CN210760341U - Vehicle seat locking mechanism - Google Patents

Abstract

The utility model relates to a vehicle seat locking mechanism, which is arranged between an upper rail and a lower rail which can slide relatively and limit a cavity between the upper rail and the lower rail, and comprises a torsion bar part and a locking part, wherein the torsion bar part is fixed on the upper rail and is provided with a torsion section and a free section which is integrally connected with the torsion section, the free section is in a bending shape, and part of the free section is arranged as an axis body which is arranged in parallel with the torsion section along the length direction of the upper rail; the locking piece comprises a locking part arranged in the cavity and a bearing part fixedly connected with the locking part, the locking part is rotatably arranged on the shaft body and is used for blocking the upper rail and the lower rail due to the torsion section to form locking for relative sliding, the bearing part is provided with a bearing end positioned outside the cavity, and the bearing end is in bearing connection with external force to drive the locking part to force the torsion section to be twisted so as to release the locking between the upper rail and the lower rail. Compared with the prior art, the utility model, its simple structure, spare part is less, and weight is lighter, and the cost is lower to can be convenient for assemble.

Description

Vehicle seat locking mechanism

Technical Field

The utility model relates to a vehicle seat technical field, in particular to vehicle seat locking mechanism.

Background

At present, most of seats in a vehicle driving seat can be adjusted front and back, and the adjusted seat position can be locked through a locking system. The existing locking system mainly comprises an upper rail fixedly connected with a seat, a lower rail fixedly connected with a vehicle body bottom plate and a pawl rotatably arranged on the upper rail, and a plurality of tooth windows are respectively formed on the upper rail and the lower rail, so that when the pawl is clamped in the tooth windows overlapped with the upper rail and the lower rail, the locking of relative sliding between the upper rail and the lower rail can be realized. Because structural design is unreasonable, current locking system structure is complicated, and spare part is more, and the cost is higher to make the weight of vehicle seat heavier. In addition, the existing structure can realize the assembly of the locking system only by arranging a large opening on the upper rail, and the structural strength of the upper rail is greatly weakened.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model aims at providing a vehicle seat locking mechanism, its simple structure, spare part is less, and the cost is lower, the assembly of being convenient for.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

a vehicle seat lock mechanism disposed between an upper rail and a lower rail that are slidable relative to each other and define a cavity therebetween to constitute a lock for the relative sliding movement therebetween, comprising:

the torsion bar piece is fixed on the upper rail and provided with a torsion section and a free section integrally connected with the torsion section, the free section is bent, and part of the free section is configured to be a shaft body which is arranged in parallel to the torsion section and along the length direction of the upper rail;

the locking part comprises a locking part arranged in the cavity and a bearing part fixedly connected with the locking part, the locking part is rotatably arranged on the shaft body and is used for blocking the torsion section to form locking relative to the upper rail and the lower rail, the bearing part is provided with a bearing end positioned outside the cavity, and the bearing end bears external force to drive the locking part so that the torsion section is forced to be twisted by the locking part and the locking between the upper rail and the lower rail is released.

Further, the torsion portion is linear extending in a longitudinal direction of the head rail.

Further, the upper rail comprises a left side wall and a right side wall which are oppositely arranged, and a top wall which connects the left side wall and the right side wall, a lug which is recessed into the cavity is configured at the connection position of the right side wall and the top wall, and the shaft body is limited at the connection position due to the constraint of the lug.

Furthermore, a hanging lug extending into the cavity is formed on the left side wall, and one end of the torsion bar piece fixedly connected with the upper rail is connected with the hanging lug in a hooking mode.

Furthermore, an opening for the force bearing end to penetrate out of the cavity is formed in the top wall.

Furthermore, the locking part is provided with two ear plates which are arranged oppositely, a through hole for the shaft body to pass through is formed in each ear plate, and the two ear plates are respectively abutted against the lugs or one end of the connecting part adjacent to the lugs so as to limit the displacement of the locking part along the length direction of the upper rail.

Furthermore, the sunk lugs are arranged at intervals, and the lug plates are arranged to be respectively abutted against two ends of a joint between the sunk lugs so as to limit the displacement of the locking piece along the length direction of the upper rail.

Further, a clamping plate which is arranged in an outwards-turned mode is constructed on the locking portion, and the torsion section is located between the clamping plate and the locking portion.

Furthermore, a plurality of first clamping parts and second clamping parts which are arranged at intervals along the length direction of each of the upper rail and the lower rail are respectively formed on the upper rail and the lower rail, clamping claws are formed on the locking parts, and the clamping claws can be clamped into the first clamping parts and the second clamping parts which are overlapped with each other, so that the locking of the relative sliding between the upper rail and the lower rail is formed.

Furthermore, the torsion bar part is made of spring steel and is integrally formed.

Compared with the prior art, the utility model discloses following advantage has:

(1) for prior art, vehicle seat locking mechanism, its simple structure, spare part is less, weight is lighter, and the cost is lower to can be convenient for assemble, simultaneously, only set up less opening on last rail and can realize the installation of lock piece on last rail, thereby can effectively guarantee the structural strength of last rail, and then can make this vehicle seat locking mechanism have better result of use.

(2) The torsion section is arranged in a straight line shape, so that the torsion section has a better torsion deformation effect.

(3) Through set up heavy ear in order to realize the restraint to the axis body on the upper rail, simple structure, the design implementation of being convenient for.

(4) The end of the torsion bar piece fixedly connected with the upper rail is hooked with the hanging lug together, so that the torsion bar piece is arranged on the upper rail, the structure is simple, and the assembly is convenient.

(5) Through establishing two otic placodes respectively with sunken ear or junction looks butt, can restrict the displacement of locking piece along upper rail length direction to can do benefit to and realize the locking of locking piece to relative motion between upper rail and lower rail.

(6) Set up two heavy ears, can improve the stability of setting up of axis body.

(7) Set up the cardboard and will twist reverse the section and locate between cardboard and the locking portion, not only simple structure also is favorable to improving simultaneously that the fender of torsion bar to the locking piece puts stability.

(8) The torsion bar piece is made of spring steel, so that the torsion section has better torsion elasticity, and in addition, the torsion bar piece is integrally formed, so that the processing and the manufacturing are convenient.

Drawings

The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:

fig. 1 is a diagram illustrating an application state of a vehicle seat locking mechanism according to an embodiment of the present invention;

fig. 2 is an application state diagram of the vehicle seat locking mechanism according to the embodiment of the present invention at another viewing angle;

FIG. 3 is a schematic view of the arrangement of FIG. 1 with the drive handle and linkage removed;

FIG. 4 is an exploded view of FIG. 3;

fig. 5 is a schematic structural view of an upper rail according to an embodiment of the present invention;

fig. 6 is a schematic structural view of a lower rail according to an embodiment of the present invention;

fig. 7 is an assembled state diagram of the torsion bar, the upper rail and the locking member according to the embodiment of the present invention;

fig. 8 is a schematic structural view of a torsion bar member according to an embodiment of the present invention;

fig. 9 is a schematic structural diagram of a locking member according to an embodiment of the present invention;

fig. 10 is a schematic structural view of the upper rail and the lower rail according to the embodiment of the present invention when locked;

fig. 11 is a schematic structural view of the upper rail and the lower rail according to the embodiment of the present invention during unlocking;

description of reference numerals:

1-upper rail, 101-left side wall, 102-top wall, 1021-opening, 103-right side wall, 1031-clamping hole, 104-joint, 105-counter lug and 106-hanging lug;

2-lower rail, 201-card slot;

3-torsion bar piece, 301-fixed segment, 302-connecting segment, 303-torsion segment, 304-free segment, 3041-shaft body;

4-locking piece, 401-locking part, 4011-clamping plate, 4012-lug plate, 40121-through hole, 4013-clamping jaw, 402-bearing part and 4021-bearing end;

5-connecting rod, 6-driving handle and 7-cavity.

Detailed Description

It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "back", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.

The present embodiment relates to a vehicle seat lock mechanism which is disposed between an upper rail 1 and a lower rail 2 which are relatively slidable and define a cavity 7 therebetween, as shown in fig. 1 and 2, to constitute a lock for the relative sliding therebetween, and which is also specifically provided in a pair on a vehicle because a vehicle in the related art normally disposes a pair of the upper rail 1 and a pair of the lower rail 2 on the left and right of the seat. The present embodiment will be described in detail only with reference to a vehicle seat lock mechanism, which mainly includes a torsion bar member 3 and a lock member 4, as shown in fig. 3 and 4, the torsion bar member 3 being fixed to the upper rail 1 and further being accommodated in the cavity 7. The locking member 4 includes a locking portion 401 disposed in the cavity 7, and a force-bearing portion 402 fixedly connected to the locking portion 401. It should be noted that the torsion bar 3 may be disposed outside the cavity 7, in addition to being disposed inside the cavity 7.

Specifically, as shown in fig. 5 in combination with fig. 4, the headrail 1 of the present embodiment includes a left sidewall 101 and a right sidewall 103 that are oppositely disposed, and a top wall 102 that connects the left sidewall 101 and the right sidewall 103, and the free ends of the left sidewall 101 and the right sidewall 103 are configured to be flexed outward of the headrail 1. In addition, the upper rail 1 of the present embodiment is integrally formed by bending, so that the joint between the left side wall 101 and the top wall 102 and the joint 104 between the right side wall 103 and the top wall 102 are rounded.

As shown in fig. 4, a counter lug 105 recessed into the cavity 7 is formed at a junction 104 of the right side wall 103 and the top wall 102, and the counter lug 105 is formed by the upper rail 1 itself, that is, the junction 104 is hollowed out corresponding to the counter lug 105. And it is preferable that the sinkers 105 of this embodiment are two spaced apart, of course, one or three, four, etc. sinkers 105 may be provided. Further, a plurality of first engaging portions are formed on the right side wall 103 between the two lugs 105 and spaced apart in the longitudinal direction of the head rail 1, and as shown in fig. 4, the first engaging portions are specifically engaging holes 1031 formed through the right side wall 103 at the end of the right side wall 103.

The engaging hole 1031 of the present embodiment is specifically configured as a rectangular hole to improve the engaging stability. In addition, as shown in fig. 4, an opening 1021 through which the force-bearing part 402 passes out of the cavity 7 is formed in the top wall 102, and the opening 1021 is rectangular. As shown in fig. 5, a hanging lug 106 extending into the cavity 7 is formed on the left sidewall 101, and the hanging lug 106 is formed by the left sidewall 101 itself, that is, the position of the left sidewall 101 corresponding to the hanging lug 106 is hollow.

As shown in fig. 3 in conjunction with fig. 6, the lower rail 2 of the present embodiment also includes two side walls disposed oppositely, and a bottom wall connecting the two side walls, but the two side walls of the lower rail 2 are configured to flex toward the inner side of the lower rail 2, and the distance between the two side walls of the lower rail 2 is greater than the distance between the left side wall 101 and the right side wall 103 of the upper rail 1, so that the upper rail 1 and the lower rail 2 are assembled into the state shown in fig. 2, and this structure can make relative sliding between the upper rail 1 and the lower rail 2 along the respective height directions, but only along the respective length directions. In order to improve the smoothness of the relative sliding between the upper rail 1 and the lower rail 2, as shown in fig. 2, four ball assemblies are clamped between the upper rail 1 and the lower rail 2, wherein the specific structure of the ball assemblies is only referred to the prior art, and the description thereof is omitted.

As shown in fig. 7, a plurality of second engaging portions, specifically, rectangular engaging grooves 201, are formed at intervals along the length direction of the side wall on the right side of the lower rail 2 corresponding to the right side wall 103. And because when specifically using, the vehicle seat can drive upper rail 1 and slide back and forth for lower rail 2, for this reason, the quantity of draw-in groove 201 of lower rail 2 is greater than the quantity of the block hole 1031 of upper rail 1. In addition, as shown in fig. 2, a plurality of mounting holes are formed at intervals on the bottom wall to achieve connection between the lower rail 2 and the vehicle body floor.

The torsion bar 3 is integrally formed by using a spring steel material, and based on the specific structure of the upper rail 1, as shown in fig. 8 and in combination with fig. 7, the torsion bar 3 of this embodiment specifically includes a fixed section 301, a connecting section 302, a torsion section 303, and a free section 304, which are integrally and sequentially connected together. The fixing section 301 is configured in a bent "U" shape, and is hooked with the hanging lug 106. The torsion section 303 is elastically torsionally deformable and is linear extending in the longitudinal direction of the upper rail 1.

The free section 304 is bent, and a portion of the free end is configured as a shaft body 3041 arranged along the length direction of the upper rail 1 in parallel to the torsion section 303. The shaft body 3041 is specifically arranged at a junction 104 of the right side wall 103 and the top wall 102, and is limited to the junction 104 due to the constraint of the counter sink 105. Therefore, the torsion bar 3 can be fixed on the upper rail 1 by hooking the fixing section 301 with the hanging lug 106 and arranging the shaft body 3041 at the connecting part 104.

The specific structure of the locking part 401 is shown in fig. 9, wherein the force bearing part 402 is configured into a substantially plate-shaped structure, the force bearing part 402 is provided with a force bearing end 4021 which is positioned outside the cavity 7 and is connected with the connecting rod 5 shown in fig. 1, and the force bearing end 4021 can bear the driving of the adjusting handle through the connecting rod 5. The concrete structure of the connecting rod 5 and the adjusting handle and the connection relation between the connecting rod and the force bearing end 4021 refer to the prior art.

The locking portion 401 of this embodiment is bent, and a claw 4013 adapted to the engaging hole 1031 is formed at an end portion thereof, so that when the claw 4013 is engaged in the engaging hole 1031 and the engaging groove 201, the locking portion can lock the relative sliding between the upper rail 1 and the lower rail 2. In order to improve the engagement stability, the plurality of claws 4013 of the present embodiment are provided at intervals in the width direction of the lock portion 401 corresponding to the engagement hole 1031.

In addition, two ear plates 4012 are configured at two ends of the locking portion 401, and a through hole 40121 is formed on each ear plate 4014012, wherein the through hole 40121 is used for the shaft body 3041 to pass through, so as to form a rotatable arrangement of the locking portion 401 on the shaft body 3041. Based on the above position relationship between the two lugs 105, the two lug plates 4012 of the present embodiment respectively abut against the two ends of the connection portion 104 between the two lugs 105, so that the displacement of the locking member 4 along the length direction of the upper rail 1 can be limited, and the locking portion 401 can be facilitated to realize the rapid locking of the relative sliding between the upper rail 1 and the lower rail 2.

It should be noted that, when only one sinking lug 105 is provided, at this time, the two lug plates 4012 may respectively abut against both ends of the sinking lug 105, or abut against one end of the sinking lug 105 adjacent to the connection portion 104 between both ends of the sinking lug 105, and this structure may also limit the displacement of the locking member 4 along the length direction of the upper rail 1.

In addition, as shown in fig. 9, a locking plate 4011 is formed on the locking portion 401, and as shown in fig. 10, when the torsion bar 3 and the locking member 4 are respectively mounted on the upper rail 1, the twisting section 303 is located between the locking plate 4011 and the locking portion 401, so that the locking portion 401 is locked to the relative sliding between the upper rail 1 and the lower rail 2 due to the blocking of the twisting section 303.

In addition, as shown in fig. 11, the force-bearing end 4021 can receive the actuation of the adjustment handle, that is, the force-bearing end 4021 is pressed, so that the force-bearing portion 402 drives the locking portion 401 to rotate relative to the shaft body 3041, and can force the torsion section 303 to be twisted and deformed, so that the locking between the upper rail 1 and the lower rail 2 can be released, and when the external force is removed, the locking portion 401 can rotate reversely due to the return of the torsion section 303, so that the locking of the relative sliding between the upper rail 1 and the lower rail 2 can be re-configured.

Based on the above overall description, the vehicle seat locking mechanism of the present embodiment has a simple structure, fewer parts, lighter weight, lower cost, and is convenient for assembly, and meanwhile, the installation of the locking member 4 on the upper rail 1 can be realized only by providing the smaller opening 1021 on the upper rail 1, so that the structural strength of the upper rail 1 can be effectively ensured.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A vehicle seat lock mechanism disposed between an upper rail (1) and a lower rail (2) that are relatively slidable and define a cavity (7) therebetween to constitute a lock for relative sliding movement therebetween, characterized by comprising:

the torsion bar piece (3) is fixed on the upper rail (1), the torsion bar piece (3) is provided with a torsion section (303) and a free section (304) integrally connected with the torsion section (303), the free section (304) is bent, and part of the free section (304) is configured into a shaft body (3041) which is arranged in parallel to the torsion section (303) along the length direction of the upper rail (1);

the locking piece (4) comprises a locking part (401) arranged in the cavity (7) and a force bearing part (402) fixedly connected with the locking part (401), the locking part (401) is rotatably arranged on the shaft body (3041) and is used for forming locking on relative sliding between the upper rail (1) and the lower rail (2) due to blocking of the torsion section (303), the force bearing part (402) is provided with a force bearing end (4021) positioned outside the cavity (7), and the force bearing end (4021) bears external force and drives the force bearing part (402) to drive the locking part (401), so that the torsion section (303) is forced to be twisted by the locking part (401), and the locking between the upper rail (1) and the lower rail (2) is released.

2. The vehicle seat lock mechanism according to claim 1, characterized in that: the torsion section (303) is a straight line extending in the longitudinal direction of the head rail (1).

3. The vehicle seat lock mechanism according to claim 1, characterized in that: the upper rail (1) comprises a left side wall (101) and a right side wall (103) which are oppositely arranged, and a top wall (102) which connects the left side wall (101) and the right side wall (103), a lug (105) which is recessed into the cavity (7) is configured at the junction (104) of the right side wall (103) and the top wall (102), and the shaft body (3041) is limited at the junction (104) due to the constraint of the lug (105).

4. The vehicle seat lock mechanism according to claim 3, characterized in that: the left side wall (101) is provided with a hanging lug (106) extending into the cavity (7), and one end of the torsion bar piece (3) fixedly connected with the upper rail (1) is hooked with the hanging lug (106).

5. The vehicle seat lock mechanism according to claim 3, characterized in that: the top wall (102) is provided with an opening (1021) for the bearing end (4021) to penetrate out of the cavity (7).

6. The vehicle seat lock mechanism according to claim 3, characterized in that: the locking part (401) is provided with two oppositely arranged lug plates (4012), a through hole (40121) for the shaft body (3041) to pass through is formed in each lug plate (4012), and the lug plates (4012) are respectively abutted against one end of the counter lug (105) or one end of the connecting part (104) adjacent to the counter lug so as to limit the displacement of the locking piece (4) along the length direction of the upper rail (1).

7. The vehicle seat lock mechanism according to claim 6, characterized in that: heavy ear (105) are two that the interval set up, two otic placode (4012) be set up to with be located two the both ends of junction (104) between heavy ear (105) are the butt respectively, in order to constitute to locking piece (4) are followed the restriction of upper rail (1) length direction displacement.

8. The vehicle seat lock mechanism according to claim 1, characterized in that: the locking part (401) is provided with a clamping plate (4011) which is arranged in an eversion mode, and the torsion section (303) is located between the clamping plate (4011) and the locking part (401).

9. The vehicle seat lock mechanism according to claim 1, characterized in that: in go up rail (1) with be formed with a plurality of first block portion and the second block portion that set up along respective length direction interval on lower rail (2) respectively, in be formed with jack catch (4013) on locking portion (401), jack catch (4013) can block into and coincide mutually first block portion with in the second block portion, and it is right to constitute last rail (1) with relative gliding locking between lower rail (2).

10. The vehicle seat lock mechanism according to any one of claims 1 to 9, characterized in that: the torsion bar piece (3) is made of spring steel and is integrally formed.

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