Vehicle speed reducer and vehicle

Abstract

The invention provides a vehicle speed reducer and a vehicle, and relates to the technical field of vehicles. The vehicle speed reduction device comprises a supporting assembly, a speed reduction piece and a plurality of first connecting pieces, the supporting assembly is provided with a fixed end and a movable end, and the fixed end is used for being connected with a vehicle body; the decelerating part is arranged at the moving end. The two ends of the first connecting pieces are connected with the fixed end and the speed reduction piece correspondingly, and the multiple first connecting pieces are arranged on the peripheral side of the supporting assembly in a surrounding mode. The first connecting piece is configured to extend when the movable end is far away from the fixed end, so that the first connecting piece and the supporting assembly jointly drive the speed reducing piece to unfold; the first connecting piece is further configured to be bent when the movable end is close to the fixed end so that the speed reducing piece can be folded. According to the vehicle speed reduction device and the vehicle, the braking distance of the vehicle is shortened.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle deceleration device and a vehicle. Background Technology

[0002] With the rapid development of electric sports cars, their speed and performance have been significantly improved. However, the faster an electric sports car goes, the longer the braking distance required.

[0003] In existing technologies, electric sports cars are equipped with brake discs that brake through mechanical friction. To improve braking efficiency, brake discs use materials with a high coefficient of friction (such as carbon fiber composites) to enhance braking force.

[0004] However, during high-speed braking, the temperature of the brake disc rises rapidly, causing a decrease in the performance of the brake disc and resulting in a longer braking distance. Summary of the Invention

[0005] This application provides a vehicle deceleration device and a vehicle to solve the problem of long vehicle braking distance.

[0006] In a first aspect, this application provides a vehicle deceleration device, including a support assembly, a deceleration component, and a plurality of first connecting components. The support assembly has a fixed end and a movable end, the fixed end being used for connection with the vehicle body; the deceleration component is disposed at the movable end.

[0007] The two ends of the first connector are connected to the fixed end and the deceleration component respectively, and multiple first connectors are arranged around the periphery of the support component.

[0008] The first connector is configured to extend when the mobile end moves away from the fixed end, so as to drive the decelerator to unfold together with the support assembly; the first connector is also configured to bend when the mobile end moves closer to the fixed end, so as to retract the decelerator.

[0009] In this way, the deployed deceleration components generate air resistance through aerodynamic principles, thus slowing down the vehicle and shortening its braking distance.

[0010] In one possible implementation, the vehicle deceleration device provided in this application includes a support assembly comprising a plurality of nested support sleeves, with the fixed end and the movable end located on two support sleeves at the ends, respectively.

[0011] In this way, by setting multiple nested support sleeves, the telescopic function of the support component is realized, enabling the vehicle deceleration device to quickly drive the deceleration components to expand or retract.

[0012] In one possible implementation, the vehicle deceleration device provided in this application has a plurality of first connecting members evenly spaced around the periphery of the support sleeve.

[0013] And / or, the first connecting member is located at the edge of the deceleration member.

[0014] In this way, the force is balanced during the unfolding of the speed reducer, avoiding displacement or local deformation of the speed reducer caused by unilateral force, thus achieving uniform unfolding and stable support of the speed reducer.

[0015] In one possible implementation, the vehicle deceleration device provided in this application uses a titanium alloy sleeve, an aluminum alloy sleeve, or a stainless steel sleeve as the support sleeve.

[0016] Thus, titanium alloy sleeves refer to sleeves made of titanium alloy, and aluminum alloy sleeves refer to sleeves made of aluminum alloy. Both titanium alloy and aluminum alloy sleeves possess high strength and lightweight characteristics, reducing the weight of vehicle deceleration devices and thus minimizing their impact on overall vehicle performance. Stainless steel sleeves refer to sleeves made of stainless steel, which have high corrosion resistance and high fatigue strength, ensuring the structural stability and durability of the support components.

[0017] In one possible implementation, the vehicle deceleration device provided in this application has a first connecting member that is at least one of a chain and a connecting rope.

[0018] Thus, when the chain and connecting rope are under tension, they extend, and the speed reducer unfolds due to the pull of the chain or connecting rope. When the chain and connecting rope are no longer under tension, they bend, and the speed reducer retracts due to the loss of the pull of the chain or connecting rope.

[0019] In one possible implementation, the vehicle deceleration device provided in this application further includes a plurality of second connectors, one end of which is connected to the deceleration component and the other end of which is connected to the support assembly.

[0020] Multiple second connectors are provided in a one-to-one correspondence with multiple first connectors, and the second connectors are located on the side of the first connectors closer to the deceleration component.

[0021] Thus, the second connector serves as an auxiliary support structure to enhance the stability of the deceleration component during deployment. Multiple second connectors are configured in a one-to-one correspondence with multiple first connectors to ensure even distribution of support force, thereby improving the reliability and durability of the vehicle's deceleration device under high-speed conditions.

[0022] In one possible implementation, the vehicle deceleration device provided in this application has a second connecting member connected to the corresponding first connecting member at the same position on the deceleration member.

[0023] In this way, by sharing connection points, the structural complexity is reduced, stress dispersion caused by multiple connections is avoided, and the structural stability and reliability of the speed reducer are ensured during high-speed deployment.

[0024] In one possible implementation, the vehicle deceleration device provided in this application further includes a receiving component for connection with the vehicle body, the receiving component having a receiving cavity and an inlet / outlet communicating with the receiving cavity.

[0025] The receiving cavity is used to accommodate the retracted speed reduction component, and the inlet and outlet are used for the mobile end to drive the speed reduction component in and out of the receiving cavity.

[0026] Thus, when the moving end moves away from the fixed end, the decelerator enters the receiving cavity through the inlet and outlet and is retracted. When the moving end moves closer to the fixed end, the decelerator unfolds to the outside through the inlet and outlet. The receiving cavity of the retracted component can restrict the retracted state of the decelerator, avoiding structural interference caused by accidental unfolding.

[0027] In one possible implementation, the vehicle deceleration device provided in this application further includes a drive member for connecting to the vehicle body and a mobile end, and the drive member drives the mobile end to move closer to or away from the fixed end.

[0028] In this way, the driving component provides power output to drive the movement of the mobile device by connecting to the mobile device.

[0029] Secondly, this application also provides a vehicle, including a body and a vehicle deceleration device provided in either of the first aspects, disposed on the body.

[0030] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that can be solved by the technical solutions provided by this application, other technical features contained in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific embodiments. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application.

[0033] Explanation of reference numerals in the attached figures:

[0034] 10-Body;

[0035] 100 - Support component; 101 - Fixed end; 102 - Moving end; 110 - Support sleeve;

[0036] 200-Speed ​​reduction component;

[0037] 300 - First connector;

[0038] 400 - Second connector;

[0039] 500 - Storage component; 510 - Receiving cavity; 520 - Entrance / exit;

[0040] 600-Driver. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar components or components having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0042] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0043] In the description of this application, it should be understood that the terms "upper", "lower", "front", "back", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0044] The terms "first," "second," and "third" (if any) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein.

[0045] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or display that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or display.

[0046] In related technologies, electric sports cars are equipped with brake discs that brake through mechanical friction. To improve braking efficiency, the brake discs use materials with a high coefficient of friction (such as carbon fiber composites) to enhance braking force.

[0047] However, during high-speed braking, the temperature of the brake disc rises rapidly, causing a decrease in the performance of the brake disc and resulting in a longer braking distance.

[0048] In view of the above problems, embodiments of this application provide a vehicle deceleration device and a vehicle. The device comprises a support assembly, a deceleration component, and a plurality of first connecting members. The support assembly has a fixed end and a movable end, the fixed end being used to connect to the vehicle body; the deceleration component is disposed at the movable end. The two ends of the first connecting members are respectively connected to the fixed end and the deceleration component, and the plurality of first connecting members surround the periphery of the support assembly.

[0049] The first connector is configured to extend when the moving end moves away from the fixed end, so as to jointly drive the deceleration member to unfold with the support assembly; the first connector is also configured to bend when the moving end moves closer to the fixed end, so as to retract the deceleration member. In this way, the unfolded deceleration member generates air resistance through aerodynamic principles, forming a deceleration effect on the vehicle, thereby shortening the vehicle's braking distance.

[0050] The following describes in detail, with reference to the accompanying drawings, the specific implementation methods of the vehicle deceleration device and the vehicle provided in the embodiments of this application.

[0051] Reference Figure 1 As shown, the vehicle deceleration device provided in this application includes a support assembly 100, a deceleration component 200, and a plurality of first connecting components 300. The support assembly 100 has a fixed end 101 and a movable end 102. The fixed end 101 is used to connect to the vehicle body 10. The deceleration component 200 is disposed on the movable end 102.

[0052] The two ends of the first connector 300 are connected to the fixed end 101 and the deceleration component 200 respectively, and a plurality of first connectors 300 are arranged around the periphery of the support component 100.

[0053] The first connector 300 is configured to extend when the movable end 102 moves away from the fixed end 101, so as to drive the decelerator 200 to unfold together with the support assembly 100; the first connector 300 is also configured to bend when the movable end 102 approaches the fixed end 101, so as to retract the decelerator 200.

[0054] It should be noted that the support component 100 can be a telescopic structure. The fixed end 101 of the support component 100 is fixedly connected to the vehicle body 10, and the movable end 102 moves relative to the fixed end 101 to achieve telescopic movement. For example, the support component 100 can be made of titanium alloy, aluminum alloy, high-strength stainless steel, or other materials. This application embodiment does not impose too many restrictions on this.

[0055] The deceleration component 200 can be a flexible or rigid structure that provides deceleration force through aerodynamic principles. For example, the deceleration component 200 can be a foldable umbrella canopy or an deployable aerodynamic plate. The deceleration component 200 can be made of carbon fiber and Kevlar fiber composite material, high-strength nylon material, or other materials. This application embodiment does not impose too many restrictions on this.

[0056] The first connector 300 can be a bendable structure for connecting the support assembly 100 and the deceleration component 200. For example, the first connector 300 can be made of titanium alloy, aluminum alloy, or other materials. This application embodiment does not impose too many restrictions on this.

[0057] Specifically, when the vehicle needs to decelerate, the moving end 102 of the support assembly 100 moves away from the fixed end 101 (i.e., Figure 1 Moving outwards (in the +X direction indicated by the middle arrow), the reducer 200, located at the moving end 102, causes the reducer 200 to move away from the fixed end 101, thus gradually increasing the distance between the reducer 200 and the fixed end 101. Since the two ends of the first connecting member 300 are connected to the fixed end 101 and the reducer 200 respectively, both the first connecting member 300 and the reducer 200 are subjected to the tension of the support assembly 100. Under the action of this tension, the first connecting member 300 extends outwards from the periphery of the support assembly 100. As the first connecting member 300 extends, the distance between the connection point between the first connecting member 300 and the reducer 200 and the support assembly 100 increases. The first connecting member 300 exerts a pulling effect on the reducer 200, thus unfolding the reducer 200 from a retracted state to an open state. The unfolded reducer 200 generates air resistance through aerodynamic principles, creating a deceleration effect on the vehicle, thereby shortening the vehicle's braking distance.

[0058] Once the deceleration requirement is released, the mobile end 102 moves towards the fixed end 101 (i.e., Figure 1 Moving inward (in the X direction as indicated by the middle arrow), the speed reducer 200, located at the moving end 102, causes the moving end 102 to bring the speed reducer 200 closer to the fixed end 101, thus gradually reducing the distance between the speed reducer 200 and the fixed end 101. Since the two ends of the first connecting member 300 are connected to the fixed end 101 and the speed reducer 200 respectively, the first connecting member 300 loses the tension of the support assembly 100 and bends. As the first connecting member 300 bends, the connection point between the first connecting member 300 and the speed reducer 200 moves closer to the support assembly 100, causing the speed reducer 200 to lose the pulling force of the first connecting member 300, retract, and return to its initial state.

[0059] Understandably, the vehicle deceleration device provided in this application embodiment can rapidly generate strong air resistance after the deceleration member 200 is deployed, thereby providing additional deceleration force and shortening the vehicle's braking distance. The extension and retraction mechanism of the first connecting member 300 ensures that the deceleration member 200 can quickly extend to the open state and remain stable at high speeds. In addition, the fixed end 101 of the support assembly 100 is connected to the vehicle body 10, ensuring the structural stability of the vehicle deceleration device and preventing the vehicle deceleration device from failing due to aerodynamic impact.

[0060] In some embodiments, refer to Figure 1 As shown, the support assembly 100 includes a plurality of nested support sleeves 110, with the fixed end 101 and the movable end 102 located on two support sleeves 110 at the ends, respectively.

[0061] In a specific implementation, the fixed end 101 can be disposed on the outermost support sleeve 110, and the movable end 102 can be disposed on the innermost support sleeve 110. When the movable end 102 is oriented away from the fixed end 101 ( Figure 1 When the moving end 102 moves towards the direction indicated by the middle arrow (+X direction), the inner support sleeve 110 extends sequentially from the outer support sleeve 110, forming an extended state. Figure 1 When the inner support sleeve 110 moves (in the X direction as indicated by the middle arrow), it retracts into the outer support sleeve 110 in sequence, forming a contracted state.

[0062] Thus, by setting multiple nested support sleeves 110, the telescopic function of the support assembly 100 is realized, enabling the vehicle deceleration device to quickly drive the deceleration component 200 to unfold or retract. Through the moving cooperation of multiple layers of support sleeves 110, the unfolding path of the moving end 102 is shortened, the unfolding speed of the deceleration component 200 is increased, and the contact surface between the support sleeves 110 restricts the direction of movement, ensuring the stability of the unfolding process.

[0063] In some embodiments, refer to Figure 1 As shown, multiple first connectors 300 are evenly spaced around the periphery of the support sleeve 110.

[0064] And / or, the first connector 300 is disposed at the edge of the deceleration member 200.

[0065] In a specific implementation, multiple first connectors 300 can be evenly spaced and connected to the outer wall of the support sleeve 110 with a fixed end 101.

[0066] It should be noted that multiple first connectors 300 are evenly spaced around the periphery of the support sleeve 110, forming a symmetrically distributed connection structure to ensure that the decelerator 200 is subjected to uniform force during deployment. The first connectors 300 are located at the edges of the decelerator 200, and can apply tension to the edges of the drive member 600, thereby driving the decelerator 200 to deploy and avoiding uneven deployment or local stress concentration caused by misalignment of the connection points.

[0067] In this way, the force on the speed reducer 200 is balanced during the unfolding process, avoiding the offset or local deformation of the speed reducer 200 caused by unilateral force, thus achieving uniform unfolding and stable support of the speed reducer 200.

[0068] In some embodiments, refer to Figure 1 As shown, the support sleeve 110 is a titanium alloy sleeve, an aluminum alloy sleeve, or a stainless steel sleeve.

[0069] It should be noted that titanium alloy sleeves refer to sleeves made of titanium alloy, and aluminum alloy sleeves refer to sleeves made of aluminum alloy. Both titanium alloy and aluminum alloy sleeves possess high strength and lightweight characteristics, which can reduce the weight of the vehicle's deceleration device, thereby minimizing the impact on the overall vehicle performance. Stainless steel sleeves refer to sleeves made of stainless steel, which have high corrosion resistance and high fatigue strength, ensuring the structural stability and durability of the support assembly 100.

[0070] In practice, the support sleeve 110 can be made of a suitable material according to the specific application scenario requirements.

[0071] In some embodiments, the speed reducer 200 includes an inner layer and an outer layer, with the side of the inner layer facing away from the outer layer connected to the moving end 102. The inner layer may be made of high-strength polyethylene, and the outer layer may be made of wear-resistant polyester. Thus, the speed reducer 200 has good heat resistance and anti-aging properties.

[0072] In some embodiments, refer to Figure 1 As shown, the first connector 300 is at least one of a chain and a connecting rope.

[0073] In specific implementation, all of the first connectors 300 can be chains, all of the first connectors 300 can be connecting ropes, and some of the first connectors 300 can be chains and some of the first connectors 300 can be connecting ropes. This application does not impose too many restrictions on this.

[0074] Specifically, when the mobile end 102 is oriented in a direction away from the fixed end 101 ( Figure 1 When the moving end 102 moves in the direction indicated by the middle arrow (+X direction), the chain and connecting rope are pulled by the support assembly 100. The chain and connecting rope extend outward from the periphery of the support assembly 100, thereby pulling the deceleration component 200 to unfold it from a retracted state to an open state. When the moving end 102 moves towards the direction closer to the fixed end 101 (… Figure 1 When the first connector 300 moves (in the X direction as indicated by the middle arrow), it loses the tension of the support component 100 and bends, thereby causing the deceleration component 20 to lose the pulling force of the first connector 300, retract, and return to its initial state.

[0075] Thus, when the chain and connecting rope are under tension, they extend, and the reducer 200 unfolds under the pull of the chain or connecting rope. When the chain and connecting rope are no longer under tension, they bend, and the reducer 200 retracts due to the loss of traction from the chain or connecting rope.

[0076] In some embodiments, refer to Figure 1 As shown, the vehicle deceleration device also includes a plurality of second connectors 400, one end of which is connected to the deceleration component 200, and the other end of which is connected to the support assembly 100.

[0077] Multiple second connectors 400 are provided in a one-to-one correspondence with multiple first connectors 300, and the second connectors 400 are located on the side of the first connectors 300 that are close to the deceleration component 200.

[0078] It should be noted that the second connector 400 is an auxiliary support structure used to enhance the stability of the reducer 200 during deployment. Specifically, the second connector 400 is located on the side of the first connector 300 closer to the reducer 200, and transmits supporting force through the connection point to enhance the stability of the reducer 200 during deployment. Exemplarily, the second connector 400 can be a chain or connecting rope, or other connecting components; this embodiment does not impose excessive limitations on this.

[0079] The second connector 400, in synergy with the first connector 300, distributes the force on the deceleration component 200, preventing deformation or vibration caused by aerodynamic impact. Multiple second connectors 400 are arranged in a one-to-one correspondence with multiple first connectors 300 to ensure uniform distribution of support force, improving the reliability and durability of the vehicle deceleration device under high-speed conditions.

[0080] In some embodiments, refer to Figure 1 As shown, the second connector 400 is connected to the corresponding first connector 300 at the same position on the speed reducer 200.

[0081] It should be noted that the second connector 400 and the corresponding first connector 300 are connected at the same position on the reducer 200, that is, the connection point of the second connector 400 and the first connector 300 on the reducer 200 coincides.

[0082] Specifically, the second connector 400 and the first connector 300 are connected at the same position on the reducer 200, achieving coordinated support through shared connection points. This not only reduces the number of connection points and lowers structural complexity, but also, together with the support assembly 100, the second connector 400, the first connector 300, and the support assembly 100 form a triangular support structure. By sharing connection points, the support force is transmitted, ensuring balanced force distribution on the reducer 200 during deployment.

[0083] In this way, by sharing connection points, the structural complexity is reduced, stress dispersion caused by multiple connections is avoided, and the structural stability and reliability of the speed reducer 200 during high-speed deployment are ensured.

[0084] In some embodiments, refer to Figure 1 As shown, the vehicle deceleration device also includes a housing 500 for connection with the vehicle body 10. The housing 500 has a receiving cavity 510 and an inlet / outlet 520 communicating with the receiving cavity 510.

[0085] The receiving cavity 510 is used to receive the retracted speed reducer 200, and the inlet / outlet 520 is used for the moving end 102 to drive the speed reducer 200 in and out of the receiving cavity 510.

[0086] Understandably, when the mobile end 102 is oriented in a direction away from the fixed end 101 ( Figure 1 When the moving end 102 moves towards the direction indicated by the middle arrow (+X direction), the deceleration component 200 enters the receiving cavity 510 through the inlet / outlet 520 and is housed. When the moving end 102 moves towards the direction closer to the fixed end 101 (…), Figure 1 When moving (in the X direction as indicated by the middle arrow), the decelerator 200 unfolds to the outside through the inlet / outlet 520. The receiving cavity 510 of the storage component 500 can restrict the retracted state of the decelerator 200 and avoid structural interference caused by accidental unfolding.

[0087] In a specific implementation, the storage component 500 can be a storage box or a storage bag. The storage component 500 can be installed at the rear of the vehicle body 10 through an mounting component. For example, the mounting component can be a buckle or a fixing bolt. This application embodiment does not impose too many restrictions on this.

[0088] It should be noted that a cover may be provided on the storage component 500, and the cover is connected to the storage component 500 by a snap-fit ​​and / or a pivot. When the moving end 102 is close to the fixed end 101 and the deceleration component 200 is stored in the receiving cavity 510, the cover covers the inlet / outlet 520. When the moving end 102 is away from the fixed end 101, the moving end 102 drives the cover away from the storage component 500 to open the inlet / outlet 520, allowing the storage component 500 to extend out of the receiving cavity 510 through the inlet / outlet 520.

[0089] In some embodiments, refer to Figure 1 As shown, the vehicle deceleration device also includes a drive component 600, which is used to connect to the vehicle body 10. The drive component 600 is connected to the mobile end 102 and drives the mobile end 102 to move closer to or away from the fixed end 101.

[0090] Understandably, the drive element 600 refers to the actuator used to drive the movement of the movable end 102, thereby enabling the deceleration element 200 to unfold or retract through power output. For example, the drive element 600 can be an electro-hydraulic cylinder or a motor-driven lead screw mechanism.

[0091] It should be noted that the drive unit 600 provides power output to drive the movement of the mobile end 102 via connection to the mobile end 102. Specifically, when the vehicle needs to brake, the drive unit 600 outputs power to move the mobile end 102 away from the fixed end 101. Figure 1 The moving part 102 moves in the direction indicated by the middle arrow (+X direction), causing the first connecting member 300 to extend and the deceleration member 200 to unfold. When the braking demand is released, the driving member 600 outputs power in the opposite direction, causing the moving end 102 to move towards the direction closer to the fixed end 101 (…). Figure 1 The arrow (in the X direction) moves, causing the first connecting piece 300 to retract and the deceleration piece 200 to close.

[0092] In some embodiments, the vehicle deceleration device further includes an intelligent control unit, which is communicatively connected to the drive component 600. The intelligent control unit automatically determines whether the deceleration component 200 needs to be deployed to achieve vehicle braking based on the vehicle's driving status and environmental information. It should be noted that the intelligent control unit is a technology well known to those skilled in the art and will not be described in detail here.

[0093] Reference Figure 1 As shown, this application also provides a vehicle, including a body 10 and a vehicle deceleration device disposed on the body 10.

[0094] The specific structure and working method of the vehicle deceleration device have been described in detail in the above embodiments, and will not be repeated here.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle deceleration device, characterized in that, include: A support assembly (100) having a fixed end (101) and a movable end (102), the fixed end (101) being used to connect to the vehicle body (10); A speed reduction component (200) is disposed on the movable end (102); A plurality of first connectors (300) are provided, with their two ends connected to the fixed end (101) and the speed reducer (200) respectively, and the plurality of first connectors (300) are arranged around the periphery of the support assembly (100); The first connector (300) is configured to extend when the movable end (102) moves away from the fixed end (101) to drive the decelerator (200) to unfold together with the support assembly (100); the first connector (300) is also configured to bend when the movable end (102) moves closer to the fixed end (101) to retract the decelerator (200).

2. The vehicle deceleration device according to claim 1, characterized in that, The support assembly (100) includes a plurality of nested support sleeves (110), with the fixed end (101) and the movable end (102) located on the two support sleeves (110) at the ends, respectively.

3. The vehicle deceleration device according to claim 2, characterized in that, A plurality of the first connectors (300) are evenly spaced around the periphery of the support sleeve (110); And / or, the first connector (300) is disposed at the edge of the deceleration member (200).

4. The vehicle deceleration device according to claim 2, characterized in that, The support sleeve (110) is a titanium alloy sleeve, an aluminum alloy sleeve, or a stainless steel sleeve.

5. The vehicle deceleration device according to claim 1, characterized in that, The first connector (300) is at least one of a chain and a connecting rope.

6. The vehicle deceleration device according to any one of claims 1 to 5, characterized in that, It also includes a plurality of second connectors (400), one end of which is connected to the speed reducer (200), and the other end of which is connected to the support assembly (100); Multiple second connectors (400) are provided in a one-to-one correspondence with multiple first connectors (300), and the second connectors (400) are located on the side of the first connectors (300) closer to the deceleration member (200).

7. The vehicle deceleration device according to claim 6, characterized in that, The second connector (400) is connected to the corresponding first connector (300) at the same position on the deceleration member (200).

8. The vehicle deceleration device according to any one of claims 1 to 5, characterized in that, It also includes a storage component (500) for connecting to the vehicle body (10), the storage component (500) having a receiving cavity (510) and an inlet (520) communicating with the receiving cavity (510). The receiving cavity (510) is used to receive the retracted speed reducer (200), and the inlet / outlet (520) is used for the moving end (102) to drive the speed reducer (200) in and out of the receiving cavity (510).

9. The vehicle deceleration device according to any one of claims 1 to 5, characterized in that, It also includes a drive unit (600) for connecting to the vehicle body (10), the drive unit (600) for connecting to the mobile end (102), and the drive unit (600) for driving the mobile end (102) to move closer to or away from the fixed end (101).

10. A vehicle, characterized in that, Includes a vehicle body (10) and a vehicle deceleration device according to any one of claims 1 to 9 disposed on the vehicle body (10).

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