CN219487235U

CN219487235U - Slide rail mechanism of automobile seat

Info

Publication number: CN219487235U
Application number: CN202320453726.5U
Authority: CN
Inventors: 刘长伟
Original assignee: Linyi Maidi Automobile Products Co ltd
Current assignee: Shandong Maidi Automotive Technology Co.,Ltd.
Priority date: 2023-03-07
Filing date: 2023-03-07
Publication date: 2023-08-08
Anticipated expiration: 2033-03-07

Abstract

The utility model relates to a slide rail mechanism of a car seat, comprising: a slide rail and an adjusting sleeve; the two sliding rails are arranged in parallel, and each sliding rail is provided with a plurality of double-layer ball assemblies; the adjusting sleeve is a plurality of, and adjusting sleeve's length is adjustable, and a plurality of adjusting sleeve just set up the top at two slide rails respectively, and adjusting sleeve can make car seat keep the level. The sliding rail adjusting sleeve has the advantages that smoothness of the automobile seat when the automobile seat slides back and forth on the sliding rail is guaranteed, meanwhile, the problem that the sliding rail easily shakes when the automobile runs is avoided, the adjusting sleeve plays a role in buffering the sliding rail, load borne by the sliding rail is reduced, and deformation of the sliding rail caused by overlarge load is avoided, so that the automobile seat can slide back and forth on the sliding rail.

Description

Slide rail mechanism of automobile seat

Technical Field

The utility model relates to the technical field of automobile seat sliding rails, in particular to a sliding rail mechanism of an automobile seat.

Background

With the improvement of living standard of people, automobiles become the most important transportation means for people to travel daily. In the driving process, in order to enable riding experience of passengers to be more comfortable, a sliding rail is arranged below the automobile seat, and the passengers can adjust the front and rear positions of the automobile seat through the sliding rail at any time, so that seats of the passengers are more spacious.

At present, the design of the slide rail of the existing automobile seat can be used for adjusting the position of the automobile seat at any time under the general condition, however, people nowadays increasingly prefer to refit an automobile, the weight of the refitted automobile seat can exceed 100 kg, and the slide rail of the automobile seat can be subjected to overlarge load when the automobile runs on a slope section or a downhill section with a larger gradient, so that the slide rail of the automobile seat is easy to deform, the automobile seat is easy to shake, and meanwhile, the front position and the back position of the automobile seat are also influenced.

Therefore, the current car seats cannot maintain the horizontal state in the up-down slope section, so that the damage to the sliding rail is large.

Disclosure of Invention

The utility model provides a sliding rail mechanism of an automobile seat, which aims to solve the problem that the existing automobile seat cannot be kept in a horizontal state in an ascending and descending road section so as to cause great damage to a sliding rail.

The utility model provides a slide rail mechanism of an automobile seat, which comprises: the two sliding rails are arranged in parallel, and each sliding rail is provided with a plurality of double-layer ball assemblies; the adjusting sleeves are multiple, the length of each adjusting sleeve is adjustable, the adjusting sleeves are respectively right opposite to the top ends of the two sliding rails, and the adjusting sleeves can enable the automobile seat to be kept horizontal.

In some embodiments, each slide rail comprises: the outer rail is internally provided with double-layer ball assemblies at two sides respectively; and the inner rail is in sliding connection with the double-layer ball limiting assemblies at two sides of the inner part of the outer rail.

In some embodiments, the upper ends of the two sides of the outer rail are respectively provided with a first limit bending bent towards the inner part of the outer rail.

In some embodiments, the lower ends of the two sides of the inner rail are respectively provided with a second limiting bend bending outwards of the inner rail.

In some embodiments, the double-layer ball assembly comprises: the plurality of mounting blocks are sleeved in the first limiting bending part respectively and are matched with the second limiting bending part; the separation strips are multiple, the separation strips are sleeved in the first limiting bending parts respectively, and each separation strip is located between every two adjacent installation blocks respectively and is matched with the second limiting bending parts.

In some embodiments, the upper end of each mounting block is provided with a plurality of first balls, and each first ball is respectively attached to the upper end of the second limiting bend; the lower extreme of every installation piece is equipped with a plurality of second balls, and every second ball is laminated with the lower extreme of the spacing bending of second respectively.

In some of these embodiments, each adjustment sleeve comprises: the adjusting cylinder is hollow, the upper part of the adjusting cylinder is provided with an opening, and the bottom end of the adjusting cylinder is connected with the top end of the inner rail; the adjusting column penetrates through the adjusting cylinder.

In some embodiments, a piston is arranged in the adjusting cylinder at the bottom end of the adjusting column; the piston is movably connected with the adjusting cylinder.

In some embodiments, the adjusting cylinder is also connected with a pressurizing oil tank and a negative pressure oil tank respectively; the pressurizing oil tank is provided with a first electromagnetic valve; the negative pressure oil tank is provided with a second electromagnetic valve.

In some embodiments, the system further comprises a level gauge; the horizontal measuring instrument is connected with the first electromagnetic valve and the second electromagnetic valve respectively through circuits.

The utility model has the beneficial effects that:

a plurality of double-deck ball subassemblies have evenly been installed in the inside both sides of exterior rail to through double-deck ball subassembly and interior rail sliding connection, guaranteed the smoothness when car seat slides around on the slide rail, simultaneously, spacing is bent with the second spacing is bent double-deck ball subassembly through first spacing, has avoided the slide rail to appear rocking the problem easily when the car is gone. The top ends of the two sliding rails are respectively opposite to the plurality of adjusting sleeves, the top ends of the plurality of adjusting sleeves are connected with the bottom of the automobile seat, when the automobile runs on an uphill road section or a downhill road section with a larger gradient, the automobile seat can be horizontally adjusted through the adjusting sleeves according to the actual condition of a road, a certain buffer effect is provided for the sliding rails, the load born by the sliding rails of the automobile seat is reduced, and the situation that the sliding rails deform to influence the front-back sliding of the automobile seat on the sliding rails due to overlarge load is avoided.

Drawings

FIG. 1 is a schematic view of a track mechanism for an automotive seat according to some embodiments of the present utility model;

FIG. 2 is a schematic view of some embodiments of a track mechanism of the car seat shown in FIG. 1;

FIG. 3 is an assembled schematic view of some embodiments of a slide rail mechanism of the automotive seat shown in FIG. 1;

FIG. 4 is a schematic view of some embodiments of the mounting blocks of the slide rail shown in FIG. 3;

FIG. 5 is a schematic view of some embodiments of the separator bar of the slide rail shown in FIG. 3;

FIG. 6 is a schematic structural view of some embodiments of an adjustment sleeve of a slide rail mechanism of the automotive seat shown in FIG. 1;

fig. 7 is a schematic diagram of the operation of some embodiments of the adjustment sleeve shown in fig. 6.

In the drawing, 100, a sliding rail; 110. an outer rail; 111. first limiting bending; 120. an inner rail; 121. second limiting bending; 130. a mounting block; 131. a first ball; 132. a second ball; 140. a separator bar; 200. an adjustment sleeve; 210. an adjustment cylinder; 220. an adjusting column; 230. a pressurized oil tank; 231. a first electromagnetic valve; 240. a negative pressure oil tank; 241. a second electromagnetic valve; 250. a level gauge.

Detailed Description

The following description of the embodiments of the present utility model will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present utility model, but not all embodiments.

Examples of the embodiments are illustrated in the accompanying drawings, wherein like or similar symbols indicate like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present utility model and should not be construed as limiting the utility model.

In the description of the present utility model, it should be understood that the terms "top," "bottom," "inner," "outer," "axis," "circumferential," and the like indicate an orientation or a positional relationship based on that shown in the drawings, and are merely for convenience in describing the present utility model or simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present utility model, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the present utility model, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," "engaged," "hinged," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

Referring to fig. 1 to 7, a slide rail 100 mechanism of an automobile seat includes: a slide rail 100 and an adjustment sleeve 200. The number of the sliding rails 100 is two, the two sliding rails 100 are arranged in parallel, and a plurality of double-layer ball assemblies are arranged on each sliding rail 100. The adjusting sleeves 200 are multiple, the length of the adjusting sleeves 200 can be adjusted, the adjusting sleeves 200 are respectively opposite to the top ends of the two sliding rails 100, and the adjusting sleeves 200 can keep the automobile seat horizontal.

Specifically, the two sliding rails 100 are arranged in parallel and opposite to each other, and a plurality of double-layer ball assemblies are arranged in each sliding rail 100, so that the stability of the sliding rail 100 is enhanced, and the smoothness of sliding of the automobile seat on the sliding rail 100 is ensured. Two adjusting sleeves 200 are respectively arranged at the top ends of the two parallel sliding rails 100, the positions of the adjusting sleeves 200 at the top ends of the two sliding rails 100 are in one-to-one correspondence, and the top ends of the adjusting sleeves 200 are connected with the bottom surface of the automobile seat, so that the automobile seat is arranged on the sliding rail 100, meanwhile, when an automobile runs on an upper slope road section and a lower slope road section with a larger gradient, the adjusting sleeves 200 correspondingly rise or fall according to the actual conditions of the road sections so as to horizontally adjust the automobile seat, a buffer effect is provided for the sliding rail 100, the load borne by the sliding rail 100 is reduced, and the situation that the sliding rail 100 deforms due to overlarge load to influence the front-back sliding of the automobile seat on the sliding rail 100 is avoided.

In some embodiments of the present utility model, each sliding rail 100 includes: an outer rail 110 and an inner rail 120. Two-layered ball assemblies are respectively installed at both sides of the inside of the outer rail 110. The inner rail 120 is slidably connected to the double-layer ball limiting assembly on both sides of the inside of the outer rail 110.

Specifically, double-layered ball assemblies are respectively mounted on both sidewalls of the outer rail 110 located in the body width direction of the outer rail 110 inside the outer rail 110, and both ends of each double-layered ball assembly extend in the body length direction of the outer rail 110, respectively. An inner rail 120 is installed between the double-layered ball assemblies at both sides, and the inner rail 120 is slidably connected with the double-layered ball assemblies at both sides, so that the inner rail 120 can smoothly slide on the outer rail 110.

In some embodiments of the present utility model, the upper ends of both sides of the outer rail 110 are respectively provided with a first limit bend 111 bent toward the inside of the outer rail 110. The lower ends of both sides of the inner rail 120 are respectively provided with a second limiting bend 121 bent towards the outside of the inner rail 120.

Specifically, the upper ends of the two side walls of the outer rail 110 in the body width direction are respectively provided with a first limiting bend 111, the first limiting bend 111 bends toward the inner part of the outer rail 110, one side of the double-layer ball assembly is attached to the first limiting bend 111, and then the double-layer ball assembly is mounted in the outer rail 110. The lower ends of the two side walls of the inner rail 120 in the body width direction are respectively provided with a second limiting bend 121, the second limiting bend 121 bends towards the outer part of the inner rail 120, the second limiting bend 121 is attached to the other side of the double-layer ball assembly, the inner rail 120 is arranged between the double-layer ball assemblies on the two sides, and then the connection between the inner rail 120 and the outer rail 110 is completed.

In some embodiments of the present utility model, a double-layer ball assembly includes: a mounting block 130 and a spacer bar 140. The plurality of mounting blocks 130 are sleeved in the first limiting bending 111 respectively, and are matched with the second limiting bending 121. The plurality of separation strips 140 are provided, the plurality of separation strips 140 are respectively sleeved in the first limiting bending 111, and each separation strip 140 is respectively positioned between every two adjacent mounting blocks 130 and is matched with the second limiting bending 121.

Specifically, each double-layer ball assembly includes two mounting blocks 130 and a separator bar 140, with the separator bar 140 disposed between the two mounting blocks 130. When the inner rail 120 moves on the outer rail 110, the mounting blocks 130 move back and forth along with the movement of the inner rail 120, and the two mounting blocks 130 are separated by arranging the longer separation strip 140 between the two mounting blocks 130, so that the problem that the inner rail 120 tilts due to the change of the supporting point of the inner rail 120 when sliding caused by the movement of the mounting blocks 130 is avoided. Meanwhile, the arrangement of the separation strip 140 ensures that a certain distance exists between the two mounting blocks 130, when the sliding rail 100 is subjected to larger pressure, the separation strip 140 can play a role in bearing and absorbing energy, and the bearing capacity degree of the sliding rail 100 is enhanced.

In some embodiments of the present utility model, a plurality of first balls 131 are disposed at an upper end of each mounting block 130, and each first ball 131 is respectively attached to an upper end of the second limiting bend 121. The lower end of each mounting block 130 is provided with a plurality of second balls 132, and each second ball 132 is respectively attached to the lower end of the second limiting bend 121.

Specifically, three first balls 131 are arranged at the upper end of each mounting block 130 along the length direction of the outer rail 110, each first ball 131 is attached to the upper end of the second limiting bend 121, two second balls 132 are arranged at the lower end of each mounting block 130 along the length direction of the outer rail 110, and each second ball 132 is attached to the lower end of the second limiting bend 121. Under the combined action of the first ball 131 and the second ball 132, the inner rail 120 can slide on the outer rail 110 more smoothly, and the structure is simple, the installation is convenient, and the production cost is low.

In some embodiments of the present utility model, each adjustment sleeve 200 comprises: an adjustment barrel 210 and an adjustment post 220. The adjustment cylinder 210 is hollow inside and has an opening at an upper portion, and a bottom end of the adjustment cylinder 210 is connected with a top end of the inner rail 120. The adjusting column 220 is disposed inside the adjusting cylinder 210.

Specifically, the bottom end of the adjustment cylinder 210 is connected to the top end of the inner rail 120, thereby fixing the adjustment sleeve 200 to the slide rail 100. The adjusting cylinder 210 is of a hollow structure, an opening is formed in the upper portion of the adjusting cylinder 210, the diameter of the opening is the same as that of the bottom of the adjusting column 220, accordingly the bottom of the adjusting column 220 is inserted into the adjusting cylinder 210 through the opening, the top end of the adjusting column 220 is connected with the bottom surface of the automobile seat, when an automobile runs on an ascending and descending road section with a larger gradient, the adjusting column 220 ascends or descends according to the actual road section condition, and then the horizontal adjustment of the automobile seat is completed, meanwhile, a buffer effect is provided for the sliding rail 100, load borne by the sliding rail 100 is reduced, and the influence on the front-back sliding of the automobile seat on the sliding rail 100 due to deformation of the sliding rail 100 caused by overlarge load is avoided.

In some embodiments of the present utility model, a piston is disposed inside the adjustment cylinder 210 at the bottom end of the adjustment column 220. The piston is movably connected with the adjusting cylinder 210.

Specifically, the piston is installed in the adjusting cylinder 210, and meanwhile, the top end of the piston is fixed at the bottom end of the adjusting column 220, when the automobile runs on the road section with a larger gradient, the piston is pushed, and then the adjusting column 220 fixed at the top end of the piston is driven to lift up and down, so that the levelness of the automobile seat is adjusted to adapt to the road sections with different gradients, a buffer effect is provided for the sliding rail 100, and the load borne by the sliding rail 100 is reduced.

In some embodiments of the present utility model, the regulator tube 210 is further connected to a pressurized oil tank 230 and a negative pressure oil tank 240, respectively. The pressurized fuel tank 230 is provided with a first solenoid valve 231. The negative pressure oil tank 240 is provided with a second electromagnetic valve 241.

Specifically, when the automobile runs on the uphill road section and the downhill road section with a larger gradient, according to the actual condition of the running road section, the adjusting cylinder 210 is filled with oil through the pressurizing oil tank 230, the oil pressure pushes the piston to move upwards, the adjusting column 220 is further lifted, the negative pressure oil tank 240 absorbs oil from the adjusting cylinder 210, the oil pressure pushes the piston to move downwards, the adjusting column 220 is further lifted, and finally the levelness adjustment of the automobile seat is realized. In addition, the first solenoid valve 231 is provided in the pressurized oil tank 230, the second solenoid valve 241 is provided in the negative pressure oil tank 240, and when the height of the adjusting column 220 does not need to be changed, both the first solenoid valve 231 and the second solenoid valve 241 are closed, the pressurized oil tank 230 stops filling the adjusting cylinder 210, and the negative pressure oil tank 240 stops sucking oil from the adjusting cylinder 210. When the adjusting column 220 needs to be lifted, the first solenoid valve 231 is opened, the pressurizing oil tank 230 fills the adjusting cylinder 210 with oil, and when the adjusting column 220 needs to be lowered, the second solenoid valve 241 is opened, and the negative pressure oil tank 240 absorbs oil from the adjusting cylinder 210.

It should be noted that, the pressurized oil tank 230 and the negative pressure oil tank 240 are respectively connected to the adjusting cylinders 210 of each adjusting sleeve 200 on the two sliding rails 100, so that the adjusting column 220 in each adjusting sleeve 200 can be raised or lowered at the same time, and the adjusting column 220 in part of the adjusting sleeve 200 can be raised, so that the adjusting column 220 in part of the adjusting sleeve 200 can be lowered.

In some embodiments of the utility model, a level gauge 250 is also included. The level gauge 250 is connected to the first solenoid valve 231 and the second solenoid valve 241 through lines, respectively.

Specifically, the level gauge 250 is installed and fixed on the automobile, so that the levelness of the automobile seat can be detected in real time, the level gauge 250 is respectively connected with the first electromagnetic valve 231 and the second electromagnetic valve 241, when the levelness of the automobile seat needs to be adjusted, the level gauge 250 outputs signals to the first electromagnetic valve 231 and the second electromagnetic valve 241 to control the first electromagnetic valve 231 and the second electromagnetic valve 241 to be opened, and when the levelness of the automobile seat does not need to be adjusted, the level gauge 250 outputs signals to the first electromagnetic valve 231 and the second electromagnetic valve 241 to control the first electromagnetic valve 231 and the second electromagnetic valve 241 to be closed.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "examples," "particular examples," "one particular embodiment," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of terms do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

The present utility model is not limited to the above preferred embodiments, and any person skilled in the art, within the scope of the present utility model, may apply to the present utility model, and equivalents and modifications thereof are intended to be included in the scope of the present utility model.

Claims

1. A slide rail mechanism for an automotive seat, comprising:

the two sliding rails are arranged in parallel, and each sliding rail is provided with a plurality of double-layer ball assemblies;

the automobile seat comprises a plurality of adjusting sleeves, wherein the length of each adjusting sleeve is adjustable, the adjusting sleeves are respectively right opposite to the top ends of the two sliding rails, and the adjusting sleeves can enable the automobile seat to keep horizontal.

2. The slide rail mechanism of the car seat according to claim 1, wherein each of the slide rails includes:

the double-layer ball assemblies are respectively arranged on two sides of the inner part of the outer rail;

and the inner rail is in sliding connection with the double-layer ball assemblies at two sides of the inner part of the outer rail.

3. The slide rail mechanism of claim 2, wherein the upper ends of both sides of the outer rail are respectively provided with a first limit bend bent toward the inside of the outer rail.

4. The slide rail mechanism of claim 3, wherein the lower ends of both sides of the inner rail are respectively provided with a second limit bend bent toward the outside of the inner rail.

5. The slide rail mechanism of claim 4 wherein the double-layer ball assembly comprises:

the mounting blocks are sleeved in the first limiting bends respectively and are matched with the second limiting bends;

the separation strips are multiple, the separation strips are sleeved in the first limiting bending parts respectively, and each separation strip is located between every two adjacent installation blocks respectively and is matched with the second limiting bending parts.

6. The slide rail mechanism of the automobile seat according to claim 5, wherein a plurality of first balls are arranged at the upper end of each mounting block, and each first ball is respectively attached to the upper end of the second limiting bend;

the lower extreme of every the installation piece is equipped with a plurality of second balls, every the second ball respectively with the lower extreme laminating of the spacing bending of second.

7. The slide rail mechanism of the car seat according to claim 2, wherein each of the adjustment sleeves includes:

the adjusting cylinder is hollow, the upper part of the adjusting cylinder is provided with an opening, and the bottom end of the adjusting cylinder is connected with the top end of the inner rail;

the adjusting column penetrates through the adjusting cylinder.

8. The slide rail mechanism of the automobile seat according to claim 7, wherein a piston is arranged in the adjusting cylinder at the bottom end of the adjusting column;

the piston is movably connected with the adjusting cylinder.

9. The slide rail mechanism of the car seat according to claim 8, wherein the adjustment cylinder is further connected with a pressurizing oil tank and a negative pressure oil tank, respectively;

the pressurizing oil tank is provided with a first electromagnetic valve;

and a second electromagnetic valve is arranged on the negative pressure oil tank.

10. The slide rail mechanism of the car seat according to claim 9, further comprising a level gauge;

the level gauge is connected with the first electromagnetic valve and the second electromagnetic valve through circuits respectively.