Stepless limiting stopper of vehicle door, vehicle door and vehicle

Abstract

The invention discloses a stepless limiting stopper of a vehicle door, the vehicle door and a vehicle, and the stepless limiting stopper of the vehicle door comprises a pull arm suitable for being connected with a door body of the vehicle door; the resistance adjusting assembly is in transmission connection with the pull arm; when the movement speed of the pull arm is smaller than the preset speed, the resistance adjusting assembly reduces the resistance to the movement of the pull arm through the movement of the resistance adjusting assembly; when the movement speed of the pull arm is larger than or equal to the preset speed, the resistance adjusting assembly increases the resistance to the movement of the pull arm through the movement of the resistance adjusting assembly. When the car door is changed into a moving state from a static state, the resistance of the pull arm in movement is reduced under the action of the resistance adjusting assembly, the car door can smoothly open and close at the moment, the speed in the car door opening and closing process exceeds a reasonable speed, and the resistance of the pull arm in movement is increased under the action of the resistance adjusting assembly. Therefore, a certain speed reduction effect on the vehicle door can be achieved, the vehicle door can be better controlled, collision is not prone to occurring, and the vehicle door is prevented from being damaged.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a stepless limiter for a vehicle door, a vehicle door and a vehicle. Background Art

[0002] In the related technology, the stepless limiter of the car door has the limit end perpendicular to the inner wall of the shell, a through hole is provided in the direction of the inner wall of the shell, a hinge fulcrum is provided in the through hole, and the ball head sliding parts are symmetrically arranged on both sides of the hinge fulcrum, one end of the ball head sliding part is a flat-top ball head, and the other end is inserted into the through hole and hinged to the hinge fulcrum, and the distance between the hinge position of the ball head sliding part and the flat top of the flat-top ball head is equal to the distance between the hinge fulcrum and the inner wall of the shell, at least two groups of elastic parts, each group of spring parts includes two elastic parts arranged at relative positions on the outer periphery of the ball head sliding part, one end of the elastic part is connected to the side wall of the through hole, and the other end is connected to the outer periphery of the ball head sliding part, the pulling arm is connected to the limit end, and can drive the limit end to slide in the shell.

[0003] However, the existing stepless limiter for car doors also has significant defects: during the opening and closing process of the car door, when the car door changes from a static state to a moving state, the car door is subject to greater resistance and is not easy to open smoothly. Moreover, when the car door opens and closes at a high speed, the car door is difficult to control and is prone to bumping, causing damage to the car door. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides a stepless stopper for a vehicle door, which allows the vehicle door to open and close smoothly and also has a certain deceleration effect on the vehicle door, making it less likely to be bumped and damaged.

[0005] The present invention further provides a vehicle door.

[0006] The present invention further provides a vehicle.

[0007] According to the stepless limiter of the vehicle door of the present invention, it includes: a pulling arm, which is suitable for being connected to the door body of the vehicle door; a resistance adjusting component, which is transmission-connected to the pulling arm; wherein, when the movement speed of the pulling arm is less than a predetermined speed, the resistance adjusting component reduces the resistance to the movement of the pulling arm through its own movement; when the movement speed of the pulling arm is greater than or equal to the predetermined speed, the resistance adjusting component increases the resistance to the movement of the pulling arm through its own movement.

[0008] According to the stepless limiter of the vehicle door of the present invention, when the vehicle door changes from a static state to a moving state, under the action of the resistance adjustment component, the resistance of the pulling arm movement is reduced. At this time, the vehicle door can be opened and closed smoothly. In the process of opening and closing the vehicle door, the speed exceeds the reasonable speed. Under the action of the resistance adjustment component, the resistance of the pulling arm movement is increased, thereby achieving a certain deceleration effect on the vehicle door. The vehicle door can be better controlled, less likely to be bumped, and damage to the vehicle door is avoided.

[0009] In some examples of the present invention, the resistance adjustment component adjusts the magnitude of the rotational friction force according to the movement speed of the pulling arm using its own centrifugal force to adjust the resistance to the movement of the pulling arm.

[0010] In some examples of the present invention, the resistance adjustment assembly includes: an adjustment assembly, the pulling arm drives the adjustment assembly to move; a deceleration assembly, the deceleration assembly includes: a first deceleration member and a second deceleration member, the pulling arm is transmission-connected to the first deceleration member to drive the first deceleration member to move; wherein, when the movement speed of the pulling arm is less than a predetermined speed, the adjustment assembly reduces the friction between the second deceleration member and the first deceleration member through its own movement; when the movement speed of the pulling arm is greater than or equal to the predetermined speed, the adjustment assembly increases the friction between the second deceleration member and the first deceleration member through its own movement.

[0011] In some examples of the present invention, the stepless limiter of the vehicle door also includes: a first transmission component, the first transmission component includes: a rotating shaft, the pull arm is engaged with the rotating shaft to drive the rotating shaft to rotate, the first speed reducer and the second speed reducer are mounted on the rotating shaft, and the rotating shaft drives the first speed reducer to rotate.

[0012] In some examples of the present invention, the adjusting assembly is connected to the rotating shaft, so that when the rotating shaft rotates, the adjusting assembly can drive the first speed reducer and the second speed reducer to move up and down.

[0013] In some examples of the present invention, the first transmission assembly further includes: a transmission gear, the rotating shaft drives the transmission gear to rotate, the adjustment assembly includes: a swing arm, a mounting seat and a first elastic member, the transmission gear is located above the mounting seat, one end of the swing arm is hingedly connected to the transmission gear, and the other end of the swing arm is hingedly connected to the mounting seat, one end of the first elastic member is connected to the transmission gear, and the other end of the first elastic member is connected to the mounting seat.

[0014] In some examples of the present invention, the first speed reducer and the second speed reducer are arranged below the mounting seat, and the adjustment assembly further includes: a sleeve, the upper end of the sleeve is clamped above the mounting seat, and the lower end of the sleeve is clamped below the first speed reducer or the second speed reducer located at the bottom.

[0015] In some examples of the present invention, the swing arm includes: a first swing arm and a second swing arm, one end of the first swing arm is hingedly connected to the transmission gear, one end of the second swing arm is hingedly connected to the mounting base, and the other end of the first swing arm is hingedly connected to the other end of the second swing arm.

[0016] In some examples of the present invention, the transmission gear includes: a first gear, a second gear and a third gear, the first gear is fixed on the rotating shaft, the third gear is sleeved on the rotating shaft, and the third gear is located below the first gear, the first gear is matched with the second gear for transmission, the second gear is matched with the third gear for transmission, one end of the first swing arm is hingedly connected to the third gear, and one end of the first elastic member is connected to the third gear.

[0017] In some examples of the present invention, the first transmission assembly further includes: a limiting member, which limits and fixes the third gear in the axial direction.

[0018] In some examples of the present invention, the stepless limiter of the vehicle door also includes: a cover plate and a shell, the cover plate and the shell define a accommodating space, the adjustment component, the deceleration component and the first transmission component are arranged in the accommodating space, the upper end of the rotating shaft extends out of the accommodating space, and the cover plate and the shell limit and fix the second gear in the axial direction.

[0019] In some examples of the present invention, one of the first speed reducer and the second speed reducer is a rotating friction member, and the other of the first speed reducer and the second speed reducer is a fixed friction member. The rotating shaft is provided with a limiting portion, and the limiting portion limits the rotating friction member in the axial direction. The housing limits the fixed friction member in the axial direction.

[0020] In some examples of the present invention, there are multiple first deceleration members and multiple second deceleration members, and the multiple first deceleration members and the multiple second deceleration members are alternately arranged.

[0021] In some examples of the present invention, the stepless limiter of the vehicle door further includes: a second transmission assembly, the pulling arm is in transmission cooperation with the second transmission assembly, and the second transmission assembly is in transmission cooperation with the rotating shaft.

[0022] In some examples of the present invention, the second transmission assembly includes: a gear group and a drive shaft group, a rack is provided on the pulling arm, the rack is engaged with the gear group, the gear group is connected to the drive shaft group, and the drive shaft group is connected to the rotating shaft.

[0023] In some examples of the present invention, the gear group includes: a fourth gear, a fifth gear and a sixth gear, the drive shaft group includes: a first drive shaft and a second drive shaft, the fourth gear and the fifth gear are arranged on the first drive shaft, the sixth gear is arranged on the second drive shaft, the rack is engaged with the fourth gear, the fifth gear is engaged with the sixth gear, and the second drive shaft is connected to the rotating shaft in a transmission manner.

[0024] In some examples of the present invention, the second transmission assembly further includes: a pressing member, which is fixed on the first driving shaft and presses the rack toward the fourth gear.

[0025] In some examples of the present invention, the clamping member includes: an upper plate, a lower plate and a side plate, the first drive shaft passes through the upper plate and the lower plate, the side plate is located on the side of the rack away from the fourth gear, and a protrusion is provided on the side of the side plate facing the rack, and the protrusion abuts against the rack.

[0026] In some examples of the present invention, the stepless limiter of the vehicle door further includes: a mounting shell, the first drive shaft and the second drive shaft are rotatably disposed on the mounting shell, and the rack is at least partially disposed in the mounting shell.

[0027] In some examples of the present invention, the resistance adjustment assembly includes: a deceleration assembly, the deceleration assembly including: a first deceleration member and a second deceleration member, the pulling arm is transmission-connected to the first deceleration member to drive the first deceleration member to move; an adjustment assembly, the adjustment assembly is arranged on the first deceleration member and moves with the first deceleration member; wherein, when the movement speed of the pulling arm is less than a predetermined speed, the adjustment assembly reduces the friction between it and the second deceleration member through its own movement; when the movement speed of the pulling arm is greater than or equal to the predetermined speed, the adjustment assembly increases the friction between it and the second deceleration member through its own movement.

[0028] In some examples of the present invention, the pulling arm is located on one side of the first speed reducer, the second speed reducer is located on the other side of the first speed reducer, the adjusting assembly is arranged on the other side of the first speed reducer, a fixed portion is provided in the middle of the second speed reducer, the adjusting assembly abuts against the fixed portion, and the second speed reducer is constructed as an annular structure. When the pulling arm moves at a speed less than a predetermined speed, the adjusting assembly is separated from the fixed portion, and the adjusting assembly moves in a radial direction toward the inner wall of the second speed reducer. When the pulling arm moves at a speed greater than or equal to the predetermined speed, the adjusting assembly contacts the inner wall of the second speed reducer.

[0029] In some examples of the present invention, the adjustment assembly includes: a contact member and a second elastic member, one end of the second elastic member is connected to the first speed reducer, and one end of the second elastic member is located radially outside the second speed reducer, one end of the contact member abuts the fixed portion, the other end of the contact member is connected to the other end of the second elastic member, and the contact member is located radially inside the second speed reducer.

[0030] In some examples of the present invention, there are multiple adjustment assemblies, and the multiple adjustment assemblies are spaced apart in the circumferential direction of the second speed reducer.

[0031] The vehicle door according to the present invention comprises: a door body; and the above-mentioned stepless limiter for the vehicle door, wherein the pulling arm is connected to the door body.

[0032] A vehicle according to the present invention includes the vehicle door described above.

[0033] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments with reference to the following drawings, in which: Figure 1 2 is a schematic structural diagram of a first embodiment of a stepless stopper for a vehicle door according to the present invention; Figure 2 is a sectional view of a first embodiment of a stepless stopper for a vehicle door according to the present invention; Figure 3 is a structural schematic diagram of the second transmission assembly; Figure 4 is a partial exploded view of the second transmission assembly; Figure 5 is a partial cross-sectional view of a first embodiment of a stepless stopper for a vehicle door according to the present invention; Figure 6is a schematic diagram of a first partial structure of a first embodiment of a stepless stopper for a vehicle door according to the present invention; Figure 7 is a schematic diagram of a second partial structure of the first embodiment of the stepless stopper for a vehicle door according to the present invention; Figure 8 is a schematic diagram of a third partial structure of the first embodiment of the stepless stopper for a vehicle door according to the present invention; Figure 9 is a schematic diagram of a fourth partial structure of the first embodiment of the stepless stopper for a vehicle door according to the present invention; Figure 10 is a schematic diagram of a fifth partial structure of the first embodiment of the stepless stopper for a vehicle door according to the present invention; Figure 11 is a sixth partial structural diagram of the first embodiment of the stepless stopper for a vehicle door according to the present invention; Figure 12 is a seventh partial structural diagram of the first embodiment of the stepless stopper for a vehicle door according to the present invention; Figure 13 2 is a schematic structural diagram from a first angle of a second embodiment of a stepless stopper for a vehicle door according to the present invention; Figure 14 2 is a schematic structural diagram from a second angle of a second embodiment of the stepless limiter for a vehicle door according to the present invention.

[0035] Reference numerals: 1. Stepless door limiter; 10. Pull arm; 100. Rack; 20. Adjustment assembly; 200. Swing arm; 201. Mounting seat; 202. First elastic member; 203. Bushing; 204. First swing arm; 205. Second swing arm; 206. Contact member; 207. Second elastic member; 30. Speed ​​reduction assembly; 300. First speed reduction member; 301. Second speed reduction member; 302. Fixing portion; 40. First transmission assembly; 400. Rotating shaft; 401. Transmission gear; 402. First gear; 403. Second gear; 40 4. Third gear; 405. Limiting member; 406. Limiting portion; 50. Cover plate; 60. Shell; 600. Accommodating space; 70. Second transmission assembly; 700. Gear group; 701. Drive shaft group; 702. Fourth gear; 703. Fifth gear; 704. Sixth gear; 705. First drive shaft; 706. Second drive shaft; 707. Pressing member; 708. Upper plate; 709. Lower plate; 710. Side plate; 711. Protrusion; 80. Mounting shell; 90. Resistance adjustment assembly. DETAILED DESCRIPTION

[0036] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0037] Reference below Figures 1-14 A stepless check mechanism 1 for a vehicle door according to an embodiment of the present invention will be described.

[0038] like Figure 1 、 Figure 2 、 Figure 13 and Figure 14 As shown, a stepless door stopper 1 according to an embodiment of the present invention includes a pull arm 10 and a resistance adjustment assembly 90. The pull arm 10 is adapted to be connected to the door body of the vehicle door, so that the pull arm 10 extends when the door body is opened and contracts when the door body is closed. The resistance adjustment assembly 90 is in transmission connection with the pull arm 10. When the door opens too quickly, the resistance adjustment assembly 90 can be used to adjust the friction force, thereby adjusting the door speed, preventing damage to the door due to excessive opening and closing speed, and changing the movement state of the door.

[0039] like Figure 1 、 Figure 2 、 Figure 13 and Figure 14 As shown, when the movement speed of the arm 10 is slower than a predetermined speed, the resistance adjustment assembly 90 reduces the resistance to the movement of the arm 10 through its own movement. When the movement speed of the arm 10 is slower than the predetermined speed, that is, when the door moves from a stationary state, the movement of the arm 10 can drive the movement of the resistance adjustment assembly 90, which can reduce the resistance and allow the door to open and close smoothly.

[0040] like Figure 1 、 Figure 2 、 Figure 13 and Figure 14 As shown, when the arm 10 moves at a speed greater than or equal to a predetermined speed, the resistance adjustment assembly 90 increases the resistance to the movement of the arm 10 through its own movement. When the arm 10 moves at a speed greater than or equal to the predetermined speed, that is, when the user's speed exceeds a reasonable speed when opening or closing the door (this speed is generally greater than the speed at which the door transitions from a stationary state to a moving state), the movement of the arm 10 drives the movement of the resistance adjustment assembly 90. By increasing the resistance, the resistance adjustment assembly 90 prevents the arm 10 from moving too quickly or losing control, thereby achieving a certain deceleration effect on the door.

[0041] Therefore, when the car door changes from a stationary state to a moving state, under the action of the resistance adjustment component 90, the resistance to the movement of the pulling arm 10 is reduced. At this time, the car door can be opened and closed smoothly. During the process of opening and closing the car door, the speed exceeds the reasonable speed. Under the action of the resistance adjustment component 90, the resistance to the movement of the pulling arm 10 is increased, thereby achieving a certain deceleration effect on the car door. The car door can be better controlled, less prone to bumps, and avoiding damage to the car door.

[0042] like Figure 1 、 Figure 2 、 Figure 13 and Figure 14 As shown, the resistance adjustment assembly 90 utilizes its own centrifugal force to adjust the magnitude of the rotational friction force according to the movement speed of the pulling arm 10, thereby adjusting the resistance to the movement of the pulling arm 10. Utilizing the physical property that centrifugal force changes with rotational speed, the centrifugal force can drive the resistance adjustment assembly 90 to generate different magnitudes of friction force according to the different speeds of the pulling arm 10, thereby dynamically adjusting the movement resistance of the pulling arm 10. Specifically, when the movement speed of the pulling arm 10 is greater than or equal to a predetermined speed, the resistance adjustment assembly 90 increases the resistance to the movement of the pulling arm 10 through its own movement, thereby allowing the vehicle door to open and close smoothly. When the movement speed of the pulling arm 10 is greater than or equal to the predetermined speed, the resistance adjustment assembly 90 increases the resistance to the movement of the pulling arm 10 through its own movement, thereby achieving a certain deceleration effect on the vehicle door.

[0043] A first embodiment of the stepless stopper 1 for a vehicle door will be described below.

[0044] like Figure 1 、 Figure 2 、 Figure 5 As shown, the resistance adjustment assembly 90 includes an adjustment assembly 20, a pull arm 10 driving the adjustment assembly 20 to move, and a deceleration assembly 30 including a first deceleration member 300 and a second deceleration member 301. The pull arm 10 is in transmission connection with the first deceleration member 300 to drive the first deceleration member 300 to move. The adjustment assembly 20 can be used to adjust the friction force, thereby adjusting the speed of the door and preventing damage due to excessive opening and closing speeds. Specifically, when the door is opened or closed, the pull arm 10 moves accordingly, thereby driving the adjustment assembly 20 to move. The adjustment assembly 20 can mainly change the friction resistance by changing the pressure between the deceleration members 30. The first deceleration member 300 and the second deceleration member 301 are components of the deceleration assembly 30. Through the interaction between the first deceleration member 300 and the second deceleration member 301, the movement speed of the door can be changed, thereby changing the movement state of the door.

[0045] The pulling arm 10 is connected to the first speed reducer 300 in a transmission manner to drive the first speed reducer 300 to move. Through the transmission connection with the pulling arm 10, the first speed reducer 300 can start working after receiving the force transmitted from the pulling arm 10. In other words, when the first speed reducer 300 is affected by the friction force, the friction force exerted on the first speed reducer 300 gradually decreases, and the movement resistance exerted on the pulling arm 10 and the car door will also be reduced accordingly, which will make the opening of the car door smoother. Correspondingly, the friction force exerted on the first speed reducer 300 gradually increases, and the movement resistance exerted on the pulling arm 10 and the car door will also increase accordingly, thereby reducing the opening speed of the car door.

[0046] Specifically, when the movement speed of the pulling arm 10 is less than the predetermined speed, the adjusting component 20 reduces the friction between the second deceleration member 301 and the first deceleration member 300 through its own movement; when the movement speed of the pulling arm 10 is greater than or equal to the predetermined speed, the adjusting component 20 increases the friction between the second deceleration member 301 and the first deceleration member 300 through its own movement.

[0047] That is to say, when the pulling arm 10 moves at a speed less than the predetermined speed, that is, when the car door changes from a stationary state to a moving state, the movement of the pulling arm 10 drives the adjustment component 20 to move, and the movement of the adjustment component 20 will play a limiting role. Under the limiting effect of the adjustment component 20, the position or state of the first deceleration component 300 can be adjusted, so that the friction between the first deceleration component 300 and the second deceleration component 301 can be reduced. At this time, the car door can open and close smoothly.

[0048] When the pulling arm 10 moves at a speed greater than or equal to a predetermined speed, that is, the speed of the user exceeds a reasonable speed when opening and closing the car door, and the reasonable speed is generally greater than the speed when the car door changes from a stationary state to a moving state, at this speed, the movement of the pulling arm 10 drives the adjustment component 20 to move, and the movement of the adjustment component 20 also plays a limiting role. Under the limiting effect of the adjustment component 20, the first deceleration component 300 cooperates with the second deceleration component 301. At this time, the friction between the first deceleration component 300 and the second deceleration component 301 increases, which can achieve a certain deceleration effect on the car door.

[0049] In addition, the interaction between the first reduction member 300 and the second reduction member 301 can replace the traditional mechanical gear structure, which can greatly reduce the material and process costs, thereby perfectly adapting to the vehicle's requirements for lightweight and low power consumption. Moreover, the use of mechanical principles to reduce the movement speed of the door can significantly improve the safety and comfort of the door operation. When the door is about to close, the first reduction member 300 can slowly reduce the closing speed of the door, so that the door can be closed gently, avoiding the noise and vibration caused by sudden closing, and protecting the door from damage, thereby ensuring the safety of passengers while extending the service life of the vehicle.

[0050] like Figure 2 、 Figure 5-Figure 9 As shown, the stepless limiter 1 of the vehicle door also includes: a first transmission component 40, the first transmission component 40 includes: a rotating shaft 400, the pulling arm 10 is in transmission cooperation with the rotating shaft 400 to drive the rotating shaft 400 to rotate, the first speed reducer 300 and the second speed reducer 301 are sleeved on the rotating shaft 400, and the rotating shaft 400 drives the first speed reducer 300 to rotate.

[0051] The first transmission component 40 can play a transmission role, which can ensure that force and motion can be effectively transmitted from one part to another to achieve the expected function. The first transmission component 40 includes: a rotating shaft 400, which can be used to support and realize relative rotational movement between various components. The pulling arm 10 is matched with the rotating shaft 400 to drive the rotating shaft 400 to rotate. When the car door is opened or closed, the pulling arm 10 will move accordingly. The pulling arm 10 and the rotating shaft 400 are connected through transmission cooperation, so that the movement of the pulling arm 10 can drive the rotating shaft 400 to rotate.

[0052] The first speed reducer 300 and the second speed reducer 301 are sleeved on the rotating shaft 400, and the rotating shaft 400 drives the first speed reducer 300 to rotate. The rotating shaft 400 is respectively coordinated with the pulling arm 10 and the speed reduction assembly 30, and can also convert the movement of the pulling arm 10 into a rotational motion, thereby driving the first speed reducer 300 to rotate. Due to the limiting effect of the adjusting assembly 20, when the car door changes from a stationary state to a moving state, under the limiting effect of the adjusting assembly 20, the interaction between the first speed reducer 300 and the second speed reducer 301 is reduced, so that the friction force of the second friction member 301 on the first speed reducer 300 is reduced. At this time, the car door can open and close smoothly. During the process of opening and closing the car door, the speed exceeds the reasonable speed. Under the limiting effect of the adjusting assembly 20, the first speed reducer 300 cooperates with the second speed reducer 301. At this time, the friction force on the first speed reducer 300 is increased, thereby achieving a certain deceleration effect on the car door. The car door can be better controlled, less likely to be bumped, and damage to the car door can be avoided.

[0053] Among them, such as Figure 2 and Figure 5 As shown, the adjustment assembly 20 is connected to the rotating shaft 400 so that when the rotating shaft 400 rotates, the adjustment assembly 20 can drive the first speed reducing member 300 and the second speed reducing member 301 to move up and down. The adjusting component 20 is connected to the rotating shaft 400. When the rotating shaft 400 rotates, when the car door changes from a stationary state to a moving state, the rotating shaft 400 rotates at a relatively low speed, and the adjusting component 20 cannot drive the first deceleration member 300 and the second deceleration member 301 to move up and down, or drives the first deceleration member 300 and the second deceleration member 301 to move up and down with a relatively small amplitude. At this time, the first deceleration member 300 and the second deceleration member 301 can be separated to a certain extent, so that the friction force exerted on the first deceleration member 300 is reduced. When the speed exceeds the reasonable speed during the process of opening and closing the car door, the rotating shaft 400 rotates at a relatively high speed, and the adjusting component 20 can drive the first deceleration member 300 and the second deceleration member 301 to move up and down with a relatively large amplitude. At this time, the first deceleration member 300 and the second deceleration member 301 will interact with each other, and the first deceleration member 300 is affected by the friction force of the second friction member 301, thereby increasing the friction force exerted on the first deceleration member 300.

[0054] In addition, if Figure 2 、 Figures 5-10 As shown, the first transmission component 40 also includes: a transmission gear 401, the rotating shaft 400 drives the transmission gear 401 to rotate, and the adjustment component 20 includes: a swing arm 200, a mounting seat 201 and a first elastic member 202, the transmission gear 401 is located above the mounting seat 201, one end of the swing arm 200 is hingedly connected to the transmission gear 401, and the other end of the swing arm 200 is hingedly connected to the mounting seat 201, one end of the first elastic member 202 is connected to the transmission gear 401, and the other end of the first elastic member 202 is connected to the mounting seat 201.

[0055] The transmission gear 401 can transmit force and motion, adjusting speed and torque. The swing arm 200 can serve as a connector, converting the user's push and pull movements into mechanical motion, thereby controlling the opening and closing of the door. The mounting base 201 can be used to secure and support other components, providing a stable mounting position for the swing arm 200. The first elastic member 202 can provide cushioning, vibration reduction, and restoration, providing additional force to help the door maintain stability or close smoothly. The first elastic member 202 can be configured as a spring, and the transmission gear 401 can be replaced by other composite gears such as planetary gears or multi-stage parallel axis gears.

[0056] It should be noted that the rotating shaft 400 can drive the transmission gear 401 to rotate, one end of the swing arm 200 is hingedly connected to the transmission gear 401, and the other end of the swing arm 200 is hingedly connected to the mounting base 201. In this way, when the transmission gear 401 rotates, it can drive the swing arm 200 to perform a corresponding swinging motion, and the force can be converted from rotational motion to swinging motion. One end of the first elastic member 202 is connected to the transmission gear 401, and the other end of the first elastic member 202 is connected to the mounting base 201. When the car door changes from a stationary state to a moving state, the rotation speed of the rotating shaft 400 is relatively small, and the swing amplitude of the swing arm 200 is also relatively small, but the swing arm 200 will still provide an upward pulling force to the mounting base 201 in the up and down directions. At this time, the mounting base 201 will have an upward movement tendency, thereby reducing the downward pressure. At this time, the interaction force between the first speed reducer 300 and the second speed reducer 301 can be reduced, thereby reducing the friction force on the first speed reducer 300.

[0057] When the speed exceeds the reasonable speed during the process of opening and closing the car door, the rotation speed of the rotating shaft 400 is relatively large, and the swing amplitude of the swing arm 200 is also relatively large. The swing arm 200 will have an upward swinging motion under the action of centrifugal force, thereby driving the mounting seat 201 to move upward. At this time, the first deceleration member 300 and the second deceleration member 301 will also be supported by the upward force and move upward. Due to the action of the shaft limit structure, the sliding distance of the first deceleration member 300 and the second deceleration member 301 is limited. After reaching the limit position, they cannot continue to move upward, and the mounting seat 201 While squeezing the first elastic member 202 upward, the first elastic member 202 also forms a downward pressure on the mounting seat 201, that is, it forms a downward pressure on the first deceleration member 300 and the second deceleration member 301. In this way, the greater the upward movement of the mounting seat 201 drives the first deceleration member 300 and the second deceleration member 301 to move upward, the greater the pressure of the first elastic member 202 on the first deceleration member 300 and the second deceleration member 301, and the greater the friction between the first deceleration member 300 and the second deceleration member 301, which has a deceleration effect.

[0058] In addition, in the vertical direction, the transmission gear 401 is located above the mounting base 201 . This arrangement is reasonable and will not affect the up and down movement of the mounting base 201 .

[0059] Of course, if Figure 2 、 Figures 5-10 As shown, the first speed reducer 300 and the second speed reducer 301 are disposed below the mounting seat 201. The adjustment assembly 20 further includes a sleeve 203, the upper end of which is secured above the mounting seat 201, and the lower end of which is secured below the lowest first speed reducer 300 or second speed reducer 301. Vertically, the first speed reducer 300 and the second speed reducer 301 are disposed below, while the mounting seat 201 is disposed above. This arrangement is rational, facilitating the coordination between the mounting seat 201 and the swing arm 200, and preventing interference with the coordination between the first speed reducer 300 and the second speed reducer 301.

[0060] The shaft sleeve 203 can play a supporting and guiding role, and can reduce vibration and noise. The upper end of the shaft sleeve 203 is clamped above the mounting seat 201, and the lower end of the shaft sleeve 203 is clamped below the first speed reducer 300 or the second speed reducer 301 located at the bottom. In this way, when the speed exceeds the reasonable speed during the opening and closing of the car door, the upward movement of the mounting seat 201 will drive the shaft sleeve 203 to move upward, and the shaft sleeve 203 will form an upward supporting force on the first speed reducer 300 and the second speed reducer 301, thereby driving the first speed reducer 300 and the second speed reducer 301 to move upward. In this way, the first speed reducer 300 and the second speed reducer 301 will be affected by the upward supporting force and the downward pressure at the same time, and the first speed reducer 300 and the second speed reducer 301 will interact with each other, thereby increasing the friction force on the first speed reducer 300.

[0061] Further, if Figure 5 As shown, the swing arm 200 includes: a first swing arm 204 and a second swing arm 205, one end of the first swing arm 204 is hingedly connected to the transmission gear 401, one end of the second swing arm 205 is hingedly connected to the mounting base 201, and the other end of the first swing arm 204 is hingedly connected to the other end of the second swing arm 205. The first swing arm 204 and the second swing arm 205 are components of the swing arm 200. The first swing arm 204 and the second swing arm 205 can both play a connecting role. One end of the first swing arm 204 is hingedly connected to the transmission gear 401, and the first swing arm 204 and the transmission gear 401 can rotate relative to each other. One end of the second swing arm 205 is hingedly connected to the mounting base 201, and the second swing arm 205 and the mounting base 201 can rotate relative to each other. In this way, when the transmission gear 401 rotates, it first drives the swing arm 200 to rotate. When the swing arm 200 rotates at a large speed, the swing arm 200 produces an upward swing amplitude due to the action of centrifugal force. At this time, the other end of the first swing arm 204 is hingedly connected to the other end of the second swing arm 205, and the first swing arm 204 and the second swing arm 205 can rotate relative to each other. In this way, the upward swing of the first swing arm 204 will drive the second swing arm 205 to swing upward, thereby driving the mounting base 201 to move upward. It should be noted that an iron block may be provided at the connection between the first swing arm 204 and the second swing arm 205 .

[0062] In addition, Figure 5 As shown, the transmission gear 401 includes: a first gear 402, a second gear 403 and a third gear 404. The first gear 402 is fixed on the rotating shaft 400, and the third gear 404 is sleeved on the rotating shaft 400. The third gear 404 is located below the first gear 402. The first gear 402 and the second gear 403 are in transmission cooperation, and the second gear 403 and the third gear 404 are in transmission cooperation. One end of the first swing arm 204 is hingedly connected to the third gear 404, and one end of the first elastic member 202 is connected to the third gear 404.

[0063] The first gear 402, the second gear 403, and the third gear 404 are components of the transmission gear 401. These three gears can transmit force and motion, and adjust speed and torque. The first gear 402 is fixed to the rotating shaft 400. Rotation of the rotating shaft 400 drives the first gear 402 to rotate. The third gear 404 is sleeved on the rotating shaft 400, which limits the position of the third gear 404 and prevents radial displacement. However, the third gear 404 is not fixed to the rotating shaft 400. Furthermore, the third gear 404 is located below the first gear 402, which facilitates layout and allows the third gear 404 to better cooperate with the first swing arm 204 and the first elastic member 202.

[0064] The first gear 402 is coupled to the second gear 403, which in turn is coupled to the third gear 404. Rotation of the rotating shaft 400 drives the first gear 402 to rotate. The first gear 402 is coupled to the second gear 403, which in turn drives the third gear 404 to rotate. The first swing arm 204 and the first elastic member 202 are each connected to the third gear 404. When the third gear 404 rotates, it drives the first swing arm 204 to swing accordingly. Furthermore, one end of the first elastic member 202 is coupled to the third gear 404. This allows the third gear 404 to provide support for one end of the first elastic member 202. When the first elastic member 202 is compressed, one end of the first elastic member 202 remains stationary, while the other end of the first elastic member 202 provides downward pressure on the mounting base 201.

[0065] It should be noted that if Figure 2 、 Figure 5 and Figure 10 As shown, the first transmission assembly 40 further includes a limiting member 405, which axially limits and fixes the third gear 404. The limiting member 405 can serve as an axial limiter, and by axially limiting and fixing the third gear 404, the limiting member 405 prevents the third gear 404 from shifting axially, making the arrangement of the third gear 404 more stable, thereby ensuring precise engagement between the first gear 402, the second gear 403, and the third gear 404, and thus ensuring the stability and accuracy of the first transmission assembly 40.

[0066] In addition, if Figure 2 、 Figure 5 and Figure 11As shown, the stepless limiter 1 of the vehicle door also includes: a cover plate 50 and a shell 60, the cover plate 50 and the shell 60 define a accommodating space 600, the adjustment component 20, the deceleration component 30 and the first transmission component 40 are arranged in the accommodating space 600, the upper end of the rotating shaft 400 extends out of the accommodating space 600, and the cover plate 50 and the shell 60 limit and fix the second gear 403 in the axial direction.

[0067] The cover plate 50 and the shell 60 are components of the stepless limiter 1 of the vehicle door. The cover plate 50 can play a covering and protective role, and the shell 60 can play an overall protection and structural support role. The cover plate 50 and the shell 60 define a accommodating space 600. The adjustment component 20, the deceleration component 30 and the first transmission component 40 are arranged in the accommodating space 600. At this time, the space of the shell 60 can be reasonably utilized to reduce space occupancy, thereby solving the space layout problem of the stepless limiter 1 of the vehicle door.

[0068] The upper end of the rotating shaft 400 extends out of the accommodating space 600, and the upper end of the rotating shaft 400 extends out of the cover plate 50, which facilitates the transmission connection between the rotating shaft 400 and the pulling arm 10. The cover plate 50 and the shell 60 limit and fix the second gear 403 in the axial direction. In the axial direction, the cover plate 50 and the shell 60 can limit and fix the second gear 403. At this time, the second gear 403 can be kept in the correct position on the rotating shaft 400 to prevent it from moving in the axial direction, thereby ensuring the precise engagement between the first gear 402, the second gear 403 and the third gear 404, thereby ensuring the stability and accuracy of the first transmission assembly 40.

[0069] Alternatively, as Figure 2 、 Figure 5 and Figure 12 As shown, one of the first speed reducer 300 and the second speed reducer 301 is a rotating friction member, and the other of the first speed reducer 300 and the second speed reducer 301 is a fixed friction member. The rotating shaft 400 is provided with a limiting portion 406, which limits the rotating friction member in the axial direction, and the housing 60 limits the fixed friction member in the axial direction.

[0070] The first speed reducer 300 and the second speed reducer 301 can be respectively set as a rotating friction member and a fixed friction member. For example, the first speed reducer 300 can be set as a rotating friction member, and the second speed reducer 301 can be set as a fixed friction member. The rotating shaft 400 is provided with a limiting portion 406, and the limiting portion 406 can play an axial limiting role. The limiting portion 406 limits the rotating friction member in the axial direction. In the axial direction, the limiting portion 406 can limit the rotating friction member, and at this time, the rotating friction member can maintain the correct position on the rotating shaft 400. The upper end of the sleeve 203 is clamped above the mounting seat 201, and the lower end of the sleeve 203 is clamped below the first speed reducer 300 or the second speed reducer 301 located at the bottom. The sleeve 203 can drive the rotating friction member and the fixed friction member to slide up and down a certain distance along the rotating shaft 400. The shell 60 or the rotating shaft 400 limits the fixed friction part in the axial direction. In the axial direction, the shell 60 can limit the fixed friction part, and the fixed friction part can slide up and down a certain distance along the limiting position of the shell 60. At this time, the fixed friction part can maintain the correct position on the rotating shaft 400, thereby avoiding the fixed friction part from sliding too far in the axial direction.

[0071] Specifically, if Figure 2 and Figure 5 As shown, there are multiple first deceleration members 300 and multiple second deceleration members 301, and the multiple first deceleration members 300 and multiple second deceleration members 301 are arranged alternately. The multiple first deceleration members 300 and the multiple second deceleration members 301 can be arranged alternately to form a deceleration mechanism. In this way, when the multiple first deceleration members 300 and the multiple second deceleration members 301 interact with each other, the friction between the first deceleration members 300 and the second deceleration members 301 can be maximized, thereby better achieving a certain deceleration effect on the vehicle door.

[0072] Among them, such as Figure 2-Figure 4 As shown, the vehicle door stepless stopper 1 further includes: a second transmission assembly 70, the pulling arm 10 and the second transmission assembly 70 in transmission engagement, and the second transmission assembly 70 and the rotating shaft 400 in transmission engagement. The second transmission assembly 70 can function as a transmission, ensuring that force and motion can be effectively transferred from one part to another to achieve the intended function. The pulling arm 10 and the second transmission assembly 70 in transmission engagement, and the second transmission assembly 70 in transmission engagement with the rotating shaft 400, thus enabling the pulling arm 10 to drive the second transmission assembly 70 to move during the opening and closing of the vehicle door. The movement of the second transmission assembly 70 can drive the rotation of the rotating shaft 400, thereby driving the rotation of the transmission gear 401, thereby achieving force transmission.

[0073] In addition, if Figure 2-Figure 4As shown, the second transmission assembly 70 includes: a gear set 700 and a drive shaft set 701. A rack 100 is provided on the pulling arm 10, and the rack 100 is engaged with the gear set 700. The gear set 700 is connected to the drive shaft set 701, and the drive shaft set 701 is in transmission connection with the rotating shaft 400. The gear set 700 and the drive shaft set 701 are components of the second transmission assembly 70. The gear set 700 can realize the transmission of force and motion, and can adjust speed and torque. The drive shaft set 701 can carry the gear set 700 and can also directly affect the operating efficiency and stability of the entire system. A rack 100 is provided on the pulling arm 10, so that when the pulling arm 10 moves, the rack 100 provided thereon will move in a straight line direction. The rack 100 is engaged with the gear set 700, and the rack 100 is engaged with one or more gears. As the rack 100 moves, the gear set 700 can be driven to rotate, so that the conversion from linear motion to rotational motion can be realized. The gear set 700 is connected to the drive shaft set 701, and the drive shaft set 701 is connected to the rotating shaft 400. At this time, the force can be efficiently and accurately transmitted from the gear set 700 to the rotating shaft 400, thereby realizing effective control of the opening and closing process of the car door.

[0074] Of course, if Figure 3 and Figure 4 As shown, the gear set 700 includes: a fourth gear 702, a fifth gear 703 and a sixth gear 704, the drive shaft set 701 includes: a first drive shaft 705 and a second drive shaft 706, the fourth gear 702 and the fifth gear 703 are arranged on the first drive shaft 705, the sixth gear 704 is arranged on the second drive shaft 706, the rack 100 is engaged with the fourth gear 702, the fifth gear 703 is engaged with the sixth gear 704, and the second drive shaft 706 is connected to the rotating shaft 400 in a transmission manner.

[0075] It should be noted that the fourth gear 702, the fifth gear 703 and the sixth gear 704 are combined components of the gear set 700. The fourth gear 702, the fifth gear 703 and the sixth gear 704 can all realize the transmission of force and motion, and can adjust speed and torque. The drive shaft group 701 includes: a first drive shaft 705 and a second drive shaft 706. The first drive shaft 705 and the second drive shaft 706 are components of the drive shaft group 701. The first drive shaft 705 and the second drive shaft 706 can both carry the gear set 700 and can also directly affect the operating efficiency and stability of the entire system. The fourth gear 702 and the fifth gear 703 are arranged on the first drive shaft 705, and the sixth gear 704 is arranged on the second drive shaft 706. The fourth gear 702, the fifth gear 703 and the sixth gear 704 are respectively arranged on the first drive shaft 705 and the second drive shaft 706. At this time, the first drive shaft 705 and the second drive shaft 706 can respectively control the fourth gear 702, The fifth gear 703 and the sixth gear 704 play a bearing role. The rack 100 is meshed with the fourth gear 702, and the fifth gear 703 is meshed with the sixth gear 704. When the pulling arm 10 moves, the rack 100 set thereon will move in a straight line direction. The movement of the rack 100 drives the fourth gear 702 to rotate. The rotation of the fourth gear 702 drives the first drive shaft 705 to rotate. The first drive shaft 705 can drive the fifth gear 703 to rotate, thereby driving the sixth gear 704 to rotate. The second drive shaft 706 is transmission-connected to the rotating shaft 400. The rotation of the sixth gear 704 drives the second drive shaft 706 to rotate. The second drive shaft 706 drives the rotating shaft 400 to rotate. The rotation of the rotating shaft 400 can drive the transmission gear 401 to rotate. One end of the first swing arm 204 is hingedly connected to the transmission gear 401. At this time, the transmission gear 401 can drive the swing arm 200 to perform a corresponding swinging action, which can realize the conversion of force from rotational motion to swinging motion, thereby controlling the opening and closing of the car door.

[0076] Further, if Figure 4 As shown, the second transmission assembly 70 further includes a pressing member 707, which is fixed to the first drive shaft 705 and presses the rack 100 in the direction of the fourth gear 702. The pressing member 707 can play a pressing role. The pressing member 707 is fixed to the first drive shaft 705 and is fixedly arranged on the first drive shaft 705. The pressing member 707 presses the rack 100 in the direction of the fourth gear 702. This ensures that the rack 100 and the fourth gear 702 are engaged with each other during the door opening and closing process, and does not cause significant shaking, making the arrangement more stable and secure. The pressing member 707 can be configured as a spring.

[0077] In addition, Figure 4As shown, the clamping member 707 includes: an upper plate 708, a lower plate 709 and a side plate 710, the first drive shaft 705 passes through the upper plate 708 and the lower plate 709, the side plate 710 is located on the side of the rack 100 away from the fourth gear 702, and a protrusion 711 is provided on the side of the side plate 710 facing the rack 100, and the protrusion 711 abuts against the rack 100. The upper plate 708, the lower plate 709 and the side plate 710 are components of the pressing member 707. The upper plate 708, the lower plate 709 and the side plate 710 are connected to each other. At this time, the upper plate 708, the lower plate 709 and the side plate 710 form a whole, which is convenient for the installation and setting of the pressing member 707. The first drive shaft 705 passes through the upper plate 708 and the lower plate 709. The pressing member 707 is installed on the first drive shaft 705 through the upper plate 708 and the lower plate 709. The side plate 710 is located on the rack 10 0 is located on a side away from the fourth gear 702. A side plate 710 is provided at an end away from the fourth gear 702. A protrusion 711 is provided on the side of the side plate 710 facing the rack 100. The protrusion 711 abuts against the rack 100. At this time, the pressing member 707 can press the rack 100 toward the fourth gear 702. This ensures that the rack 100 and the fourth gear 702 are engaged with each other during the door opening and closing process, and does not cause significant shaking, making the arrangement more stable and secure.

[0078] It should be noted that if Figure 1-Figure 3 As shown, the stepless stopper 1 of the vehicle door further includes: a mounting shell 80 , a first drive shaft 705 and a second drive shaft 706 are rotatably disposed on the mounting shell 80 , and the rack 100 is at least partially disposed in the mounting shell 80 . The mounting shell 80 can play an installation and protection role. The first drive shaft 705 and the second drive shaft 706 are rotatably arranged on the mounting shell 80. At this time, the mounting shell 80 can support the first drive shaft 705 and the second drive shaft 706, and the first drive shaft 705 and the second drive shaft 706 can rotate relative to the mounting shell 80. In this way, the rotation of the fourth gear 702 can drive the first drive shaft 705 to rotate, the rotation of the first drive shaft 705 can drive the fifth gear 703 to rotate, the rotation of the sixth gear 704 can drive the second drive shaft 706 to rotate, and the rotation of the second drive shaft 706 can drive the rotating shaft 400 to rotate. The rack 100 is at least partially arranged in the mounting shell 80, and a part of the rack 100 is arranged in the mounting shell 80, so that the rack 100 can be engaged with the fourth gear 702, the fifth gear 703 is engaged with the sixth gear 704, and the second drive shaft 706 is connected to the rotating shaft 400 by transmission.

[0079] The first embodiment of the present invention is: during the opening and closing movement of the car door, the car door is divided into two states: the car door changes from static to moving, that is, the movement process of the car door opening and closing; the car door changes from moving to static, that is, the process of the car door hovering.

[0080] The car door changes from a stationary state to a moving state. First, for the initial stationary state of the car door, since the first elastic member 202 is in a compressed state, the first deceleration member 300 and the second deceleration member 301 provide static friction under the compression of the first elastic member 202, so that the car door can initially remain stationary.

[0081] During the door opening and closing process, when the door speed is within a reasonable range, that is, when the pulling arm 10 moves at a speed less than a predetermined speed, the pulling arm 10 moves horizontally, and the rack 100 drives the fourth gear 702 meshed with it to rotate, driving the first drive shaft 701 and the fifth gear 703 to rotate. Further, the sixth gear 704 meshed with the fifth gear 703 rotates to drive the second drive shaft 706 to rotate. The rotating shaft 400 is driven by the second drive shaft 706 to rotate, driving the first gear 402, the second gear 403 and the third gear 404. Rotation, at this time, driven by the transmission gear 401, the rotation speed increases, and the swing arm 200 and the mounting seat 201 rotate together driven by the transmission gear 401. At this time, the first elastic member 202 is in a compressed state, and the centrifugal force provided by the swing arm 200 in the rotation movement overcomes part of the compressive elastic force of the first elastic member 202. The pressure of the first elastic member 202 on the first speed reducer 300 and the second speed reducer 301 becomes smaller, and the friction between the first speed reducer 300 and the second speed reducer 301 also becomes smaller. At this time, the car door can open and close smoothly.

[0082] If the user's speed exceeds the reasonable speed when opening or closing the door, that is, when the pulling arm 10 moves at a speed greater than or equal to the predetermined speed, the centrifugal force provided by the rotating swing arm 200 will continue to compress the first elastic member 202 after overcoming the compressive elastic force of the first elastic member 202, and the first elastic member 202 will expand inward. At this time, the connecting portion of the first swing arm 204 and the second swing arm 205 will expand outward. Due to the limiting effect of the limit member 405, the third gear 404 remains stationary in the axial direction. Therefore, the swing arm 200 will pull the mounting seat 201 to move upward along the axial direction of the rotating shaft 400, and the upper end of the sleeve 203 will be clamped above the mounting seat 201. The mounting seat 201 drives the shaft sleeve 203 to move upward, and the shaft sleeve 203 drives the first deceleration member 300 and the second deceleration member 301 to move upward. At this time, the first deceleration member 300 and the second deceleration member 301 are subjected to the upward pressure provided by the shaft sleeve 203 and the downward pressure of the first elastic member 202. The friction force provided by the first deceleration member 300 and the second deceleration member 301 becomes larger, thereby achieving rapid deceleration of the vehicle door. When the speed returns to a reasonable value, the centrifugal force provided by the swing arm 200 in the rotational movement gradually decreases, the compression amount of the first elastic member 202 decreases, and the first elastic member 202 extends to push the mounting seat 201 back to its initial position.

[0083] The car door changes from motion to stillness, that is, the car door hovers. After the car door changes from stillness to motion, the speed of the car door returns to a reasonable value, that is, the pulling arm 10 returns to a speed less than the predetermined speed and the user no longer pushes the car door to provide speed. The centrifugal force provided by the swing arm 200 in the rotational motion gradually decreases, and the centrifugal force provided is not enough to overcome the compressive elastic force of the first elastic member 202. At this time, the downward pressure of the first elastic member 202 on the first deceleration member 300 and the second deceleration member 301 gradually increases, and the friction provided by the first deceleration member 300 and the second deceleration member 301 increases. The car door gradually slows down and finally stops, realizing the hovering process of the car door.

[0084] The reduction assembly 30 composed of the first reduction member 300 and the second reduction member 301 can be replaced by a reduction mechanism such as a rotary damper, a planetary gear reducer, a worm gear reducer, and a magnetic reducer.

[0085] A second optional embodiment of the stepless stopper 1 for a vehicle door will be described below.

[0086] Specifically, if Figure 13 and Figure 14 As shown, the resistance adjustment assembly 90 includes a deceleration assembly 30, which includes a first deceleration member 300 and a second deceleration member 301. The pull arm 10 is in transmission connection with the first deceleration member 300 to drive the first deceleration member 300 to move. The deceleration assembly 30 can change the movement speed of the vehicle door, thereby changing the movement state of the vehicle door. The first deceleration member 300 and the second deceleration member 301 are components of the deceleration assembly 30 and can change the movement speed of the vehicle door, thereby changing the movement state of the vehicle door. Through the transmission connection between the first deceleration member 300 and the pull arm 10, the first deceleration member 300 can start to work after receiving the force transmitted by the pull arm 10. In other words, when the first deceleration member 300 is affected by friction, the friction force gradually decreases, and the movement resistance of the pull arm 10 and the vehicle door is also reduced, thereby making the vehicle door open more smoothly. Correspondingly, when the friction force gradually increases, the movement resistance of the pull arm 10 and the vehicle door is also increased, thereby reducing the opening speed of the vehicle door.

[0087] The resistance adjustment assembly 90 includes an adjustment assembly 20, which is mounted on the first decelerator 300 and moves with the first decelerator 300. The adjustment assembly 20 can be used to adjust the friction force, thereby adjusting the door speed and preventing damage due to excessive door opening and closing speeds. The adjustment assembly 20 is mounted on the first decelerator 300, and the movement of the pull arm 10 drives the movement of the first decelerator 300. The movement of the first decelerator 300 drives the adjustment assembly 20, thereby adjusting the door speed.

[0088] Among them, when the movement speed of the pulling arm 10 is less than the predetermined speed, the adjusting component 20 reduces the friction between it and the second deceleration component 301 through its own movement; when the movement speed of the pulling arm 10 is greater than or equal to the predetermined speed, the adjusting component 20 increases the friction between it and the second deceleration component 301 through its own movement.

[0089] That is to say, when the pulling arm 10 moves at a speed less than the predetermined speed, that is, when the car door changes from a stationary state to a moving state, the movement of the pulling arm 10 drives the adjustment component 20 to move, and the movement of the adjustment component 20 will play a limiting role. Under the limiting effect of the adjustment component 20, the position or state of the first deceleration component 300 can be adjusted, so that the friction between the adjustment component 20 and the second deceleration component 301 can be reduced. At this time, the car door can open and close smoothly.

[0090] When the pulling arm 10 moves at a speed greater than or equal to a predetermined speed, that is, the speed of the user exceeds a reasonable speed when opening and closing the car door, and the reasonable speed is generally greater than the speed when the car door changes from a stationary state to a moving state, at this speed, the movement of the pulling arm 10 drives the adjustment component 20 to move, and the movement of the adjustment component 20 also plays a limiting role. Under the limiting effect of the adjustment component 20, the adjustment component 20 cooperates with the second deceleration component 301. At this time, the friction between the first deceleration component 300 and the adjustment component 20 increases, which can achieve a certain deceleration effect on the car door.

[0091] Among them, such as Figure 13 and Figure 14 As shown, the pulling arm 10 is located on one side of the first speed reducer 300, the second speed reducer 301 is located on the other side of the first speed reducer 300, the adjusting assembly 20 is arranged on the other side of the first speed reducer 300, and a fixing portion 302 is provided in the middle of the second speed reducer 301. The adjusting assembly 20 abuts against the fixing portion 302, and the second speed reducer 301 is constructed as an annular structure. When the pulling arm 10 moves at a speed less than a predetermined speed, the adjusting assembly 20 is separated from the fixing portion 302, and the adjusting assembly 20 moves in the radial direction toward the inner wall of the second speed reducer 301. When the pulling arm 10 moves at a speed greater than or equal to the predetermined speed, the adjusting assembly 20 contacts the inner wall of the second speed reducer 301.

[0092] The pulling arm 10 and the second speed reducer 301 are respectively arranged on both sides of the first speed reducer 300, so as to avoid interference between the pulling arm 10 and the second speed reducer 301. The second speed reducer 301 and the adjustment component 20 are located on the same side of the first speed reducer 300, which facilitates interference between the adjustment component 20 and the second speed reducer 301.

[0093] Specifically, the second decelerator 301 is constructed as an annular structure. The second decelerator 301 can be constructed as an annular structure. When the pulling arm 10 moves at a speed less than the predetermined speed, that is, when the car door changes from a stationary state to a moving state, the adjusting component 20 moves in the radial direction toward the inner wall of the second decelerator 301. First of all, it should be noted that when the car door is not moving, the adjusting component 20 abuts against the fixing portion 302 provided in the middle of the second decelerator 301, so that the first decelerator 300 will be affected by the friction between the adjusting component 20 and the fixing portion 302. When the pulling arm 10 moves at a speed less than the predetermined speed, the movement speed is small, the rotation speed of the first decelerator 300 is slow, the adjusting component 20 is separated from the fixing portion 302 due to the centrifugal force, and the adjusting component 20 moves in the radial direction. The first decelerator 300 moves upward toward the inner wall of the second decelerator 301, but the adjusting component 20 does not contact the inner wall of the second decelerator 301. This will reduce the friction force on the first decelerator 300 to a certain extent. At this time, the door can be opened and closed smoothly. When the pulling arm 10 moves at a speed greater than or equal to the predetermined speed, that is, the speed of the user exceeds the reasonable speed during the process of opening and closing the door, the speed is relatively large, and the first decelerator 300 rotates relatively fast. The adjusting component 20 eventually contacts the inner wall of the second decelerator 301. Since the adjusting component 20 is arranged on the first decelerator 300, the friction force of the first decelerator 300 increases due to the increase in the friction force between the adjusting component 20 and the inner wall of the second decelerator 301. At this time, the door can be decelerated during the opening and closing process. The first decelerator 300 can be set as a rotating wheel, and the second decelerator 301 can be set as a deceleration ring.

[0094] Alternatively, as Figure 13 and Figure 14 As shown, the adjustment assembly 20 includes: a contact member 206 and a second elastic member 207, one end of the second elastic member 207 is connected to the first speed reducer 300, and one end of the second elastic member 207 is located radially outside the second speed reducer 301, one end of the contact member 206 abuts against the fixed portion 302, the other end of the contact member 206 is connected to the other end of the second elastic member 207, and the contact member 206 is located radially inside the second speed reducer 301.

[0095] The contact member 206 and the second elastic member 207 are components of the adjustment assembly 20. The contact member 206 can realize the connection between the first speed reducer 300 and the second speed reducer 301. The second elastic member 207 can play the role of buffering, vibration reduction and restoration. One end of the contact member 206 abuts against the fixed part 302, and the two ends of the second elastic member 207 are respectively connected to the first speed reducer 300 and the other end of the contact member 206. The contact member 206 is located on the radial inner side of the second speed reducer 301. That is, when the adjustment assembly 20 moves radially, the contact member 206 moves from the radial inner side of the second speed reducer 301 to the inner wall of the second speed reducer 301. This can correspond to the movement trajectory of the contact member 206 under the action of centrifugal force. In addition, one end of the second elastic member 207 is located on the radial outer side of the second speed reducer 301. This can ensure that the contact member 206 squeezes the second elastic member 207 when moving radially and can contact the inner wall of the second speed reducer 301. In this way, the setting of the adjustment assembly 20 can be made more reliable and effective. The contact member 206 may be configured as a deceleration block, and the second elastic member 207 may be configured as a spring.

[0096] Specifically, if Figure 13 and Figure 14 As shown, there are multiple adjustment assemblies 20, and the multiple adjustment assemblies 20 are arranged at intervals in the circumferential direction of the second speed reducer 301. The multiple adjustment assemblies 20 can be arranged in multiples. The arrangement of multiple adjustment assemblies 20 can make the structural arrangement of the stepless stopper 1 of the vehicle door more stable and reliable. The multiple adjustment assemblies 20 are arranged at intervals in the circumferential direction of the second speed reducer 301. Firstly, this can avoid interference between the multiple adjustment assemblies 20. At the same time, the arrangement of more adjustment assemblies 20 can maximize the friction generated by the contact between the adjustment assemblies 20 and the inner wall of the second speed reducer 301, thereby increasing the friction exerted on the first speed reducer 300.

[0097] Another embodiment of the present invention is: the initial state of the stepless limiter 1 of the vehicle door is that the second elastic member 207 compresses the contact member 206 at the center of the first deceleration member 300, wherein the second deceleration member 301 is a feature on the first deceleration member 300. During the opening and closing process of the vehicle door, when the pulling arm 10 drives the first deceleration member 300 to rotate, the rotational movement of the first deceleration member 300 causes the contact member 206 to perform centrifugal movement, causing the second elastic member 207 to be compressed. When the vehicle door speed is within a reasonable range, that is, when the pulling arm 10 moves at a speed less than a predetermined speed, the centrifugal force provided by the first deceleration member 300 is insufficient to overcome the elastic force of the second elastic member 207 and cause the contact member 206 to contact the second deceleration member 301. At this time, the vehicle door can be opened and closed smoothly.

[0098] If the user's speed exceeds a reasonable speed when opening and closing the door, that is, when the pull arm 10 moves at a speed greater than or equal to a predetermined speed, the centrifugal force provided by the first deceleration member 300 overcomes the elastic force of the second elastic member 207 so that the contact member 206 contacts the second deceleration member 301. The friction between the contact member 206 and the second deceleration member 301 provides deceleration so that the rotation speed of the first deceleration member 300 is reduced, thereby achieving deceleration of the car door during the opening and closing process.

[0099] A vehicle door according to an embodiment of the present invention includes a door body and the stepless door stopper 1 described in the above embodiment, and a pull arm 10 connected to the door body. The pull arm 10 is connected to the door body and extends when the door is opened and retracts when the door is closed, thereby enabling the door to be opened and closed.

[0100] A vehicle according to an embodiment of the present invention includes the vehicle door described in the above embodiment.

[0101] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0102] In the description of the present invention, "first feature" and "second feature" may include one or more of the features. In the description of the present invention, "plurality" means two or more. In the description of the present invention, a first feature "above" or "below" a second feature may include the first and second features being in direct contact, or may also include the first and second features not being in direct contact but being in contact via another feature between them. In the description of the present invention, a first feature being "above", "above" and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is at a higher level than the second feature.

[0103] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0104] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A stepless stopper (1) for a vehicle door, characterized in that: include: A pull arm (10), the pull arm (10) being suitable for connection to a door body of a vehicle door; a resistance adjustment component (90), the resistance adjustment component (90) being transmission-connected to the pulling arm (10); Wherein, when the movement speed of the pulling arm (10) is less than a predetermined speed, the resistance adjustment component (90) reduces the resistance to the movement of the pulling arm (10) through its own movement; When the movement speed of the pulling arm (10) is greater than or equal to a predetermined speed, the resistance adjustment component (90) increases the resistance to the movement of the pulling arm (10) through its own movement.

2. The stepless stopper (1) for a vehicle door according to claim 1, characterized in that: The resistance adjustment component (90) adjusts the magnitude of the rotational friction force according to the movement speed of the pulling arm (10) by utilizing the magnitude of its own centrifugal force, thereby adjusting the resistance to the movement of the pulling arm (10).

3. The stepless stopper (1) for a vehicle door according to claim 1, characterized in that: The resistance adjustment assembly (90) comprises: An adjusting component (20), wherein the pulling arm (10) drives the adjusting component (20) to move; A deceleration component (30), the deceleration component (30) comprising: a first deceleration component (300) and a second deceleration component (301), the pulling arm (10) being in transmission connection with the first deceleration component (300) to drive the first deceleration component (300) to move; Wherein, when the movement speed of the pulling arm (10) is less than a predetermined speed, the adjusting component (20) reduces the friction between the second deceleration member (301) and the first deceleration member (300) through its own movement; When the movement speed of the pulling arm (10) is greater than or equal to a predetermined speed, the adjusting component (20) increases the friction between the second deceleration member (301) and the first deceleration member (300) through its own movement.

4. The stepless stopper (1) for a vehicle door according to claim 3, characterized in that: Also includes: A first transmission assembly (40), the first transmission assembly (40) comprises: a rotating shaft (400), the pulling arm (10) is in transmission cooperation with the rotating shaft (400) to drive the rotating shaft (400) to rotate, the first speed reducer (300) and the second speed reducer (301) are sleeved on the rotating shaft (400), and the rotating shaft (400) drives the first speed reducer (300) to rotate.

5. The stepless stopper (1) for a vehicle door according to claim 4, characterized in that: The adjusting component (20) is connected to the rotating shaft (400), so that when the rotating shaft (400) rotates, the adjusting component (20) can drive the first speed reducing member (300) and the second speed reducing member (301) to move up and down.

6. The stepless stopper (1) for a vehicle door according to claim 5, characterized in that: The first transmission assembly (40) further comprises: a transmission gear (401), wherein the rotating shaft (400) drives the transmission gear (401) to rotate, and the adjustment assembly (20) comprises: a swing arm (200), a mounting seat (201) and a first elastic member (202), wherein the transmission gear (401) is located above the mounting seat (201), one end of the swing arm (200) is hingedly connected to the transmission gear (401), and the other end of the swing arm (200) is hingedly connected to the mounting seat (201), one end of the first elastic member (202) is connected to the transmission gear (401), and the other end of the first elastic member (202) is connected to the mounting seat (201).

7. The stepless stopper (1) for a vehicle door according to claim 6, characterized in that: The first speed reducer (300) and the second speed reducer (301) are arranged below the mounting seat (201), and the adjustment assembly (20) further includes: a shaft sleeve (203), the upper end of the shaft sleeve (203) is clamped above the mounting seat (201), and the lower end of the shaft sleeve (203) is clamped below the first speed reducer (300) or the second speed reducer (301) located at the bottom.

8. The stepless stopper (1) for a vehicle door according to claim 6, characterized in that: The swing arm (200) comprises: a first swing arm (204) and a second swing arm (205), one end of the first swing arm (204) being hingedly connected to the transmission gear (401), one end of the second swing arm (205) being hingedly connected to the mounting seat (201), and the other end of the first swing arm (204) being hingedly connected to the other end of the second swing arm (205).

9. The stepless stopper (1) for a vehicle door according to claim 8, characterized in that: The transmission gear (401) includes: a first gear (402), a second gear (403) and a third gear (404), wherein the first gear (402) is fixed on the rotating shaft (400), the third gear (404) is sleeved on the rotating shaft (400), and the third gear (404) is located below the first gear (402), the first gear (402) and the second gear (403) are in transmission cooperation, and the second gear (403) and the third gear (404) are in transmission cooperation, one end of the first swing arm (204) is hingedly connected to the third gear (404), and one end of the first elastic member (202) is connected to the third gear (404).

10. The stepless stopper (1) for a vehicle door according to claim 9, characterized in that: The first transmission assembly (40) further comprises a limiting member (405), wherein the limiting member (405) limits and fixes the third gear (404) in the axial direction.

11. The stepless stopper (1) for a vehicle door according to claim 9, characterized in that: Also includes: A cover plate (50) and a housing (60), wherein the cover plate (50) and the housing (60) define an accommodating space (600), the adjusting assembly (20), the speed reduction assembly (30) and the first transmission assembly (40) are arranged in the accommodating space (600), the upper end of the rotating shaft (400) extends out of the accommodating space (600), and the cover plate (50) and the housing (60) limit and fix the second gear (403) in the axial direction.

12. The stepless stopper (1) for a vehicle door according to claim 11, characterized in that: One of the first speed reducer (300) and the second speed reducer (301) is a rotating friction member, and the other of the first speed reducer (300) and the second speed reducer (301) is a fixed friction member. The rotating shaft (400) is provided with a limiting portion (406), and the limiting portion (406) limits the rotating friction member in the axial direction. The housing (60) limits the fixed friction member in the axial direction.

13. The stepless stopper (1) for a vehicle door according to claim 4, characterized in that: There are multiple first deceleration components (300) and multiple second deceleration components (301), and the multiple first deceleration components (300) and the multiple second deceleration components (301) are alternately arranged.

14. The stepless stopper (1) for a vehicle door according to claim 4, characterized in that: Also includes: A second transmission assembly (70), the pulling arm (10) and the second transmission assembly (70) are in transmission cooperation, and the second transmission assembly (70) and the rotating shaft (400) are in transmission cooperation.

15. The stepless stopper (1) for a vehicle door according to claim 14, characterized in that: The second transmission assembly (70) includes: a gear group (700) and a drive shaft group (701); a rack (100) is provided on the pulling arm (10); the rack (100) is engaged with the gear group (700); the gear group (700) is connected to the drive shaft group (701); and the drive shaft group (701) is in transmission connection with the rotating shaft (400).

16. The stepless stopper (1) for a vehicle door according to claim 15, characterized in that: The gear set (700) includes: a fourth gear (702), a fifth gear (703) and a sixth gear (704); the drive shaft set (701) includes: a first drive shaft (705) and a second drive shaft (706); the fourth gear (702) and the fifth gear (703) are arranged on the first drive shaft (705); the sixth gear (704) is arranged on the second drive shaft (706); the rack (100) is engaged with the fourth gear (702); the fifth gear (703) is engaged with the sixth gear (704); and the second drive shaft (706) is transmission-connected to the rotating shaft (400).

17. The stepless stopper (1) for a vehicle door according to claim 16, characterized in that: The second transmission assembly (70) further includes a pressing member (707), wherein the pressing member (707) is fixed on the first drive shaft (705), and the pressing member (707) presses the rack (100) in the direction of the fourth gear (702).

18. The stepless stopper (1) for a vehicle door according to claim 17, characterized in that: The clamping member (707) includes an upper plate (708), a lower plate (709) and a side plate (710), the first drive shaft (705) passes through the upper plate (708) and the lower plate (709), the side plate (710) is located on the side of the rack (100) away from the fourth gear (702), and a protrusion (711) is provided on the side of the side plate (710) facing the rack (100), and the protrusion (711) abuts against the rack (100).

19. The stepless stopper (1) for a vehicle door according to claim 16, characterized in that: Also includes: A mounting shell (80) is provided, wherein the first drive shaft (705) and the second drive shaft (706) are rotatably disposed on the mounting shell (80), and the rack (100) is at least partially disposed within the mounting shell (80).

20. The stepless stopper (1) for a vehicle door according to claim 1, characterized in that: The resistance adjustment assembly (90) comprises: A deceleration component (30), the deceleration component (30) comprising: a first deceleration component (300) and a second deceleration component (301), the pulling arm (10) being in transmission connection with the first deceleration component (300) to drive the first deceleration component (300) to move; an adjusting component (20), the adjusting component (20) being disposed on the first deceleration component (300) and moving along with the first deceleration component (300); Wherein, when the movement speed of the pulling arm (10) is less than a predetermined speed, the adjusting component (20) reduces the friction between the adjusting component (20) and the second deceleration member (301) through its own movement; When the movement speed of the pulling arm (10) is greater than or equal to a predetermined speed, the adjusting component (20) increases the friction between itself and the second deceleration member (301) through its own movement.

21. The stepless stopper (1) for a vehicle door according to claim 20, characterized in that: The pulling arm (10) is located on one side of the first speed reducer (300), the second speed reducer (301) is located on the other side of the first speed reducer (300), the adjusting assembly (20) is arranged on the other side of the first speed reducer (300), a fixing portion (302) is provided in the middle of the second speed reducer (301), the adjusting assembly (20) abuts against the fixing portion (302), and the second speed reducer (301) is constructed as an annular structural member. When the pulling arm (10) moves at a speed less than a predetermined speed, the adjusting assembly (20) is separated from the fixing portion (302), and the adjusting assembly (20) moves in a radial direction toward the inner wall of the second speed reducer (301). When the pulling arm (10) moves at a speed greater than or equal to the predetermined speed, the adjusting assembly (20) contacts the inner wall of the second speed reducer (301).

22. The stepless stopper (1) for a vehicle door according to claim 21, characterized in that: The adjustment component (20) includes: a contact member (206) and a second elastic member (207), one end of the second elastic member (207) is connected to the first speed reducer (300), and one end of the second elastic member (207) is located radially outside the second speed reducer (301), one end of the contact member (206) abuts against the fixed portion (302), the other end of the contact member (206) is connected to the other end of the second elastic member (207), and the contact member (206) is located radially inside the second speed reducer (301).

23. The stepless stopper (1) for a vehicle door according to claim 21, characterized in that: There are a plurality of adjustment assemblies (20), and the plurality of adjustment assemblies (20) are arranged at intervals in the circumferential direction of the second speed reducer (301).

24. A vehicle door, characterized in that: include: Door body; The stepless limiter (1) for a vehicle door according to any one of claims 1 to 23, wherein the pulling arm (10) is connected to the door body.

25. A vehicle, characterized in that: include: The vehicle door as claimed in claim 24.

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