A self-calibrating bead pressing and locking mechanism and a vehicle

Abstract

The present invention relates to a self-calibrating bead pressing locking mechanism and a vehicle, belonging to the technical field of vehicle connection. A self-calibrating bead pressing locking mechanism includes a first body, on the upper part of which there is an upper cylinder body, and a plurality of through holes are formed on the side wall of the upper cylinder body, and locking beads are arranged in the through holes; a locking shaft is axially penetrated in the upper cylinder body; a lock head abuts against the inner side of the locking bead; a locking neck is arranged at the lower part of the lock head; a lock sleeve is arranged outside the upper cylinder body; the inner wall of the lock sleeve is provided with a locking groove adapted to the outer dimension of the locking bead. The locking shaft is installed in the first body in a threaded connection manner. The connection position between the locking neck and the lock head is a circumferential upwardly inclined annular inclined surface or an annular curved surface transition. When the upper cylinder body and the lock sleeve are axially pressed together, the locking beads are offset upward relative to the locking groove. When the locking shaft is tightened, the locking beads that are offset upward and downward are both forced into the reference position of the locking groove, realizing the correction of the locomotive assembly within a certain error range, so that the first body fixedly installed at the end of the vehicle-mounted battery pack can be more precisely assembled with the lock sleeve.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle connection, and more specifically, to a self-calibrating ball pressing locking mechanism and a vehicle. Background Art

[0002] In the field of vehicle battery swapping, the replaceable in-vehicle power supply is installed in the vehicle chassis by means of a controllable locking mechanism. There are various forms of the locking mechanism between the in-vehicle power supply and the vehicle, including ball type, lever lock tongue type, bolt screwing type, etc. Among them, the ball type locking mechanism has a high degree of technical maturity and is widely used in existing locking mechanisms.

[0003] However, compared with the locking mechanisms with adjustable locking degrees such as lever lock tongue type and bolt screwing type, the locking degree of the ball type locking mechanism is not adjustable, and the locking limit position is fixed, and the tightness cannot be adjusted according to the actual use situation of the vehicle, which will cause great problems in actual use. The following is an analysis and elaboration of specific problems.

[0004] In the existing processing and assembly technologies of passenger vehicles, the structural parts of the vast majority are formed by welding sheet metal parts. Sheet metal parts themselves have problems such as thin body and low strength, and are prone to deformation during assembly, forming original errors. Moreover, sheet metal parts need to be assembled and welded to form a frame assembly, and the accumulation of welding deformation and assembly errors will further lead to the expansion of errors. Therefore, in the industry, an error amount of 1-1.5 mm is usually allowed in the assembly of passenger vehicles.

[0005] When the ball type locking mechanism is applied to the chassis of a passenger vehicle to fixedly connect the in-vehicle power supply, the non-adjustable tightness attribute of the ball type locking mechanism cannot compensate for the position error of the passenger vehicle itself and the error of the in-vehicle power supply assembly. The superposition of errors results in the assembly error of the in-vehicle power supply assembly in the position of the passenger vehicle chassis always existing, which will weaken the locking degree of the locking mechanism and even affect the realization of the basic locking function. Usually, when assembling the power supply assembly, the locking mechanisms at different positions are in different lockable states, that is, the locking mechanisms at some positions can be locked smoothly, while the locking mechanisms at some positions are misaligned and cannot be locked. Summary of the Invention

[0006] 1. Problems to be Solved

[0007] Aiming at the problem that in the prior art, the ball type locking mechanism is prone to position deviation when installing the in-vehicle power supply in a passenger vehicle, resulting in inconsistent locking or unlocking, the present invention provides a self-calibrating ball pressing locking mechanism and a vehicle.

[0008] 2. Technical Solutions

[0009] To solve the above problems, the present invention adopts the following technical solutions.

[0010] A self-calibrating bead pressing and locking mechanism includes a first body, with an upper cylinder provided on its upper part, and several through holes formed on the side wall of the upper cylinder, and locking beads are provided in the through holes; a locking shaft is axially penetrated in the upper cylinder, the upper end of the locking shaft is a lock head, and the lower end is a lock tail; the lock head abuts against the inner side of the locking bead to push the locking bead out of the upper cylinder; a lock neck is provided below the lock head, and the diameter of the lock neck is smaller than that of the lock head to avoid the locking bead so that the locking bead can enter the upper cylinder; a lock sleeve is provided outside the upper cylinder; the inner wall of the lock sleeve is provided with a lock groove adapted to the outer dimension of the locking bead so that the locking bead can be snapped into the lock groove to lock the lock sleeve on the first body.

[0011] The technical solution that has a main difference from the prior art is that the locking shaft is installed in the first body in a threaded connection manner. The connection position between the lock neck and the lock head is a circumferential upwardly inclined annular inclined surface or an annular curved surface transition. When the upper cylinder and the lock sleeve are axially pressed together, the locking bead is offset upward by a distance D relative to the lock groove, that is, when the locking bead and the lock groove are completely corresponding and matched, there is a distance D between the upper cylinder and the lock sleeve, D is less than half of the radius of the locking bead, and the inclination angle of the connection position between the lock neck and the lock head is 45°.

[0012] Other additional technical features are preferably that a threaded section is provided below the lock neck, and the locking shaft is screwed onto the first body with the threaded section.

[0013] Preferably, a retaining ring that cooperates with and presses against the first body is provided below the lock neck to limit the downward movement of the locking shaft.

[0014] Preferably, a lower cylinder is provided below the first body; the locking shaft penetrates through the upper cylinder and the lower cylinder, and the lock head is located in the upper cylinder and the lock tail is located in the lower cylinder.

[0015] Preferably, a nut fixedly installed on the lock tail is provided in the lower cylinder, and the lower opening of the lower cylinder is an inclined guiding opening.

[0016] Preferably, the nut is fixed to the lock tail by welding; a sealing ring is provided between the nut and the inner wall of the lower cylinder to seal the lubricating oil at the threaded connection of the locking shaft.

[0017] Preferably, a second body and a check nut located below the second body are installed outside the lock sleeve; the check nut is screwed onto the lock sleeve to limit the lower part of the second body, and an axial floating gap is provided between the check nut and the second body.

[0018] Preferably, a radial floating bushing is provided between the second body and the lock sleeve.

[0019] Preferably, a buffer washer is provided between the lower port of the lock sleeve and the upper surface of the first body; the buffer washer is sleeved outside the upper cylinder, and a ring groove is opened on the end surface of the buffer washer close to the upper surface of the first body; the lower port of the lock sleeve is pressed directly above the ring groove, and the thickness of the washer inside the ring groove is greater than the thickness of the washer outside the ring groove.

[0020] The present technical content also provides a vehicle which adopts the lock structure combined by any of the above schemes to lock the vehicle chassis and the vehicle-mounted power supply assembly with each other.

[0021] 3. Beneficial effects

[0022] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0023] (1) The lock sleeve is fixed to the vehicle end, and the first body is fixedly installed at the vehicle-mounted battery pack end and is jacked up by the support platform under the vehicle end. When the lock bead and the lock groove are horizontally aligned, there is a gap between the lock sleeve and the first body, and when the vehicle body presses on the vehicle-mounted battery pack, the lock sleeve and the first body are completely abutted and pressed tightly.

[0024] During the above abutting process, assuming that the height difference of the locking mechanisms at different positions has a deviation value of less than 4 mm, by setting the above gap to 2 mm, 2 mm of the 4 mm deviation value will be consumed by the above gap, leaving a deviation value of 2 mm. Looking back at the position of the lock bead: when the lock sleeve abuts the first body, the lock bead offsets upward relative to the position of the lock groove. Assuming a lock bead with a diameter of 8 mm, when the upward offset distance of the lock bead relative to the lock groove is less than one-fourth of the diameter of the lock bead, that is, less than 2 mm, at this offset ratio, the horizontal component force exerted by the inclined surface of the lock shaft on the lock bead is much larger than the frictional force exerted by the lock groove on the lock bead (measured and tested based on the friction coefficient between metal parts), and the lock bead can smoothly return to the groove under the action of a large redundant horizontal reset force.

[0025] As analyzed above, the deviation value still remains 2 mm, and the lock bead with this 2 mm deviation is 2 mm below the reference position of the corresponding lock groove. In this way, the 4 mm deviation value is respectively adjusted to 2 mm above and 2 mm below the reference position of the lock groove, and neither exceeds the offset amount that the lock bead can be reset.

[0026] On the above premise, by means of threaded connection and drive, the lock shaft is rotated downward, so that the inclined surface on the lower side of the lock head of the lock shaft presses the lock bead to be reset into the corresponding lock groove and is in a complete mating state. During the process of tightening the lock shaft downward, the gap reserved between the lock sleeve and the first body is released again, and the lock beads that are offset upward and downward are both forced to be corrected and pressed into the reference position of the lock groove, so as to correct the locomotive assembly within a certain error range, and enable the first body fixedly installed at the vehicle-mounted battery pack end to be more accurately assembled with the lock sleeve fixed to the vehicle end according to the mating position standard designed in advance.

[0027] It should be noted here that under the general manufacturing and assembly processes in modern China, when the lock structure on the passenger car side and the corresponding lock structure on the vehicle-mounted battery pack side cooperate with each other, the absolute value of the deviation in the height direction will not exceed 4 mm, and usually the error is within 2 mm.

[0028] (2) In the prior art, the unlocking state of the lock shaft is achieved by the spring pushing upward against the lock shaft. There are the following problems in this way: The support of the spring is a flexible support. Under the huge pressure between the vehicle and the vehicle-mounted power supply, the spring can push the lock shaft to unlock, but it cannot overcome the above pressure to achieve locking. The present invention adopts a bolt driving method instead of spring tensioning, which can solve the problem that the spring locking force is insufficient and cannot overcome the huge pressure between the vehicle and the vehicle-mounted power supply.

[0029] In the threaded connection method, another problem will also occur, that is, in the reciprocal process of unlocking and locking, the external driving device will rotate the nut back and forth in the forward and reverse directions to indirectly drive the lock shaft. The threaded connection itself is not firm, and the self-locking function is usually difficult to maintain. Under the long-term repeated forward and reverse driving, the threaded connection will gradually become loose, and finally lead to thread damage. Therefore, in this embodiment, after inserting the tail of the lock shaft into the lower cylinder, the nut is welded to the lock tail to achieve reliable interconnection and meet the mechanical operation requirements of the external driving device for large torque unlocking and locking.

[0030] As another important beneficial effect: Whether the locking is in place is related to the installation safety and reliability of the vehicle-mounted power supply. In the technical solution of spring-supported unlocking, the action state of the lock shaft cannot be detected through the flexible spring connecting piece. Therefore, whether the unlocking and locking states are in place can only be determined by means of embedded visual sensors or infrared position sensors, etc. The safety is poor, and the reliability is interfered by many factors such as dust and foreign objects. In this technical solution, the nut at the lock tail is fixedly welded to the lock shaft, and the lock shaft controls the lock beads through the threaded connection method. Therefore, the locking and unlocking processes can be accurately controlled by means of the number of thread engagement turns, torque, etc., providing basic conditions for vehicle networking and data networking.

[0031] (3) In this technical solution, there is an axial relative displacement between the first body and the lock sleeve. The buffer washer arranged on the outer circle of the upper cylinder has an avoidance design, that is, a ring groove. When the lock sleeve presses on the buffer washer, the buffer washer can deform by using the space of the ring groove to avoid being cracked.

[0032] In actual use, if the lower port of the lock sleeve completely presses on the buffer washer, it is difficult for the buffer washer to have an avoidance space. Therefore, when designing the lower port of the lock sleeve, a chamfer is provided on the inner side of its lower port. On the one hand, it makes the lower end face of the lock sleeve only press on the structural part of the buffer washer with a ring groove; on the other hand, the chamfer is convenient for the upper cylinder to introduce the lock sleeve.

[0033] However, the above design also brings another problem, that is, the buffer washer with a ring groove is folded under the pressure of the lower port of the lock sleeve and wraps around the lower port of the lock sleeve in the reverse direction. As the lock sleeve moves upward and separates from the first body, the buffer washer will also move upward with the lock sleeve. During the reciprocating movement up and down, the buffer washer is gradually squeezed into the position between the upper cylinder and the inner wall of the lock sleeve along the chamfer, which not only causes the buffer washer to fail to function, but also blocks the mating movement of the upper cylinder and the lock sleeve.

[0034] In this technical solution, the wall thickness of the buffer washer inside the ring groove is thickened, and the wall thickness of the buffer washer outside the ring groove is thinned, so that the deformation of the buffer washer is transferred to the outer layer. Since the inner layer of the buffer washer basically does not deform, a good mating relationship with the upper cylinder is maintained. Even if the outer layer of the buffer washer deforms, it will be pulled by the inner layer and remain in place, rather than wrapping around the lower port of the lock sleeve and moving with the lock sleeve. Brief Description of the Drawings

[0035] Figure 1 is a three-dimensional view Figure One ;

[0036] Figure 2 is a three-dimensional view Figure Two ;

[0037] Figure 3 is a three-dimensional view Figure Three ;

[0038] Figure 4 is a three-dimensional view of the second body;

[0039] Figure 5 is a three-dimensional view of the lock sleeve;

[0040] Figure 6 is a three-dimensional view of the check nut;

[0041] Figure 7 is a three-dimensional view of the first body and the buffer washer;

[0042] Figure 8 is a three-dimensional view of the lock shaft;

[0043] Figure 9 is a top view of the locking mechanism;

[0044] Figure 10 is along Figure 9 a sectional view along line A in

[0045] Figure 11 is along Figure 9 a sectional view along line B in

[0046] Figure 12 is a schematic diagram of the force when the lock beads are in the offset state;

[0047] Figure 13Diagram of the position change of the lock bead offset and return groove state;

[0048] Figure 14 Schematic diagram of the structure for the upward offset fit of the first body system;

[0049] Figure 15 Schematic diagram of the structure for the negative deviation fit of the first body system;

[0050] Figure 16 Schematic diagram of the structure for the radial floating deviation fit of the first body system;

[0051] Figure 17 Schematic diagram of the structure of the first body system before the tilt attitude fit;

[0052] Figure 18 Schematic diagram of the structure of the first body system during the tilt attitude fit;

[0053] Figure 19 Finite element analysis stress distribution diagram of the first body during assembly in Example 1;

[0054] Figure 20 Finite element analysis stress distribution diagram of the first body shown independently in Example 1;

[0055] Figure 21 Finite element analysis displacement distribution diagram of the first body during assembly in Example 1;

[0056] Figure 22 Finite element analysis displacement distribution diagram of the first body shown independently in Example 1;

[0057] Figure 23 Finite element analysis stress distribution diagram of the lock sleeve during assembly in Example 1;

[0058] Figure 24 Finite element analysis displacement distribution diagram of the lock sleeve during assembly in Example 1;

[0059] Figure 25 Finite element pressure analysis cross-sectional view of the second body on the floating bushing in Example 1;

[0060] Figure 26 Finite element pressure analysis three-dimensional view of the second body on the floating bushing in Example 1;

[0061] Figure 27 Finite element pressure analysis of the vehicle power supply on the lock bead and lock groove in Example 2;

[0062] Figure 28 Finite element pressure analysis of the vehicle power supply on the first body and the lock shaft in Example 2;

[0063] Figure 29Finite element pressure analysis of the vehicle-mounted power supply on the lock beads and lock grooves in Embodiment 3;

[0064] Figure 30 Finite element pressure analysis of the vehicle-mounted power supply on the first body and the lock shaft in Embodiment 3.

[0065] In the figure:

[0066] 100, the first body;

[0067] 11, threaded hole; 12, upper cylinder; 13, lower cylinder; 14, lock bead;

[0068] 200, lock shaft;

[0069] 21, lock head; 22, lock tail; 23, lock neck; 24, retaining ring; 25, nut;

[0070] 300, lock sleeve;

[0071] 31, lock groove; 32, floating bushing; 33, check nut; 34, blocking structure;

[0072] 400, buffer washer;

[0073] 41, annular groove;

[0074] 500, second body;

[0075] 51, stepped structure; 52, annular cavity. Detailed implementation manners

[0076] In order to make the technical means, creative features, achieved purposes and functions of the present invention easy to understand, the present invention will be further described below in conjunction with embodiments.

[0077] Embodiment 1

[0078] Refer to Figures 1 to 18 As shown, a self-calibrating bead pressure locking mechanism includes a first body 100 fixedly installed at the vehicle-mounted power supply (battery pack) end. The middle of the first body 100 is a platform structure for fitting and installing with the battery pack. A threaded hole 11 is opened at the central position of the platform structure of the first body 100, and a lock shaft 200 is vertically screwed into the threaded hole 11 by means of thread fitting. The upper part of the first body 100 is an upper cylinder 12, and the lower part is a lower cylinder 13. The upper cylinder 12 and the lower cylinder 13 are coaxially located on the upper and lower sides of the threaded hole 11 respectively to protect and accommodate relevant structures such as the lock head 21 at the upper part of the lock shaft 200 and the lock tail 22 at the lower part of the lock shaft 200.

[0079] More specifically, four through holes are uniformly arranged along the radial direction on the side wall of the upper cylinder body 12, and a locking ball 14 is arranged in each through hole. The lock head 21 abuts against the locking ball 14, which can push the locking ball 14 out of the through hole and be clamped in the lock sleeve 300 outside the upper cylinder body 12. A lock neck 23 is arranged at the lower part of the lock head 21, and the diameter of the lock neck 23 is smaller than that of the lock head 21. Therefore, when the lock neck 23 abuts against the locking ball 14, the locking ball 14 can be retracted into the upper cylinder body 12 and does not protrude outside the through hole to release the locking of the lock sleeve 300. In order to facilitate the smooth transformation of the locking ball 14 from the position abutting against the lock neck 23 to the position abutting against the lock head 21, a bevel transition is adopted at the transition between the lock head 21 and the lock neck 23, and the edges are processed with curved surfaces.

[0080] When the lock shaft 200 is screwed into the threaded hole 11, in order to prevent the lock shaft 200 from moving downward excessively and causing unscrewing, in this embodiment, a retaining ring 24 is arranged at the lower part of the lock neck 23.

[0081] A lock sleeve 300 is sleeved outside the lock shaft 200. A locking groove 31 with dimensions and shape adapted to the locking ball 14 is arranged on the inner side surface of the lock sleeve 300 for the locking ball 14 to be clamped and locked. The lower port of the lock sleeve 300 is close to the upper surface of the first body 100, and the inner edge is chamfered. The chamfer setting enables the upper cylinder body 12 to be inserted into the lock sleeve 300 smoothly; on the other hand, it converges and centralizes the part dimensions pressing on the first body 100, and the buffer gasket 400 arranged between the lock sleeve 300 and the first body 100 can more fully bear the impact of the lock sleeve 300, and the part of the buffer gasket 400 not pressed by the lock sleeve 300 can have sufficient space to deform and release the impact force of the lock sleeve 300.

[0082] Since the impact of the lock sleeve 300 is concentrated in the middle of the buffer gasket 400, and a ring groove 41 is arranged in the middle of the lower end surface of the buffer gasket 400 to provide a deformation space, the two sides of the buffer gasket 400 are very easy to turn up under the impact and wrap around the lower port of the lock sleeve 300, and move along the upper cylinder body 12 following the lock sleeve 300. During long-term reciprocating movement, the buffer gasket 400 will break away from the lock sleeve 300 and enter between the lock sleeve 300 and the upper cylinder body 12 along the inner edge chamfer of the lock sleeve 300. At this time, the gasket fails and causes blockage in the locking and unlocking processes. To solve the above problems, in this embodiment, the wall thickness of the buffer gasket 400 on the side of the ring groove 41 close to the upper cylinder body 12 is thickened and is significantly thicker than the wall thickness of the buffer gasket 400 on the other side of the ring groove 41, so as to transfer the deformation position to the thinner wall thickness. The thickened position can be more stably sleeved on the upper cylinder body 12, greatly alleviating the problem of the buffer gasket 400 turning up. And even if there is local unilateral turning up, it is difficult to cause the whole buffer gasket 400 to move following the lower port of the lock sleeve 300, that is, the effective working state of the buffer gasket 400 is ensured.

[0083] Inside the lower cylinder body 13, the tail lock 22 is installed with a nut 25 by means of threaded connection. During assembly, the lock shaft 200 is inserted into the threaded hole 11 from the upper cylinder body 12 with the tail lock 22 and screwed into the lower cylinder body 13 until the retaining ring 24 abuts against the bottom surface of the upper cylinder body 12, that is, the upper surface of the first body 100. After the nut 25 is screwed onto the tail lock 22, the two are fixed by welding. Driven by the RGV (Rail Guided Vehicle) battery swapping platform, the lock shaft 200 is rotated by means of the nut 25, and the lock shaft 200 moves up and down relative to the upper cylinder body 12 along the threaded hole 11, so as to press and release the lock beads 14 with the lock head 21 and the lock neck 23, that is, to realize the locking and unlocking of the first body 100 and the lock sleeve 300. As for the necessity of welding, please refer to the beneficial effects section. Generally speaking, relying solely on the threaded connection method cannot withstand the synchronous drive of the external drive device on the nut 25 and the lock shaft 200, and the nut 25 often slips.

[0084] A sealing ring is sleeved on the outer side of the nut 25, which can prevent the lubricating oil inside the lower cylinder body 13 from overflowing and maintain the lubrication between the threaded hole 11 and the lock shaft 200.

[0085] In the state where the lock beads 14 and the lock grooves 31 are in one-to-one correspondence and cooperation, an axial clearance C is reserved between the upper cylinder body 12 and the lock sleeve 300, and its value is 1-2 mm (millimeters). In this embodiment, the diameter of the lock bead 14 is selected as 8 mm. During use, the RGV jacks up the car, and the weight of the car is completely borne by the RGV. At this time, the lock sleeve 300 fixed at the vehicle end presses on the first body 100 located at the RGV and battery pack ends. The 1-2 mm axial clearance reserved between the upper cylinder body 12 and the lock sleeve 300 is closed by the pressure. At this time, the deviation residual value between the lock structures remaining at different positions at the RGV and battery pack ends usually does not exceed 2 mm, because according to the current machining level and the assembly and manufacturing level of passenger vehicles, the vertical error of the vehicle-mounted power supply assembly or the vehicle chassis can be controlled within 4 mm. In this case, the lock bead 14 that was originally aligned with the lock groove 31 is squeezed upward and offset by 1-2 mm, and the deviation value of the lock groove 31 with original machining deviation at other positions is reduced by 1-2 mm, and the residual error is basically within 2 mm. In other words, due to the setting of the clearance reserved between the upper cylinder body 12 and the lock sleeve 300, the offset amount of the lock bead 14 that was originally offset downward by less than 4 mm at a certain place is compressed to within 2 mm, and this 2 mm error value is below the horizontal center line L of the corresponding lock groove 31.

[0086] Meanwhile, when the vertical offset D of the lock bead 14 relative to the lock groove 31 does not exceed one-fourth of the diameter of the lock bead 14, that is, does not exceed 2 mm, through measurement and testing, the frictional force between the lock bead 14 and the lock groove 31 basically will not cause the lock bead 14 to be stuck between the lock groove 31 and the through hole. In other words, at this offset ratio, under the action of the horizontal force, the lock bead 14 will be able to easily return to the corresponding lock groove 31 again to achieve locking. For the locking process, refer to the description at the nut 25 and the lock tail 22, which will not be elaborated here. After the thread hard pull locking, the original error within 2 mm is also eliminated by the limiting force between the lock bead 14 and the lock groove 31, realizing precise assembly and firm installation based on the RGV and the vehicle-mounted power supply assembly. The above assembly scheme avoids the problem that the vehicle-mounted power supply assembly cannot be smoothly replaced and locked, and also tightens the matching tightness between the vehicle-mounted power supply assembly and the vehicle chassis by correcting the error, which plays a positive role in both the use safety of the battery pack, the improvement of the chassis stability, and the improvement of the driver's feeling.

[0087] In this embodiment, the lock sleeve 300 is not directly fixedly installed at the vehicle end, but is installed through the second body 500. Specifically, the second body 500 is sleeved outside the lock sleeve 300, and the two are independent of each other with an activity gap therebetween. A floating bushing 32 is embedded on the outer surface of the lock sleeve 300, and a stepped structure 51 is provided on the inner side surface of the second body 500 relative to the lock sleeve 300. The part of the stepped structure 51 close to the lock sleeve 300 presses against the floating bushing 32. Another part of the stepped structure 51 away from the lock sleeve 300 forms an annular cavity 52 with the lock sleeve 300. When the lock sleeve 300 radially floats relative to the second body 500 and squeezes the floating bushing 32, the squeezed floating bushing 32 can release the deformation content into the annular cavity 52, thus ensuring the smooth realization of floating avoidance.

[0088] The reason for such a setting is that only by ensuring the tight and reliable cooperation between the lock bead 14 and the lock groove 31 can the locking be ensured. Therefore, a radially floating fit relationship cannot be set between the lock shaft 200 and the upper cylinder 12. Thus, in this embodiment, a radially floating space is provided between the lock sleeve 300 and the second body 500, so that when the locking structures of the vehicle-mounted power supply assemblies at different positions are assembled simultaneously, all the lock structures can adapt to the position error, and there will be no problem that the upper cylinder 12 at some positions cannot be inserted into the corresponding lock sleeve 300.

[0089] A check nut 33 is installed outside the lock sleeve 300. The check nut 33 is screwed onto the lock sleeve 300 through threads and is located below the second body 500. A blocking structure 34 is provided outside the lock sleeve 300 to limit the upper screwing limit of the check nut 33. At the upper limit position, a small gap E is left between the check nut 33 and the second body 500.

[0090] The locking structures at different positions, and the positional errors between them are not limited to the horizontal and vertical directions. In this embodiment, a small gap E is left between the check nut 33 and the second body 500. In addition to achieving the radial floating of the locking sleeve 300 as described above, it also provides the rotational adaptation condition for the upper cylinder body 12 at certain positions to be inserted into the locking sleeve 300 in a slightly inclined posture.

[0091] The present technical content also provides a vehicle, which adopts the locking structure combined by any of the above schemes to lock the vehicle chassis and the vehicle-mounted power supply assembly to each other.

[0092] In this embodiment, a finite element analysis is performed on the force and mechanical properties of the locking structure, and the specific preset parameters are shown in Table 1.

[0093] Table 1 Material property parameters of the locking structure

[0094]

[0095] According to the assembly structure and assembly relationship in this embodiment, constraints are applied to the bolt holes on both sides of the second body, and a static stress load of 5000N (500 Kg) concentrated force is applied to the bolt holes on both sides of the first body. After that, referring to Figure 19 and Figure 20 , the maximum stress value of the first body reaches 300.8 MPa, and the failure risk is relatively low; referring to Figure 21 and Figure 22 , the maximum displacement of the end of the first body is 0.38 mm; through the static stress analysis of the second body and the locking sleeve of the vehicle end structure, referring to Figure 23 and Figure 24 , the maximum stress value of the locking sleeve reaches 253.22 MPa, and the failure risk is relatively low. The maximum displacement of the locking sleeve is 0.05 mm, which is within the tensile limit range of the material.

[0096] In this embodiment, the force on the radial floating bushing is also analyzed, and the specific preset parameters are shown in Table 2.

[0097] Table 2 Material property parameters of the floating bushing

[0098]

[0099] According to the assembly structure and assembly relationship in this embodiment, constraints are applied to the bolt holes on both sides of the second body, and a horizontal load is applied to the locking sleeve to displace it by 2 mm, and the reaction force of the floating bushing made of ethylene propylene diene monomer rubber material is 100.5 N, and the maximum Mises stress is 0.5 MPa. Refer to Figures 25 to 26 .

[0100] Embodiment 2

[0101] On the basis that other technical solutions in Embodiment 1 remain unchanged, in this embodiment, lock beads with a diameter of 13 mm are adopted, and the relevant test analysis results are as follows.

[0102] According to the assembly structure and assembly relationship in this embodiment, constraints are imposed on the bolt holes on both sides of the second body, and after a static stress load of 20000 N (2000 Kg) is applied to the bolt holes on both sides of the first body, refer to Figure 27 and Figure 28 , the maximum stress value of the lock bead reaches 319.6 MPa, and the maximum displacement at the end of the first body is 0.6 mm, which is within the tensile limit of the material.

[0103] Embodiment 3

[0104] On the basis that other technical solutions in Embodiment 1 remain unchanged, in this embodiment, lock beads with a diameter of 6.5 mm are adopted, and the relevant test analysis results are as follows.

[0105] According to the assembly structure and assembly relationship in this embodiment, constraints are imposed on the bolt holes on both sides of the second body, and after a static stress load of 5000 N (500 Kg) is applied to the bolt holes on both sides of the first body, refer to Figure 29 and Figure 30 , the maximum stress value of the lock bead reaches 321.5 MPa, and the maximum displacement at the end of the first body is 0.3 mm, which is within the tensile limit of the material.

[0106] The above shows and describes the basic principles, main features and advantages of the present invention. Those of ordinary skill in the art should understand that the present invention is not limited by the above embodiments. What is described in the above embodiments and the specification is only the principle of the present invention. Without departing from the spirit and scope of the present invention, the present invention will have various changes and improvements, and these changes and improvements should fall within the scope of the present invention claimed. The scope of protection claimed by the present invention is defined by the appended claims and their equivalents.

Claims

1. A self-calibrating ball-pressure locking mechanism, comprising a first body, an upper cylinder is provided on its upper part, and a plurality of through holes are formed on the side wall of the upper cylinder, and locking balls are arranged in the through holes; a locking shaft is axially penetrated in the upper cylinder, the upper end of the locking shaft is a lock head, and the lower end is a lock tail; the lock head abuts against the inner side of the locking ball to push the locking ball out of the upper cylinder; a lock neck is provided below the lock head, and the diameter of the lock neck is smaller than that of the lock head to avoid the locking ball so that the locking ball can enter the upper cylinder; a lock sleeve is provided outside the upper cylinder; the inner wall of the lock sleeve is provided with a lock groove adapted to the outer dimension of the locking ball so that the locking ball can be snapped into the lock groove to lock the lock sleeve to the first body; It is characterized in that: The locking shaft is installed in the first body in a threaded connection manner; The connection position between the lock neck and the lock head is a circumferential upwardly inclined annular inclined surface or an annular curved surface transition; When the upper cylinder and the lock sleeve are axially pressed together, the locking ball is offset upward by a distance D relative to the lock groove, and D is less than half of the radius of the locking ball; A second body and a check nut located below the second body are installed outside the lock sleeve; the check nut is screwed on the lock sleeve to limit the lower part of the second body, and an axial floating gap is provided between the check nut and the second body; A radial floating bushing is provided between the second body and the lock sleeve; A buffer washer is provided between the lower port of the lock sleeve and the upper surface of the first body; The buffer washer is sleeved outside the upper cylinder, and a ring groove is formed on one end surface of the buffer washer close to the upper surface of the first body; the lower port of the lock sleeve is pressed directly above the ring groove, and the thickness of the washer inside the ring groove is greater than the thickness of the washer outside the ring groove.

2. A self-calibrating ball-pressure locking mechanism according to claim 1, wherein: A threaded section is provided below the lock neck, and the locking shaft is screwed on the first body with the threaded section.

3. A self-calibrating ball-pressure locking mechanism according to claim 1, wherein: The inclination angle of the connection position between the lock neck and the lock head is 45°, and a retaining ring for cooperating with and pressing the first body is provided below the lock neck to limit the downward movement of the locking shaft.

4. A self-calibrating ball-pressure locking mechanism according to claim 1, wherein: A lower cylinder is provided below the first body; the locking shaft penetrates through the upper cylinder and the lower cylinder, and the lock head is located in the upper cylinder and the lock tail is located in the lower cylinder.

5. A self-calibrating ball-pressure locking mechanism according to claim 4, wherein: A nut fixedly installed on the lock tail is provided in the lower cylinder, and the lower opening of the lower cylinder is an inclined guiding port.

6. A self-calibrating ball-pressure locking mechanism according to claim 5, wherein: The nut is fixedly welded to the lock tail; a sealing ring is provided between the nut and the inner wall of the lower cylinder to seal the lubricating oil at the threaded connection of the locking shaft.

7. A vehicle, characterized in that: The self-calibrating ball-pressure locking mechanism according to any one of claims 1-6 is adopted.

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