A car charging door actuator

Abstract

This invention provides an actuator for a car charging door, comprising a housing, a circuit board, a drive motor, and an unlocking mechanism. The unlocking mechanism includes a rotating shaft, a retaining ring, a wave spring, a first gear, and a second gear. A fixed ring is mounted on the rotating shaft, the retaining ring is rotatably connected to the rotating shaft, the first gear is rotatably connected to the rotating shaft and slides axially, and the wave spring is pressed between the retaining ring and the first gear, which is drive-connected to the retaining ring. The second gear is drive-connected to the rotating shaft. A first transmission component is located on the right side of the first gear, and a second transmission component, drive-connected to the first transmission component, is located on the left side of the second gear. An angle sensor is mounted on the rotating shaft, and the drive motor meshes with the first gear. The rotating shaft meshes with the charging door via a third gear. When the external torque driving the charging door to rotate exceeds a threshold, the first and second transmission components disengage. This invention prevents the force from being transmitted to the drive motor and causing damage when the charging door is externally rotated, as the first and second transmission components disengage.

Description

Technical Field

[0001] This invention relates to the field of automotive charging door actuators, and more specifically, to an automotive charging door actuator. Background Technology

[0002] With the development of technology, new energy vehicles are becoming increasingly common. These vehicles require charging, so they are equipped with charging ports and corresponding charging doors to cover them. To prevent the charging doors from opening unnecessarily, existing technologies use motors to control their opening and closing.

[0003] In existing technology, the charging door may be accidentally bumped after being opened, causing it to flip over. In this case, the charging door will transmit force to the motor through internal gears, which may cause damage to the motor. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide an actuator for a car charging door, which solves the problem that the internal motor is easily damaged when the externally active flipping charging door is used in the prior art.

[0005] The technical solution adopted by the present invention to solve the above problems is as follows: an actuator for a car charging small door, including a housing, a circuit board disposed in the housing, a drive motor and an unlocking mechanism, wherein the unlocking mechanism includes a rotating shaft penetrating the housing at the right end and a retaining ring, a wave spring, a first gear and a second gear sequentially sleeved on the rotating shaft and disposed in the housing;

[0006] The retaining ring is rotatably connected to the rotating shaft. A fixing ring for axially limiting the retaining ring protrudes from the outer peripheral wall of the rotating shaft, and the left side of the retaining ring abuts against the fixing ring. The first gear is rotatably connected to the rotating shaft and slides along the axial direction of the rotating shaft. The wave spring is pressed between the retaining ring and the first gear, and the first gear is drive-connected to the retaining ring. The second gear is drive-connected to the rotating shaft. A first transmission component is provided on the right side of the first gear, and a second transmission component is provided on the left side of the second gear. The first transmission component and the second transmission component are drive-connected to enable the first gear and the second gear to engage in transmission. An angle sensor is provided on the rotating shaft and drive-connected to the rotating shaft. Both the drive motor and the angle sensor are electrically connected to the circuit board.

[0007] The rotating shaft passes through the right end of the housing and is connected to a third gear. The third gear is used to mesh with the transmission gear on the charging door. When the external torque that drives the charging door to rotate exceeds a threshold, the third gear drives the second gear to rotate through the rotating shaft. The second transmission component pushes the first transmission component to move to the left along the axis of the rotating shaft until the first transmission component and the second transmission component disengage from each other.

[0008] Compared with the prior art, the advantages of the present invention are as follows: During normal operation, the wave spring presses the sides of the first gear and the second gear together, and the transmission connection is achieved through the first transmission component and the second transmission component. The drive motor can drive the charging door to rotate, and the rotation angle is obtained through the angle sensor. When the charging door is driven to rotate excessively by the external force, the charging door drives the second gear to rotate through the rotating shaft. The second transmission component pushes the first transmission component to move to the left along the axis, so that the first transmission component and the second transmission component are disengaged. At this time, the first gear and the second gear slip, ensuring that the force is not transmitted to the drive motor and preventing damage to the drive motor.

[0009] Preferably, the first transmission component is a plurality of tooth grooves arranged circumferentially along the right side face of the first gear, and the second transmission component is a gear tooth arranged circumferentially along the left side face of the second gear and matching the tooth grooves. The cross-section of the gear tooth along the axial direction of the shaft is trapezoidal, and the tooth tip length is less than the tooth root length.

[0010] The technical effects achieved by adopting this technical solution are as follows: the tooth and tooth groove structure facilitates the transmission connection, and the cross-section of the tooth is set as a trapezoid, with the tooth tip being smaller than the tooth root, which facilitates the tooth to unlock and disengage from the tooth groove.

[0011] Preferably, the left side of the first gear is provided with a plurality of fixed posts circumferentially along the axis of rotation, and the plurality of fixed posts surround to form a spring seat for accommodating a wave spring. The outer side wall of the wave spring is in contact with the inner side wall of the fixed posts, and the retaining ring is provided with a plurality of fixing holes for the plurality of fixed posts to be inserted and positioned.

[0012] The technical effects achieved by adopting this technical solution are as follows: the setting of fixed columns and fixed holes facilitates the guidance of the first gear to move along the axial direction of the rotating shaft; at the same time, the spring seat formed by several fixed columns also facilitates the limiting of the wave spring, ensuring that the wave spring can only move back and forth within the spring seat, and preventing the wave spring from overturning and deforming.

[0013] Preferably, the left side of the retaining ring is provided with a fixing groove for accommodating the fixing ring, and the depth of the fixing groove is equal to the thickness of the fixing ring.

[0014] The technical effects achieved by adopting this technical solution are as follows: By setting the fixing groove structure, it is convenient to axially limit the retaining ring, ensuring that the retaining ring can fit with the fixing groove, thereby preventing the retaining ring from tilting and achieving a better fixing effect; by setting the groove depth of the fixing groove to be equal to the thickness of the retaining ring, it is convenient to reduce the axial length, and also convenient to judge whether the position of the retaining ring is stable by whether the retaining ring fits with the fixing groove.

[0015] Preferably, the outer peripheral wall of the middle part of the rotating shaft is provided with a first anti-rotation surface, the shaft hole of the second gear is provided with a first fixing part that matches the first anti-rotation surface, and the rotating shaft is provided with a first retaining ring for axially limiting the second gear, the first retaining ring being pressed against the right side of the second gear;

[0016] The rotating shaft has a second anti-rotation surface protruding from the outer peripheral wall of the right end of the housing. The shaft hole of the third gear has a second fixing part that matches the second anti-rotation surface. The right end of the rotating shaft has a second retaining ring for axially limiting the third gear. The second retaining ring is pressed against the right side surface of the third gear.

[0017] The outer peripheral wall of the left end of the rotating shaft has a third anti-rotation surface protruding inside, and the shaft hole of the angle sensor has a third fixing part that matches the third anti-rotation surface.

[0018] The technical effect achieved by adopting this technical solution is as follows: by setting an anti-rotation surface on the rotating shaft, and then setting corresponding fixing parts on the second gear, the third gear and the angle sensor, the anti-rotation surface can be driven to rotate through the fixing parts, thereby driving the rotating shaft to rotate, preventing the sliding connection between the second gear, the third gear and the angle sensor and the rotating shaft, and only generating a transmission connection.

[0019] Preferably, a sealing ring is fitted over the housing of the rotating shaft, and a receiving groove for accommodating the sealing ring is provided on the outer wall of the housing at the rotating shaft. The left side of the third gear abuts against the sealing ring so that the sealing ring is pressed against the receiving groove.

[0020] The technical effect achieved by adopting this technical solution is as follows: by setting up a receiving groove and a sealing ring, and then pressing the left side of the third gear against the sealing ring, it is ensured that water vapor, dust and other substances will not enter the housing, thus ensuring that the unlocking mechanism can operate normally.

[0021] Preferably, the drive motor is horizontally fixed on the circuit board, the unlocking mechanism is vertically inserted through the circuit board and disposed inside the housing, and the output end of the drive motor meshes with the outer peripheral surface of the first gear through a reduction gear set.

[0022] The technical effects achieved by adopting this technical solution are as follows: the drive motor and the unlocking mechanism are set vertically, and the drive motor drives the first gear in the unlocking mechanism through a reduction gear set, which avoids setting the length along the unlocking mechanism direction to be too long, reduces the rotation length and facilitates installation.

[0023] Preferably, the circuit board is provided with a main control module and a motor drive module for issuing motor drive signals based on angle data detected by the angle sensor. The main control module includes a main control chip U1, and the angle sensor is electrically connected to the main control chip U1. The motor drive module includes inductors LB71 and LB7, transient suppression diodes TV3 and TV4, and capacitors C10, C12, C23, C24, C25, and C271. The first drive terminal of the main control chip U1 is connected in series with inductor FB7 and electrically connected to the positive terminal of the drive motor. The positive terminal of the drive motor is grounded through capacitor C10 and transient suppression diode TVS4, and the positive terminal of the drive motor is grounded through series capacitors C25 and C371. The second drive terminal of the main control chip U1 is connected in series with inductor FB71 and electrically connected to the negative terminal of the drive motor. The negative terminal of the drive motor is grounded through capacitor C12 and transient suppression diode TVS3, and the negative terminal of the drive motor is grounded through series capacitors C23 and C24.

[0024] The technical effects achieved by adopting this technical solution are as follows: Inductor and capacitor circuits are provided on both the positive and negative terminals of the drive motor to absorb interference signals generated by the drive motor itself; and large pulses and static electricity from the outside world are absorbed through transient suppression diodes and capacitors to ensure stable operation of the drive motor.

[0025] Preferably, the circuit board is provided with a temperature compensation circuit for detecting the ambient temperature of the drive motor. The temperature compensation circuit includes a resistor R3 and a thermistor NTC. The resistor R3 and the thermistor NTC are connected in series to form a first series circuit. One end of the first series circuit is electrically connected to the power supply, and the other end of the first series circuit is grounded. The connection end of the resistor R3 and the thermistor NTC is electrically connected to the main control chip U1.

[0026] The technical effect achieved by adopting this technical solution is as follows: by setting up a temperature compensation circuit to detect the ambient temperature, it is convenient to realize temperature compensation for the drive motor and ensure the stable output of the drive motor.

[0027] Preferably, the main control chip U1 is electrically connected to the control signal through a protection filter circuit. The protection filter circuit includes an inductor FB2, a transient suppression diode TV2, and capacitors C8, C21, and C22. The main control chip U1 is electrically connected to one end of the inductor FB2, and one end of the inductor FB2 is grounded through capacitor C8. The other end of the inductor FB2 is electrically connected to the control signal, and the other end of the inductor FB2 is grounded through the transient suppression diode TV2. The other end of the inductor FB2 is connected in series with capacitors C21 and C22 and then grounded.

[0028] The technical effects achieved by adopting this technical solution are as follows: the input control signal is protected by a two-stage pulse absorption circuit composed of capacitors C21 and C22 and transient suppression diode TVS2; and the control signal is filtered by inductor FB2 and capacitor C8. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the overall structure of an automotive charging door actuator according to the present invention;

[0030] Figure 2 This is an exploded view of an automotive charging door actuator according to the present invention;

[0031] Figure 3 This is a left view of the unlocking mechanism in an automotive charging door actuator according to the present invention;

[0032] Figure 4 This is an exploded view of the unlocking mechanism in an automotive charging door actuator according to the present invention.

[0033] Figure 5 This is an exploded view of the unlocking mechanism in an automotive charging door actuator according to the present invention.

[0034] Figure 6 This is an exploded schematic diagram of the unlocking mechanism in an automotive charging door actuator according to the present invention;

[0035] Figure 7 This is a circuit diagram of the circuit board in an automotive charging door actuator according to the present invention.

[0036] Explanation of reference numerals in the attached figures:

[0037] 1-Shell; 11-Receiving groove;

[0038] 2-Circuit board;

[0039] 3-Drive motor;

[0040] 4-Unlocking mechanism; 41-Rotating shaft; 411-First anti-rotation surface; 412-Second anti-rotation surface; 413-Third anti-rotation surface; 42-Retaining ring; 421-Fixing hole; 422-Fixing groove; 43-Wave spring; 44-First gear; 441-Fixing post; 442-Spring seat; 45-Second gear; 451-First fixing part; 46-First snap ring;

[0041] 51 - Second transmission component; 52 - First transmission component;

[0042] 6-Angle sensor; 61-Third fixing part;

[0043] 71-Third gear; 711-Second fixing part; 72-Second snap ring; 73-Sealing ring;

[0044] 8-Reduction gear set. Detailed Implementation

[0045] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0046] like Figures 1-7 As shown, this embodiment relates to an actuator for a car charging small door, including a housing 1, a circuit board 2 disposed in the housing 1, a drive motor 3 and an unlocking mechanism 4. The unlocking mechanism 4 includes a rotating shaft 41 that passes through the housing 1 at its right end, and a retaining ring 42, a wave spring 43, a first gear 44 and a second gear 45 sequentially sleeved on the rotating shaft 41 and disposed in the housing 1.

[0047] A retaining ring 42 is rotatably connected to a rotating shaft 41. A fixing ring for axially limiting the retaining ring 42 is protruding from the outer peripheral wall of the rotating shaft 41. The left side of the retaining ring 42 abuts against the fixing ring. A first gear 44 is rotatably connected to the rotating shaft 41 and slides along the axial direction of the rotating shaft 41. A wave spring 43 is pressed between the retaining ring 42 and the first gear 44. The first gear 44 is drive-connected to the retaining ring 42. A second gear 45 is drive-connected to the rotating shaft 41. A first transmission component 52 is provided on the right side of the first gear 44, and a second transmission component 51 is provided on the left side of the second gear 45. The first transmission component and the second transmission component are drive-connected to enable the first gear 44 and the second gear 45 to drive together. An angle sensor 6 is provided on the rotating shaft 41 and drive-connected to the rotating shaft 41. Both the drive motor 3 and the angle sensor 6 are electrically connected to the circuit board 2.

[0048] A third gear 71 is connected to the right end of the housing 1 through the rotating shaft 41. The third gear 71 is used to mesh with the transmission gear on the charging door. When the external torque that drives the charging door to rotate exceeds the threshold, the third gear 71 drives the second gear 45 to rotate through the rotating shaft 41. The second transmission member 51 pushes the first transmission member 52 to move to the left along the axial direction of the rotating shaft 41 until the first transmission member 52 and the second transmission member 51 disengage from each other.

[0049] During normal operation, the wave spring 43 presses the sides of the first gear 44 and the second gear 45 together, and transmission is achieved through the first transmission member 52 and the second transmission member 51. The drive motor 3 can drive the charging door to rotate, and the rotation angle is obtained through the angle sensor 6. When the charging door is driven to rotate excessively by the external force, the charging door drives the second gear 45 to rotate through the rotating shaft 41. The second transmission member 51 pushes the first transmission member 52 to move to the left along the axis, so that the first transmission member 52 and the second transmission member 51 are disengaged. At this time, the first gear 44 and the second gear 45 slip, ensuring that the force is not transmitted to the drive motor 3 and preventing damage to the drive motor 3.

[0050] The first gear 44 is made of plastic, while the second gear 45 is made of metal. Making the second gear 45 of metal increases its strength and extends its service life; making the first gear 44 of plastic prevents damage to the tooth surfaces of the first gear 44 and the second gear 45 due to excessive tooth surface strength, thus avoiding the inability to unlock and disengage.

[0051] The first transmission component 52 consists of multiple tooth grooves arranged circumferentially along the right side of the first gear 44, and the second transmission component 51 consists of gear teeth that match the tooth grooves arranged circumferentially along the left side of the second gear 45. The cross-section of the gear teeth along the axial direction of the shaft 41 is trapezoidal, and the tooth tip length is less than the tooth root length.

[0052] The first transmission component 52 and the second transmission component 51 are configured as a toothed groove and gear tooth structure to facilitate transmission connection. When the external torque driving the charging door to rotate exceeds a threshold, the third gear 71 drives the second gear 45 to rotate via the rotating shaft 41. The gear teeth push the toothed groove to move to the left along the axial direction of the rotating shaft 41. At this time, the wave spring 43 is compressed until the gear teeth disengage from the toothed groove and move to the next adjacent toothed groove. The wave spring 43 then provides a rightward thrust to the first gear 44, and the gear teeth and toothed groove can be tightly connected again to achieve transmission. If the external torque driving the charging door to rotate continues to exceed the threshold, the gear teeth will continue to unlock and disengage to the next adjacent toothed groove, and the entire unlocking mechanism 4 will make a clicking sound. The cross-section of the gear teeth is set as trapezoidal, and the tooth tip is smaller than the tooth root, which facilitates the gear teeth to unlock and disengage from the toothed groove. Furthermore, the top of the toothed groove can be set as an arc shape to facilitate the movement of the gear teeth out of the toothed groove.

[0053] In this embodiment, the tooth length, the roundness of the tooth groove edge, and the elasticity of the wave spring 43 together determine the unlocking force of the entire unlocking mechanism 4, which is the threshold of the rotation torque of the charging door.

[0054] In this embodiment, a plurality of fixing posts 441 are provided circumferentially on the left side of the first gear 44 along the axis of the rotating shaft 41. The plurality of fixing posts 441 surround to form a spring seat 442 for accommodating the wave spring 43. The outer side wall of the wave spring 43 fits against the inner side wall of the fixing posts 441. The retaining ring 42 is provided with a plurality of fixing holes 421 for the plurality of fixing posts 441 to be inserted and positioned.

[0055] The setting of the fixing post 441 and the fixing hole 421 facilitates the guidance of the first gear 44 to move along the axial direction of the rotating shaft 41; at the same time, the spring seat 442 formed by several fixing posts 441 can also facilitate the limiting of the wave spring 43, ensuring that the wave spring 43 can only move back and forth within the spring seat 442, and preventing the wave spring 43 from overturning and deforming.

[0056] The left side of the retaining ring 42 is provided with a fixing groove 422 for accommodating the fixing ring, and the depth of the fixing groove 422 is equal to the thickness of the fixing ring.

[0057] By setting the fixing groove 422 structure, it is convenient to axially limit the retaining ring 42, ensuring that the retaining ring can fit with the fixing groove 422, thereby preventing the retaining ring 42 from tilting and achieving a better fixing effect. Setting the groove depth of the fixing groove 422 to be equal to the thickness of the retaining ring makes it easier to reduce the axial length and also allows us to determine whether the position of the retaining ring 42 is stable by checking whether the retaining ring fits with the fixing groove 422.

[0058] In this embodiment, a first anti-rotation surface 411 is provided on the inner outer peripheral wall of the middle part of the rotating shaft 41, and a first fixing part 451 matching the first anti-rotation surface 411 is provided in the shaft hole of the second gear 45. A first retaining ring 46 for axially limiting the second gear 45 is provided on the rotating shaft 41, and the first retaining ring 46 is pressed against the right side of the second gear 45.

[0059] The rotating shaft 41 protrudes from the outer peripheral wall of the right end of the housing 1 and is provided with a second anti-rotation surface 412. The shaft hole of the third gear 71 is provided with a second fixing part 711 that matches the second anti-rotation surface 412. The right end of the rotating shaft 41 is provided with a second snap ring 72 for axially limiting the third gear 71. The second snap ring 72 is pressed against the right side surface of the third gear 71.

[0060] The outer peripheral wall of the left end of the rotating shaft 41 has a third anti-rotation surface 413 protruding inside, and the shaft hole of the angle sensor 6 has a third fixing part 61 that matches the third anti-rotation surface 413.

[0061] By setting an anti-rotation surface on the rotating shaft 41, and then setting corresponding fixing parts on the second gear 45, the third gear 71 and the angle sensor 6, the anti-rotation surface can be driven to rotate through the fixing parts, thereby driving the rotating shaft 41 to rotate. This prevents the second gear 45, the third gear 71 and the angle sensor 6 from having a sliding connection with the rotating shaft 41, and only a transmission connection is generated.

[0062] Among them, a sealing ring 73 is provided on the outer sleeve of the rotating shaft 41 and the outer wall of the housing 1 is provided with a receiving groove 11 at the rotating shaft 41 to accommodate the sealing ring 73. The left side of the third gear 71 abuts against the sealing ring 73 so that the sealing ring 73 is pressed against the receiving groove 11.

[0063] By setting up the receiving groove 11 and the sealing ring 73, and then pressing the left side of the third gear 71 against the sealing ring 73, it is ensured that moisture, dust and other substances will not enter the housing 1, thus ensuring that the unlocking mechanism 4 can operate normally.

[0064] In this embodiment, the drive motor 3 is horizontally fixed on the circuit board 2, the unlocking mechanism 4 is vertically inserted through the circuit board 2 and disposed inside the housing 1, and the output end of the drive motor 3 meshes with the outer peripheral surface of the first gear 44 through the reduction gear set 8.

[0065] The drive motor 3 and the unlocking mechanism 4 are arranged vertically. The drive motor 3 drives the first gear 44 in the unlocking mechanism 4 through the reduction gear set 8, which avoids setting the length along the direction of the unlocking mechanism 4 too long and reduces the length of rotation to facilitate installation.

[0066] In actual production, if the diameter of the rotating shaft 41 near the fixed ring is D1 and the diameter of the rotating shaft 41 near the third gear 71 is D2, it is designed so that D1>D2 to facilitate the installation of the rotating shaft 41. The rotating shaft 41 passes through the retaining ring 42, the wave spring 43, the first gear 44, the second gear 45, and the first retaining ring 46 in sequence to realize the installation of the unlocking mechanism 4. Then it is installed into the housing 1. Finally, the sealing ring 73, the third gear 71, and the second retaining ring 72 are fitted on the rotating shaft 41 outside the housing 1 to fix the third gear 71.

[0067] In this embodiment, circuit board 2 is equipped with a main control module and a motor drive module for issuing motor drive signals based on the angle data detected by angle sensor 6. The main control module includes a main control chip U1, and angle sensor 6 is electrically connected to the main control chip U1. The motor drive module includes inductors LB71 and LB7, transient suppression diodes TV3 and TV4, and capacitors C10, C12, C23, C24, C25, and C271. The main control chip U1 is model IC-HVC4223FB5.

[0068] The first drive terminal of the main control chip U1 is connected in series with the inductor FB7 and electrically connected to the positive terminal of the drive motor 3. The positive terminal of the drive motor 3 is grounded through capacitor C10 and transient suppression diode TVS4, and the positive terminal of the drive motor 3 is grounded through series capacitors C25 and C371. The second drive terminal of the main control chip U1 is connected in series with the inductor FB71 and electrically connected to the negative terminal of the drive motor 3. The negative terminal of the drive motor 3 is grounded through capacitor C12 and transient suppression diode TVS3, and the negative terminal of the drive motor 3 is grounded through series capacitors C23 and C24.

[0069] Inductor and capacitor circuits are provided on both the positive and negative terminals of the drive motor 3 to absorb interference signals generated by the drive motor 3 itself; and transient suppression diodes and capacitors are used to absorb large pulses and static electricity from the outside world to ensure that the drive motor 3 can operate stably.

[0070] The circuit board 2 is equipped with a temperature compensation circuit for detecting the ambient temperature of the drive motor 3. The temperature compensation circuit includes a resistor R3 and a thermistor NTC. The resistor R3 and the thermistor NTC are connected in series to form a first series circuit. One end of the first series circuit is electrically connected to the power supply, and the other end of the first series circuit is grounded. The connection end of the resistor R3 and the thermistor NTC is electrically connected to the main control chip U1.

[0071] By setting up a temperature compensation circuit to detect the ambient temperature, it is easy to achieve temperature compensation for the drive motor 3 and ensure the stable output of the drive motor 3.

[0072] The main control chip U1 is electrically connected to the control signal through a protection filter circuit. The protection filter circuit includes an inductor FB2, a transient suppression diode TV2, and capacitors C8, C21, and C22. The main control chip U1 is electrically connected to one end of the inductor FB2, which is grounded through capacitor C8. The other end of the inductor FB2 is electrically connected to the control signal, which is grounded through transient suppression diode TV2. The other end of the inductor FB2 is connected in series with capacitors C21 and C22 and then grounded.

[0073] A two-stage pulse absorption circuit consisting of capacitors C21 and C22 and transient suppression diode TVS2 is used to protect the input control signal; then, the control signal is filtered by inductor FB2 and capacitor C8.

[0074] Among them, the power supply terminal of the angle sensor 5 is electrically connected to the power supply, the signal output terminal of the angle sensor 5 is electrically connected to the main control chip U1, the signal output terminal of the angle sensor 5 is also grounded through capacitor C14, and the grounding terminal of the angle sensor 5 is grounded.

[0075] In this embodiment, the circuit board 2 is also provided with a voltage regulator circuit. The power supply is electrically connected to the voltage regulator circuit. After the power supply is filtered and high-frequency interference is removed by the voltage regulator circuit, it is input to the power supply terminal of the main control chip U1 for power supply.

[0076] The beneficial effects of this invention are as follows: During normal operation, the wave spring 43 engages the sides of the first gear 44 and the second gear 45 to achieve transmission, and the drive motor 3 can drive the charging door to rotate, and obtain the rotation angle through the angle sensor 6; when the charging door is driven to rotate excessively from the outside, the charging door drives the second gear 45 to rotate through the rotating shaft 41, and the side of the second gear 45 presses against the side of the first gear 44, forcing the first gear 44 to press against the wave spring 43. After the wave spring 43 is compressed and deformed, the first gear 44 and the second gear 45 unlock and disengage. At this time, the first gear 44 and the second gear 45 slip, ensuring that the force is not transmitted to the drive motor 3, and preventing damage to the drive motor 3.

[0077] The foregoing description illustrates and describes several preferred embodiments of the present invention. However, as previously stated, it should be understood that the present invention is not limited to the forms disclosed herein and should not be construed as excluding other embodiments. It can be used in various other combinations, modifications, and environments, and can be altered within the scope of the inventive concept described herein through the foregoing teachings or techniques or knowledge in related fields. Any modifications and variations made by those skilled in the art that do not depart from the spirit and scope of the present invention should be within the protection scope of the appended claims.

[0078] While the disclosure is as stated above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of this disclosure, and all such changes and modifications will fall within the protection scope of this invention.

Claims

1. A car charging door actuator, characterized in that: The device includes a housing (1), a circuit board (2) disposed inside the housing (1), a drive motor (3) and an unlocking mechanism (4). The unlocking mechanism (4) includes a rotating shaft (41) that passes through the housing (1) at the right end, and a retaining ring (42), a wave spring (43), a first gear (44), and a second gear (45) that are sequentially sleeved on the rotating shaft (41) and disposed inside the housing (1). The retaining ring (42) is rotatably connected to the rotating shaft (41). The outer peripheral wall of the rotating shaft (41) is provided with a fixing ring for axially limiting the retaining ring (42). The left side of the retaining ring (42) abuts against the fixing ring. The first gear (44) is rotatably connected to the rotating shaft (41) and is slidably connected along the axial direction of the rotating shaft (41). The wave spring (43) is pressed between the retaining ring (42) and the first gear (44). The first gear (44) is drively connected to the retaining ring (42). Two gears (45) are connected to the rotating shaft (41) for transmission. The right side of the first gear (44) is provided with a first transmission component (52), and the left side of the second gear (45) is provided with a second transmission component (51). The first transmission component and the second transmission component are connected for transmission to enable the first gear (44) and the second gear (45) to engage in transmission. An angle sensor (6) is provided on the rotating shaft (41) for transmission. The drive motor (3) and the angle sensor (6) are both electrically connected to the circuit board (2). The rotating shaft (41) passes through the right end of the housing (1) and is connected to a third gear (71). The third gear (71) is used to mesh with the transmission gear on the charging door. When the external torque that drives the charging door to rotate exceeds the threshold, the third gear (71) drives the second gear (45) to rotate through the rotating shaft (41). The second transmission member (51) pushes the first transmission member (52) to move to the left along the axial direction of the rotating shaft (41) until the first transmission member (52) and the second transmission member (51) disengage from each other.

2. The automotive charging door actuator according to claim 1, characterized in that: The first transmission component (52) consists of multiple tooth grooves arranged circumferentially along the right side of the first gear (44), and the second transmission component (51) consists of gear teeth that match the tooth grooves arranged circumferentially along the left side of the second gear (45). The cross-section of the gear teeth along the axial direction of the shaft (41) is trapezoidal, and the tooth tip length of the gear teeth is less than the tooth root length.

3. The automotive charging door actuator according to claim 1, characterized in that: The left side of the first gear (44) is provided with a plurality of fixed posts (441) circumferentially along the axis of the rotating shaft (41). The plurality of fixed posts (441) surround to form a spring seat (442) for accommodating a wave spring (43). The outer side wall of the wave spring (43) fits against the inner side wall of the fixed posts (441). The retaining ring (42) is provided with a plurality of fixing holes (421) for the plurality of fixed posts (441) to be inserted and positioned.

4. The automotive charging door actuator according to claim 1, characterized in that: The left side of the retaining ring (42) is provided with a fixing groove (422) for accommodating the fixing ring, and the depth of the fixing groove (422) is equal to the thickness of the fixing ring.

5. The automotive charging door actuator according to claim 1, characterized in that: The rotating shaft (41) has a first anti-rotation surface (411) protruding from the outer peripheral wall in the middle. The shaft hole of the second gear (45) is provided with a first fixing part (451) that matches the first anti-rotation surface (411). The rotating shaft (41) is provided with a first retaining ring (46) for axially limiting the second gear (45). The first retaining ring (46) is pressed against the right side of the second gear (45). The rotating shaft (41) protrudes through the outer peripheral wall of the right end of the housing (1) and is provided with a second anti-rotation surface (412). The shaft hole of the third gear (71) is provided with a second fixing part (711) that matches the second anti-rotation surface (412). The right end of the rotating shaft (41) is provided with a second snap ring (72) for axially limiting the third gear (71). The second snap ring (72) is pressed against the right side surface of the third gear (71). The left end of the rotating shaft (41) has a third anti-rotation surface (413) protruding on the outer peripheral wall, and the angle sensor (6) has a third fixing part (61) that matches the third anti-rotation surface (413) in the shaft hole.

6. The automotive charging door actuator according to claim 1, characterized in that: The rotating shaft (41) is fitted with a sealing ring (73) on the outer sleeve of the housing (1). The outer wall of the housing (1) is provided with a receiving groove (11) for accommodating the sealing ring (73) at the rotating shaft (41). The left side of the third gear (71) abuts against the sealing ring (73) so that the sealing ring (73) is pressed against the receiving groove (11).

7. The automotive charging door actuator according to claim 1, characterized in that: The drive motor (3) is horizontally fixed on the circuit board (2), and the unlocking mechanism (4) is vertically inserted through the circuit board (2) and disposed in the housing (1). The output end of the drive motor (3) meshes with the outer circumferential surface of the first gear (44) through the reduction gear set (8).

8. The automotive charging door actuator according to claim 1, characterized in that: The circuit board (2) is equipped with a main control module and a motor drive module for sending motor drive signals based on the angle data detected by the angle sensor (6). The main control module includes a main control chip U1, and the angle sensor (6) is electrically connected to the main control chip U1; The motor drive module includes inductors LB71 and LB7, transient suppression diodes TV3 and TV4, and capacitors C10, C12, C23, C24, C25, and C271. The first drive terminal of the main control chip U1 is connected in series with inductor FB7 and electrically connected to the positive terminal of the drive motor (3). The positive terminal of the drive motor (3) is grounded through capacitor C10 and transient suppression diode TVS4, and the positive terminal of the drive motor (3) is grounded through series capacitors C25 and C371. The second drive terminal of the main control chip U1 is connected in series with inductor FB71 and electrically connected to the negative terminal of the drive motor (3). The negative terminal of the drive motor (3) is grounded through capacitor C12 and transient suppression diode TVS3, and the negative terminal of the drive motor (3) is grounded through series capacitors C23 and C24.

9. The automotive charging door actuator according to claim 8, characterized in that: The circuit board (2) is provided with a temperature compensation circuit for detecting the ambient temperature of the drive motor (3). The temperature compensation circuit includes a resistor R3 and a thermistor NTC. The resistor R3 and the thermistor NTC are connected in series to form a first series circuit. One end of the first series circuit is electrically connected to the power supply, and the other end of the first series circuit is grounded. The connection end of the resistor R3 and the thermistor NTC is electrically connected to the main control chip U1.

10. The automotive charging door actuator according to claim 8, characterized in that: The main control chip U1 is electrically connected to the control signal through a protection filter circuit. The protection filter circuit includes an inductor FB2, a transient suppression diode TV2, and capacitors C8, C21, and C22. The main control chip U1 is electrically connected to one end of the inductor FB2, which is grounded through capacitor C8. The other end of the inductor FB2 is electrically connected to the control signal, which is grounded through transient suppression diode TV2. The other end of the inductor FB2 is connected to ground in series with capacitors C21 and C22.

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