Limiting stopper, vehicle door system and vehicle

Abstract

The invention relates to a limiting stopper and a vehicle, and relates to the technical field of vehicles, and the limiting stopper comprises a shell, a pull arm, a rotating mechanism and a damping mechanism. The pull arm is slidably arranged in the shell and connected with the door body, and the rotating mechanism is in transmission connection with the pull arm and used for generating rotation when the pull arm moves. The damping mechanism is arranged on the shell and used for being coupled with the rotating mechanism to form friction transmission when the door body stands still. And when the rotating speed of the door body is larger than the decoupling critical value, the damping mechanism and the rotating mechanism are decoupled. According to the structure, friction force is dynamically adjusted based on the motion state of the vehicle door, stable limiting is provided during static, friction resistance is reduced during low-speed opening and closing, friction resistance is increased during high-speed opening and closing, the motion smoothness and static stability are improved, and mechanical impact and abnormal sound are reduced; and the requirements of the new energy automobile on light weight, low power consumption and user comfort are met.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a limiter, a door system, and a vehicle. Background Technology

[0002] Currently, traditional push-rod type limiters achieve position limiting through the rigid engagement of ball head slider and spring assembly. This structure generates a strong jerking sensation and abnormal noise due to mechanical collision during the opening and closing of the door. Especially when the user closes the door forcefully, the door is prone to sudden jamming, which seriously reduces the reliability of the system and the user experience. Summary of the Invention

[0003] This application provides a limiter, a door system, and a vehicle, which can improve the user experience when opening and closing the door, thereby at least partially solving the above-mentioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a limiter is provided, comprising:

[0005] case;

[0006] A pull arm is slidably disposed within the housing and configured to connect to the door body;

[0007] A rotating mechanism, disposed on the housing, is configured to be drivenly connected to the pull arm so as to rotate when the pull arm moves;

[0008] A damping mechanism, disposed on the housing, is configured to couple with the rotating mechanism to form a friction drive when the door is stationary, and to decouple from the rotating mechanism when the door rotation speed is greater than a decoupling threshold value, the decoupling threshold value being the minimum door rotation speed value that causes the damping mechanism to decouple from the rotating mechanism.

[0009] Optionally, the damping mechanism is further configured to reduce the frictional force generated by coupling with the rotating mechanism when the door switches from a stationary state to a rotational speed less than the decoupling critical value.

[0010] Optionally, the damping mechanism is further configured to couple with the rotating mechanism and form a friction drive when the door rotation speed is greater than or equal to the coupling critical value, wherein the coupling critical value is the minimum door rotation speed that causes the damping mechanism to couple with the rotating mechanism, and the coupling critical value is greater than the decoupling critical value.

[0011] Optionally, the housing is provided with a sliding hole, and one end of the pull arm is configured to pass through the sliding hole and connect to the door body.

[0012] Optionally, the rotating mechanism includes a first rotating component, which is connected to the pull arm via a transmission.

[0013] Optionally, the first rotating assembly includes a first shaft and a first gear. The first shaft is rotatably disposed within the housing, and the first gear is coaxially disposed on the first shaft. The pull arm is provided with a rack along its own length direction, and the first gear meshes with the rack.

[0014] Optionally, the rotating mechanism further includes a second rotating component, and the first rotating component further includes a transmission gear, which is coaxially disposed on the first shaft, and the second rotating component is connected to the transmission gear in a transmission connection.

[0015] Optionally, the second rotating assembly includes a second shaft and a second gear. The second shaft is rotatably disposed within the housing, and the second gear is coaxially disposed on the second shaft, with the transmission gear meshing with the second gear.

[0016] Optionally, the rotating mechanism further includes a third rotating component configured to be drive-connected to the second shaft and coupled to the damping mechanism.

[0017] Optionally, the third rotating component includes a third shaft, which is coaxially connected to the second shaft.

[0018] Optionally, the third rotating assembly further includes a first friction element, which is circumferentially limited to the third shaft.

[0019] The damping mechanism includes a second friction element, which is circumferentially limited to the inner wall of the housing, and is configured to contact the first friction element to form a friction transmission.

[0020] Optionally, the first friction member has a first limiting part, and the outer wall of the third shaft is provided with a first limiting groove, and the first limiting part is circumferentially limited and engaged in the first limiting groove.

[0021] Optionally, the length direction of the first limiting groove is consistent with the length direction of the third shaft, and the first limiting part is slidably disposed in the first limiting groove along the length direction of the first limiting groove.

[0022] Optionally, the second friction element is clearance-fitted with the third shaft.

[0023] Optionally, the second friction member has a second limiting part, and the inner wall of the housing has a second limiting groove, wherein the second limiting part is circumferentially limited and engaged in the second limiting groove.

[0024] Optionally, the length direction of the second limiting groove is consistent with the length direction of the third shaft, and the second limiting part is slidably disposed in the second limiting groove along the length direction of the second limiting groove.

[0025] Optionally, a plurality of first friction elements are spaced apart along the axial direction of the third shaft, and a plurality of second friction elements are spaced apart within the housing along the axial direction of the third shaft, with each first friction element and each second friction element sequentially and alternately contacting each other along the axial direction of the third shaft.

[0026] Optionally, the damping mechanism further includes an abutment assembly configured to provide axial preload to the first friction member and the second friction member.

[0027] Optionally, the abutting assembly includes a bushing sleeve fitted onto the third shaft, the bushing sleeve having an abutting portion located above a plurality of first friction members and a plurality of second friction members.

[0028] Optionally, a strip-shaped perforation is provided on the bushing along the length direction of the third shaft, and the first limiting part of the first friction member passes through the strip-shaped perforation and extends into the first limiting groove of the third shaft.

[0029] Optionally, the abutting assembly further includes an abutting block connected to the bushing, and the abutting block is located below the plurality of first friction members and the plurality of second friction members.

[0030] Optionally, the abutment assembly further includes a spring, which is sleeved on the third shaft and located below the abutment block. The first end of the spring is connected to the lower surface of the abutment block. The spring is configured to apply an axial clamping force to the abutment block when the door is in a stationary state, so that the first friction member and the second friction member are in axial contact.

[0031] Optionally, the abutment assembly further includes a rotating block rotatably disposed within the housing, and the rotating block is clearance-fitted with the third shaft. The second end of the spring is connected to the upper surface of the rotating block, and the rotating block is configured to be drive-connected to the abutment block.

[0032] Optionally, the abutment assembly further includes a damper, and the housing has a mounting cavity adapted to the shape of the damper. The damper includes a damping shell and a rotating block. The damping shell is fixedly connected to the mounting cavity, and the rotating block is rotatably disposed in the damping shell and connected to the rotating block.

[0033] Optionally, the abutment assembly further includes a rope, with a first end of the rope connected to the abutment block and a second end of the rope connected to the rotating block.

[0034] Optionally, the abutting block and the rotating block are axially aligned, the outer wall of the abutting block has a first connecting portion, the outer wall of the rotating block has a second connecting portion corresponding to the position of the first connecting portion, the first end of the rope is connected to the first connecting portion, and the second end of the rope is connected to the second connecting portion.

[0035] According to a second aspect of this application, a door system is provided, including the limiter described in the first aspect, and a door body connected to the limiter.

[0036] According to a third aspect of this application, a vehicle is provided, including the door system described in the second aspect.

[0037] In the limit switch of this application embodiment, a limit control scheme based on adaptive adjustment of friction force according to door rotation speed is proposed by setting a coupling / decoupling structure between the pull arm, the rotating mechanism and the damping mechanism. This limit switch no longer relies on traditional rigid engagement or fixed-position limit mechanisms. Instead, based on the door's rotation speed, when the door is stationary, the damping mechanism couples with the rotating mechanism to form a friction transmission, thereby limiting the movement of the pull arm. This helps suppress uncontrolled swaying or rapid impact of the door, enhancing vehicle safety. When the door rotation speed exceeds the decoupling threshold, the damping mechanism and the rotating mechanism are decoupled, avoiding frictional interference and ensuring smooth door movement during low-speed opening and closing, improving user experience. Simultaneously, this limit switch, through a "state-responsive" friction control method, breaks the fixed mechanical engagement mode of traditional limit switches. While improving smoothness of movement, it also possesses a certain degree of automatic adjustment capability, adapting to different user operating habits and vehicle dynamic conditions. It has comprehensive technical advantages, including reducing mechanical impact, reducing structural wear, supporting lightweight design, and controlling noise.

[0038] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0041] Figure 1 This is a schematic diagram of the overall structure of the limiter provided in the embodiments of this application;

[0042] Figure 2 This is an internal cross-sectional view of the limiter provided in the embodiments of this application;

[0043] Figure 3 This is a partial cross-sectional view of the limiter provided in the embodiments of this application. Figure 1 ;

[0044] Figure 4 This is a partial cross-sectional view of the limiter provided in the embodiments of this application when the door is stationary;

[0045] Figure 5 This is a partial cross-sectional view of the limiter provided in the embodiments of this application when the door is opening and closing;

[0046] Figure 6 This is a partial structural schematic diagram of the limiter provided in the embodiments of this application;

[0047] Figure 7 This is a partial top view of the limiter provided in the embodiments of this application;

[0048] Figure 8 This is an exploded view of a portion of the structure of the limiter provided in the embodiments of this application.

[0049] Explanation of reference numerals in the attached figures:

[0050] 1. Housing; 11. Sliding hole; 12. Second limiting groove; 13. Mounting cavity;

[0051] 2. Pull arm; 21. Rack and pinion;

[0052] 3. Rotating mechanism; 31. First rotating assembly; 311. First shaft; 312. First gear; 313. Transmission gear; 32. Second rotating assembly; 321. Second shaft; 322. Second gear; 33. Third rotating assembly; 331. Third shaft; 3311. First limiting groove; 332. First friction element; 3321. First limiting part;

[0053] 4. Damping mechanism; 42. Second friction element; 421. Second limiting part; 43. Abutting assembly; 431. Bushing; 4311. Abutting part; 4312. Strip-shaped perforation; 432. Abutting block; 4321. First connecting part; 433. Spring; 434. Rotating block; 4341. Second connecting part; 435. Damper; 4351. Damping shell; 4352. Rotating block; 436. Rope. Detailed Implementation

[0054] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0055] This application provides a limiter; please refer to [link / reference]. Figure 1 and Figure 2 The limiter includes a housing 1, a pull arm 2, a rotating mechanism 3, and a damping mechanism 4. The housing 1 serves as the mounting base for the limiter and can be fixedly mounted on the side of the vehicle body. Specifically, the pull arm 2 is slidably disposed within the housing 1, and its structure may include a sliding rod portion inserted into the housing 1 and an extension portion connecting to the door body. During the opening or closing of the vehicle door, the pull arm 2 slides relative to the housing 1, thereby driving the coordinated movement of the internal components of the limiter. The rotating mechanism 3 is connected to the pull arm 2 via a transmission connection. For example, the rotating mechanism 3 may include a linkage gear set or other structures capable of rotating with the linear movement of the pull arm 2. It can be understood that the rotating mechanism 3 is configured to convert the linear sliding of the pull arm 2 into a rotational motion and, as a transmission path, couple the mechanical behavior to the damping mechanism 4.

[0056] Furthermore, the damping mechanism 4 is mounted on the housing 1 and is configured to couple with the rotating mechanism 3 to form a friction drive when the door is stationary, and to decouple from the rotating mechanism 3 when the door rotation speed is greater than the decoupling critical value. The decoupling critical value is the minimum door rotation speed that causes the damping mechanism 4 to decouple from the rotating mechanism 3.

[0057] It is understandable that when the door is stationary, the damping mechanism 4 can couple with the rotating mechanism 3 to form frictional contact by setting elastic clamping elements, magnetorheological elements, or friction plates based on viscous fluids inside the damping mechanism 4. This generates a limiting torque on the pull arm 2 when it is stationary, which helps the pull arm 2 maintain stability in a non-stressed state, keeping the door stationary and avoiding unnecessary shaking or rebound caused by minor external disturbances. At the same time, when the rotational speed of the damping mechanism 4 exceeds the decoupling critical value, the damping mechanism 4 and the rotating mechanism 3 will automatically decouple, reducing the resistance force on the door during opening and closing, and making the door opening and closing smoother.

[0058] For example, the damping mechanism 4 is also configured to reduce the frictional force formed by coupling with the rotating mechanism 3 when the door switches from a stationary state to a rotational speed less than the decoupling critical value. It can be understood that when the door is pushed by an external force to switch from a stationary state to a low-speed rotational state with a rotational speed less than the decoupling critical value, the damping mechanism 4 and the rotating mechanism 3 remain coupled during this process, but the frictional force formed by their coupling gradually decreases. Therefore, the opening and closing of the door is smoother and less prone to jerking.

[0059] For example, the damping mechanism 4 is also configured to couple with the rotating mechanism 3 and form a friction drive when the door rotation speed is greater than or equal to the coupling critical value, wherein the coupling critical value is the minimum door rotation speed that makes the damping mechanism 4 couple with the rotating mechanism 3, and the coupling critical value is greater than the decoupling critical value.

[0060] It is understandable that when the external force on the door increases and the rotation speed of the door reaches or exceeds the coupling critical value, the damping mechanism 4 will re-couple with the rotating mechanism 3. During the rotation of the rotating mechanism 3, it will be affected by the frictional torque, which will restrict the movement of the pull arm 2 by the continuous frictional damping force, thereby suppressing the high-speed sliding tendency of the pull arm 2 to a certain extent, and gradually reducing the speed of the door movement, thus playing a role in mitigating the impact of the door.

[0061] Furthermore, when the door's movement speed decreases to below the coupling critical value but above the decoupling critical value, the damping mechanism 4 is actively or passively decoupled from the rotating mechanism 3 through structural design. This can be achieved by using a friction plate separation mechanism, a magnetic release structure, or by controlling structural stiffness or rotational inertia to reduce the coupling force, thus freeing the rotating mechanism 3 from the frictional constraint of the damping mechanism 4. At this point, the pull arm 2 can freely transmit power with the rotating mechanism 3 under relatively low resistance, which improves the smoothness and responsiveness of low-speed door opening and closing, preventing abrupt stops or mechanical jamming when the door is gently pushed.

[0062] Based on this, the above structural combination enables the limiter to form a frictional constraint on the rotating mechanism 3 through the damping mechanism 4 when the door is stationary, thereby stabilizing the position of the pull arm 2; when the door's rotation speed is greater than 0 and less than the decoupling critical value, the friction between the damping mechanism 4 and the rotating mechanism 3 is reduced, making the door open and close smoothly; when the door's rotation speed is greater than the decoupling critical value and less than the coupling critical value, the damping mechanism 4 and the rotating mechanism 3 are decoupled, and no longer subject to frictional constraints, which is beneficial to achieving smoothness and continuity of the door's opening and closing action. At this time, the door's rotation smoothness is the highest, avoiding the obvious jerking and noise generated by traditional limiters when switching gears; when the door's rotation speed is greater than the coupling critical value, the damping mechanism 4 will recouple with the rotating mechanism 3 and increase the contact friction between the two, which is beneficial to suppress the rapid opening or closing process of the door and reduce the risk of structural impact caused by high-speed collisions; when the door moves at low speed, the damping mechanism 4 and the rotating mechanism 3 are decoupled.

[0063] It should be noted that in this embodiment, the "coupling threshold" refers to the minimum speed threshold at which the damping mechanism 4 begins to participate in friction transmission during the rotation of the door, and the "decoupling threshold" refers to the minimum speed threshold at which the damping mechanism 4 begins to disengage from friction transmission during the rotation of the door. These thresholds can be preset based on the door weight, the design parameters of the damping mechanism 4, and the overall vehicle control logic, or dynamically adjusted through an adaptive algorithm, offering a degree of flexibility and application adaptability. In the coupling method between the damping mechanism 4 and the rotation mechanism 3, a stepless friction connection can be achieved using physical friction pairs, electromagnetic induction components, or liquid resistance components. This avoids the sudden jamming and impact noise problems caused by rigid meshing in traditional gear shift structures, and to a certain extent, benefits the optimization of the vehicle's NVH performance.

[0064] Furthermore, the entire structure of the limiter, through the coordination of relative motion and friction between components, ensures safety while also taking into account comfort and reliability, providing a new type of door limiting solution with strong dynamic response, simple structure, and reasonable cost control.

[0065] In some embodiments, such as Figure 2 , Figure 3 As shown, the housing 1 serves as the mounting base for the entire limiter. Its structure includes a sliding hole 11 to restrict the movement path of the pull arm 2, allowing it to slide linearly in a specific direction. One end of the pull arm 2 passes through the sliding hole 11 and connects to the door. During the opening or closing of the door, the pull arm 2 reciprocates relative to the housing 1, thereby driving the internal rotating mechanism 3 to operate.

[0066] Exemplarily, the rotating mechanism 3 includes a first rotating assembly 31, a second rotating assembly 32, and a third rotating assembly 33. The first rotating assembly 31 includes a first shaft 311 and a first gear 312. The first shaft 311 is rotatably disposed within the housing 1, and the first gear 312 is coaxially disposed on the first shaft 311. The pull arm 2 has a rack 21 along its length, and the first gear 312 meshes with the rack 21. Further, the second rotating assembly 32 includes a second shaft 321 and a second gear 322. The second shaft 321 is rotatably disposed within the housing 1, and the second gear 322 is coaxially disposed on the second shaft 321. A transmission gear 313 meshes with the second gear 322. Further, combined with… Figure 4 , Figure 5 The third rotating assembly 33 includes a third shaft 331 and a first friction element 332. The third shaft 331 is coaxially connected to the second shaft 321, and the first friction element 332 is circumferentially limited to the third shaft 331. The damping mechanism 4 includes a second friction element 42, which is circumferentially limited to the inner wall of the housing 1. The second friction element 42 is configured to contact the first friction element 332 and form a friction transmission.

[0067] It is understandable that, in order to establish a stable transmission relationship between linear motion and rotational motion, the pull arm 2 is provided with a rack 21 along its length, which meshes with the first gear 312 in the rotating mechanism 3. The first gear 312 is coaxially mounted on the first shaft 311 and rotates as the pull arm 2 moves, and this rotation is further transmitted to the transmission gear 313 mounted on the same shaft.

[0068] Simultaneously, the transmission gear 313 meshes with the second gear 322, causing the second gear 322 to rotate and drive the second shaft 321 to rotate. The rotation of the second shaft 321 further drives the third shaft 331 to rotate synchronously through an axial connection. The first friction element 332 provided on the third shaft 331 is circumferentially limited to the third shaft 331, meaning its rotational motion is restricted to the circumferential direction in the axial direction and generates angular velocity through the rotation of the third shaft 331. The second friction element 42 of the damping mechanism contacts the first friction element 332, forming a friction pair between them, which provides frictional resistance to the rotation of the third shaft 331 under specific conditions. The contact state between the first friction element 332 and the second friction element 42 depends on the door's movement speed. When the pull arm 2 moves due to the door's movement, the relevant rotating pair is driven to rotate, and the rotational speed indirectly reflects the door's rotational speed.

[0069] Furthermore, when the door is stationary, the pull arm 2 is relatively stationary, and the entire rotating mechanism 3 has no rotational input. The static friction between the first friction element 332 and the second friction element 42 can, to a certain extent, limit the micro-movement of the pull arm 2, allowing the door to remain stably at any opening angle, which is beneficial to improving the safety and convenience of vehicle use. When the door's rotational speed is between the stationary state and the decoupling threshold, the rotating mechanism 3 inputs a low rotational speed corresponding to the door, and the static friction between the first friction element 332 and the second friction element 42 gradually decreases, making the opening and closing of the door smoother. When the door's rotational speed is between the decoupling threshold and the coupling threshold, the rotating mechanism 3 inputs a medium rotational speed corresponding to the door, and the first friction element 332 and the second friction element 42 are decoupled, making the opening and closing of the door smoother than before. When the door's rotational speed is greater than the coupling threshold, the rotating mechanism 3 inputs a high rotational speed corresponding to the door, the pull arm 2 moves faster, drives the first gear 312 to rotate rapidly through the rack 21, and causes the third shaft 331 to rotate at high speed through the transmission path. At this time, the first friction element 332 and the second friction element 42 will re-contact and generate a large dynamic friction torque, which to a certain extent provides a suppressive effect on the movement of the pull arm 2, thereby damping the movement of the door body at high speed. This resistance effectively limits the acceleration and speed of the door body, which helps to prevent the door body from hitting the limit end at high speed or rebounding, and improves the safety and stability of the overall vehicle verification process.

[0070] It is understandable that when the door's movement speed decreases below the set decoupling threshold, the rotation speed of the third shaft 331 is relatively low. The frictional resistance between the first friction element 332 and the second friction element 42 can be reduced under the action of other components of the damping mechanism 4, so that the frictional torque is no longer sufficient to restrict the movement of the pull arm 2. At this time, the rotating mechanism 3 can rotate freely, and the pull arm 2 can move relatively smoothly, making the door relatively smooth during small-amplitude or low-speed adjustments, thus improving the user's comfort experience. Especially when gently pushing the door or making small-angle fine adjustments, this structure can effectively improve the problem of jerking. Conversely, when the door's movement speed decreases to above the decoupling threshold but below the coupling threshold, the rotation speed of the third shaft 331 increases slightly. The first friction element 332 and the second friction element 42 can be decoupled under the action of other components of the damping mechanism 4, so that the frictional torque no longer restricts the movement of the pull arm 2. At this time, the rotating mechanism 3 can rotate freely, and the pull arm 2 can move more smoothly, making the door smoother during small-amplitude or low-speed adjustments, thus improving the user's comfort experience.

[0071] It should be noted that the meshing transmission relationship between the first gear 312 and the rack 21 is a conventional linear-rotation conversion method. The meshing accuracy and tooth surface shape can be optimized according to different door body weights and user feel requirements. For example, a limiting spring is provided on the first shaft 311. The limiting spring abuts on both sides of the meshing point of the first gear 312 and the rack 21 in the axial direction, so that the first gear 312 and the rack 21 can mesh stably.

[0072] Meanwhile, the transmission relationship between the first shaft 311 and the second shaft 321 and the third shaft 331 can be achieved through coaxial or non-coaxial connections using methods such as gear meshing, synchronous belts, and couplings, and is not limited to one form. The connection between the third shaft 331 and the first friction element 332 is a circumferential limiting fit, the purpose of which is to allow the friction element to rotate with the shaft without relative sliding. The circumferential limiting fit structure between the second friction element 42 and the inner wall of the housing 1 can be a nested limiting, threaded pressing, or snap-fit ​​structure, the function of which is to keep the friction element fixed in a specific position on the inner wall of the housing 1, so that it makes stable contact with the first friction element 332.

[0073] The structural design of this embodiment uses multi-stage rotating components to gradually transmit power and controllable speed, and combines a friction coupling structure to build a dynamic variable damping system. This is beneficial for providing differentiated control responses to the pull arm 2 under different door states, improving the overall NVH performance of the vehicle, suppressing abnormal noises and jerking, and taking into account structural compactness and manufacturing cost control. While meeting the requirements of lightweight and intelligent new energy vehicles, it also helps to improve the user's experience and sense of security during the use of the door.

[0074] In some examples, combined Figure 4 , Figure 5 and Figure 7 To structurally define the circumferential fit between the first friction element 332 and the third shaft 331, the first friction element 332 is provided with a first limiting part 3321, and the outer wall of the third shaft 331 is provided with a first limiting groove 3311. The first limiting groove 3311 extends along the length direction of the third shaft 331, and the first limiting part 3321 is slidably disposed within the first limiting groove 3311 and is movable along the length direction of the limiting groove. The first limiting part 3321 forms a locking fit with the first limiting groove 3311 in the circumferential direction. This fit allows the first friction element 332 to maintain circumferential synchronous rotation with the third shaft 331 when the third shaft 331 rotates, while relative sliding can occur within a certain range in the axial direction. This structural design allows the first friction element 332 to rotate responsively during the rotation of the third shaft 331, thereby generating friction on the second friction element 42. This is beneficial for achieving dynamic coupling based on the friction pair and improving the response sensitivity and limiting stability of the entire limiter structure.

[0075] In some examples, to further enhance the structural stability between the second friction element 42 and the housing 1, the second friction element 42 is provided with a second limiting part 421, and a second limiting groove 12 is provided on the inner wall of the housing 1. The length direction of the second limiting groove 12 is also consistent with the length direction of the third shaft 331. The second limiting part 421 is slidably disposed along the length direction of the second limiting groove 12 and engages with it circumferentially. This arrangement allows the second friction element 42 to maintain a fixed circumferential posture within the housing 1, preventing it from rotating during friction transmission with the first friction element 332, which is beneficial to enhancing the transmission stability between the friction pairs. At the same time, a clearance fit is used between the third shaft 331 and the second friction element 42, allowing them to move freely relative to each other in a non-coupled state, thereby preventing the rotation of the third shaft 331 from interfering with the second friction element 42.

[0076] It is understood that this embodiment, through the limiting structure design between the first friction element 332 and the third shaft 331, ensures that the first friction element 332 rotates synchronously when the shaft rotates, generating an effective frictional response in both high-speed movement and static states of the door. Simultaneously, through the limiting design between the second friction element 42 and the housing 1, the second friction element 42 has a relatively fixed circumferential position within the overall structure, forming stable frictional contact with the first friction element 332 when the shaft rotates. This structure, to a certain extent, improves the adaptability and reliability of the friction pair structure under different working conditions, while also giving the limiter good dynamic response characteristics and machining / assembly adaptability. The clearance fit and sliding configuration also give the structure higher wear resistance and resistance to assembly errors during long-term use, facilitating long-term stable operation in engineering applications.

[0077] In some implementations, combined Figure 4 , Figure 5 To enhance the frictional damping effect of the limiter during high-speed door rotation, multiple first friction elements 332 are spaced apart along the axial direction of the third shaft 331. These first friction elements 332 can be installed equidistantly or non-equidistantly on the third shaft 331 and rotate circumferentially with the shaft. Correspondingly, multiple second friction elements 42 are also spaced apart inside the housing 1 along the axial direction of the third shaft 331. These second friction elements 42 and the first friction elements 332 are staggered in the axial direction, meaning each first friction element 332 is in contact with one second friction element 42 in the axial direction. This staggered contact structure, by arranging multiple friction contact surfaces in the axial direction, allows the rotation of the third shaft 331 during high-speed opening or closing of the door to simultaneously generate friction between the first friction elements 332 and the second friction elements 42, forming a superimposed frictional torque. This helps to increase the resistance to the transmission path of the pull arm 2 to a certain extent, thereby gradually reducing the door's movement speed.

[0078] Furthermore, the multi-set friction pair configuration offers stronger distributed friction control compared to a single-set structure, resulting in a relatively balanced damping response across different opening and closing angles. This contributes to the smoothness and stability of the overall structure during use. This structure also aids in the dispersion of frictional heat and the even distribution of wear load, thereby improving the device's durability and performance retention during long-term operation. Regarding the selection of friction pair materials, the first friction component 332 and the second friction component 42 can be made of polymer elastomers or wear-resistant composite materials, making noise control and friction characteristics easier to adjust during the friction process, further adapting to the comfort and noise reduction requirements of the door. Overall, this axially staggered multi-friction component structure, without significantly increasing space or cost, improves the limiter's responsiveness and controllability to the door's movement.

[0079] In some implementations, combined with Figure 2 , Figure 4 and Figure 5 The damping mechanism 4 further includes an abutment component 43, which provides an adjustable axial preload to the contact state between the first friction member 332 and the second friction member 42 according to the movement state of the door.

[0080] For example, the abutment component 43 may include, but is not limited to, an elastic element, a pushing mechanism, an actuator or other structural device that can generate axial force. Its installation position may be set at one end of the housing 1 or the axial end of the third shaft 331, and it may act in the axial direction on the overall stacked structure of multiple first friction elements 332 and second friction elements 42.

[0081] Specifically, when the door is stationary, the abutment assembly 43 applies an axial preload to press multiple first friction elements 332 and multiple second friction elements 42 tightly together in the axial direction, thereby forming a large frictional torque between multiple contact surfaces. This structure helps to stabilize the position of the pull arm 2, enabling the door to maintain its current opening or closing angle and improving the stability of the door stop.

[0082] When the rotational speed of the door is greater than 0 and less than the decoupling critical value, the axial preload applied by the abutment assembly 43 to the multiple first friction elements 332 and multiple second friction elements 42 in the axial direction is smaller than when the door is stationary. At this time, the frictional torque between the multiple first friction elements 332 and multiple second friction elements 42 will also decrease accordingly, so that the door can open and close more smoothly.

[0083] When the rotational speed of the door exceeds the decoupling threshold and falls below the coupling threshold, the abutment assembly 43 is configured to actively or passively release the axial preload on the first friction element 332 and the second friction element 42. The release can be achieved through elastic element release, magnetic engagement failure, reverse action of the electrically controlled actuation structure, or mechanical disengagement structure reset. In this state, the first friction element 332 and the second friction element 42 no longer maintain a pressing contact; the friction pair is in a non-pressing contact state, the friction torque is significantly reduced, the third shaft 331 can rotate freely with less resistance, the relative movement of the pull arm 2 is smoother and unaffected by the friction pair, and the door exhibits higher sensitivity and user comfort during opening or closing at this speed.

[0084] When the rotational speed of the door exceeds the coupling critical value, the pull arm 2 drives the rotating mechanism 3 to move at high speed and drives the third shaft 331 to rotate. At this time, the abutment component 43 reapplies the axial preload, and the frictional contact force between the multiple first friction elements 332 and the second friction elements 42 increases. The resulting frictional force exerts resistance on the movement of the pull arm 2 to a certain extent, which helps to reduce the door rotational speed, mitigate impact, control the instantaneous force on the structure, and protect the internal components of the limiter. The above frictional state is formed by the superposition of multiple points acting simultaneously between the friction pairs, which can produce a relatively significant overall damping effect. Furthermore, since the preload comes from the abutment component 43, its magnitude can be adjusted through structural design, elastic coefficient, or control mechanism to adapt to the response requirements of different vehicle platforms or user habits.

[0085] It should be noted that the "axial preload" in the abutment component 43 refers to the clamping force applied along the axis of the third shaft 331 between the multiple first friction elements 332 and the multiple second friction elements 42. Its purpose is to enhance the contact between the friction pairs and improve the friction effect. This force value can be a fixed preset value or dynamically adjusted by the control system based on parameters such as the door speed. Through the setting of this abutment component 43, the limiter can provide differentiated mechanical responses under different speed conditions—stationary, low-speed, medium-speed, and high-speed—possessing strong adaptability and control precision, and to a certain extent meeting the safety, smoothness, and intelligent adjustment requirements in the door control process.

[0086] In some implementations, such as Figure 4 , Figure 5 As shown, the abutment assembly 43 of the limiter includes a bushing 431, an abutment block 432, a spring 433, a rotating block 434, a damper 435, and a rope 436. Each component of the abutment assembly 43 is used to dynamically adjust the frictional contact relationship between multiple first friction elements 332 and multiple second friction elements 42 according to the state of the door. It can be understood that the abutment assembly 43 is configured around the third shaft 331 and plays a crucial role in adjusting the magnitude of friction during the door's transition from rest to movement, movement to rest, or changes in rotational speed.

[0087] For example, the bushing 431 is a hollow cylindrical structure, fitted around the outer periphery of the third shaft 331. The bushing 431 has an abutment portion 4311, which is located above the plurality of first friction elements 332 and the plurality of second friction elements 42. It can apply downward axial pressure along the length of the third shaft 331, so that the first friction elements 332 and the second friction elements 42 form frictional contact. To ensure that the first friction elements 332 can achieve circumferential limiting engagement with the third shaft 331 when the bushing 431 is fitted, the bushing 431 has a strip-shaped through hole 4312 along its length. The first limiting portion 3321 of the first friction element 332 extends into the first limiting groove 3311 of the third shaft 331 through the strip-shaped through hole 4312, so that the first friction element 332 maintains a relative circumferential position with the third shaft 331 during rotation.

[0088] For example, the abutment block 432 is disposed below the plurality of first friction members 332 and the plurality of second friction members 42, and its rotation synchronization with the bushing 431 can be achieved by bonding, welding, or other means. Further, a spring 433 is disposed below the abutment block 432, one end of the spring 433 being connected to the lower surface of the abutment block 432 and the other end being connected to the rotating block 434. When the door is stationary, the spring 433 is in an initial compressed state, and applies an axial upward force to the abutment block 432 and the bushing 431 through its own elastic restoring force, causing the abutment block 432 to apply an axial preload force acting on the first friction members 332 and the second friction members 42, thereby pushing the first friction members 332 and the second friction members 42 to form frictional contact.

[0089] For example, combined Figure 5 , Figure 6 and Figure 8The housing 1 has a mounting cavity 13 that is adapted to the shape of the damper 435. The damper 435 includes a damping shell 4351 and a rotating block 4352. The damping shell 4351 is fixedly connected to the mounting cavity 13. The rotating block 4352 is rotatably disposed in the damping shell 4351. The rotating block 4352 is connected to the rotating block 434. At the same time, the rotating block 434 can rotate relative to the third shaft 331 and adopts a clearance fit relationship with the third shaft 331. That is, during the rotation of the third shaft 331, the rotating block 434 does not directly follow. Furthermore, the abutment block 432 and the rotating block 434 are axially aligned. The outer wall of the abutment block 432 has a first connecting part 4321, and the outer wall of the rotating block 434 has a second connecting part 4341 corresponding to the position of the first connecting part 4321. The first end of the rope 436 is connected to the first connecting part 4321, and the second end of the rope 436 is connected to the second connecting part 4341. The rotating block 434 and the abutment block 432 are connected by the rope 436. That is, the two ends of the rope 436 are respectively fixed to the first connecting part 4321 of the abutment block 432 and the second connecting part 4341 of the rotating block 434. Since the abutment block 432 and the rotating block 434 have the same shape and are axially aligned, the stability and transmission consistency of the rope 436 in the winding state can be ensured.

[0090] It can be understood that in the initial state, i.e., when the door or the third shaft 331 is stationary, the spring 433 is in a compressed state. The abutment block 432 moves upward to press the multiple first friction elements 332 and the multiple second friction elements 42 together, generating a large static friction force between the friction pairs. This prevents the door from swinging arbitrarily without external force, which is beneficial for the stable suspension of the door. At this time, the rotating block 434 is in its initial position and does not rotate under the frictional action of the damper 435.

[0091] When the rotational speed of the door body or the third shaft 331 is greater than 0 and less than the decoupling critical value, the pull arm 2 moves within the sliding hole 11, driving the first gear 312 to rotate and, through the transmission path of the transmission gear 313 and the second gear 322, driving the third shaft 331 to rotate. The first friction element 332, the bushing 431, and the abutment block 432 also rotate synchronously with the third shaft 331. Since the rotating block 434 and the third shaft 331 have a clearance fit structure, the rotating block 434 has not yet moved, forming a speed difference between the bushing 431 / abutment block 432 and the rotating block 434. Under the action of the speed difference, the rope 436 undergoes relative tilting deformation and generates tension acting on the abutment block 432. This pulling force will counteract the axial preload applied by the abutment block 432 to the first friction member 332 and the second friction member 42 in the axial direction, thereby reducing the axial preload applied by the abutment block 432, reducing the friction between the first friction member 332 and the second friction member 42, making the pull arm 2 drive more smoothly, the door opening and closing process more smooth, and the user's hand feel more natural.

[0092] When the user pushes the door and the rotational speed of the door or the third shaft 331 exceeds the decoupling threshold and falls below the coupling threshold, the pull arm 2 moves within the sliding hole 11, driving the first gear 312 to rotate and, through the transmission path of the transmission gear 313 and the second gear 322, driving the third shaft 331 to rotate. The first friction element 332, the bushing 431, and the abutment block 432 also rotate synchronously with the third shaft 331. Since the rotating block 434 and the third shaft 331 have a clearance fit structure, the rotating block 434 has not yet moved, creating a speed difference between the bushing 431 / abutment block 432 and the rotating block 434. Under the action of the speed difference, the rope 436 undergoes relative tilting deformation and generates tension acting on the abutment block 432. This tension causes the abutment block 432 to move downward axially away from the first friction element 332 and the second friction element 42, while the spring 433 is further compressed. At this time, neither the bushing 431 nor the abutment block 432 applies axial preload to the first friction element 332 and the second friction element 42. The friction between the first friction element 332 and the second friction element 42 is further reduced, the pull arm 2 is driven more smoothly, the door opening and closing process is smoother, and the user's hand feel is more natural.

[0093] Meanwhile, if the door opens or closes quickly, i.e., the door rotation speed or the rotation speed of the third shaft 331 is greater than the coupling critical value, the rotation speed of the bushing 431 and the abutment block 432 is much higher than that of the rotating block 434. Under the action of the damper 435, the rotating block 434 maintains a slow rotation or even lags behind and remains stationary. The rope 436 is stretched more significantly under the rotational deviation, causing the abutment block 432 to produce a larger displacement in the axial direction. The compression of the spring 433 increases. At this time, although the abutment block 432 is far away from the first friction element 332 and the second friction element 42, the abutment part 4311 of the bushing 431 moves further downward in the axial direction of the third shaft 331, applying a larger preload to the multiple first friction elements 332 and multiple second friction elements 42, forming a larger frictional resistance. The door rotation speed is reduced rapidly under the action of friction, thereby playing a role in preventing the door from violently impacting or running at overspeed to a certain extent.

[0094] Finally, when the door movement ends and the user releases their hand force, the door enters a deceleration process. At this time, the door rotation speed or the rotation speed of the third shaft 331 gradually decreases to below the coupling critical value. The rotation speed of the bushing 431 and the abutment block 432 slows down. Under the action of the damper 435, the rotating block 434 gradually returns to synchronization with the abutment block 432. The tension of the rope 436 weakens, the pulling force gradually decreases, and the spring 433 returns to its extended state, pushing the abutment block 432 and the bushing 431 back to their upward position. The preload gradually increases to a stable intermediate value, so that the contact force between the first friction element 332 and the second friction element 42 is within the friction force range required to maintain the door's stable suspension, thereby supporting the door to remain stationary at the current opening angle.

[0095] It is understandable that the above structure enables the abutment component 43 to effectively dynamically adjust the friction state under different door movement states through the linkage control of the spring 433 compression state, axial preload, rope 436 offset angle, and relative displacement of the rotating block 434. It also possesses an adaptive function, automatically completing the coupling and decoupling process based on speed changes without the need for an external electronic control module. Especially when combined with the active damping of the damper 435, the rotation of the rotating block 434 is always controlled by the frictional force of the damping pair, further limiting the adjustment rate of the speed lag effect, thereby avoiding sudden changes in friction state or a decrease in control accuracy due to excessively fast response.

[0096] It is worth noting that the force transmission structure formed by the bushing 431, the abutment block 432, and the rotating block 434 via the rope 436 provides a flexible and controllable pressing path for the friction pair that adapts to the state of the door. This structural form not only simplifies the transmission mechanism but also offers strong scalability in terms of material selection, assembly tolerance, and lifespan control. The rope 436 can be made of flexible and fatigue-resistant polymer materials or a metal composite braided structure, ensuring reliability and stability even after multiple door opening and closing cycles.

[0097] In the entire limiter structure, the friction contact area is expanded by axially staggering multiple first friction elements 332 and second friction elements 42, and the pressure is adjusted in stages by the abutment component 43. This helps to achieve a comprehensive balance between stability, smoothness and rapid response, and avoids problems such as jamming, abnormal noise and damage caused by the fixed mechanical limit structure in traditional limiters. It has good engineering application value.

[0098] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0099] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0100] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0101] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A limiter, characterized in that, include: case; A pull arm is slidably disposed within the housing and configured to connect to the door body; A rotating mechanism, disposed on the housing, is configured to be drivenly connected to the pull arm so as to rotate when the pull arm moves; A damping mechanism, disposed on the housing, is configured to couple with the rotating mechanism to form a friction drive when the door is stationary, and to decouple from the rotating mechanism when the door rotation speed is greater than a decoupling threshold value, the decoupling threshold value being the minimum door rotation speed value that causes the damping mechanism to decouple from the rotating mechanism.

2. The limiter according to claim 1, characterized in that, The damping mechanism is also configured to reduce the frictional force formed by coupling with the rotating mechanism when the door switches from a stationary state to a rotational speed less than the decoupling critical value.

3. The limiter according to claim 1, characterized in that, The damping mechanism is further configured to couple with the rotating mechanism and form a friction drive when the door rotation speed is greater than or equal to the coupling critical value, wherein the coupling critical value is the minimum door rotation speed that causes the damping mechanism to couple with the rotating mechanism, and the coupling critical value is greater than the decoupling critical value.

4. The limiter according to claim 1, characterized in that, The housing has a sliding hole, and one end of the pull arm is configured to pass through the sliding hole and connect to the door body.

5. The limiter according to claim 1, characterized in that, The rotating mechanism includes a first rotating component, which is connected to the pull arm via a transmission.

6. The limiter according to claim 5, characterized in that, The first rotating assembly includes a first shaft and a first gear. The first shaft is rotatably disposed within the housing, and the first gear is coaxially disposed on the first shaft. The pull arm is provided with a rack along its own length direction, and the first gear meshes with the rack.

7. The limiter according to claim 6, characterized in that, The rotating mechanism further includes a second rotating component, and the first rotating component further includes a transmission gear, which is coaxially mounted on the first shaft. The second rotating component is connected to the transmission gear in a transmission connection.

8. The limiter according to claim 7, characterized in that, The second rotating assembly includes a second shaft and a second gear. The second shaft is rotatably disposed within the housing, and the second gear is coaxially disposed on the second shaft, with the transmission gear meshing with the second gear.

9. The limiter according to claim 8, characterized in that, The rotating mechanism further includes a third rotating component, which is configured to be drive-connected to the second shaft and coupled to the damping mechanism.

10. The limiter according to claim 9, characterized in that, The third rotating component includes a third shaft, which is coaxially connected to the second shaft.

11. The limiter according to claim 10, characterized in that, The third rotating assembly further includes a first friction element, which is circumferentially limited to the third shaft. The damping mechanism includes a second friction element, which is circumferentially limited to the inner wall of the housing, and is configured to contact the first friction element to form a friction transmission.

12. The limiter according to claim 11, characterized in that, The first friction member has a first limiting part, and the outer wall of the third shaft is provided with a first limiting groove, and the first limiting part is circumferentially limited and engaged in the first limiting groove.

13. The limiter according to claim 12, characterized in that, The length direction of the first limiting groove is consistent with the length direction of the third shaft, and the first limiting part is slidably disposed in the first limiting groove along the length direction of the first limiting groove.

14. The limiter according to any one of claims 11 to 13, characterized in that, The second friction element is clearance-fitted with the third shaft.

15. The limiter according to claim 14, characterized in that, The second friction member has a second limiting part, and the inner wall of the housing has a second limiting groove, and the second limiting part is circumferentially limited and engaged in the second limiting groove.

16. The limiter according to claim 15, characterized in that, The length direction of the second limiting groove is consistent with the length direction of the third shaft, and the second limiting part is slidably disposed in the second limiting groove along the length direction of the second limiting groove.

17. The limiter according to any one of claims 11 to 13, characterized in that, The first friction element is provided in multiple spaces along the axial direction of the third shaft, and the second friction element is provided in multiple spaces within the housing along the axial direction of the third shaft. Each first friction element and each second friction element are in staggered contact in the axial direction of the third shaft.

18. The limiter according to claim 17, characterized in that, The damping mechanism further includes an abutment assembly configured to provide axial preload to the first friction member and the second friction member.

19. The limiter according to claim 18, characterized in that, The abutting assembly includes a bushing that is fitted onto the third shaft. The bushing has an abutting portion located above a plurality of first friction members and a plurality of second friction members.

20. The limiter according to claim 19, characterized in that, The bushing has a strip-shaped perforation along the length of the third shaft. The first limiting part of the first friction member passes through the strip-shaped perforation and extends into the first limiting groove of the third shaft.

21. The limiter according to claim 19, characterized in that, The abutting assembly further includes an abutting block, which is connected to the bushing and is located below the plurality of first friction members and the plurality of second friction members.

22. The limiter according to claim 21, characterized in that, The abutment assembly further includes a spring, which is sleeved on the third shaft and located below the abutment block. The first end of the spring is connected to the lower surface of the abutment block. The spring is configured to apply an axial clamping force to the abutment block when the door is in a stationary state, so that the first friction member and the second friction member are in axial contact.

23. The limiter according to claim 22, characterized in that, The abutment assembly further includes a rotating block, which is rotatably disposed within the housing and is clearance-fitted with the third shaft. The second end of the spring is connected to the upper surface of the rotating block, and the rotating block is configured to be drive-connected to the abutment block.

24. The limiter according to claim 23, characterized in that, The abutment assembly further includes a damper, and the housing has a mounting cavity adapted to the shape of the damper. The damper includes a damping shell and a rotating block. The damping shell is fixedly connected to the mounting cavity, and the rotating block is rotatably disposed in the damping shell. The rotating block is connected to the rotating block.

25. The limiter according to claim 23, characterized in that, The abutment assembly also includes a rope, with a first end of the rope connected to the abutment block and a second end of the rope connected to the rotating block.

26. The limiter according to claim 25, characterized in that, The abutting block and the rotating block are axially aligned. The outer wall of the abutting block has a first connecting part, and the outer wall of the rotating block has a second connecting part corresponding to the position of the first connecting part. The first end of the rope is connected to the first connecting part, and the second end of the rope is connected to the second connecting part.

27. A vehicle door system, characterized in that, The device includes the limiter as described in any one of claims 1 to 26, and further includes a door body connected to the limiter.

28. A vehicle, characterized in that, Includes the door system as described in claim 27.

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