Patent Description:
According to different configuration requirements, armrest assembly parts can be mounted on a vehicle console, providing a position for a driver or occupant to comfortably place elbows; meanwhile, most armrest assemblies have the function of overturning and opening, a storage space can be designed in the console, thus the armrest assembly is functioned as a storage box cover. However, most armrests generally provide support for the elbow of the occupant only when they are closed, and cannot provide support when opened. Therefore, such an armrest assembly has a single position and cannot meet body sizes or requirements of as many occupants as possible.

At present, with the continuous improvement of customers' demand, several armrest rotating shaft mechanisms capable of adjusting the position of a rotating hand rest during the overturning process have also been introduced in the industry. For example, Patents Nos. <CIT>, <CIT>, <CIT>, <CIT>, <CIT>, <CIT>, <CIT>, <CIT> and <CIT> disclose an armrest rotating shaft mechanism capable of adjusting the position of a rotating hand rest during overturning process, and all of the armrest rotating shaft mechanisms adopt one-way ratchet teeth or ratchet gear to realize the function of mechanical movement. The specific mechanical movement principle of the rotating shaft mechanism is as follows: the armrest, before overturned to a particular angle (e.g., <NUM> degrees), can be enabled to load-bear the hand rest in <NUM>-<NUM> or more angular positions, and the armrest can only move in the rotating opening direction but cannot move in the rotating closing direction in these positions, so that the armrest assembly can provide the occupant with adjustable and different hand rest positions in the rotating process; when it is not desirable to use a particular hand rest or adjustment position of the armrest or to close the armrest assembly, the armrest assembly can be rotated back to the closed position by merely overturning the armrest assembly over that particular angle (e.g., <NUM> degrees); during the closing of the armrest, no further situation will occur in which the armrest cannot be closed as has previously occurred during opening of the armrest. In the above series of movement processes, other switch mechanisms are not needed, and the armrest only needs to be overturned.

However, since the number of load-bearing positions of the above conventional armrest is limited to the number of one-way ratchet teeth, only several positions, i.e., one-way multi-stage load-bearing rotating shaft mechanisms, can be provided within the functional rotation angle of the armrest, and thus the conventional armrest is not suitable for more users. Meanwhile, certain abnormal sound can be generated and needs to be eliminated by adding a buffer part due to the intermittent meshing of the ratchet teeth.

At present, a one-way stepless bearing rotating shaft mechanism, a ratchet teeth mechanism, and a ball type one-way bearing mechanism and a labyrinth mechanism are combined with each other to realize the function of stepless adjustment of the load-bearing position in the prior art. However, there are more load-bearing parts in the one-way ratchet teeth mechanism and the ball type one-way bearing mechanism, which leads to relatively higher cost.

In view of the above circumstances, it is desirable to design a novel one-way bearing assembly at present, so as to realize that any position within the rotation functional angle can load-bear hand rests without adding special buffer parts to eliminate abnormal sound. Meanwhile, the novel one-way bearing assembly has a simplified mechanism and lower cost than the existing stepless load-bearing rotating shaft mechanism. For prior art, see <CIT>, <CIT>, <CIT> and <CIT>.

In order to solve the above problems in the prior art, the present invention aims to provide a one-way bearing assembly and use thereof, so as to realize load bearing at any position, with no abnormal sound and reduced load-bearing parts.

Let consider a one-way bearing assembly, comprising: a rotating ring, a fixed ring coaxially disposed with the rotating ring, a plurality of sprags disposed between the rotating ring and the fixed ring, and an unlocking mechanism provided to switch the rotating ring between a locking state and an unlocking state, wherein the rotating ring is rotatable in a first direction while not rotatable in a second direction opposite to the first direction when the rotating ring is in the locking state; the rotating ring is rotatable in both the first direction and the second direction when the rotating ring is in the unlocking state.

The rotating ring switches between the locking state and the unlocking state in response to the deflection of the plurality of sprags.

The sprag is eccentrically tangent to the rotating ring and to the fixed ring, when the rotating ring is in the locking state, forming a self-locking angle respectively; and a gap is formed between the sprag and at least one of the rotating rings and the fixed ring when the rotating ring is in the unlocking state.

The unlocking mechanism comprises an unlocking ring disposed between the rotating ring and the fixed ring, and the rotating ring switches between the locking state and the unlocking state in response to the rotation of the unlocking ring.

The unlocking ring is disposed proximate the rotating ring, the unlocking ring can rotate along the first direction but cannot rotate along the second direction, and the unlocking ring switches the rotating ring from the locking state to the unlocking state by rotation in the first direction.

The plurality of sprags deflect in response to the rotation of the unlocking ring.

The deflection direction of the sprags is opposite to the rotation direction of the unlocking ring when the unlocking ring is disposed outside and proximate to the rotating ring; the deflection direction of the sprags is the same as the rotation direction of the unlocking ring when the unlocking ring is disposed inside and proximate to the rotating ring.

The unlocking ring comprises a plurality of unlocking ribs on the same circular arc trajectory.

A single unlocking rib is disposed between two adjacent sprags, and the unlocking rib pushes the sprags to deflect in response to the rotation of the unlocking ring.

The sprag has opposing stop surface and unlocking surface, wherein the stop surface is in close contact with the unlocking rib when the rotating ring is in the locking state, and the unlocking surface is in close contact with the unlocking rib when the rotating ring is in the unlocking state.

The unlocking mechanism further comprises a clutch wheel that pushes the unlocking ring to rotate.

The clutch wheel is provided with trapezoidal grooves, the unlocking ring is provided with trapezoidal ribs, and the trapezoidal ribs are disengaged from the trapezoidal grooves when the rotating ring is in the unlocking state.

The clutch wheel is provided with stroke control slots, an outer ring is provided with stroke control ribs, and the outer ring drives the clutch wheel to rotate by the movement of the stroke control ribs in the stroke control slots.

The unlocking mechanism further comprises a torsion spring having one end connected to the unlocking ring, and the unlocking ring is applied with a torque that make the sprag remain the unlocking state.

The unlocking mechanism further comprises a helical compression spring that applies a force to compress the clutch wheel on the unlocking ring, and the force counteracts the torque applied to the unlocking ring by the torsion spring when the unlocking ring is in the locking state.

The one-way bearing assembly further comprises a cage for receiving a plurality of sprags, and the cage is disposed stationary relative to the fixed ring.

The sprag further comprises a fixed shaft connected to the cage, and the sprag deflects relative to the cage by the fixed shaft.

The one-way bearing assembly further comprises a spring ring, the sprag comprises a countersunk groove for receiving the spring ring, and the spring ring is provided to restrain a plurality of sprags in the cage.

The spring ring applies a torque to the sprag that switches the rotating ring to the locking state from the unlocking state.

The cage and the spring ring are each disposed between the fixed ring and the rotating ring.

The countersunk groove comprises a groove bottom composed of first and second arc surfaces that are not concentric and have different radii.

The plurality of sprags are disposed in a circular array uniformly and rotationally symmetrically.

The present invention provides a vehicle interior component according to the appended claims and inter alia, comprising: a base comprising an opening; an armrest configured to cover the opening of the base and configured to move from a closed position through a load-bearing position to a maximum open position; and a mechanism connecting the armrest to the base and configured to (a) facilitate the movement of the armrest from the closed position to the load-bearing position, (b) maintain the armrest in the load-bearing position when the armrest moves from the closed position to the load-bearing position, and (c) restrict the armrest from moving from the load-bearing position to the closed position.

The mechanism is configured to allow the armrest to move toward the closed position when the armrest is in a position between the load-bearing position and the maximum open position.

The mechanism is configured to maintain the armrest in an intermediate position when the armrest moves from the closed position to at least one intermediate position between the closed position and the load-bearing position.

The mechanism is configured to restrict the armrest from moving from the intermediate position to the closed position.

The armrest is configured to be allowed to move from the closed position to the load-bearing position without a latch.

The mechanism comprises an unlocking mechanism provided to switch the armrest between a locking state and an unlocking state and, when in the unlocking state, to allow the movement of the armrest to the closed position.

The armrest is configured to rotate around a rotating shaft from the closed position to the load-bearing position, and the armrest is configured to rotate around the rotating shaft from the load-bearing position to the maximum open position.

The mechanism is configured to rotate around the rotating shaft.

The mechanism comprises a fixed ring fixed to the rotating shaft and a rotating ring configured to rotate with the armrest.

The rotating ring is axially aligned with the fixed ring.

The rotating shaft is fixed to a fixed bracket, the base is connected to the fixed bracket, and the armrest is connected to the rotating ring by a rotating bracket.

The rotating shaft comprises a spline shaft.

Spline holes are disposed at two axial ends of the fixed bracket, bracket spline holes are disposed at the rotating bracket, a shaft sleeve, a disc spring and a friction damping ring are sequentially mounted between one spline hole of the fixed bracket and the bracket spline hole of the rotating bracket, the shaft sleeve is fixed on the fixed bracket, and the friction damping ring abuts against the rotating bracket; another shaft sleeve and a positioning friction damping ring are mounted between the other spline hole of the fixed bracket and the rotating bracket.

The mechanism comprises a rack configured to move with the armrest and a gear configured to engage the rack, and the axial center of the gear is fixedly connected with the base.

The mechanism comprises a fixed ring fixedly connecting the axial center of the gear to the base, and the gear is disposed on the rotating ring.

The axial center of the gear is fixedly connected to the base by a fixed bracket, and the rack is located on a sliding bracket connected to the armrest.

The vehicle interior component further comprises a coil spring connected to each of the base and the armrest to provide a force to move the armrest toward the closed position.

At least one sprag is disposed between the rotating ring and the fixed ring.

The at least one sprag is configured to restrict the armrest from moving from the load-bearing position to the closed position.

The at least one sprag is configured to restrict the movement of the rotating ring.

The mechanism comprises the one-way bearing assembly according to the above.

The one-way bearing assembly of the present invention forms a one-way bearing by the direct contact of a brake sprag sleeved on an inner ring with the opposite wall surfaces of the inner ring and an outer ring under the locking state, so that the rotating device can be stopped at any desired position infinitely; a labyrinth mechanism comprised of a locking ring and a clutch wheel is adopted, when the rotating device rotates beyond a certain maximum angle by a user, the outer ring rotates the relative rotating angle between the outer ring and the clutch wheel to reach the maximum angle, the clutch wheel is pushed to rotate, the unlocking ring is driven to rotate, and the unlocking rib of the unlocking ring pushes the brake sprag, thereby the one-way bearing is relieved responding to the requirements of the user, which means that the one-way bearing assembly is suitable for more users to the greatest extent. Moreover, the one-way bearing assembly avoids the intermittent meshing of ratchet teeth in the prior art, thereby eliminating abnormal sound and achieving silence.

The preferred embodiments of the present invention are provided in conjunction with reference to the drawings and will be described in detail below.

<FIG> is an interior schematic perspective view of a vehicle comprising the one-way bearing assembly according to the present invention, and <FIG> is an interior schematic perspective view of the vehicle in <FIG> viewed from another angle. According to an exemplary embodiment, the vehicle V comprises an interior I having an armrest box F and a lifting cup holder CH, the armrest box F comprises a storage box body S and an armrest A, wherein the storage box body S comprises a storage compartment (not shown). The storage box body S and the armrest A may be connected by a rotating shaft mechanism having the one-way bearing assembly according to a preferred embodiment of the present invention such that the armrest A may rotate relative to the storage box body S, such that the armrest A rotates between a closed position covering the storage compartment of the storage box body S and a maximum open position exposing the storage compartment of the storage box body S. The lifting cup holder CH comprises a base B having an opening (not visible) and a cover C for covering the opening, the cover C can also be connected with the base B by a sliding rail mechanism having the one-way bearing assembly according to another preferred embodiment of the present invention, so that the cover C can slide relative to the base B and can be controlled by a switch (not shown) disposed on the base B to slide between the closed position covering the opening and a use position for exposing the opening so as to receive a beverage container. It will be appreciated that the rotating shaft mechanism and/or the sliding rail mechanism having the one-way bearing assembly may also be disposed on the seat armrest or other parts with rotation or sliding functions.

A rotating shaft mechanism having the one-way bearing assembly according to a preferred embodiment of the present invention will be described below.

<FIG> is a schematic view of a rotating shaft mechanism having the one-way bearing assembly according to a preferred embodiment of the present invention. According to an exemplary embodiment, the rotating shaft mechanism having the one-way bearing assembly CA comprises: a fixed bracket <NUM> connected with the storage box body S shown in <FIG>, and a rotating bracket <NUM> connected with the armrest A shown in <FIG> by a rotating shaft and rotating between an initial position (corresponding to the closed position where the armrest A covers the storage compartment as shown in <FIG> and <FIG>) and a maximum rotation angle position (corresponding to the maximum open position where the armrest A exposes the console compartment as shown in <FIG>) relative to the fixed bracket <NUM>. The rotating shaft is disposed as a spline shaft <NUM> in present embodiment. The one-way bearing assembly CA is fixed to the spline shaft <NUM> for achieving that the rotating bracket <NUM> is allowed to rotate toward the initial position at any intermediate position between the initial position and the maximum rotation angle position, and that the rotating bracket <NUM> is restricted from rotating toward the initial position at any intermediate position between the initial position and the maximum rotation angle position.

<FIG> is an exploded view of the rotating shaft mechanism shown in <FIG>. According to an exemplary embodiment, the rotating bracket <NUM> is provided with a splined hole <NUM> at one axial end and a round hole <NUM> at the other axial end, and the fixed bracket <NUM> is provided with splined holes <NUM> at each axial end.

<FIG> is an exploded view of the rotating shaft mechanism in <FIG> with the fixed bracket <NUM> and the rotating bracket <NUM> removed, showing an exploded structure of the one-way bearing CA. According to an exemplary embodiment, the one-way bearing assembly CA comprises: an outer ring <NUM> and an inner ring <NUM> coaxially disposed (i.e., axially aligned), and a cage <NUM>, a brake sprag <NUM> and a spring ring <NUM> interposed between the outer ring <NUM> and the inner ring <NUM>, and the outer ring <NUM>, the cage <NUM>, the brake sprag <NUM>, the spring ring <NUM> and the inner ring <NUM> together form a bearing body <NUM>. The spring ring <NUM> is configured for mounting the brake sprag <NUM> to the cage <NUM>, a side of the brake sprag <NUM> radially facing the inside of the cage <NUM> is the radially inward side of the brake sprag <NUM>; on the contrary, the brake sprag <NUM> radially facing the outside of the cage <NUM> is the radially outward side of the brake sprag <NUM>.

The outer ring <NUM>, as shown in <FIG>, comprises a hollow cylinder <NUM> with one end closed for receiving the cage <NUM>, the brake sprag <NUM>, the spring ring <NUM> and the inner ring <NUM>, and a closed end <NUM> of the hollow cylinder <NUM> is provided with splines <NUM>. The center of the closed end <NUM> also has a round hole <NUM> extending through the splines <NUM> for sleeving the spline shaft <NUM> to ensure that the outer ring <NUM> can rotate around the spline shaft <NUM>. The inner wall surface <NUM> of the hollow cylinder <NUM> is disposed eccentrically tangent to the brake sprag <NUM>. The open end surface of the hollow cylinder <NUM>, which is far away from the closed end <NUM>, is provided with stroke control ribs <NUM> extending outward along the axial direction of the hollow cylinder <NUM>. The stroke control ribs <NUM> are distributed at intervals in a circular array, the number of the stroke control ribs is set based on the preset unlocking position of the rotating bracket <NUM>, and the larger the angle of the unlocking position relative to the initial position is, the smaller the number of the stroke control ribs <NUM> is. The number of the stroke control ribs <NUM> is preferably <NUM> in present embodiment. The unlocking position means that the rotating bracket <NUM> can be rotated from the unlocking position to the initial position when the rotating bracket <NUM> rotates to the unlocking position, and the rotating bracket <NUM> cannot be rotated to the initial position when being at any position between the initial position and the unlocking position.

As shown in <FIG>, the inner ring <NUM> is a hollow cylinder <NUM>, the center of the hollow cylinder <NUM> is provided with spline grooves <NUM> extending therethrough, and the spline grooves <NUM> match with the spline shaft <NUM> to ensure that the inner ring <NUM> and the spline shaft <NUM> are relatively stationary; the outer wall surface <NUM> of the hollow cylinder <NUM> is disposed eccentrically tangent to the brake sprag <NUM>.

The cage <NUM> is, as shown in FIGs. 12A and 12B, a substantially hollow cylinder <NUM>, and the circumferential wall of the hollow cylinder <NUM> is equally provided with a plurality of openings <NUM> for receiving the brake sprags <NUM>. One end surface of the cage <NUM> is provided with positioning ribs <NUM> protruding outward in the axial direction, and the number of the positioning ribs <NUM> may be set to <NUM> or more.

As shown in <FIG>, a plurality of the brake sprags <NUM> are disposed in a circular array uniformly and rotationally symmetrically. The brake sprag <NUM> comprises an inner arc surface <NUM> on a radially inward side and an outer arc surface <NUM> on a radially outward side. The inner arc surface <NUM> comprises a third arc surface <NUM> and a fourth arc surface <NUM> (or the third and fourth spiral surfaces, or the third arc surface and the fourth spiral surface) which are not concentric and have different radii, and the third arc surface <NUM> and the fourth arc surface <NUM> are adjacent to each other to form an intersecting line <NUM>. The outer arc surface <NUM> comprises a first arc surface <NUM> and a second arc surface <NUM> (or the first and second spiral surfaces, or the first arc surface and the fourth spiral surface) which have different radii, and the first arc surface <NUM> and the second arc surface <NUM> are adjacent to each other to form an intersecting line <NUM>. The radii of the first arc surface <NUM> and the third arc surface <NUM> are each larger than half of a difference between the radius of the inner wall surface <NUM> of the outer ring <NUM> and the radius of the outer wall surface <NUM> of the inner ring <NUM>, which is a basic concept of the conventional one-way bearing. However, the second arc surface <NUM> and the fourth arc surface <NUM> are creatively added to the one-way bearing assembly of the present invention, and the radii of the second arc surface <NUM> and the fourth arc surface <NUM> are both smaller than half of a difference between the radius of the inner wall surface <NUM> of the outer ring <NUM> and the radius of the outer wall surface <NUM> of the inner ring <NUM>, so when the one-way bearing mechanism is unlocked, the gaps between the outer arc surface <NUM> and the inner arc surface <NUM> and the inner wall surface <NUM> of the outer ring <NUM> and/or the outer wall surface <NUM> of the inner ring <NUM> are sufficiently large, which ensures smoother unlocking function and more acute switch function in unlocking and locking states compared with a single arc surface or a spiral arc surface used in a conventional sprag.

The brake sprag <NUM> also comprises a countersunk groove <NUM> with an opening facing radially outward for receiving the spring ring <NUM> to ensure that each brake sprag <NUM> is retained by the spring ring <NUM> on the cage <NUM>. The groove bottom of the countersunk groove <NUM> comprises a fifth arc surface <NUM> and a sixth arc surface <NUM> which are not concentric and have different radii, and since the fifth arc surface <NUM> is an eccentric arc surface, the pressure of the spring ring <NUM> on the fifth arc surface <NUM> of the brake sprag <NUM> causes the brake sprag <NUM> to generate a self-rotating torque which ensures that when the one-way bearing assembly CA is in a locking state, the inner arc surface <NUM> of the brake sprag <NUM> is eccentrically tangent to the outer wall surface <NUM> of the inner ring <NUM>, and the tangent position is on the third arc surface <NUM> or coincides with the intersection line <NUM>; meanwhile, the outer arc surface <NUM> of the brake sprag <NUM> is eccentrically tangent to the inner wall surface <NUM> of the outer ring <NUM> at a position on the first arc surface <NUM> or coincident with the intersecting line <NUM>. The brake sprag <NUM> has an unlocking surface <NUM> and a stop surface <NUM> located radially inward of the brake sprag <NUM>, and the stop surface <NUM> is disposed opposite the unlocking surface <NUM>.

The brake sprag, the cage, the positioning ring and the inner ring can also be designed in other forms in order to improve structural performance. As shown in <FIG>, it is conceivable that the brake sprag <NUM>' may comprise an axially disposed fixed shaft <NUM>', and the brake sprag <NUM>' is connected with the shaft hole <NUM>' disposed on the cage <NUM>' by the fixed shaft <NUM>', such that the brake sprag <NUM>' can be more stably deflected relative to the cage <NUM>' and the locking of the inner ring <NUM> is more stable. It is also conceivable that a first positioning ring <NUM> may be integrated with the cage <NUM>', and the integrated cage <NUM>' may be formed by removing the positioning ribs <NUM> of the cage <NUM> and adding the spline hole <NUM>' matching with the spline shaft <NUM> at one axial end to fix the cage <NUM>' to the spline shaft <NUM>, as compared with the cage <NUM>. It is also conceivable to provide a stop groove <NUM>' at the other axial end of the cage <NUM>' in order to further stabilize the cage <NUM>' and add a stop rib <NUM>' matching with the stop groove <NUM>' on the inner ring <NUM>' to ensure that the cage <NUM>', the spline shaft <NUM> and the inner ring <NUM>' remain relatively stationary.

As shown in <FIG>, the one-way bearing assembly CA further comprises the first positioning ring <NUM> received in the outer ring <NUM>; as shown in <FIG>, the first positioning ring <NUM> comprises spline holes <NUM> matching with the splined shaft <NUM> to ensure that the first positioning ring <NUM> is fixed relative to the spline shaft <NUM>. The first positioning ring <NUM> further comprises a positioning groove <NUM> matching with the positioning ribs <NUM> of the cage <NUM> to ensure that the cage <NUM> is fixed relative to the first positioning ring <NUM>, i.e., the cage <NUM> is also fixed relative to the spline shaft <NUM>.

As shown in <FIG>, the one-way bearing assembly CA further comprises an unlocking mechanism <NUM>, and according to one embodiment of the present invention, the unlocking mechanism <NUM> comprises an unlocking ring <NUM>, a torsion spring <NUM>, a clutch wheel <NUM> and a helical compression spring <NUM>.

The unlocking ring <NUM>, as shown in <FIG>, comprises a hollow main cylinder <NUM> and a secondary cylinder <NUM> axially connected to each other, wherein the diameter of the main cylinder <NUM> is greater than that of the secondary cylinder <NUM>. The circumferential wall of the main cylinder <NUM> comprises a plurality of spaced-apart unlocking ribs <NUM> extending axially outwardly along the main cylinder <NUM>. The unlocking rib <NUM> is a columnar structure with a flat triangle-shaped cross section, wherein an edge corresponding to the minimum angle of the flat triangle-shaped cross section is an unlocking edge <NUM>, and the unlocking edge <NUM> matches with the unlocking surface <NUM> of the brake sprag <NUM> to realize unlocking. The end surface of the main cylinder <NUM> facing the secondary cylinder <NUM> is provided with trapezoidal ribs <NUM> and a mounting hole <NUM> for fixing one end of the torsion spring <NUM>. The center of the unlocking ring <NUM> is further provided with a round hole <NUM> penetrating through the main cylinder <NUM> and the secondary cylinder <NUM> for receiving the spline shaft <NUM> to ensure that the unlocking ring <NUM> can rotate around the spline shaft <NUM>.

In order to accurately control the unlocking rotation angle of the unlocking ring during the unlocking process of the mechanism, the unlocking ring <NUM> can also be designed into an unlocking ring <NUM>'. As shown in <FIG>, the structures of the two unlocking ring are substantially the same, except that the unlocking ring <NUM>' has a stop rib <NUM>' in its secondary cylinder <NUM>', which matches with any one of the spline grooves (not shown) on the spline shaft <NUM> for precisely controlling the unlocking rotation angle of the unlocking ring <NUM>' around the spline shaft <NUM>. The rotation angle of the unlocking ring <NUM>' is controlled by the self-rotation angle of the brake sprag, and the unlocking rotation angle of the unlocking ring <NUM>' is more accurate by adding the stop rib <NUM>'.

As shown in <FIG>, the clutch wheel <NUM> is configured as a hollow cylinder <NUM> capable of receiving the secondary cylinder <NUM> of the unlocking ring <NUM> and the torsion spring <NUM>, one end of the hollow cylinder <NUM> is closed, and the outer end surface of the closed end <NUM> abuts against the helical compression spring <NUM>, so that the clutch wheel <NUM> is always pressed by the helical compression spring <NUM>; the center of the closed end <NUM> is provided with a round hole <NUM> for sleeving the spline shaft <NUM> to ensure that the unlocking ring <NUM> can rotate around the spline shaft <NUM>. A plurality of stroke control slots <NUM> corresponding to the stroke control ribs <NUM> of the outer ring <NUM> are disposed on the cylindrical wall of the hollow cylinder <NUM> close to the other end, the radial width of the stroke control slots <NUM> is smaller than the wall thickness of the hollow cylinder <NUM>, and the stroke control ribs <NUM> can move reciprocally in the stroke control slots <NUM>, so that the outer ring <NUM> pushes the clutch wheel <NUM> to rotate in different directions; meanwhile, a plurality of trapezoidal grooves <NUM> which are matching with the trapezoidal ribs <NUM> of the unlocking ring <NUM> with clearance are also disposed on the end surface of the hollow cylinder <NUM> adjacent to the stroke control slots <NUM>, so that the clutch wheel <NUM> and the unlocking ring <NUM> move synchronously.

In order to avoid that the friction force between the clutch wheel <NUM> and the unlocking ring <NUM> is too large due to too large pressure of the helical compression spring <NUM>, and the one-way bearing assembly is accidentally locking in the movement process after the mechanism is unlocking to cause the mechanism to be out of work and not close the armrest, the clutch wheel <NUM> can also be designed into a clutch wheel <NUM>'. As shown in <FIG>, the trapezoidal grooves <NUM>' of the clutch wheel <NUM>' match with the trapezoidal ribs <NUM>' of the unlocking ring <NUM>' without clearance. In order to avoid a situation where the clutch wheel <NUM> does not be in contact with the unlocking ring <NUM> after the mechanism is unlocked, the positioning ring 34a may be designed into a clutch positioning ring 34a', and the clutch positioning ring 34a' comprises trapezoidal grooves 344a'. The clutch wheel <NUM>' further comprises trapezoidal ribs <NUM>' matching with the trapezoidal grooves 344a', and the trapezoidal grooves 344a' and the trapezoidal ribs <NUM>' have a gap δ corresponding to the unlocking rotation angle of the unlocking ring <NUM>' when the rotating bracket is in the initial state. It should be noted that the axial travel of the trapezoidal rib <NUM>' from the trapezoidal groove 344a' is greater than the axial travel of the trapezoidal rib <NUM>' of the unlocking ring <NUM>' from the trapezoidal groove <NUM>' of the clutch wheel <NUM>'.

As shown in <FIG>, the rotating shaft mechanism further comprises a sleeve <NUM> sleeved on the spline shaft <NUM>, a disc spring <NUM>, a friction damping ring <NUM>, an axial positioning ring <NUM> and a positioning friction damping ring <NUM>. The shaft sleeve <NUM>, the disc spring <NUM>, the friction damping ring <NUM>, the axial positioning ring <NUM>, the spline shaft <NUM> and the positioning friction damping ring <NUM> jointly form the rotating shaft assembly <NUM>.

As shown in <FIG>, the shaft sleeve <NUM> comprises a base <NUM>, splines <NUM> provided on one side end surface of the base <NUM>, and spline holes <NUM> matching with the spline shaft <NUM>. As shown in <FIG>, a pair of shaft sleeves <NUM> are sleeved at two ends of the spline shaft <NUM>, respectively, and received between the two spline holes <NUM> on the fixed bracket <NUM> in the present embodiment, wherein the splines <NUM> (see <FIG>) of the shaft sleeves <NUM> match with the two spline holes <NUM>, respectively, so that the shaft sleeves <NUM> are stationary relative to the fixing bracket <NUM>, and the spline holes <NUM> of the shaft sleeves <NUM> fix the shaft sleeves <NUM> relative to the spline shaft <NUM>, and thus fix the shaft sleeves relative to the fixed bracket <NUM>.

As shown in <FIG>, the friction damping ring <NUM> comprises an inner round hole <NUM> matching with the spline shaft <NUM>, enabling the friction damping ring <NUM> to rotate around the spline shaft <NUM>. The friction damping ring <NUM> further comprises grooves <NUM> matching with the splines <NUM> (see <FIG>) of the outer ring <NUM>, so that the friction damping ring <NUM> rotates synchronously with the outer ring <NUM>.

As shown in <FIG>, three axial positioning rings <NUM> comprises a first axial positioning ring 34a received within the clutch wheel <NUM>, and a second axial positioning ring 34b and a third axial positioning ring 34c disposed between the helical compression spring <NUM> and the positioning friction damping ring <NUM>. The three axial positioning rings are substantially the same in structure except that the first axial positioning ring 34a is further provided with a through hole 342a (see <FIG>) for fixing the other end of the torsion spring <NUM>, and comprise spline grooves <NUM> matching with the spline shaft <NUM>, and the spline grooves <NUM> of the three axial positioning rings <NUM> can be engaged with ratchet teeth <NUM>, <NUM> and <NUM> (see <FIG>) of the spline shaft <NUM> to restrict the three axial positioning rings <NUM> from moving along the axial direction.

In order to avoid the failure problem caused by the torque applied to the clutch wheel <NUM> by the torsion spring <NUM> exceeding the friction between the unlocking ring <NUM> and the clutch wheel <NUM>, the unlocking mechanism <NUM> may remove the torsion spring <NUM>, as shown in <FIG>, and instead, may adopt the unlocking ring <NUM>', add ratchet teeth <NUM>' to the end surface of the secondary cylinder <NUM>' of the unlocking ring <NUM>', and add two ratchet grooves 345a' to the corresponding end surface of the clutch positioning ring 34a'. The ratchet teeth <NUM>' match with the ratchet grooves 345a', and the rotation angle of the ratchet teeth <NUM>' in the two ratchet grooves 345a' corresponds to the unlocking rotation angle of the unlocking ring <NUM>'.

The positioning friction damping ring <NUM>, as shown in <FIG>, comprises an inner round hole <NUM> matching with the spline shaft <NUM>, enabling the positioning friction damping ring <NUM> to rotate around the spline shaft <NUM>. A plurality of axial positioning ribs <NUM> and a plurality of radial positioning ribs <NUM> are alternately and equally disposed on the outer annular surface of the positioning friction damping ring <NUM>, wherein the radial positioning ribs <NUM> pass through the round hole <NUM> of the rotating bracket <NUM> and are mutually extruded and match with the round hole <NUM>, and the axial positioning ribs <NUM> abut against the rotating bracket <NUM> on the periphery of the round hole <NUM>, so that the positioning friction damping ring <NUM> and the rotating bracket <NUM> synchronously rotate.

<FIG> is a partial axial cross-sectional schematic view of the rotating shaft mechanism in <FIG> at a rotating shaft position. The spline shaft <NUM> extends through the rotating bracket <NUM>, the fixed bracket <NUM> and the one-way bearing assembly CA, as well as the shaft sleeve <NUM>, the disc spring <NUM>, the frictional damping ring <NUM>, the axial positioning ring <NUM> (34a and 34b visible) and the positioning frictional damping ring <NUM> (not visible). Specifically, the sleeve <NUM>, the disc spring <NUM> and the frictional damping ring <NUM> are sequentially disposed between the spline hole <NUM> and the spline hole <NUM> on the same side as the fixed bracket <NUM> and the rotating bracket <NUM>. The positioning friction damping ring <NUM> and another sleeve <NUM> (omitted) are sequentially disposed between the spline hole <NUM> and the round hole <NUM> on the other side of the fixed bracket <NUM> and the rotating bracket <NUM>. The two sleeves <NUM> are fixed to the fixed bracket <NUM>. The friction damping ring <NUM> abuts against the rotating bracket <NUM>, so that the grooves <NUM> on the friction damping ring <NUM> match with the splines <NUM> on the outer ring <NUM> passing through the spline hole <NUM> of the rotating bracket <NUM>, and the synchronous movement of the outer ring <NUM>, the friction damping ring <NUM> and the rotating bracket <NUM> is realized. The stroke control ribs <NUM> of the outer ring <NUM> match with the stroke control slots <NUM> of the clutch wheel <NUM>, so that the outer ring <NUM> and the clutch wheel <NUM> form a closed cylinder, and the interior of the closed cylinder comprises the following parts sequentially sleeved on the spline shaft <NUM>: the first positioning ring <NUM>, the inner ring <NUM>, the cage <NUM> sleeved outside the inner ring <NUM>, a plurality of brake sprags <NUM> disposed at an opening <NUM> of the cage <NUM> by the spring ring <NUM>, the unlocking ring <NUM>, the torsion spring <NUM> sleeved on the secondary cylinder <NUM> of the unlocking ring <NUM>, and the helical compression spring <NUM>. The first positioning ring <NUM>, the inner ring <NUM>, the unlocking ring <NUM> and the first axial positioning ring 34a sequentially abut against each other for avoiding axial movement in the outer ring <NUM> and the clutch wheel <NUM>. The helical compression spring <NUM> is sleeved on the spline shaft <NUM>, and has one end abutting against the clutch wheel <NUM> and the other end abutting against the second axial positioning ring 34b, thereby restricting the axial movement of the clutch wheel <NUM>. The positioning friction damping ring <NUM> passes through the round hole <NUM> of the rotating bracket <NUM> and then abuts against the third axial positioning ring 34c, the axial positioning ribs <NUM> on the positioning friction damping ring <NUM> abut against the rotating bracket <NUM> on the periphery of the round hole <NUM> to restrict the axial movement of the positioning friction damping ring <NUM>, and meanwhile, the radial positioning ribs <NUM> on the positioning friction damping ring <NUM> are mutually extruded and matched with the round hole <NUM>, so that the positioning friction damping ring <NUM> and the rotating bracket <NUM> synchronously rotate.

The use of the overturning armrest box F having the rotating shaft mechanism <NUM> will be described below. Unlike conventional vehicle interior components that require actuation by a latch to switch the armrest between the unlocking and locking states, the overturning armrest box F is configured such that the armrest A is allowed to move from the closed position shown in <FIG> to the load-bearing position shown in <FIG> without a latch.

As shown in <FIG>, the armrest A is in a closed position shielding the storage compartment relative to the armrest box body S, i.e., the rotating bracket <NUM> is in the initial position relative to the fixed bracket <NUM>. <FIG> are cross-sectional schematic views of a vehicle interior component having the one-way bearing assembly according to the present invention with the armrest of the vehicle interior component in the position shown in <FIG>, wherein <FIG> is an axial cross-sectional schematic view of the vehicle interior component at the rotating shaft with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view taken along line B-B of <FIG> with the armrest of the vehicle interior component in the position shown in <FIG>, showing the positional relationship of the brake sprag with the inner and outer rings, <FIG> is a cross-sectional schematic view taken along line C-C of <FIG> with the armrest of the vehicle interior component in the position shown in <FIG>, showing the positional relationship of the brake sprag and spring ring, <FIG> is a cross-sectional schematic view taken along line D-D of <FIG> with the armrest of the vehicle interior component in the position shown in <FIG>, showing that stroke control ribs are in contact with the start end surfaces of stroke control slots and a unlocking ring is in contact with the start end surface of a trapezoidal groove, and <FIG> is a cross-sectional schematic view taken along line E-E of <FIG> with the armrest of the vehicle interior component in the position shown in <FIG>.

In this case, the inner ring <NUM> is fixed relative to the spline shaft <NUM>, which is functioned as a fixed ring. The pressure of the spring ring <NUM> on the fifth arc surface <NUM> of the brake sprag <NUM> causes the brake sprag <NUM> to generate counterclockwise torque (as shown in <FIG>) that causes the outer arc surface <NUM> of the brake sprag <NUM> to be eccentrically tangent to the inner wall surface <NUM> of the outer ring <NUM> to form a tangent point a, and the inner arc surface <NUM> of the brake sprag <NUM> to be eccentrically tangent to the outer wall surface <NUM> of the inner ring <NUM> to form a tangent point b, however, a line connecting the tangent point a to the center point c of the first arc surface <NUM> on the outer arc surface <NUM> and the center point d of the inner wall surface <NUM> of the outer ring <NUM> does not pass through the self-rotation center o of the brake sprag <NUM>, and a line connecting the tangent point b to the center point e of the third arc surface <NUM> on the inner arc surface <NUM> and the center point of the outer wall surface <NUM> of the inner ring <NUM> (i.e., the center point d of the inner wall surface <NUM> of the outer ring <NUM>) does not pass through the self-rotation center o of the brake sprag <NUM>, as shown in <FIG>, so that the tangent point a, the tangent point b and the center point e form a self-locking angle between the brake sprag <NUM> and the inner ring <NUM>, while the tangent point a, the tangent point b and the center point c form a self-locking angle between the brake sprag <NUM> and the outer ring <NUM>. When the outer ring <NUM> rotates clockwise, the outer ring <NUM> is in tangential contact with the brake sprag <NUM>, and the brake sprag <NUM> is driven by the outer ring <NUM> to rotate clockwise around the self-rotation center o of the brake sprag <NUM>, so that the outer ring <NUM> is not prevented from rotating clockwise. Conversely, when the outer ring <NUM> rotates counterclockwise, the outer ring <NUM> is prevented from rotating counterclockwise by the brake sprag <NUM>.

Also in this case, as shown in <FIG>, one end of the torsion spring <NUM> is connected with the mounting hole <NUM> of the unlocking ring <NUM>, as shown in <FIG>, so that the torsion spring <NUM> applies a clockwise torque to the unlocking ring <NUM>, which causes the trapezoidal ribs <NUM> of the unlocking ring <NUM> inserted into the trapezoidal grooves <NUM> of the clutch wheel <NUM> to be always in contact with the clockwise start end surfaces <NUM> (as shown in <FIG>) of the trapezoidal grooves <NUM>, however, at the same time, the stroke control ribs <NUM> of the outer ring <NUM> are in contact with the clockwise start end surfaces <NUM> (as shown in <FIG>) of the stroke control slots <NUM> of the clutch wheel <NUM>, which offsets the torque applied to the unlocking ring <NUM> by the torsion spring <NUM>, and the unlocking ring <NUM> and the clutch wheel <NUM> are kept stationary, thereby ensuring that the unlocking edges <NUM> of the unlocking ribs <NUM> and the unlocking surface <NUM> of the brake sprag <NUM> are only in contact with each other and do not interact with each other. In this case, as shown in <FIG>, the trapezoidal rib <NUM> of the unlocking ring <NUM> and the trapezoidal groove <NUM> of the clutch wheel <NUM> match with each other so that both rotate together.

In summary, when the rotating bracket <NUM> is at the initial position relative to the fixed bracket <NUM>, the unlocking ring <NUM> is not activated, the outer ring <NUM> can only rotate clockwise but not counterclockwise, and the outer ring <NUM> is in a one-way locking state.

(The armrest rotates from the closed position shown in <FIG> to the unlocking position shown in <FIG> by sequentially passing through at least one intermediate position and the load-bearing position shown in <FIG>.

When the armrest A rotates from the closed position shown in <FIG> to the unlocking position shown in <FIG>, the armrest A moves through a load-bearing position shown in <FIG> and at least one intermediate position between the closed position and the load-bearing position, the rotating bracket <NUM> connected with the armrest A drives the outer ring <NUM> of the one-way bearing assembly to rotate clockwise around the rotating shaft together with the armrest, and the outer ring <NUM> is functioned as a rotating ring. <FIG> are cross-sectional schematic views of a vehicle interior component having the one-way bearing assembly according to the present invention with the armrest of the vehicle interior component in the position shown in <FIG>. <FIG> is an axial cross-sectional schematic view of the vehicle interior component at the rotating shaft with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view taken along line B-B of <FIG> with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view taken along line C-C of <FIG> with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view taken along line D-D of <FIG> with the armrest of the vehicle interior component in the position shown in <FIG>, and <FIG> is a cross-sectional schematic view taken along line E-E of <FIG> with the armrest of the vehicle interior component in the position shown in <FIG>. <FIG> are the same as <FIG> above, and illustrate that the positional relationship of the respective parts in the axial cross section of the position of the rotating shaft and the cross sections of line B-B and line C-C of <FIG> and <FIG> are not changed.

When the stroke control ribs <NUM> on the outer ring <NUM> contact the clockwise end surfaces <NUM> (shown in <FIG>) of the stroke control slots <NUM> on the clutch wheel <NUM>, the force exerted on the clutch wheel <NUM> by the helical compression spring <NUM> presses the unlocking ring <NUM> to offset the torque exerted on the unlocking ring <NUM> by the torsion spring <NUM>, and the unlocking ring <NUM> and the clutch wheel <NUM> are kept stationary, as shown in <FIG>. In this case, as shown in <FIG>, the trapezoidal rib <NUM> of the unlocking ring <NUM> and the trapezoidal groove <NUM> of the clutch wheel <NUM> match with each other so that both rotate together.

Further, as the outer ring <NUM> continues to rotate clockwise, the outer ring <NUM> starts to push the clutch wheel <NUM> to rotate clockwise together until the clockwise end surface <NUM> (shown in <FIG>) in the trapezoidal groove <NUM> on the clutch wheel <NUM> comes into contact with the trapezoidal ribs <NUM> on the unlocking ring <NUM>, and the unlocking ring <NUM> and the clutch wheel <NUM> are kept stationary.

In summary, in the process of moving the armrest A from the closed position to the load-bearing position shown in <FIG>, the unlocking ring <NUM> is not activated, so that the armrest A in the locking state restricts the armrest A from moving towards the closed position, and the movement of the outer ring <NUM> is restricted, i.e., the outer ring <NUM> can only rotate in the clockwise direction but not in the counterclockwise direction, and the outer ring <NUM> is in the one-way locking state, so that the one-way bearing assembly mechanism is configured as follows: (a) to facilitate the movement of the armrest A from the closed position to the load-bearing position shown in <FIG>; (b) to keep the armrest A at the load-bearing position and restrict the armrest A from moving the load-bearing position to the closed position when the armrest moves from the closed position to the load-bearing position as shown in <FIG>; and (c) meanwhile, to keep the armrest A at the intermediate position and restrict the armrest from moving from the intermediate position to the closed position when the armrest moves from the closed position to at least one intermediate position between the closed position and the load-bearing position. The armrest A cannot return to the closed position, i.e., the armrest A can withstand the loading of the user. The load-bearing position is a raised position in this embodiment.

It should be noted that when the trapezoidal ribs <NUM> of the unlocking ring <NUM> move in the trapezoidal grooves <NUM> of the clutch wheel <NUM>, a frictional force is generated between the unlocking ring <NUM> and the clutch wheel <NUM>. When the torque applied to the clutch wheel <NUM> by the torsion spring <NUM> exceeds the friction force between the clutch wheel <NUM> and the unlocking ring <NUM>, the trapezoidal grooves <NUM> of the clutch wheel <NUM> are disengaged from the trapezoidal ribs <NUM> of the unlocking ring <NUM> before the unlocking position, i.e., the unlocking state occurs in advance, and the mechanism fails. Therefore, the torsion spring <NUM> can be removed, the unlocking ring <NUM>' as described above and shown in <FIG> is used, and ratchet teeth <NUM>' are added to the end surface of the secondary cylinder <NUM>' of the unlocking ring <NUM>' and two ratchet grooves 345a' are added to the corresponding end surface of the clutch positioning ring 34a'. Ratchet teeth <NUM>' match with ratchet grooves 345a', thereby eliminating the failure of the mechanism while controlling the position of unlocking ring <NUM>'.

As shown in <FIG>, when the armrest A continues to rotate to the unlocking position, i.e., the outer ring <NUM> drives the clutch wheel <NUM> to start pushing the unlocking ring <NUM> to rotate clockwise, <FIG> are cross-sectional schematic views of a vehicle interior component having the one-way bearing assembly according to the present invention with an armrest of the vehicle interior component in the position shown in <FIG>, wherein <FIG> is an axial cross-sectional schematic view of the vehicle interior component at the rotating shaft with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view of the position of the sprag with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view of the position of the spring ring with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view of the position of the clutch wheel with the armrest of the vehicle interior component in the position shown in <FIG>, and <FIG> is a cross-sectional schematic view of the vehicle interior component at a position parallel to the rotating shaft and passing through the spring ring with the armrest of the vehicle interior component in the position shown in <FIG>.

In this case, the unlocking rib <NUM> of the unlocking ring <NUM> pushes the unlocking surface <NUM> of the brake sprag <NUM>, so that the brake sprag <NUM> rotates clockwise around its own rotation center o until the stop surface <NUM> of the brake sprag <NUM> contacts the cage <NUM> and stops, as shown in <FIG>, a gap exists between the outer arc surface <NUM> of the brake sprag <NUM> and the inner wall surface <NUM> of the outer ring <NUM>, and a gap also exists between the inner arc surface <NUM> of the brake sprag <NUM> and the outer wall surface <NUM> of the inner ring <NUM>. In this case, the arc surface of the spring ring <NUM> contacting the brake sprag <NUM> has changed from the fifth arc surface <NUM> to the sixth arc surface <NUM> (as shown in <FIG>). Meanwhile, since the unlocking ring <NUM> cannot rotate any more after the stop surface <NUM> of the brake sprag <NUM> contacts the cage <NUM>, as the clutch wheel <NUM> is continuously pushed by the outer ring <NUM> to rotate, the pressure of the helical compression spring <NUM> on the clutch wheel <NUM> is overcome, and the trapezoidal grooves <NUM> of the clutch wheel <NUM> are pushed by the trapezoidal ribs <NUM> of the unlocking ring <NUM> in the axial direction to axially translate the clutch wheel <NUM> (as shown in <FIG>), so that the trapezoidal ribs <NUM> of the unlocking ring <NUM> are disengaged from the trapezoidal grooves <NUM> of the clutch wheel <NUM>, as shown in <FIG>. As shown in <FIG>, the unlocking ring <NUM> is disengaged, the outer ring <NUM> is unlocked, and the unlocking mechanism <NUM> brings the armrest A into the unlocking state. The process from the unlocking ring <NUM> pushing the brake sprag <NUM> to rotate around its own rotation center o to the trapezoidal ribs <NUM> of the unlocking ring <NUM> disengaging from the trapezoidal grooves <NUM> of the clutch wheel <NUM> is called an unlocking stroke. Thereafter, the outer ring <NUM> rotates counterclockwise again, because the clutch is unlocked, and is not restrained by the brake sprag <NUM> locking and the clutch wheel <NUM>.

In summary, when the armrest A is at the unlocking position, the outer ring <NUM> can rotate clockwise and counterclockwise, that is, the outer ring <NUM> is in the unlocking state. Thus, the armrest A can be rotated to either the maximum open position or the closed position.

It should be noted that the top surfaces <NUM> of the trapezoidal ribs <NUM> are still in contact with the clutch wheel <NUM> although the trapezoidal ribs <NUM> of the unlocking ring <NUM> are disengaged from the trapezoidal grooves <NUM> of the clutch wheel <NUM>, as shown in <FIG>, the pressure of the helical compression spring <NUM> on the clutch wheel <NUM>, in addition to the rotation of the clutch wheel <NUM>, may generate a friction force between the clutch wheel <NUM> and the unlocking ring <NUM>, which may affect the rotation of the unlocking ring <NUM> against the torsion spring <NUM>, and thus affecting the function of the mechanism. Therefore, the design of the unlocking ring <NUM>', the clutch wheel <NUM>' and the clutch positioning ring 34a' can be used, and since the axial stroke of the trapezoidal ribs <NUM>' from the trapezoidal grooves 344a' is larger than that of the trapezoidal ribs <NUM>' of the unlocking ring <NUM>' from the trapezoidal grooves <NUM>' of the clutch wheel <NUM>', when the trapezoidal ribs <NUM>' are disengaged from the trapezoidal grooves 344a', the trapezoidal ribs <NUM>' are also completely disengaged from the trapezoidal grooves <NUM>', and the top surfaces of the trapezoidal ribs <NUM>' are not in contact with the clutch wheel <NUM>', so that the failure condition caused by the friction force is eliminated.

<FIG> are cross-sectional schematic views of a vehicle interior component having the one-way bearing assembly according to the present invention with an armrest of the vehicle interior component in the position shown in <FIG>, wherein <FIG> is an axial cross-sectional schematic view of the vehicle interior component at the rotating shaft with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view of the position of the sprag with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view of the position of the spring ring with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view of the position of the clutch wheel with the armrest of the vehicle interior component in the position shown in <FIG>, and <FIG> is a cross-sectional schematic view of the vehicle interior component at a position parallel to the rotating shaft and passing through the spring ring with the armrest of the vehicle interior component in the position shown in <FIG>. <FIG> are the same as <FIG> above, and illustrate that the positional relationship of the parts in the axial cross section of the position of the rotating shaft, the cross section of the position of the sprag and the cross section of the position of the spring ring is not changed, and therefore the outer ring <NUM> is kept in the unlocking state. <FIG>, <FIG> and <FIG> show that the clutch wheel <NUM> can be relatively rotated relative to the unlocking ring <NUM> by being pushed by the stroke control ribs <NUM> of the outer ring <NUM> when the trapezoidal ribs <NUM> of the unlocking ring <NUM> are disengaged from the trapezoidal grooves <NUM> of the clutch wheel <NUM>.

When the armrest A rotates to the maximum open position, the pressure applied by the disc spring <NUM> to the friction damping ring <NUM> is transmitted to the rotating bracket <NUM> and then to the positioning friction damping ring <NUM> through the rotating bracket <NUM>, which facilitates sufficient friction between the friction damping ring <NUM> and the sleeves <NUM> to ensure that the armrest A keeps stable in the maximum open position.

<FIG> are cross-sectional schematic views of a vehicle interior component having the one-way bearing assembly according to the present invention with an armrest of the vehicle interior component in the position shown in <FIG>, wherein <FIG> is an axial cross-sectional schematic view of the vehicle interior component at the rotating shaft with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view of the position of the sprag with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view of the position of the spring ring with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view of the position of the clutch wheel with the armrest of the vehicle interior component in the position shown in <FIG>, and <FIG> is a cross-sectional schematic view of the vehicle interior component at a position parallel to the rotating shaft and passing through the spring ring with the armrest of the vehicle interior component in the position shown in <FIG>. <FIG> are the same as <FIG> above, and illustrate that the positional relationship of the parts in the axial cross section of the position of the rotating shaft, the cross section of the position of the sprag and the cross section of the position of the spring ring is not changed, and therefore the outer ring <NUM> is kept in the unlocking state.

<FIG> are cross-sectional schematic views of a vehicle interior component having the one-way bearing assembly according to the present invention with an armrest of the vehicle interior component in the position shown in <FIG>, wherein <FIG> is an axial cross-sectional schematic view of the vehicle interior component at the rotating shaft with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view of the position of the sprag with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view of the position of the spring ring with the armrest of the vehicle interior component in the position shown in <FIG>, <FIG> is a cross-sectional schematic view of the position of the clutch wheel with the armrest of the vehicle interior component in the position shown in <FIG>, and <FIG> is a cross-sectional schematic view of the vehicle interior component at a position parallel to the rotating shaft and passing through the spring ring with the armrest of the vehicle interior component in the position shown in <FIG>.

As shown in <FIG> and <FIG>, when the armrest A reversely rotates from the maximum open position shown in <FIG> to the initial position, the outer ring <NUM> rotates counterclockwise, the stroke control ribs <NUM> of the outer ring <NUM> contact the start end surfaces <NUM> of the stroke control slots <NUM> of the clutch wheel <NUM>, and then the outer ring <NUM> (i.e., the stroke control ribs <NUM> of the outer ring <NUM>) starts to rotate the clutch wheel <NUM> counterclockwise as shown in <FIG> and <FIG> until the trapezoidal grooves <NUM> of the clutch wheel <NUM> reengage with the trapezoidal ribs <NUM> of the unlocking ring <NUM> and contact the start end surfaces <NUM> of the trapezoidal grooves <NUM> as shown in <FIG> and <FIG>, so that the clutch wheel <NUM> drives the unlocking ring <NUM> to rotate counterclockwise. The counterclockwise rotation of the unlocking ring <NUM> causes the unlocking ribs <NUM> on the unlocking ring <NUM> to push the stop surface <NUM> of the brake sprag <NUM> to rotate counterclockwise until, as shown in <FIG>, the inner arc surface <NUM> and the outer arc surface <NUM> of the brake sprag <NUM> are again tangent to the outer wall surface <NUM> of the inner ring <NUM> and the inner wall surface <NUM> of the outer ring <NUM>, and as shown in <FIG>, the spring ring <NUM> is again contacted with the fifth arc surface <NUM>, the outer ring <NUM> is once again one-way locked, the unlocking mechanism <NUM> switches the armrest A to the locking state, and at this case, the armrest A returns to the initial position.

It can be understood from the present embodiment, the unlocking ring <NUM> is disposed inside and proximate to the rotating ring (the outer ring <NUM>), and the deflection direction of the brake sprag <NUM> is set to be the same as the rotation direction of the unlocking ring <NUM>. It can be conceivable that the unlocking ring <NUM> may be disposed outside and proximate the rotating ring such that the deflection direction of the brake sprag <NUM> is opposite the rotation direction of the unlocking ring <NUM>.

It can be understood from the present embodiment, the outer ring <NUM> is provided as a rotating ring while the inner ring <NUM> is provided as a fixed ring. It can be conceivable that the outer ring <NUM> can also be provided as a fixed ring while the inner ring <NUM> is provided as a rotating ring. Whether the outer ring <NUM> or the inner ring <NUM> is provided as a rotating ring, when the rotating ring is in the locking state, the rotating ring can only rotate in one direction, and cannot rotate in the opposite direction; only when the rotating ring is in the unlocking state can the rotating ring rotate in two different directions.

The unlocking ring <NUM> can only be provided proximate to the rotating ring in the present embodiment. When the unlocking ring <NUM> is disposed proximate to the rotating ring, the unlocking ring <NUM> rotates in the same direction as the rotatable direction of the rotating ring in the locking state, so that the rotating ring is switched from the locking state to the unlocking state.

A sliding rail mechanism having the one-way bearing assembly according to a preferred embodiment of the present invention will be then described below.

The sliding rail mechanism is configured for the lifting cup holder CH in the interior of a vehicle. The lifting cup holder CH, as shown in <FIG>, comprises a base B having an opening O, a cover C (the cover C is also an armrest) for covering the opening O, and a sliding rail mechanism. The sliding rail mechanism is provided to slide the cover C relative to the base B between a closed position, a use position and an unlocking position. The cover C covers the opening O in the closed position, the cover C exposes the opening O in the use position and is fixed to the base B for receiving a beverage container, and the cover C can move relative to the base towards the closed position in the unlocking position.

The sliding rail mechanism comprises a rack <NUM> configured to move together with the cover C and a gear <NUM> configured to engage with the rack <NUM>, wherein the axial center of the gear <NUM> is fixedly connected with the base B, the axial center of the gear <NUM> is fixedly connected with the base B through a fixed bracket <NUM>, and the rack is located on a sliding bracket connected with the cover C. The sliding rail mechanism further comprises a one-way bearing assembly mounted on the fixed bracket <NUM>. The one-way bearing assembly here adopts the unlocking ring <NUM>', the clutch wheel <NUM>' and the clutch positioning ring 34a' as shown in <FIG>, and adds the gear <NUM> on the outer ring <NUM>, and the inner ring of the one-way bearing assembly fixedly connects the axial center of the gear <NUM> with the base B. The lifting cup holder CH further comprises a coil spring <NUM> connecting the sliding bracket <NUM> and the base B to provide a force to move the cover C from the unlocking position to the closed position.

When the cover C is at the closed position, the cover C is flush with the outer peripheral surface of the opening O. When the cup holder is used, a water cup or a water bottle is placed on the cover C, the water bottle is pressed to push the cover C to descend, and the cup holder stops at any position before reaching the unlocking position of the one-way bearing assembly, so that the plurality of use positions of the lifting cup holder can be achieved. When the cover C is to be closed, the water bottle is pressed or the cover descends to reach the unlocking position, then the water cup is taken away or the pressure is relieved, and the cover C can automatically return to the closed position under the action of the coil spring <NUM>. The working stroke of the cover C of the lifting cup holder when descending is equivalent to the overturning opening stroke of the rotating bracket <NUM> of the rotating shaft mechanism, and the stroke of the cover C from the lowest use position to the unlocking position is equivalent to the unlocking stroke in the rotating shaft mechanism. No further description is given here.

Claim 1:
A vehicle interior component, comprising:
- a base (B) comprising an opening;
- an armrest (A) configured to cover the opening of the base (B) and configured to move around a rotating shaft from a closed position through a load-bearing position to a maximum open position; and
- a mechanism connecting the armrest (A) to the base (B) and configured to
(a) facilitate the movement of the armrest (A) from the closed position to the load-bearing position,
(b) maintain the armrest (A) in the load-bearing position when the armrest (A) moves from the closed position to the load-bearing position, and
(c) restrict the armrest (A) from moving from the load-bearing position to the closed position,
wherein the mechanism comprises a fixed ring (<NUM>) fixed to the rotating shaft and a rotating ring (<NUM>) configured to rotate with the armrest (A);
characterised in that at least one sprag (<NUM>) is disposed between the rotating ring (<NUM>) and the fixed ring (<NUM>);
wherein the at least one sprag (<NUM>) is eccentrically tangent to the rotating ring (<NUM>) and to the fixed ring (<NUM>) when the rotating ring (<NUM>) is in the locking state forming a self-locking angle respectively; and
a gap is formed between the sprag (<NUM>) and at least one of the rotating ring (<NUM>) and the fixed ring (<NUM>) when the rotating ring (<NUM>) is in the unlocking state.