advantageously, the vertical dimension of the first slide rail assembly is smaller than that of the second slide rail assembly. In the mounted state of the slide rail system on the vehicle floor, the second flexible shaft extends horizontally between the motor and the second transmission mechanism, wherein...

[0022] A shim is provided below the first slide rail assembly, allowing the first flexible shaft to extend horizontally between the motor and the first transmission mechanism; or...

[0023] The first flexible shaft extends at an angle relative to the horizontal plane between the motor and the first transmission mechanism.

[0024] Advantageously, the external force is mostly generated by the inertial force of the occupants when a vehicle collision occurs.

[0025] To achieve the above objectives, the present invention also proposes a vehicle, characterized in that the vehicle includes a vehicle seat, the vehicle seat being connected to the vehicle floor via a slide rail system for a vehicle seat according to the present invention, wherein a first stationary rail and a second stationary rail are fixed opposite to each other to the vehicle floor, a first moving rail is fixed to the non-seatbelt side of the vehicle seat, and a second moving rail is fixed to the seatbelt side of the vehicle seat. Attached Figure Description

[0026] The present invention will now be explained in more detail with reference to the accompanying drawings and embodiments, but the present invention is not limited to the embodiments described in the drawings and detailed below. The drawings are as follows:

[0027] Figure 1 The computer simulation of the damage to the left and right slide rail components of the slide rail system in the event of a vehicle collision is illustrated using a 3D view on the left and a magnified view on the right.

[0028] Figure 2 This schematically illustrates the first existing slide rail system.

[0029] Figure 3 schematically shown Figure 2 A cross-sectional view of the slide rail system on the right slide rail assembly side.

[0030] Figure 4 This schematically illustrates a second existing slide rail system.

[0031] Figure 5 This schematically illustrates a slide rail system according to one embodiment of the present invention.

[0032] Figure 6 schematically shown Figure 5 The slide rail system and its two drive transmission devices, shown in magnification, are shown in the image.

[0033] Figure 7 Show Figure 5 The first arrangement of the sliding rail system on the vehicle floor, and

[0034] Figure 8 Show Figure 5 The second arrangement of the sliding rail system on the vehicle floor. Detailed Implementation

[0035] The following describes illustrative embodiments of the present invention. In this specification, various systems, structures, and devices are schematically depicted in the accompanying drawings for illustrative purposes only, and not all features of actual systems, structures, and devices are described. For example, well-known functions or structures are not described in detail to avoid unnecessary detail that could obscure the present invention. It should be understood that in any practical application, many specific implementation decisions need to be made to achieve the specific goals of the developer or user, and system-related and industry-related limitations need to be followed. These specific goals may vary depending on the practical application. Furthermore, it should be understood that while such implementation decisions are complex and time-consuming, they are routine tasks for those skilled in the art who will benefit from the present invention.

[0036] The terms and phrases used herein should be understood and interpreted in accordance with the understanding of those skilled in the art. The consistent use of terms or phrases herein is not intended to imply a specific definition, i.e., a definition different from the common and conventional meaning understood by those skilled in the art. For terms or phrases intended to have a specific meaning, i.e., a meaning different from that understood by those skilled in the art, such specific definition will be explicitly listed in the specification, giving the specific definition of the term or phrase directly and unambiguously.

[0037] Unless otherwise required by the content, throughout the following description, the word “including” and its variations, such as “comprising” and “having”, will be interpreted in an open-ended, inclusive sense, that is, as “including but not limited to”.

[0038] Figure 1 This illustration schematically depicts a computer simulation analysis of the left and right slide rail assemblies 3 and 4 of the slide rail system 2 of the vehicle seat 1 under the inertial forces of the occupant 5 seated on the seat 1 during a collision and severe deceleration. Specifically, it shows... Figure 1 As can be seen in the enlarged view on the right, because the seat belt anchor 6 is located at the right slide rail assembly 4 (and is therefore also called the seat belt side), the inertial force of the occupant 5 is mostly transmitted to the right slide rail assembly 4 through the seat belt anchor 6. This results in the right slide rail assembly 3 (which forms the "critical functional area") experiencing greater stress and more severe deformation compared to the left slide rail assembly 3 (which forms the "non-critical functional area"). This is evident from... Figure 1 The area circled in red in the enlarged image on the right can be seen here.

[0039] The two opposing slide rail assemblies 3 and 4 each include a movable rail 3.1 and 4.1 fixed to the upper or inner side of the seat 1 and a stationary rail 3.2 and 4.2 fixed to the lower or outer side of the vehicle floor 7. During normal operation, the seat 1 can be adjusted forward and backward relative to the vehicle floor 7 by sliding the movable rails 3.1 and 4.1 relative to the stationary rails 3.2 and 4.2. This adjustment is typically achieved electrically.

[0040] When the vehicle suddenly decelerates due to a collision, the moving rails 3.1 and 4.1 of the left and right slide rail assemblies 3 and 4 will be subjected to the inertial force of the occupant 5 tilting forward. This inertial force can generate different magnitudes of external force F (i.e., forces other than the electric drive force used for normal position adjustment) on the left and right slide rail assembly sides, respectively, on the left moving rail 3.1 and right moving rail 4.1. In this case, it is a tensile force. On the right slide rail assembly side, the external force F is greater due to the presence of the seat belt anchor 6.

[0041] See also Figure 1 The enlarged view on the right shows an external force F acting on the right slide rail assembly side, or the seatbelt side, as an example. This force F can be decomposed into a forward component F1 acting forward along the longitudinal direction of the right slide rail assembly 4, on the moving rail 4.1 of the right slide rail assembly 4, and an upward component F2 acting perpendicularly upwards along the moving rail 4.1 of the right slide rail assembly 4. Studies show that in a collision, for an adult occupant, the forward component of the external force F applied to the right slide rail assembly side, or the seatbelt side, can reach 25 kN, and the upward component F2 can reach 30 kN. The external force F on the left slide rail assembly side, or the non-seatbelt side, is relatively smaller.

[0042] According to regulations, the locking strength provided by the slide rail system 2 itself to prevent the moving rails 3.1 and 4.1 from sliding back and forth relative to the stationary rails 3.2 and 4.2 (which can be provided by the drive transmission device of the slide rail system 2, which will be described below) should be sufficient to resist the external force F or its forward component F1 generated during a collision on both the left and right slide rail assembly sides. That is, it should be greater than the forward component F1 to avoid the seat 1 unintentionally causing the moving rails 3.1 and 4.1 to move forward and cause greater injury to the occupant 5. Similarly, the peeling strength provided by the slide rail system 2 itself to prevent the moving rails 3.1 and 4.1 from peeling upward from the stationary rails 3.2 and 4.2 (which can be provided by the connection structure between the two) should be sufficient to resist the external force F or its upward component F2 generated during a collision on both the left and right slide rail assembly sides. That is, it should be greater than the upward component F2 to avoid the seat 1 unintentionally causing the moving rails 3.1 and 4.1 to peel from the stationary rails 3.2 and 4.2 and cause greater injury to the occupant 5.

[0043] Figure 2The diagram schematically illustrates a first type of existing slide rail system 2, comprising a left slide rail assembly 3 and a right slide rail assembly 4 having the same general strength. Each slide rail assembly 3, 4 has stationary rails 3.2, 4.2 and movable rails 3.1, 4.1 that can be guided to slide back and forth relative to the stationary rails 3.2, 4.2. These general slide rail assemblies 3, 4 have relatively low peel strength (<25 kN) and relatively low locking strength (<30 kN). Such peel strength and locking strength are sufficient for the left slide rail assembly 3, which is not engaged by the seatbelt anchor 6 during a collision, but insufficient for the right slide rail assembly 4, which is engaged by the seatbelt anchor 6 during a collision.

[0044] For this reason, see especially Figure 3 Its schematic representation Figure 2 The cross-sectional view of the slide rail system 2 on the right slide rail assembly side shows that a clamp 8 is added to the right slide rail assembly 4 to reinforce it. Specifically, a clamp 8 is provided around the moving rail 4.1 and stationary rail 4.2 of the right slide rail assembly 4, which includes an upper cover 8.1 fixedly connected to the moving rail 4.1 and a lower cover 8.2 fixedly connected to the stationary rail 4.2, and the upper cover 8.1 and the lower cover 8.2 are connected to each other at their lateral edges. However, this has disadvantages. On the one hand, the clamp 8 increases the weight of the slide rail system 2, which is detrimental to the lightweighting of the vehicle; on the other hand, the right slide rail assembly 4 increases its Y-axis dimension due to the presence of the clamp 8, occupying more Y-axis space; finally, the addition of the clamp 8 also increases the cost accordingly.

[0045] Figure 4 The diagram schematically illustrates a second existing slide rail system 2, which includes a left slide rail assembly 3 and a right slide rail assembly 4 with the same high strength. Each slide rail assembly 3, 4 also has stationary rails 3.2, 4.2 and moving rails 3.1, 4.1 that can be guided to slide back and forth relative to the stationary rails 3.2, 4.2. The moving rails 3.1, 4.1 and the stationary rails 3.2, 4.2 of this high-strength slide rail assembly 3, 4 are designed with cross-sectional geometry larger than... Figure 2 The moving rails 3.1 and 4.1 and the stationary rails 3.2 and 4.2 of the ordinary strength slide rail assemblies 3 and 4 have higher strength, especially peel strength. Correspondingly, the drive transmission of the high-strength slide rail assemblies 3 and 4 can provide higher locking strength. These high-strength slide rail assemblies 3 and 4 have a peel strength >25KN and a locking strength >30KN, which are sufficient for the safety of the left slide rail assembly 3 and the right slide rail assemblies 3 and 4 in the event of a collision.

[0046] Although the existing high-strength slide rail system 2 does not require the addition of clamps 8, its disadvantages are also obvious. That is, the slide rail assembly 3 on the non-seat belt side has excessive strength, thus failing to achieve lightweighting and cost optimization of non-critical functional areas.

[0047] Figure 5 The schematic illustration shows a slide rail system 2 according to an embodiment of the present invention, comprising a left slide rail assembly 3 and a right slide rail assembly 4 with different strengths. Each slide rail assembly 3, 4 has stationary rails 3.2, 4.2 and movable rails 3.1, 4.1 that can be guided to slide back and forth relative to the stationary rails 3.2, 4.2, and none are equipped with clamps 8. Here, the strength, or peel strength and locking strength, of the left slide rail assembly 3 on the non-seatbelt side, which has a non-critical functional area, is designed to be less than the strength, or peel strength and locking strength, of the right slide rail assembly 4 on the seatbelt side, which has a critical functional area. Such relatively low peel strength and locking strength of the left slide rail assembly 3 are sufficient to resist a small external force F it experiences during a collision, and such relatively high peel strength and locking strength of the right slide rail assembly 4 are sufficient to resist a large external force F it experiences during a collision (i.e., peel strength > 25 kN and locking strength > 30 kN). Therefore, the slide rail system 2 of this utility model avoids the aforementioned disadvantages of the additional clamp 8 in the first existing slide rail system 2, and also avoids the disadvantage of excessive strength of the non-seat belt side slide rail assembly 3 in the second existing slide rail system 2.

[0048] Here, the left slide rail assembly 3 on the non-seat belt side can be a standard strength slide rail assembly 3, while the right slide rail assembly 4 on the seat belt side can be a high strength slide rail assembly 4. The left slide rail assembly 3, or its moving rail 3.1 and stationary rail 3.2, can be designed with smaller cross-sectional dimensions than the moving rail 4.1 and stationary rail 4.2 of the right slide rail assembly 4 to achieve lower strength, especially peel strength.

[0049] See Figure 6 Each of the left slide rail assembly 3 and the right slide rail assembly 4 is equipped with its own drive transmission device. Each drive transmission device includes, according to the direction of force flow, a motor 13, flexible shafts 11 and 12, gearboxes or transmission mechanisms 9 and 10, lead screws 14 and 15, and a nut (not shown). Each transmission mechanism 9 and 10 includes worm gears 9.1 and 10.1, and worm wheels 9.2 and 10.2 that mesh with and are driven by the worm gears 9.1 and 10.1. The worm gears 9.1 and 10.1 are driven and connected to the same motor 13 via flexible shafts 11 and 12. The worm wheels 9.2 and 10.2 are driven and connected to the corresponding lead screws 14 and 15 to drive the lead screws 14 and 15 to rotate. Lead screws 14 and 15 cooperate with nuts (not shown) on the moving rail side. The nuts are fixedly connected to the moving rails 3.1 and 4.1, so that the rotation of lead screws 14 and 15 can drive the moving rails 3.1 and 4.1 and the seat 1 to move back and forth linearly.

[0050] The left worm 9.1, left worm wheel 9.2, and left lead screw 14 of the left transmission mechanism 9 can be designed to have smaller cross-sectional geometric dimensions than the right worm 9.2, right worm wheel 10.2, and right lead screw 15 of the right transmission mechanism 10. As a result, the locking strength provided by the left drive transmission device to the left moving rail 3.1 and left stationary rail 3.2 is less than the locking strength provided by the right drive transmission device to the right moving rail 4.1 and right stationary rail 4.2.

[0051] A bracket 16 extending perpendicularly to the two slide rail assemblies 3 and 4 is provided between them, and the bracket 16 can be fixedly installed parallel to the vehicle floor 7. A motor 13 can be centrally mounted on the bracket 16. Two flexible shafts 11 and 12 are fixed to the bracket 16 by sleeves fitted on them and extend from the motor 13 along the bracket 16 to the two transmission mechanisms 9 and 10.

[0052] Here, a combination of plastic worm gears 9.1 and 10.1 and plastic worm wheels 9.2 and 10.2 can be used, meaning that all components of the worm gears 9.1 and 10.1 and the worm wheels 9.2 and 10.2 are made of plastic. The advantage of this is that the overall cost is lower, and the slide rail assemblies 3 and 4 produce better noise levels during normal operation.

[0053] The transmission ratios i1 and i2 of the two transmission mechanisms 9 and 10 can be designed to be the same, i.e., i1=i2, and the pitches P1 and P2 of the two lead screws 14 and 15 can be designed to be the same, i.e., P1=P2. This allows the two lead screws 14 and 15, driven by the same motor 13, to drive the two moving rails 3.1 and 4.1 to slide back and forth at a constant speed on both sides of the seat 1 during normal seat position adjustment. However, a certain speed error is also allowed. For example, a theoretical speed error of less than 2 mm / s for the moving rails 3.1 and 4.1 of the two slide rail assemblies 3 and 4 is also permissible.

[0054] Figure 7 Show Figure 5 The slide rail system 2 is arranged in a first configuration on the vehicle floor 7. In this first configuration, the flexible shaft 11 connecting the motor 13 and the transmission mechanism 9 of the left slide rail assembly 3, and the flexible shaft 12 connecting the motor 13 and the transmission mechanism 10 of the right slide rail assembly 4, are collinear and horizontally arranged, which makes the transmission through the two flexible shafts 11 and 12 smoother. For this purpose, a shim (not shown) can be placed below the bottom surface of the stationary rail 3.2 of the left slide rail assembly 3, which has a smaller cross-sectional geometry. The thickness A of the shim can be substantially equal to the height difference between the bottom surface of the stationary rail 3.2 of the left slide rail assembly 3 and the bottom surface of the stationary rail 4.2 of the right slide rail assembly 4.

[0055] Figure 8 Show Figure 5The slide rail system 2 is arranged in a second configuration on the vehicle floor 7. In this second configuration, the flexible shaft 12 connecting the motor 13 and the transmission mechanism 10 of the right slide rail assembly 4 remains horizontal. However, since the height difference between the bottom surface of the stationary rail 3.2 of the left slide rail assembly 3 and the bottom surface of the stationary rail 4.2 of the right slide rail assembly 4 is zero (i.e., the bottom surfaces of the two stationary rails 3.2 and 4.2 are essentially on the same horizontal plane), the left transmission mechanism 9 of the left slide rail assembly 3 is positioned lower than the motor 13. Therefore, the flexible shaft 11 connecting the motor 13 and the transmission mechanism 9 of the left slide rail assembly 3 forms an angle φ with the horizontal plane. However, the existence of this small angle φ does not significantly affect the transmission of the flexible shaft 11, and is therefore permissible. Of course, it is also conceivable to place a shim of a certain thickness under the bottom surface of the stationary rail 3.2 of the left slide rail assembly 3 to raise the left slide rail assembly 3, thereby reducing the angle φ and its impact on the transmission.

[0056] The following is combined with Figures 5 to 8 To summarize the slide rail system 2 in this embodiment of the present invention.

[0057] The slide rail system 2 includes a left slide rail assembly 3 and a right slide rail assembly 4. The left slide rail assembly 3 includes a left stationary rail 3.2 and a left movable rail 3.1 that can slide relative to the left stationary rail 3.2. The right slide rail assembly 4 includes a right stationary rail 4.2 and a right movable rail 4.1 that can slide relative to the right stationary rail 4.2. The left stationary rail 3.2 and the right stationary rail 4.2 are fixed to the vehicle floor 7. The left movable rail 3.1 is fixed to the non-seatbelt side of the vehicle seat 1. The right movable rail 4.1 is fixed to the seatbelt side of the vehicle seat 1, where a seatbelt fixing seat 6 is provided.

[0058] The left stationary rail 3.2 and the left moving rail 3.1 have a left locking strength to prevent them from sliding relative to each other in their longitudinal extension direction under the action of an external force F, and a left peeling strength to prevent them from separating from each other in a direction perpendicular to their longitudinal extension direction under the action of an external force F. The right stationary rail 4.2 and the right moving rail 3.2 have a right locking strength to prevent them from sliding relative to each other in their longitudinal extension direction under the action of an external force F, and a right peeling strength to prevent them from separating from each other in a direction perpendicular to their longitudinal extension direction under the action of an external force F. The right locking strength is greater than the left locking strength, and the right peeling strength is greater than the left peeling strength.

[0059] The left stationary rail 3.2 and the left moving rail 3.1, as well as the right stationary rail 4.2 and the right moving rail 4.1, are respectively connected in a locking configuration in a direction perpendicular to their longitudinal extension direction to provide the left peel strength and the right peel strength, respectively.

[0060] See Figure 7 and Figure 8The cross-sectional dimensions of the right stationary rail 4.2 are designed to be larger than those of the left stationary rail 3.2, and the cross-sectional dimensions of the right moving rail 4.1 are designed to be larger than those of the left moving rail 3.1. This helps to make the right peel strength greater than the left peel strength.

[0061] See Figure 7 and Figure 8 The left stationary rail 3.2 and the left moving rail 3.1, as well as the right stationary rail 4.2 and the right moving rail 4.1, each have a U-shaped main body and a rolled edge portion connected to the U-shaped main body for forming a locking connection. The cross-sectional dimension of the rolled edge portion of the right stationary rail 4.2 is designed to be larger than that of the rolled edge portion of the left stationary rail 3.2, and the cross-sectional dimension of the rolled edge portion of the right moving rail 4.1 is designed to be larger than that of the rolled edge portion of the left moving rail 3.1. This helps to make the right peel strength greater than the left peel strength.

[0062] The slide rail system 2 further includes a left drive transmission device and a right drive transmission device respectively assigned to the left slide rail assembly 3 and the right slide rail assembly 4. These devices drive the left moving rail 3.1 and the right moving rail 4.1 to slide relative to the left stationary rail 3.2 and the right stationary rail 4.2, respectively. The left and right drive transmission devices provide the left locking strength and the right locking strength, respectively.

[0063] The left drive transmission device includes a left lead screw 14 disposed on the left moving rail 3.1, and the right drive transmission device includes a right lead screw 15 disposed on the right moving rail 4.1. The rotation of the left lead screw 14 and the right lead screw 15 can drive the left moving rail 3.1 and the right moving rail 4.1 to linear motion respectively.

[0064] The left drive transmission device includes a left transmission mechanism 9 disposed on the left lead screw 14, and the right drive transmission device includes a right transmission mechanism 10 disposed on the right lead screw 15. The left transmission mechanism 9 and the right transmission mechanism 10 are respectively driven and connected to the left lead screw 14 and the right lead screw 15 through their torque output ends.

[0065] The left drive transmission device and the right drive transmission device both include a common motor 13, which is driven to the torque input end of the left transmission mechanism 9 via a left flexible shaft 11 and driven to the torque input end of the right transmission mechanism 10 via a right flexible shaft 12.

[0066] The diameter of the right lead screw 15 is larger than the diameter of the left lead screw 14. This helps to make the right locking strength greater than the left locking strength.

[0067] The transmission ratio of the left transmission mechanism 9 is equal to that of the right transmission mechanism 10, and the pitch of the left lead screw 14 is equal to that of the right lead screw 15. This ensures that the sliding speeds of the left moving rail 3.1 and the right moving rail 4.1 are the same when driven by the motor 13.

[0068] The left transmission mechanism 9 includes a left worm gear 9.2 and a left worm 9.1 that mesh with each other. The right transmission mechanism 10 includes a right worm gear 10.2 and a right worm 10.1 that mesh with each other. The left worm gear 9.2 and the right worm gear 10.2 are respectively driven by the left lead screw 14 and the right lead screw 15. The left worm 9.1 and the right worm 10.1 are respectively driven by the left flexible shaft 11 and the right flexible shaft 12. The cross-sectional dimension of the right worm gear 10.2 is larger than that of the left worm gear 9.2, and the cross-sectional dimension of the right worm 10.1 is larger than that of the left worm 9.1, which helps to make the right locking strength greater than the left locking strength.

[0069] The left worm gear 9.2 and the left worm 9.1 can be made of plastic. The right worm gear 10.2 and the right worm 10.1 can also be made of plastic. This reduces weight and improves sound quality compared to metal parts.

[0070] The vertical dimension of the left slide rail assembly 3 (i.e., the distance between the top surface of the left moving rail 3.1 and the bottom surface of the left stationary rail 3.2) is smaller than the vertical dimension of the right slide rail assembly 4 (i.e., the distance between the top surface of the right moving rail 4.1 and the bottom surface of the right stationary rail 4.2). With the slide rail system 2 installed on the vehicle floor 7, the right flexible shaft 12 extends horizontally between the motor 13 and the right transmission mechanism 10. A shim can be provided below the left slide rail assembly 3 to allow the left flexible shaft 11 to extend horizontally between the motor 13 and the left transmission mechanism 9. Figure 7 Alternatively, the left flexible shaft 11 extends obliquely relative to the horizontal plane between the motor 13 and the left transmission mechanism 9. Figure 8 ).

[0071] The external force is generated primarily by the inertial force of the occupant 5 when the vehicle is involved in a collision.

[0072] This utility model also relates to a vehicle, the vehicle including a vehicle seat 1, the vehicle seat 1 being connected to a vehicle floor 7 via a slide rail system 2 for the vehicle seat 1. The left stationary rail 3.2 and the right stationary rail 4.2 are fixed to the vehicle floor 7 opposite each other, the left moving rail 3.1 is fixed to the non-seat belt side of the vehicle seat 1, and the right moving rail 4.1 is fixed to the seat belt side of the vehicle seat 1.

[0073] Finally, it should be noted that the above embodiments are merely for understanding and explaining the present invention, and do not constitute a limitation on the scope of protection of the present invention. Those skilled in the art can make modifications or recombinations based on the above embodiments, and none of these modifications or recombinations depart from the scope of protection of the present invention.

Claims

1. A slide rail system for vehicle seats, characterized in that, The slide rail system includes a first slide rail assembly and a second slide rail assembly. The first slide rail assembly includes a first stationary rail and a first movable rail that can slide relative to the first stationary rail. The second slide rail assembly includes a second stationary rail and a second movable rail that can slide relative to the second stationary rail. The first and second stationary rails are fixed to the vehicle floor, facing each other. The first movable rail is fixed to the non-seatbelt side of the vehicle seat, and the second movable rail is fixed to the seatbelt side of the vehicle seat. A seatbelt fixing seat is provided on the seatbelt side of the vehicle seat. The first stationary rail and the first moving rail have a first peel strength to prevent them from separating from each other in a direction perpendicular to their longitudinal extension direction under the action of an external force, and the second stationary rail and the second moving rail have a second peel strength to prevent them from separating from each other in a direction perpendicular to their longitudinal extension direction under the action of an external force, wherein the second peel strength is greater than the first peel strength.

2. The slide rail system for vehicle seats according to claim 1, characterized in that, The first stationary rail and the first moving rail, as well as the second stationary rail and the second moving rail, are respectively connected in a locking configuration in a direction perpendicular to their longitudinal extension direction to provide the first peel strength and the second peel strength, respectively.

3. The slide rail system for vehicle seats according to claim 2, characterized in that, The cross-sectional dimensions of the second stationary rail are designed to be larger than those of the first stationary rail, and the cross-sectional dimensions of the second moving rail are designed to be larger than those of the first moving rail, so that the second peel strength is greater than the first peel strength.

4. The slide rail system for vehicle seats according to claim 2, characterized in that, The first stationary rail, the first moving rail, the second stationary rail, and the second moving rail each have a U-shaped main body and a rolled edge portion connected to the U-shaped main body for forming a locking connection. The cross-sectional dimension of the rolled edge portion of the second stationary rail is designed to be larger than that of the rolled edge portion of the first stationary rail, and the cross-sectional dimension of the rolled edge portion of the second moving rail is designed to be larger than that of the rolled edge portion of the first moving rail, such that the second peel strength is greater than the first peel strength.

5. The slide rail system for vehicle seats according to claim 1, characterized in that, The first stationary rail and the first moving rail have a first locking strength to prevent them from sliding relative to each other in their longitudinal extension direction under the action of an external force, and the second stationary rail and the second moving rail have a second locking strength to prevent them from sliding relative to each other in their longitudinal extension direction under the action of an external force, wherein the second locking strength is greater than the first locking strength.

6. The slide rail system for vehicle seats according to claim 5, characterized in that, The slide rail system further includes a first drive transmission device and a second drive transmission device respectively disposed on the first slide rail assembly and the second slide rail assembly. The first drive transmission device and the second drive transmission device can drive the first moving rail and the second moving rail to slide relative to the first stationary rail and the second stationary rail, respectively. The first drive transmission device and the second drive transmission device respectively provide the first locking strength and the second locking strength.

7. The slide rail system for vehicle seats according to claim 6, characterized in that, The first drive transmission device includes a first lead screw disposed on a first moving rail, and the second drive transmission device includes a second lead screw disposed on a second moving rail. Rotation of the first and second lead screws can respectively drive the first and second moving rails to linear motion. The first drive transmission device includes a first transmission mechanism disposed on the first lead screw, and the second drive transmission device includes a second transmission mechanism disposed on the second lead screw. The first transmission mechanism and the second transmission mechanism are respectively driven and connected to the first lead screw and the second lead screw via their torque output ends. The first drive transmission device and the second drive transmission device both include a common motor, which is driven to the torque input end of the first transmission mechanism via a first flexible shaft and driven to the torque input end of the second transmission mechanism via a second flexible shaft.

8. The slide rail system for vehicle seats according to claim 7, characterized in that, The diameter of the second lead screw is greater than the diameter of the first lead screw, thus the second locking strength is greater than the first locking strength.

9. The slide rail system for a vehicle seat according to claim 8, characterized in that, The transmission ratio of the first transmission mechanism is equal to the transmission ratio of the second transmission mechanism, and the pitch of the first lead screw is equal to the pitch of the second lead screw, so that the sliding speed of the first moving rail and the second moving rail is the same when driven by the motor.

10. The slide rail system for a vehicle seat according to claim 7, characterized in that, The first transmission mechanism includes a first worm gear and a first worm shaft meshing with each other, and the second transmission mechanism includes a second worm gear and a second worm shaft meshing with each other. The first worm gear and the second worm gear are respectively driven and connected to the first lead screw and the second lead screw, and the first worm shaft and the second worm shaft are respectively driven and connected to the first flexible shaft and the second flexible shaft. The cross-sectional dimension of the second worm gear is larger than that of the first worm gear, and the cross-sectional dimension of the second worm shaft is larger than that of the first worm shaft, so that the second locking strength is greater than the first locking strength.

11. The slide rail system for a vehicle seat according to claim 10, characterized in that, The first worm gear and the first worm are made of plastic, and / or the second worm gear and the second worm are made of plastic.

12. The slide rail system for a vehicle seat according to claim 7, characterized in that, The vertical dimension of the first slide rail assembly is smaller than that of the second slide rail assembly. When the slide rail system is installed on the vehicle floor, the second flexible shaft extends horizontally between the motor and the second transmission mechanism. A shim is provided below the first slide rail assembly, allowing the first flexible shaft to extend horizontally between the motor and the first transmission mechanism; or... The first flexible shaft extends at an angle relative to the horizontal plane between the motor and the first transmission mechanism.

13. The slide rail system for a vehicle seat according to claim 1, characterized in that, The external force mentioned is mostly generated by the inertial force of the occupants when a vehicle collision occurs.

14. A vehicle, characterized in that, The vehicle includes a vehicle seat, which is connected to the vehicle floor via a slide rail system for the vehicle seat according to any one of claims 1 to 13, wherein the first stationary rail and the second stationary rail are fixed to the vehicle floor opposite each other, the first moving rail is fixed to the non-seat belt side of the vehicle seat, and the second moving rail is fixed to the seat belt side of the vehicle seat.

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