Auxiliary instrument panel slide rail mechanism and automotive auxiliary instrument panel module

Abstract

An auxiliary instrument panel slide rail mechanism and an automotive auxiliary instrument panel module. The auxiliary instrument panel slide rail mechanism comprises: a lower rail (10); an upper rail (20), the upper rail (20) being arranged on the lower rail (10) and being in sliding fit with the lower rail (10); a slide locking device (40), which is used for locking the upper rail (20) to the lower rail (10) and is capable of releasing the locking of the upper rail (20) when the upper rail (20) needs to be moved; and a safety locking device (50), which is arranged on the upper rail (20), wherein when the motion acceleration of the upper rail (20) reaches a set value, an inertial force generated on the safety locking device (50) can be used to drive the safety locking device (50) to act, thereby locking the upper rail (20) to the lower rail (10).

Description

Sub-instrument panel slide rail mechanism and automotive sub-instrument panel module Technical Field

[0001] This invention belongs to the field of automotive parts technology, specifically relating to a sub-instrument panel slide rail mechanism and an automotive sub-instrument panel module. Background Technology

[0002] With the increasing demand for intelligent and multifunctional vehicles, more and more functions, such as refrigerators, are being integrated into the secondary dashboard of the car cabin. To facilitate use by drivers and passengers, the secondary dashboard is usually designed with a movable connection, especially in large SUVs and MPVs, to meet the needs of both front and rear passengers.

[0003] Due to limitations in vehicle interior space layout and performance requirements under different road conditions, as well as considerations such as potential safety risks of a movable secondary instrument panel in emergency situations and the need for ease of use, the installation of a movable secondary instrument panel within the vehicle has presented many challenges. Summary of the Invention

[0004] The purpose of this invention is to provide a secondary instrument panel slide rail mechanism and an automotive secondary instrument panel module, so as to realize the sliding installation of the secondary instrument panel in the vehicle, which is convenient for drivers and passengers to use and can avoid the safety hazards that may be caused by the sliding installation.

[0005] This invention is achieved through the following technical solution:

[0006] The secondary instrument panel slide rail mechanism includes:

[0007] lower rail;

[0008] An upper rail is disposed on the lower rail and slides between the upper rail and the lower rail;

[0009] A sliding locking device is used to lock the upper rail onto the lower rail and to release the lock on the upper rail when it is necessary to move the upper rail.

[0010] The safety locking device, installed on the upper rail, can lock the upper rail onto the lower rail by using the inertial force generated on the safety locking mechanism when the acceleration of the upper rail reaches a set value.

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

[0012] The locking plate includes two locking arms, which extend out toward a row of horizontally spaced locking holes on the lower rail.

[0013] The locking plate limiting component is used to limit the rotation of the locking plate when it rotates to a set angle;

[0014] The lock plate reset assembly is used to ensure that the lock plate is always in the unlocked state. In the unlocked state, the two lock arms are positioned away from the lock holes of the lower rail, and the lock plate can be restored to the unlocked state after the external force on the lock plate is released.

[0015] When the acceleration of the upper rail reaches the set value, the locking plate, driven by inertial force, can overcome the action of the locking plate reset assembly and rotate, allowing one of the locking arms to be inserted into the lock hole.

[0016] In some embodiments, the locking plate includes a limiting arm, which is disposed opposite to two locking arms, and the weight of the side containing the two locking arms is greater than the weight of the side containing the limiting arm in the rotation plane of the locking plate relative to the rotation center of the locking plate.

[0017] The locking plate limiting assembly includes two limiting blocks respectively disposed on both sides of the limiting arm; and / or

[0018] The locking plate reset assembly includes two torsion springs respectively disposed on both sides of the limiting arm. When the limiting arm rotates, the torsion springs can apply a reset force to the limiting arm, causing it to rotate in the opposite direction.

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

[0020] A locking mechanism, located on the upper rail, is used to lock the upper rail to the lower rail;

[0021] The unlocking mechanism, located on the upper rail, includes unlocking handles and unlocking components at both ends of the upper rail. When the unlocking handles are activated, the unlocking components can drive the locking mechanism to release the locking mechanism from the upper rail.

[0022] In some embodiments, the locking mechanism includes one or more locking rods and a locking rod drive member slidably disposed on an upper rail, and locking holes that cooperate with the locking rods are horizontally spaced on a lower rail. The locking rods are movable in a direction close to or away from the locking holes, and the locking rod drive member is used to apply a force to the locking rods to insert them into the locking holes.

[0023] In some embodiments, the unlocking component includes an unlocking transmission component and an unlocking drive component;

[0024] The unlocking drive assembly includes an unlocking member that is slidably disposed on the upper rail. The unlocking member is configured to move in a direction perpendicular to the direction of movement of the locking bar, and when the unlocking member moves, it can drive the locking bar to move in a direction away from the locking hole.

[0025] The unlocking transmission assembly is connected to the unlocking component via a first pull rope. The unlocking transmission assembly is connected to two unlocking handles via a second pull rope. The unlocking handles are rotatably connected to the upper rail. When the unlocking handles are rotated, the unlocking transmission assembly can be driven to move via the second pull rope. The movement of the unlocking transmission assembly pulls the second pull rope, enabling the unlocking component to drive the locking rod to disengage from the locking hole.

[0026] In some embodiments, the unlocking transmission assembly includes a first transmission bracket and a second transmission bracket disposed opposite to each other, the first transmission bracket and the second transmission bracket being slidably disposed on an upper rail, so that the first transmission bracket and the second transmission bracket can move in the direction toward the unlocking handle;

[0027] The first transmission bracket is provided with a transmission section. One end of the first pull rope passes through the second transmission bracket and the transmission section in sequence, and is connected to the first transmission bracket by a sliding head provided at the end of the first pull rope. The first pull rope passes through a sliding hole on the second transmission bracket and is slidably connected to the second transmission bracket. The sliding head is slidably connected to the transmission section, allowing the first pull rope to move along the length of the first transmission bracket with the sliding head. A guide rail surface is provided on the side of the transmission section that engages with the sliding head. When the first or second transmission bracket is pulled toward the unlocking handle, the guide rail surface allows the sliding head to move away from the sliding hole while moving along the guide rail surface.

[0028] In some embodiments, the unlocking transmission assembly further includes a linkage unit, the linkage unit including a synchronous gear disposed between the first transmission bracket and the second transmission bracket, the synchronous gear being rotatably disposed on the upper rail, and the synchronous gear being meshed with transmission racks disposed on the first transmission bracket and the second transmission bracket respectively.

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

[0030] In some embodiments, two sets of track grooves are arranged side by side on the lower rail;

[0031] Two sets of sliding parts are arranged side by side on the upper rail. The sliding parts are respectively fitted in the rail groove and slide in cooperation with the rail groove. The sliding part includes multiple sliding brackets arranged at intervals. A lower roller is rotatably mounted on the sliding bracket and rolls in cooperation with the bottom surface of the rail groove.

[0032] A shock-absorbing component is provided on the sliding bracket. The shock-absorbing component includes a shock-absorbing bracket, which is rotatably connected to the sliding bracket at one end and connected to the sliding bracket at the other end through an elastic element. An upper roller is rotatably provided on the shock-absorbing bracket. Under the action of the elastic element, the upper roller can contact the top of the track groove and roll with the top of the track groove.

[0033] In some embodiments, a limiting surface that matches the outer contour of the upper roller is provided at the position where the top of the track groove rolls into contact with the upper roller, so that the limiting surface can apply forces to the upper roller in the vertical and horizontal directions.

[0034] On the other hand, the present invention also provides an automotive sub-instrument panel module, comprising:

[0035] Sub-dashboard;

[0036] And the aforementioned sub-instrument panel slide rail mechanism, wherein the sub-instrument panel is mounted on the upper rail.

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

[0038] This invention features an upper rail that can slide on a lower rail, and a sliding locking device locks and unlocks the upper rail on the lower rail, enabling the switching of the upper rail's state on the lower rail. When the vehicle accelerates or brakes suddenly while the upper rail is unlocked, the safety locking device can activate under the action of inertial force and lock the upper rail on the lower rail, effectively solving the safety problems that may exist in the use of sliding automotive sub-instrument panels.

[0039] When the vehicle accelerates or brakes suddenly, the locking plate rotates under the force of inertia, allowing one of the locking arms of the locking plate to be inserted into the locking hole to lock the upper rail, thereby restricting the sliding of the upper rail and the sub-instrument panel mounted on the upper rail. The structure is simple and easy to install and use on the slide rail structure, with minimal impact on the slide rail mechanism, making it convenient to apply the device to the slide rail mechanism, and it has good reliability, stability and safety.

[0040] The invention employs an unlocking handle, which facilitates the unlocking operation of the upper rail by passengers in the front and rear seats of the vehicle. It has a simple structure and is easy to use.

[0041] The locking lever is secured to the upper rail by the cooperation between the locking lever drive component, the unlocking component, and the locking lever. The unlocking mechanism's unlocking direction is set perpendicular to the locking lever's movement direction, facilitating the unlocking operation. Furthermore, the impact force generated between the locking lever and the lower rail during rapid acceleration or braking will not affect the unlocking mechanism, the transmission structure between the unlocking and locking mechanisms, or the drive mechanism, thus ensuring the stability of the upper rail lock and extending the device's service life.

[0042] This invention sets a shock-absorbing component on the sliding bracket of the slide rail mechanism, so that a floating fit structure is formed between the upper rail and the lower rail. This can effectively solve the problem of the upper rail being unstable or even jammed when moving on the lower rail due to manufacturing and assembly errors. It can also ensure the installation fit rigidity of the upper rail on the lower rail, and ensure the stability and smoothness of the sliding of the vehicle's sub-instrument panel. Attached Figure Description

[0043] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 is a schematic diagram of the sub-instrument slide rail mechanism according to an embodiment of the present invention.

[0045] Figure 2 is a schematic diagram of the installation structure of the safety locking device, sliding locking device and shock absorption component on the upper rail according to an embodiment of the present invention.

[0046] Figure 3 is a schematic diagram of the cooperation structure between the safety locking device, the sliding locking device and the locking hole and lock hole on the lower rail in an embodiment of the present invention.

[0047] Figure 4 is a schematic diagram of the safety locking device structure according to an embodiment of the present invention.

[0048] Figure 5 is a schematic diagram of the internal structure of the safety locking device according to an embodiment of the present invention.

[0049] Figure 6 is a schematic diagram of the locking plate structure in the safety locking device of the present invention.

[0050] Figure 7 is a schematic diagram of the cooperation structure between the safety locking device and the lower rail in an embodiment of the present invention.

[0051] Figure 8 is a schematic diagram of the locking mechanism of the sliding locking device according to an embodiment of the present invention.

[0052] Figure 9 is a schematic diagram of the internal working structure of the locking mechanism of the sliding locking device according to an embodiment of the present invention.

[0053] Figure 10 is a schematic diagram of the unlocking transmission component in the sliding locking device according to an embodiment of the present invention.

[0054] Figure 11 is a transverse cross-sectional view of the slide rail mechanism in an embodiment of the present invention at the location of the damping component.

[0055] Figure 12 is a transverse cross-sectional view of the lower rail of the slide rail mechanism according to an embodiment of the present invention.

[0056] Figure 13 is a schematic diagram of the shock absorption component structure according to an embodiment of the present invention.

[0057] Figure 14 is a schematic diagram of the installation structure of the shock-absorbing component on the upper rail according to an embodiment of the present invention.

[0058] Figure 15 is a schematic diagram of the interaction between the shock-absorbing component and the lower rail in an embodiment of the present invention.

[0059] in:

[0060] 10. Lower rail; 101. Rail groove; 102. Limiting surface; 103. Groove opening; 104. Sealing strip; 105. Locking hole; 106. Locking hole.

[0061] 20. Upper rail; 201. Sliding bracket; 202. Lower roller; 203. Hanging shaft; 204. Notch;

[0062] 30. Shock-absorbing component; 301. Shock-absorbing bracket; 302. Elastic element; 303. Upper roller; 304. Axle;

[0063] 40. Sliding locking device; 41. Locking mechanism; 401. Locking bar; 4011. Driving unit; 402. Locking bar driving component; 403. Unlocking component; 4031. Driving block; 4032. Bracket; 405. Housing; 406. Rib.

[0064] 410. Unlocking handle; 411. First pull rope; 412. Second pull rope; 413. First transmission bracket; 4131. Transmission section; 414. Second transmission bracket; 415. Sliding head; 416. Synchronous gear; 417. First tension spring.

[0065] 50. Safety locking device; 501. Lock plate; 5011. Lock arm; 5111. Locking end; 5012. Limiting arm; 502. Limiting block; 503. Torsion spring; 504. Lock body. Detailed Implementation

[0066] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some embodiments of the present invention, but not all embodiments.

[0067] The sub-instrument panel slide rail mechanism of the present invention can be used for sliding sub-instrument panel modules to facilitate the adjustment of the sub-instrument panel position in the vehicle, realize the sliding adjustment of the sub-instrument panel, and ensure the safety of the sub-instrument panel during adjustment and use.

[0068] Referring to Figures 1, 2, and 3, in some embodiments, the sub-instrument panel slide rail mechanism includes:

[0069] lower rail;

[0070] An upper rail is disposed on the lower rail and slides between the upper rail and the lower rail;

[0071] A sliding locking device is used to lock the upper rail onto the lower rail and to release the lock on the upper rail when it is necessary to move the upper rail.

[0072] The safety locking device, installed on the upper rail, can lock the upper rail onto the lower rail by using the inertial force generated on the safety locking mechanism when the acceleration of the upper rail reaches a set value.

[0073] The sliding locking device locks and unlocks the upper rail on the lower rail, enabling the switching of the upper rail's state on the lower rail. When the vehicle accelerates or brakes suddenly while the upper rail is unlocked, the safety locking device can be activated by inertial force to lock the upper rail on the lower rail, effectively ensuring the safety of the sliding vehicle sub-instrument panel during use.

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

[0075] Lock plate 501 includes two locking arms 5011, which extend out toward a row of horizontally spaced locking holes 106 on the lower rail;

[0076] The locking plate limiting assembly is used to limit the rotation of the locking plate after it has rotated to a set angle;

[0077] The lock plate reset assembly is used to ensure that the lock plate is always in the unlocked state. In the unlocked state, the two lock arms are positioned away from the lock hole of the lower rail, and the lock plate can be restored to the unlocked state after the external force on the lock plate is released.

[0078] When the acceleration of the upper rail reaches the set value, the locking plate, driven by inertial force, can overcome the action of the locking plate reset assembly and rotate, allowing one of the locking arms to be inserted into the lock hole.

[0079] In the unlocked state, the locking plate is in its initial state under the action of the locking plate reset assembly. At this time, the two locking arms are positioned away from the lock holes of the lower rail, so they will not affect the sliding of the upper rail on the lower rail. When the car accelerates or brakes suddenly, the sub-instrument panel and the upper rail increase instantaneously due to inertia. When the acceleration of the upper rail reaches the set value, the locking plate, which moves with the upper rail, overcomes the action of the locking plate reset assembly under the drive of inertial force and rotates, causing one of the locking arms to rotate and insert into the lock hole on the lower rail. At this time, under the action of the locking plate limiting assembly, the interaction between the locking arm and the lower rail can limit the movement of the upper rail in this direction, thereby locking the upper rail.

[0080] This device is used to assist in the safety locking of the car slide rail mechanism. It can prevent the car's sub-dashboard from sliding under acceleration and causing injury to the occupants when other locking devices between the upper and lower rails of the car slide rail fail or are accidentally unlocked. It can effectively ensure the safety of the driver and passengers.

[0081] In some embodiments, the locking plate 501 includes a limiting arm 5012, which is arranged opposite to the two locking arms 5011. In the rotation plane of the locking plate, the weight of the side where the two locking arms 5011 are located is greater than the weight of the side where the limiting arm 5012 is located. The locking plate forms an uneven mass distribution on both sides relative to the rotation center. When subjected to acceleration in this direction, the side where the two locking arms are located can rotate under inertia and drive the locking plate to rotate.

[0082] In some embodiments, the locking plate limiting assembly includes two limiting blocks 502 respectively disposed on both sides of the limiting arm. When the limiting arm 5012 rotates to abut against the limiting block 502, the limiting block can limit the rotation of the locking plate. At this time, the locking arm 5011 inserted into the lock hole interacts with the lower rail 10, which can limit the continued sliding of the upper rail in this direction, thereby locking the movement of the upper rail.

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

[0084] In some embodiments, when the limiting arm 5012 is in the unlocked state, two torsion springs 503 clamp the two sides of the limiting arm 5012 to restrict the rotation of the limiting arm, preventing the safety locking device from interfering with the normal movement of the upper rail, and preventing the locking plate from shaking and causing abnormal noise. Referring to Figure 3, the torsion arm of one torsion spring 503 abuts against one end face of the limiting arm, and the torsion arm of the other torsion spring 503 abuts against the other end face of the limiting arm. By setting the position between the two torsion springs 503 and the limiting arm 5012, the limiting arm can simultaneously perform the functions of limiting and resetting.

[0085] The locking plate reset assembly can also adopt a torsion spring structure, with one torsion arm of the torsion spring fixedly connected to the limiting arm, which can also play the role of limiting and resetting the limiting arm.

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

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

[0088] In some embodiments, the locking end 5111 of the locking arm 5011 has a flat side that interacts with the lock hole, and an arc surface on the other side. Referring to Figures 4 and 6, one end of the locking arm 5011 inserted into the lock hole 106 is the locking end 5111. When the locking end is inserted into the lock hole, due to the relative movement between the locking plate and the lower rail, the outer side of the locking end interacts with the lock hole, causing the locking plate to be locked in the lock hole. This side is made flat to ensure a good fit between the locking end and the lock hole. The other side of the locking end 5111 is made arc surface and extends to the end of the locking end, forming a pointed tip. This allows the locking end to smoothly exit the lock hole when the upper rail moves in the direction of movement, facilitating the automatic unlocking operation of the device.

[0089] In some embodiments, the safety locking device 50 includes a lock body 504, which has a cavity with an opening on one side. A lock plate 501 is rotatably disposed in the cavity of the lock body 504, and two lock arms 5011 extend out of the opening to the outside of the lock body.

[0090] At this time, both the lock plate limiting component and the lock plate reset component can be set on the lock body. The sliding locking device is integrated with the lock body as a carrier, so that the device can be installed on the slide rail mechanism as an independent component.

[0091] In some embodiments, referring to Figures 8 and 9, the sliding locking device 40 includes:

[0092] Locking mechanism 41 is provided on the upper rail and is used to lock the upper rail to the lower rail;

[0093] The unlocking mechanism, located on the upper rail, includes unlocking handles and unlocking components at both ends of the upper rail. When the unlocking handles are activated, the unlocking components can drive the locking mechanism to release the locking mechanism from the upper rail.

[0094] The unlocking handle allows passengers in the front and rear seats to easily unlock the upper rail. It has a simple structure and is easy to use.

[0095] Of course, the unlocking mechanism here can be electrically controlled, using electric drive to unlock the locking mechanism, and the corresponding unlocking buttons can be set at both ends of the upper rail to facilitate the unlocking needs of passengers inside the vehicle.

[0096] In some embodiments, the locking mechanism 41 includes one or more locking rods 401 and a locking rod drive member 402. The locking rods 401 are slidably disposed on the upper rail and can move toward the locking holes 105 that are horizontally spaced on the lower rail. When the locking rods 401 are inserted into the locking holes 105, the upper rail is locked onto the lower rail. When the locking rods are pulled out of the locking holes, the locking of the upper rail can be released.

[0097] The locking lever drive 402 is used to apply force to the locking lever so that the locking lever is inserted into the locking hole. In other words, the sliding locking device always locks the upper rail in use, fixing the sub-instrument panel on the lower rail and ensuring the safety of the sub-instrument panel.

[0098] The locking rod drive component 402 can be an elastic component such as a torsion spring or a compression spring. The torsion spring or spring applies a force to the locking rod to move it toward the locking hole, so that the locking rod can always be stably inserted into the locking hole. Furthermore, the preload provided by the torsion spring or spring prevents the locking rod from generating noise due to vehicle vibration, thus further ensuring the performance of the device.

[0099] In some embodiments, the unlocking component includes an unlocking transmission component and an unlocking drive component.

[0100] The unlocking drive assembly includes an unlocking member 403 that is slidably disposed on the upper rail, and the unlocking member 403 is configured to move in a direction perpendicular to the direction of movement of the locking lever. Taking this embodiment as an example, the direction of movement of the locking lever 401 is perpendicular to the direction of sliding of the upper rail, while the direction of movement of the unlocking member is the same as the direction of sliding of the upper rail.

[0101] When the unlocking transmission assembly drives the unlocking component, it can drive the locking rod to move away from the locking hole, causing the locking rod to disengage from the locking hole and unlocking the upper rail. When the unlocking transmission assembly releases its action on the unlocking component, the locking rod drive component can re-insert the locking rod into the locking hole to lock the upper rail.

[0102] The locking lever is secured to the upper rail by the cooperation between the locking lever drive component, the unlocking component, and the locking lever, ensuring the safety of the sliding sub-instrument panel.

[0103] Setting the unlocking movement direction of the unlocking component to be perpendicular to the movement direction of the locking lever facilitates unlocking the sliding locking device from both ends of the sub-dashboard. Furthermore, the impact force generated between the locking lever and the lower rail during rapid acceleration or braking of the vehicle will not affect the locking mechanism or the unlocking mechanism, and there will be no problem of mis-locking under external force, thus ensuring the stability of the upper rail locking and the service life of the device.

[0104] In some embodiments, referring to FIG8, the sliding locking device 40 includes a housing 405, which is a structure composed of an upper housing and a lower housing. A cavity is formed inside the housing 405. The locking rod 401 and the unlocking member 403 are respectively disposed in the housing 405 and slide in cooperation with the housing. At least one end of the locking rod 401 extends out of the housing and is inserted into the locking hole 105 to lock the upper rail.

[0105] The locking lever and unlocking mechanism are integrated into the housing, facilitating the installation and application of the device on automotive slide rail mechanisms.

[0106] Both ends of the locking rod 401 extend from the housing 405, and the two protruding ends of the locking rod 401 are slidably engaged with the housing. Based on the integrated structure of the locking rod and the unlocking component within the housing, the impact force generated between the locking rod and the lower rail is transmitted and applied to the housing. The housing provides effective protection for other components of the device, further improving the stability of the device's performance and its service life.

[0107] The unlocking component 403 includes a bracket 4032 and one or more drive blocks 4031 disposed on the bracket. The number of drive blocks 4031 corresponds to the number of locking bars. The drive blocks 4031 are respectively disposed on one side of the locking bars. The drive blocks 4031 are provided with a wedge-shaped surface facing the locking bars. The locking bars 401 are provided with a drive part 4011 that can form a sliding contact with the wedge-shaped surface when the unlocking component moves in a direction closer to the locking bars.

[0108] When the unlocking mechanism is driven to move under the action of external force, the wedge-shaped surface of the driving block and the driving part form a fit. Under the action of the wedge-shaped surface, the locking rod is driven to move away from the locking hole, causing the locking rod to disengage from the locking hole and realize the unlocking operation. During the unlocking process, the locking rod compresses the elastic element, so that after the unlocking action is released, the locking rod can be reinserted into the locking hole.

[0109] Multiple ribs 406 are spaced apart inside the housing 405 along the movement direction of the unlocking member. Sliding grooves are provided on the ribs. The bracket 4032 is engaged in the sliding grooves to achieve sliding engagement of the unlocking member inside the housing.

[0110] The locking mechanism includes multiple locking rods 401 arranged side-by-side at intervals. By setting the spacing between the locking rods 401, the interval between the locking holes, the width of the locking holes, and the distance between the centers of the locking holes, at least one locking rod can be inserted into the locking hole when the upper rail moves to any position within its range of motion. Thus, when the upper rail slides to any position and locking is required at that position, at least one locking rod can be inserted into the locking hole of the lower rail, ensuring the safety and reliability of the locking mechanism.

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

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

[0113] The width of the locking pin equals the width of the locking hole.

[0114] In some embodiments, referring to Figures 2 and 10, the unlocking transmission assembly is connected to the unlocking member 403 via a first pull rope 411, and the unlocking transmission assembly is connected to two unlocking handles 410 via a second pull rope 412. The unlocking handles 410 are rotatably connected to the upper rail. When the unlocking handles are rotated, the unlocking transmission assembly can be driven to move via the second pull rope, and the movement of the unlocking transmission assembly pulls the second pull rope, enabling the unlocking member to drive the locking rod to disengage from the locking hole.

[0115] In some embodiments, the unlocking transmission assembly includes a first transmission bracket 413 and a second transmission bracket 414 disposed opposite to each other. The first transmission bracket 413 and the second transmission bracket 414 are slidably disposed on the upper rail 20, so that the first transmission bracket and the second transmission bracket can move in the direction toward the unlocking handle.

[0116] The first transmission bracket 413 is provided with a transmission section 4131. One end of the first pull rope 411 passes through the second transmission bracket 414 and the transmission section 4131 in sequence, and is connected to the first transmission bracket by a sliding head 415 provided at the end of the first pull rope. The first pull rope 411 passes through a sliding hole on the second transmission bracket 414 and is slidably connected to the second transmission bracket. The sliding head 415 is slidably connected to the transmission section 4141, and the first pull rope can move along the length direction of the first transmission bracket with the sliding head, thereby driving that end of the first pull rope.

[0117] A guide rail surface is provided on the side of the transmission section 4131 that cooperates with the sliding head 415. When the first transmission bracket or the second transmission bracket is pulled to move in the direction of the unlocking handle, the guide rail surface enables the sliding head to move away from the sliding hole while moving along the guide rail surface.

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

[0119] In some embodiments, the unlocking transmission assembly further includes a linkage unit, which includes a synchronous gear 416 disposed between the first transmission bracket and the second transmission bracket. The synchronous gear 416 is rotatably disposed on the upper rail 20, and the synchronous gear 416 is respectively meshed with a transmission rack disposed on the first transmission bracket 413 and the second transmission bracket 414.

[0120] When the unlocking handle at one end is pulled, the linkage unit can drive the first transmission bracket or the second transmission bracket to move in opposite directions, making the unlocking operation of the locking mechanism smoother.

[0121] In some embodiments, the unlocking transmission assembly further includes a reset unit, which includes a first tension spring 417 capable of applying a first tension spring 417 to the first transmission bracket to move in the opposite direction of the pulling direction and / or a second tension spring capable of applying a second tension spring to the second transmission bracket to move in the opposite direction of the pulling direction.

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

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

[0124] Two sets of sliding parts are arranged side by side on the upper rail 20. The sliding parts are arranged along the length of the track groove and are respectively fitted into the track groove 101 and slide in contact with the track groove. The sliding parts include multiple spaced sliding brackets 201, and lower rollers 202 are rotatably mounted on the sliding brackets 201. The lower rollers 202 roll in contact with the bottom surface of the track groove. At this time, the upper rail and the lower rail are connected by a rolling contact through the lower rollers on the multiple sliding brackets, which facilitates the sliding of the vehicle's sub-instrument panel.

[0125] A shock-absorbing component 30 is provided on the sliding bracket 201. The shock-absorbing component 30 includes a shock-absorbing bracket 301. One end of the shock-absorbing bracket 301 is rotatably connected to the sliding bracket 201, and the other end is connected to the sliding bracket 201 through an elastic member 302. An upper roller 303 is rotatably provided on the shock-absorbing bracket. Under the action of the elastic member, the upper roller can contact the top of the track groove and roll with the top of the track groove.

[0126] Here, the bottom surface of the track groove 101 refers to the lower surface inside the enclosed groove structure, and the top surface of the track groove 101 refers to the upper surface inside the enclosed groove structure. A slot 103 for the sliding bracket to extend is provided on the lower rail at the corresponding position of the track groove. Sealing strips 104 are provided on both sides of the slot 103 to seal the slot and prevent debris from falling into the track groove.

[0127] The sealing strip can be co-extruded from three materials: polypropylene, thermoplastic elastomer dynamic vulcanized rubber, and special thermoplastic elastomer dynamic vulcanized rubber.

[0128] By installing shock-absorbing components on the sliding bracket of the automotive slide rail mechanism, a floating mating structure is formed between the upper and lower rails. This effectively solves the problem of uneven movement or even jamming of the upper rail on the lower rail caused by manufacturing or assembly errors or debris falling into the track groove. It also ensures the installation and mating rigidity of the upper rail on the lower rail, guaranteeing the stability and smoothness of the sliding of the automotive sub-instrument panel.

[0129] The elastic element 302 can be a tension spring. One end of the tension spring is connected to the hanging hole on the shock-absorbing bracket, and the other end is connected to the hanging shaft 203 on the sliding bracket 201. Hooks are provided at both ends of the tension spring, which can be easily connected to the hanging hole and the hanging shaft, making the connection and installation of the tension spring convenient.

[0130] In some embodiments, a limiting surface 102 that matches the outer contour of the upper roller is provided at the position where the top of the track groove rolls into contact with the upper roller, so that the limiting surface 102 can apply forces to the upper roller in the vertical and horizontal directions.

[0131] The upper roller interacts with the track groove in both the vertical and horizontal directions. The upper roller on the multiple sliding parts and the corresponding limiting surface generate forces in the horizontal direction, and the directions of each force are opposite. This limits the installation position of the upper rail on the lower rail in the horizontal direction, ensuring the stability of the installation fit between the upper and lower rails and reducing the requirements for assembly accuracy between the upper and lower rails.

[0132] In some embodiments, the outer contour of the upper roller and the limiting surface 102 are mating arc surfaces, so that the upper roller and the limiting surface can form a good limiting fit, while reducing the friction between the two.

[0133] In some embodiments, the lower roller 202 and the upper roller 303 are respectively disposed on both sides of the sliding bracket 201 on the same sliding bracket. Through the cooperation formed between multiple sets of sliding parts and the track groove at multiple positions, a stable installation fit structure is formed between the upper rail and the lower rail.

[0134] An axle 304 is installed on the shock-absorbing bracket 301, and an upper roller 303 is installed at one end of the axle 304 on the outside of the shock-absorbing bracket.

[0135] Both the lower and upper rollers use miniature deep groove ball bearings with an external POM plastic coating structure, which has self-lubricating and excellent noise reduction characteristics. This effectively reduces sliding noise and friction, ensuring the NVH performance of the slide rail mechanism and improving its overall quality.

[0136] In some embodiments, the upper roller 303 is positioned between the two connection points of the shock-absorbing bracket 301 and the sliding bracket 201, and is located near the side where the shock-absorbing bracket and the sliding bracket are rotatably connected. In this case, the shock-absorbing bracket forms a lever structure, which increases the magnitude of the force exerted by the elastic force of the elastic element on the upper roller and the track groove. For example, the position of the upper roller is such that the ratio between the lever arm of the elastic force and the lever arm of the upper roller is 4:1, thus allowing a tension spring with a small elastic coefficient to meet the floating stiffness requirements between the upper and lower rails.

[0137] In some embodiments, a notch 204 for mounting a shock-absorbing bracket is provided on the sliding bracket 201 between the two lower rollers, and the shock-absorbing bracket 301 is fitted at the notch location. Positioning the shock-absorbing bracket at the notch increases the distance between the shock-absorbing bracket and the lower rail bracket, facilitating the mounting of the shock-absorbing bracket and preventing interference between the shock-absorbing bracket and the lower rail during use.

[0138] In some embodiments, the damping bracket 301 is configured as a groove-shaped structure, with its two inner walls facing each other opposite to the two outer walls of the sliding bracket 201. In this case, the two side panels of the damping bracket 201 respectively cover the outer side of the sliding bracket 201, and the distance between the two side panels can be set to be equal to the width of the sliding bracket. Through the limiting fit between the two panels in the width direction, the movement of the damping bracket in the width direction is restricted, ensuring the stability of the damping bracket installed on the sliding bracket and guaranteeing the stability and reliability of the damping component's performance.

[0139] On the other hand, in some embodiments of the present invention, a vehicle sub-instrument panel module includes:

[0140] Sub-dashboard;

[0141] And the sub-instrument slide rail mechanism in the above embodiments, wherein the sub-instrument is mounted on the upper rail.

[0142] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., used to indicate the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the product of this invention is usually placed in during use. They are only for the convenience of describing this invention and simplifying the description, and are not intended to 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 invention.

[0143] Furthermore, the use of terms such as "horizontal" and "vertical" in the description of this invention does not imply that the components are required to be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0144] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "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 invention in light of the specific circumstances.

[0145] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Any simple modifications or equivalent changes made to the above embodiments based on the technical essence of the present invention shall fall within the protection scope of the present invention.

Claims

1. A secondary instrument panel slide rail mechanism, characterized in that, include: lower rail; An upper rail is disposed on the lower rail and slides between the upper rail and the lower rail; A sliding locking device is used to lock the upper rail onto the lower rail and to release the lock on the upper rail when it is necessary to move the upper rail. The safety locking device, installed on the upper rail, can lock the upper rail onto the lower rail by using the inertial force generated on the safety locking mechanism when the acceleration of the upper rail reaches a set value.

2. The sub-instrument panel slide rail mechanism according to claim 1, characterized in that, The safety locking device includes a locking plate rotatably mounted on the upper rail, a locking plate limiting assembly, and a locking plate reset assembly. The locking plate includes two locking arms, which extend out toward a row of horizontally spaced locking holes on the lower rail. The locking plate limiting component is used to limit the rotation of the locking plate when it rotates to a set angle; The lock plate reset assembly is used to ensure that the lock plate is always in the unlocked state. In the unlocked state, the two lock arms are positioned away from the lock holes of the lower rail, and the lock plate can be restored to the unlocked state after the external force on the lock plate is released. When the acceleration of the upper rail reaches the set value, the locking plate, driven by inertial force, can overcome the action of the locking plate reset assembly and rotate, allowing one of the locking arms to be inserted into the lock hole.

3. The sub-instrument panel slide rail mechanism according to claim 2, characterized in that, The locking plate includes a limiting arm, which is arranged opposite to the two locking arms. In the rotation plane of the locking plate, relative to the rotation center of the locking plate, the weight of the side where the two locking arms are located is greater than the weight of the side where the limiting arm is located. The locking plate limiting assembly includes two limiting blocks respectively disposed on both sides of the limiting arm; and / or The locking plate reset assembly includes two torsion springs respectively disposed on both sides of the limiting arm. When the limiting arm rotates, the torsion springs can apply a reset force to the limiting arm, causing it to rotate in the opposite direction.

4. The sub-instrument panel slide rail mechanism according to claim 1, characterized in that, The sliding locking device includes: A locking mechanism, located on the upper rail, is used to lock the upper rail to the lower rail; The unlocking mechanism, located on the upper rail, includes unlocking handles and unlocking components at both ends of the upper rail. When the unlocking handles are activated, the unlocking components can drive the locking mechanism to release the locking mechanism from the upper rail.

5. The sub-instrument panel slide rail mechanism according to claim 4, characterized in that, The locking mechanism includes one or more locking rods and a locking rod drive member that are slidably disposed on the upper rail. Locking holes that cooperate with the locking rods are horizontally spaced on the lower rail. The locking rods are capable of moving in a direction close to or away from the locking holes. The locking rod drive member is used to apply force to the locking rods to insert them into the locking holes.

6. The auxiliary instrument panel slide rail mechanism according to claim 5, characterized in that, The unlocking component includes an unlocking transmission component and an unlocking drive component; The unlocking drive assembly includes an unlocking member that is slidably disposed on the upper rail. The unlocking member is configured to move in a direction perpendicular to the direction of movement of the locking bar, and when the unlocking member moves, it can drive the locking bar to move in a direction away from the locking hole. The unlocking transmission assembly is connected to the unlocking component via a first pull rope. The unlocking transmission assembly is connected to two unlocking handles via a second pull rope. The unlocking handles are rotatably connected to the upper rail. When the unlocking handles are rotated, the unlocking transmission assembly can be driven to move via the second pull rope. The movement of the unlocking transmission assembly pulls the second pull rope, enabling the unlocking component to drive the locking rod to disengage from the locking hole.

7. The sub-instrument panel slide rail mechanism according to claim 6, characterized in that, The unlocking transmission assembly includes a first transmission bracket and a second transmission bracket arranged opposite to each other. The first transmission bracket and the second transmission bracket are slidably arranged on the upper rail, so that the first transmission bracket and the second transmission bracket can move in the direction toward the unlocking handle. The first transmission bracket is provided with a transmission section. One end of the first pull rope passes through the second transmission bracket and the transmission section in sequence, and is connected to the first transmission bracket by a sliding head provided at the end of the first pull rope. The first pull rope passes through a sliding hole on the second transmission bracket and is slidably connected to the second transmission bracket. The sliding head is slidably connected to the transmission section, allowing the first pull rope to move along the length of the first transmission bracket with the sliding head. A guide rail surface is provided on the side of the transmission section that engages with the sliding head. When the first or second transmission bracket is pulled toward the unlocking handle, the guide rail surface allows the sliding head to move away from the sliding hole while moving along the guide rail surface.

8. The auxiliary instrument panel slide rail mechanism according to claim 6, characterized in that, The unlocking transmission assembly also includes a linkage unit, which includes a synchronous gear disposed between the first transmission bracket and the second transmission bracket. The synchronous gear is rotatably mounted on the upper rail and meshes with transmission racks disposed on the first transmission bracket and the second transmission bracket, respectively.

9. The sub-instrument panel slide rail mechanism according to claim 7 or 8, characterized in that, The unlocking transmission assembly further includes a reset unit, which includes a first tension spring capable of applying a force to the first transmission bracket to move it in the opposite direction of the pulling direction and / or a second tension spring capable of applying a force to the second transmission bracket to move it in the opposite direction of the pulling direction.

10. The sub-instrument panel slide rail mechanism according to claim 1, characterized in that, Two sets of track grooves are arranged side by side on the lower rail; Two sets of sliding parts are arranged side by side on the upper rail. The sliding parts are respectively fitted in the rail groove and slide in cooperation with the rail groove. The sliding part includes multiple sliding brackets arranged at intervals. A lower roller is rotatably mounted on the sliding bracket and rolls in cooperation with the bottom surface of the rail groove. A shock-absorbing component is provided on the sliding bracket. The shock-absorbing component includes a shock-absorbing bracket, which is rotatably connected to the sliding bracket at one end and connected to the sliding bracket at the other end through an elastic element. An upper roller is rotatably provided on the shock-absorbing bracket. Under the action of the elastic element, the upper roller can contact the top of the track groove and roll with the top of the track groove.

11. A vehicle sub-instrument panel module, characterized in that, include: Sub-dashboard; And the sub-instrument slide rail mechanism according to any one of claims 1-10, wherein the sub-instrument is disposed on the upper rail.

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