Vehicle projection curtain device and vehicle

Abstract

The invention relates to the technical field of vehicle projection, in particular to a vehicle projection curtain device and a vehicle. The vehicle projection curtain device comprises a box body, a reel pipe, a curtain, a transmission mechanism and a clutch, the reel pipe is installed in the box body, the curtain is wound in the reel pipe, and the clutch is installed in the box body and is in transmission connection with the reel pipe through the transmission mechanism; the clutch comprises a brake disc, a first magnet, an electromagnet and a second magnet, the brake disc is fixed to the transmission mechanism, the first magnet is installed on the brake disc, the electromagnet and the second magnet are arranged in the circumferential direction of the reel pipe, and in the axis direction of the reel pipe, the electromagnet and the second magnet are arranged at intervals with the first magnet; the first magnet and the second magnet correspond to each other and attract each other by opposite poles to lock the brake disc, and after the electromagnet is electrified, the first magnet and the second magnet as well as the electromagnet attract each other by opposite poles, so that the first magnet and the second magnet are decoupled and the brake disc is unlocked. Therefore, the impact sound between the structures is eliminated, and the noise is reduced or eliminated.

Description

Technical Field

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

[0002] The projection screen in a vehicle is one of the core components of the in-vehicle entertainment system, primarily used to enhance the in-vehicle viewing experience. When using the projection screen inside the vehicle, and when the screen is fully open, fully closed, or hovering, the screen roller needs to be braked to maintain its tension.

[0003] Currently, the braking of curtain rollers is generally achieved by setting up an additional motor and gearbox, but the excessive noise generated by the motor greatly affects the user experience. Summary of the Invention

[0004] Therefore, it is necessary to provide a vehicle projection screen device and vehicle that can achieve steady-state braking of the roll tube and reduce or eliminate noise.

[0005] To solve the above-mentioned technical problems, this application provides the following technical solution:

[0006] A vehicle projection screen device includes a housing, a roller tube, a screen, a transmission mechanism, and a clutch. The roller tube is installed in the housing, and the screen is rolled up in the roller tube. The clutch is installed in the housing and is connected to the roller tube via the transmission mechanism. The clutch includes a brake disc, a first magnet, an electromagnet, and a second magnet. The brake disc is fixed to the transmission mechanism, the first magnet is installed on the brake disc, and the electromagnet and the second magnet are arranged circumferentially along the roller tube and spaced apart from the first magnet along the axial direction of the roller tube.

[0007] The first magnet and the second magnet are corresponding and opposite in polarity and attract each other to lock the brake disc. After the electromagnet is energized, the first magnet attracts the second magnet and the electromagnet respectively, so as to decouple the first magnet from the second magnet and unlock the brake disc.

[0008] It can be understood that in the present application, by setting a clutch and utilizing the separation / engagement characteristics of the clutch itself, braking and unlocking between the reel and the transmission mechanism are achieved, reducing the "steady-state" operation noise and lowering the cost. At the same time, when the electromagnet is powered off, magnetic force coupling is formed by the attraction between opposite poles of the first magnet and the second magnet, locking the brake disc, ensuring that the reel does not wind or release the curtain, and keeping the curtain in its corresponding fixed state and taut; after the electromagnet is powered on, the electromagnet fills the magnetic potential wells of the first magnet and the second magnet in the circumferential direction of the reel, so that decoupling is formed between the first magnet and the second magnet respectively, unlocking the brake disc, and enabling the reel to perform the action of winding or releasing the curtain. Thus, the braking and locking actions of the reel connected to the brake disc through the transmission mechanism are all achieved through the coupling and decoupling of magnetic forces. In this process, there is an interval state between the first magnet and the second magnet, and between the first magnet and the electromagnet, without physical contact, thus eliminating the impact sound of the brake disc, and further reducing the noise of the "start / stop" of the clutch, effectively improving the vehicle use experience.

[0009] In one embodiment, the electromagnet and the second magnet are alternately arranged along the circumferential direction of the reel and fill the entire circumference.

[0010] In one embodiment, the number of the first magnets, the electromagnets, and the second magnets is all n, and the first magnets and the second magnets are arranged in one-to-one correspondence; in the circumferential direction of the brake disc, the n first magnets are arranged at intervals, and one electromagnet is arranged between adjacent two second magnets; and, along the circumferential direction of the brake disc, the central angle corresponding between adjacent two first magnets is configured as the magnetic pole locking angle θ, θ = 360(k + m / n)°; where, m < n, k is the number of rotations of the brake disc, m is the number of locking positions when the first magnet and the second magnet attract each other, and m, n, and k are all natural numbers.

[0011] In one embodiment, n satisfies 2 ≤ n ≤ 6.

[0012] It can be understood that the setting of n ≥ 2 ensures the number of the first magnets and the second magnets, so as to improve the control accuracy of the locked state of the brake disc, and avoid the failure of the brake disc to be locked due to insufficient magnetic force caused by insufficient number of magnets; the setting of n ≤ 6 can avoid the excessive magnetic force between the first magnet and the second magnet when the number of the first magnets and the second magnets is too large, resulting in a decrease in braking torque and difficulty in unlocking the brake disc. That is, through the setting of n ≤ 6, it is ensured that the brake disc can be normally unlocked, avoiding the operation failure of the vehicle projection curtain device and improving the vehicle use experience.

[0013] In one embodiment, the first magnet and the second magnet are both configured as permanent magnets.

[0014] In one embodiment, the clutch base and the sliding sleeve are provided. The base is fixed to the housing, the sliding sleeve is installed inside the reel and rotatably connected to the reel, and the sliding sleeve is sleeved on the base. The electromagnet and the second magnet are both installed on the base and are both located on the side of the base facing the brake disc in the direction of the reel axis.

[0015] Understandably, the base is used to install and fix the electromagnet and transmission mechanism. At the same time, the sliding sleeve allows the base to be installed on the box, avoiding direct contact between the base and the box and the friction that would cause damage to the base or the box structure. In this way, the service life of the vehicle projection screen device is extended.

[0016] In one embodiment, the transmission mechanism includes a reduction gearbox, a gear transmission unit, a first shaft, and a second shaft. The reduction gearbox is disposed inside the winding tube and installed on the base. The gear transmission unit is housed inside the reduction gearbox. One end of the first shaft is connected to the brake disc, and the other end is connected to the gear transmission unit. One end of the second shaft is connected to the winding tube, and the other end is connected to the gear transmission unit.

[0017] Understandably, this setup allows for the transmission of the clutch's locking and braking via a gear transmission unit, enabling the clutch to control the locking and releasing of the reel's movement.

[0018] In one embodiment, the transmission mechanism further includes a coupling, one end of which is connected to the second shaft and the other end of which is connected to the tube drive.

[0019] Understandably, the coupling compensates for transmission deviations between the reel and the second shaft, ensuring synchronized motion angle transmission and preventing radial, axial, and angular deviations, thus improving the precise transmission effect of the transmission mechanism. In other words, the coupling ensures smooth torque transmission while absorbing coaxiality tolerances.

[0020] In one embodiment, the vehicle projection screen device further includes a take-up member, which is housed in the housing and wound around the tube; and one end of the take-up member is fixed to the housing and the other end is fixed to the tube.

[0021] Understandably, the winding force provided by the retractor can provide tension while the curtain is suspended, thus keeping the curtain taut and providing it with shock resistance. Furthermore, after the curtain is opened, the retractor can provide a force to the retractor that tends to fold, ensuring that the retractor has the power to retract the curtain after the electromagnet is energized.

[0022] In one embodiment, the curtain has a fixed end and a hanging end, the fixed end being connected to the roller tube, and the hanging end being able to extend out of or retract into the housing;

[0023] The vehicle projection screen device also includes an arm mechanism, which is mounted on the housing and connected to the suspended end. The arm mechanism has a folded state and an unfolded state. When switching between the folded and unfolded states, the arm mechanism can be folded into the housing or unfolded out of the housing to drive the suspended end to move in the lifting direction of the screen.

[0024] Understandably, the arm motor and arm configuration allow for stepless hovering of the screen, enabling the screen to be suspended at any position. Furthermore, after the screen is released from the roller, the arm motor's self-locking mechanism ensures better screen tension, improving its shock resistance. The centralized control of the arm motor and clutch further enhances the user experience.

[0025] This application also provides the following technical solutions:

[0026] A vehicle including the vehicle projection screen device described in any of the above embodiments.

[0027] Compared with existing technologies, the vehicle projection screen device and vehicle, by incorporating a clutch and utilizing its engagement / disengagement characteristics, achieve braking and unlocking between the winding tube and the transmission mechanism, thereby reducing noise during "steady-state" operation and lowering costs. Simultaneously, when the electromagnet is de-energized, magnetic coupling is formed through the attraction between the opposite poles of the first and second magnets, locking the brake disc and preventing the winding tube from retracting or releasing the screen, thus maintaining the screen's fixed and taut state. When the electromagnet is energized, it fills the magnetic potential wells of the first and second magnets around the winding tube, decoupling the first and second magnets and unlocking the brake disc, allowing the winding tube to retract or release the screen. Thus, the braking and locking actions of the reel connected to the brake disc via the transmission mechanism are achieved through the coupling and decoupling of magnetic forces. During this process, the first magnet and the second magnet, as well as the first magnet and the electromagnet, are in a spaced-out state with no physical contact. This eliminates the impact noise of the brake disc, thereby reducing the noise of the clutch "starting and stopping" and effectively improving the driving experience. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology 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.

[0029] Figure 1 A front view structural diagram of the vehicle projection screen device provided in this application.

[0030] Figure 2 Provided for this application Figure 1 Sectional view at point AA.

[0031] Figure 3 Provided for this application Figure 2 A magnified view of a section of the middle box.

[0032] Figure 4 Provided for this application Figure 2 A cross-sectional view of the clutch position in Embodiment 1.

[0033] Figure 5 Provided for this application Figure 2 Cross-sectional view of the location of the coil spring in the middle BB.

[0034] Figure 6 Provided for this application Figure 5 Sectional view at point CC.

[0035] Figure 7 Provided for this application Figure 6 Sectional view at point DD.

[0036] Figure 8 This is a side view of the clutch structure provided in this application.

[0037] Figure 9 Provided for this application Figure 8 Sectional view at EE.

[0038] Figure 10 Provided for this application Figure 9 A magnified view of the clutch position.

[0039] Figure 11 An exploded view of the brake disc, first magnet, electromagnet, second magnet, and sliding sleeve provided in this application.

[0040] Figure 12 Provided for this application Figure 5 A magnified view of a section at point F.

[0041] Figure 13A diagram showing the relationship between braking torque and rotation angle provided in this application.

[0042] Figure 14 A diagram showing the relationship between the elastic element, the electromagnet, and the change in S-pitch in the related technology provided in this application.

[0043] The component labels are as follows:

[0044] 100. Vehicle projection screen device; 10. Housing; 11. Cover; 12. Base; 121. Crossbeam; 122. Adapter arm; 13. Receiving cavity; 20. Roller tube; 30. Screen; 31. Fixed end; 32. Suspension end; 40. Transmission mechanism; 41. Reduction gearbox; 411. Support column; 42. Gear transmission unit; 43. First shaft; 44. Second shaft; 441. Limiting plate; 45. 46. ​​Coupling; 50. Reel clamp; 51. Clutch; 52. Brake disc; 53. First magnet; 54. Electromagnet; 55. Second magnet; 56. Base; 57. Mounting hole; 58. Sliding sleeve; 59. Retaining ring; 60. Retractor; 61. Reel; 62. Support; 63. Coil spring; 70. Boom mechanism; 71. Boom motor; 72. Boom; 721. First rod; 722. Second rod. Detailed Implementation

[0045] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0046] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on the other component or there may be an intermediate component. When a component is considered to be "connected to" another component, it can be directly connected to the other component or there may be an intermediate component present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application's specification are for illustrative purposes only and do not represent the only possible implementation.

[0047] Furthermore, 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. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0048] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature and the second feature are in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0049] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used in this application includes any and all combinations of one or more of the associated listed items.

[0050] Please see Figures 1 to 12 This application provides a vehicle projection screen device 100, which is installed on the vehicle body for in-vehicle entertainment and to enhance the viewing experience.

[0051] Specifically, the vehicle projection screen device 100 includes a housing 10, a roller tube 20, a screen 30, a transmission mechanism 40, and a clutch 50. The housing 10 is used for mounting on the vehicle body. The roller tube 20 is installed inside the housing 10, and the screen 30 is rolled up within the roller tube 20. The clutch 50 is located inside the housing 10 and is connected to the roller tube 20 via the transmission mechanism 40. Here, the clutch 50 is an electronic clutch, which mainly functions to engage and disengage, thereby unlocking and locking the roller tube 20. It should be explained that in this embodiment, when the clutch 50 is de-energized, the clutch 50 is in the "engaged" state, and the roller tube 20 is in the locked state, meaning the roller tube 20 is locked and does not roll up the screen 30. When the clutch 50 is energized, the clutch 50 is in the "disengaged" state, and the roller tube 20 is in the unlocked state, meaning the roller tube 20 is in a free state and can raise or release the screen 30. The specific structure and working principle of clutch 50 will be explained in detail below.

[0052] In one embodiment, reference Figure 2 and Figure 3 The box body 10 includes a cover 11 and a seat 12. The seat 12 is used to fix it to the vehicle body. The cover 11 is installed on the seat 12 and forms a receiving cavity 13 with the seat 12. The reel 20 is rotatably installed in the receiving cavity 13.

[0053] Further, refer to Figure 4 The seat 12 includes adapter arms 122 and a crossbeam 121. There are generally two adapter arms 122; one is mounted on the left side of the vehicle body, and the other on the right side, forming a symmetrical support structure. This structure stably fixes the box 10 to the vehicle body, preventing displacement or shaking during vehicle movement (such as bumps or turns), and ensuring stability when the curtain is unfolded and retracted. The crossbeam 121 is mounted on the two adapter arms 122, and the cover 11 is placed on the crossbeam 121, forming a receiving cavity 13. The main body of the clutch 50 is fixed to the crossbeam 121. Here, the crossbeam 121, mounted on the two adapter arms 122, forms a load-bearing structure spanning the width of the vehicle, providing a mounting base for the cover 11 and securing the clutch. This provides a stable installation environment for the clutch 50, preventing vibration and displacement during operation.

[0054] In one embodiment, please refer to Figure 6 and Figure 7 The vehicle projection screen device 100 also includes a winding member 60, which is housed in the housing 10 and wound around the winding tube 20; wherein, one end of the winding member 60 is fixed to the housing 10 and the other end is fixed to the winding tube 20, and the winding member 60 is used for winding up the screen 30.

[0055] Specifically, the end of the take-up component 60 away from the reel tube 20 is fixed to the crossbeam 121, thus realizing the installation and fixation of the take-up component 60 on the housing 10.

[0056] Optionally, the winding component 60 can be configured as a coil spring or a seat belt retractor, which can enable the automatic winding of the curtain 30.

[0057] Preferably, the winding component 60 is configured as a coil spring. The winding force provided by the coil spring can provide tension when the curtain 30 is suspended (at which time the clutch 50 is de-energized and in the "engaged" state), thereby keeping the curtain 30 in a taut state and providing the curtain 30 with shock resistance. At the same time, the coil spring can also provide a corresponding winding force during the winding process of the curtain 30.

[0058] In one embodiment, please refer to Figure 6The winding component 60 includes a roller 61, a support 62, and a coil spring 63. One end of the roller 61 is circumferentially limited to the winding tube 20, and the other end is connected to and rotatably connected to the support 62. The support 62 is fixed to the housing 10, specifically to the crossbeam 121. One end of the coil spring 63 is limited to the roller 61, and the other end is limited to the support 62. The coil spring 63 is wound around the roller 61. When the curtain 30 is unfolded, the coil spring 63 is in a stretched or unfolded state. When the curtain 30 needs to be wound up, the clutch 50 is energized and in a "disengaged" state, unlocking the winding tube 20, so that the winding tube 20 is in a free state. Thus, under the retraction force of the coil spring 63, the winding tube 20 rotates and winds up the curtain 30. Meanwhile, when the curtain 30 is suspended at a certain position (for example, when the curtain 30 is fully open or fully closed, 30% unfolded, 50% unfolded, etc.), the clutch 50 is de-energized and is in the "engaged" state, locking the roller tube 20. At this time, the coil spring 63 will cause the curtain 30 to have a tendency to fold back, thereby making the curtain 30 in a taut state, so that the curtain 30 has better shock resistance.

[0059] Please see Figures 1 to 3 The screen 30 has a fixed end 31 and a suspended end 32 (i.e., a free end or a movable end). The fixed end 31 is connected to the roller tube 20, and the suspended end 32 can extend or retract into the housing 10. The vehicle projection screen device 100 also includes an arm mechanism 70, which is mounted on the housing 10 and connected to the suspended end 32. The arm mechanism 70 has an unfolded state and a folded state. When switching between the unfolded and folded states, the arm mechanism 70 can be folded inside the housing 10 or unfolded outside the housing 10, and it drives the suspended end 32 to move in the lifting direction of the screen 30. That is, when the arm mechanism 70 is in the unfolded state, part of the arm mechanism 70 extends outside the housing 10; when the arm mechanism 70 is in the folded state, the arm mechanism 70 is folded inside the housing 10. At the same time, when the arm mechanism 70 is unfolded, the retractor 60 unfolds, and the screen 30 descends. When the boom mechanism 70 retracts, the winding component 60 automatically resets, thereby automatically retracting the curtain 30, at which point the curtain 30 rises.

[0060] Furthermore, the number of boom mechanisms 70 is set to two, and the two boom mechanisms 70 are spaced apart in the axial direction of the roll tube 20 (i.e., the width direction of the vehicle). The two boom mechanisms 70 are respectively connected to the two sides of the suspension end 32 in the width direction of the vehicle. In this way, the two sides of the suspension end 32 have support parts in the width direction of the vehicle, which makes the curtain 30 more stable when rising or falling, and improves the synchronization of the two sides of the suspension end 32 in the width direction of the vehicle.

[0061] Please continue reading. Figures 1 to 3The arm mechanism 70 includes an arm motor 71 and an arm 72. The arm motor 71 is installed inside the housing 10. One end of the arm 72 is connected to the arm motor 71, and the other end is connected to the hanging end 32. Driven by the arm motor 71, the arm 72 can be folded inside the housing 10 or unfolded outside the housing 10. Here, by setting up the arm motor 71 and the arm 72, the arm motor 71 drives the folding and unfolding of the arm 72. By utilizing the self-locking of the arm motor 71 and the disengagement / engagement control of the clutch 50, stepless hovering of the screen 30 (at any position or multiple positions) can be achieved. In addition, after the winding component 60 winds up the screen 30, the self-locking of the arm motor 71 can help the screen 30 maintain a better tension, which is more conducive to the shock resistance of the screen 30.

[0062] Specifically, the arm 72 includes a first arm 721 and a second arm 722 hinged together. The end of the first arm 721 away from the second arm 722 is hinged to the housing 10 and connected to the arm motor 71. The end of the second arm 722 away from the first arm 721 is hinged to the suspension end 32 of the curtain 30. The arm motor 71 can rotate the first arm 721 clockwise or counterclockwise, or brake the first arm 721, thereby achieving actions such as folding, unfolding, or maintaining the first arm 721 and the second arm 722 in a suspended position. Here, by folding the first arm 721 and the second arm 722, the space required for unfolding can be reduced, which is more conducive to the vehicle layout of this application.

[0063] In this embodiment, with Figure 1 Taking this as an example, we will explain in detail how the arm motor 71, arm 72, clutch 50 and retractor 60 cooperate to achieve the raising and lowering of the curtain 30.

[0064] When the curtain 30 rises, the clutch 50 is energized and in the "disengaged" state, the reel 20 is unlocked, and at this time the arm motor 71 drives the first arm 721 to rotate counterclockwise around point O. a Rotate to R b At that time, the curtain 30 from S a Position raised to S b Position. When the curtain 30 descends, the clutch 50 is energized and in the "disengaged" state, the reel 20 is unlocked, and at this time the arm motor 71 drives the first rod 721 to rotate clockwise around point O. When R b Rotate to R a At that time, the curtain 30 from S b Position drops to S a Location.

[0065] When the curtain 30 is suspended, fully open, or fully closed and taut, the clutch 50 is de-energized and in the "engaged" state, the roller tube 20 is locked, and the arm motor 71 drives the first rod 721 to rotate clockwise around point O. The position of the curtain 30 remains unchanged, and the tension increases.

[0066] In one embodiment, the vehicle projection screen device 100 further includes a controller (not shown), which is electrically connected to the arm motor 71 and the clutch 50. Thus, by centrally controlling the operating status of the arm motor 71 and the clutch 50 through the controller, the user experience is further enhanced. Here, the controller can be a microcontroller unit (MCU) on the vehicle, or a separate microcontroller, programmable logic controller (PLC), or other similar device or structure.

[0067] Please see Figures 4 to 11 The clutch 50 includes a brake disc 51, a first magnet 52, an electromagnet 53, and a second magnet 54. The brake disc 51 is fixed to the transmission mechanism 40. The first magnet 52 is mounted on the brake disc 51. The electromagnet 53 and the second magnet 54 are arranged circumferentially along the winding tube 20, and in the axial direction of the winding tube 20, the electromagnet 53 and the second magnet 54 are spaced apart from the first magnet 52, that is, there is a gap S1 between the electromagnet 53 and the second magnet 54 and the first magnet 52 (see reference). Figure 10 The first magnet 52 and the second magnet 54 are corresponding and opposite in polarity to lock the brake disc 51. After the electromagnet 53 is energized, the first magnet 52 is opposite in polarity to the second magnet 54 and the electromagnet 53, so that the first magnet 52 and the second magnet 54 are decoupled and the brake disc 51 is unlocked.

[0068] In other words, in this application, when the electromagnet 53 is de-energized, a magnetic coupling is formed between the first magnet 52 and the second magnet 54. At this time, the clutch 50 is in the "engaged" state, thereby locking the brake disc 51 and thus locking the transmission mechanism 40, thus achieving braking or locking of the reel 20. When the electromagnet 53 is energized, the magnetic force between the electromagnet 53 and the first magnet 52 is used to decouple the first magnet 52 and the second magnet 54 (this process is also called decoupling). At this time, the clutch 50 is in the "disengaged" state, thereby unlocking the brake disc 51 and thus unlocking the reel 20.

[0069] Here, both the electromagnet 53 and the second magnet 54 are spaced apart from the first magnet 52, that is, the electromagnet 53 is spaced apart from the first magnet 52, and the second magnet 54 is also spaced apart from the first magnet 52. Of course, the gap between the electromagnet 53 and the first magnet 52, and the gap between the second magnet 54 and the first magnet 52, can be equal or unequal, and the specific gap can be set according to the requirements.

[0070] It should be explained that a clutch generally includes an armature, a brake disc, an electromagnet, and an elastic element. During the research and development process, the clutch was applied to the braking control of the reel 20 to solve the problem of excessive noise caused by motor braking. Further investigation revealed that when the electromagnet is energized, it attracts the armature, and the elastic element is compressed and positioned along the axial direction of the clutch, thus being fixed in place. The other end is connected to the brake disc. When the reel needs to be unlocked and the curtain is retracted, energizing the electromagnet causes the armature to be attracted by the electromagnet and overcome the force of the elastic element, thereby separating the brake disc and unlocking the reel 20. When the reel 20 needs to be locked, the electromagnet is de-energized, and the armature, under the force of the elastic element, moves to contact the brake disc 51, locking the reel 20 through the frictional force between the armature and the brake disc 51. Here, the elastic element is generally a spring or a component with elastic force.

[0071] Here, after the electromagnet 53 is energized, the force between the electromagnet 53 and the armature is F1, where F1 = K. 电磁体 (S+R 0电磁体 ) N , where K 电磁体 Represents the magnetic force coefficient of electromagnet 53, N represents the magnetic force index of electromagnet 53, and R represents the magnetic force coefficient of electromagnet 53. 0电磁体 This represents the near-range correction parameter for electromagnet 53. The force exerted by the elastic mechanism on the armature is F2, where F2 = F 初始位置 +K1S, where K1 represents the elastic coefficient of the elastic mechanism, and S represents the distance the armature moves along the axis of the coil tube 20. When the electromagnet is momentarily de-energized, F1=0, F2-F1>0, and this force (F2) drives the armature to collide with the brake disc 51, with an impact energy of... This refers to the area enclosed by the BCDF curves, where a knocking sound (clutch noise) will occur, significantly impacting the driving experience. Here, the total stroke S of the armature is preset to 1mm, which is the integral upper limit. In other words, the maximum distance between the armature and the brake disc is S.

[0072] Furthermore, the relationship between the elastic element, the electromagnet, and the change in S-distance is plotted, as shown in Table 1 and... Figure 11 As shown.

[0073] Please see Figure 14And in conjunction with Table 1, as the voltage of electromagnet 53 is gradually reduced, the curve gradually declines from AE to BG (F 电磁体 Within a certain range, the force (F2-F1) is proportional to the square of the voltage. When F2-F1>0, this force (F2-F1) drives the armature to strike the brake disc 51, and the impact energy is... This refers to the area enclosed by the BGF curve. It's understandable that although gradually reducing the voltage of electromagnet 53 reduces the impact energy compared to instantaneous power outage, once the voltage of electromagnet 53 exceeds the critical voltage, i.e., the corresponding critical point (B), F2-F1 increases rapidly with increasing spacing S. This means that a positive feedback system is formed between F2 and F1 at this point, and a positive feedback system implies that impact is unavoidable even with the gradually decreasing voltage control method.

[0074] Table 1

[0075]

[0076] It should be noted that, in Figure 14 In the graph, the horizontal axis represents the change in distance S (from 0 to 1 mm), and the vertical axis represents the change in magnetic force after the electromagnet 53 is energized; that is, the vertical axis represents magnetic force. The blue line AE (electromagnet 14V) and the gray line BG (electromagnet 9.5V) are the attraction curves of the electromagnet, and the orange line BF is the curve of the elastic force of the elastic element changing with the distance S. When the voltage of the electromagnet is reduced, the attraction curve of the electromagnet will gradually change from the "blue AE line at 14V" to the "gray BG line at a lower voltage (e.g., 9.5V)", that is, as the voltage decreases, the attraction force of the electromagnet decreases, so the curve "sinks" overall. Here, Figure 14 In the middle, the two voltages "14V" and "9.5V" of the electromagnet 53 are used to show the change of the electromagnet's attraction force under different voltages, representing the process of the voltage decreasing from high to low.

[0077] Returning to this application, by setting up a clutch 50 and utilizing the clutch 50's own engagement / disengagement characteristics, the application achieves braking and unlocking between the winding tube 20 and the transmission mechanism 40, thereby reducing noise during "steady-state" operation and lowering costs. Simultaneously, since the electromagnet 53 and the second magnet 54 are both spaced apart from the first magnet 52, when the electromagnet 53 is de-energized, magnetic coupling is formed through the attraction between the opposite poles of the first magnet 52 and the second magnet 54. At this time, the clutch 50 is in the "engaged" state, locking the brake disc 51, that is, locking the transmission mechanism 40 (in other words, locking the winding tube 20), ensuring that the winding tube 20 will not wind up or release the curtain 30, maintaining the curtain 30 in its corresponding fixed state or increasing the tension of the curtain 30. After the electromagnet 53 is energized, it generates a magnetic force and attracts the first magnet 52. This magnetic force fills the magnetic potential well between the first magnet 52 and the second magnet 54 around the winding tube 20, thereby decoupling the first magnet 52 and the second magnet 54 and eliminating the circumferential braking torque. At this time, the clutch 50 is in the "disengaged" state, thus unlocking the brake disc 51, that is, unlocking the transmission mechanism 40 (in other words, unlocking the winding tube 20), allowing the winding tube 20 to perform the action of winding or releasing the curtain 30. Thus, it can be seen that the braking and locking actions of the brake disc 51 (or the transmission mechanism 40) are achieved through the magnetic attraction between the magnetic structures. During this process, the first magnet 52, the second magnet 54, and the electromagnet 53 are all in an intermittent state, that is, there is never any contact, eliminating the impact sound of the brake disc 51, thereby reducing the noise of the clutch 50 "starting and stopping", effectively improving the user experience.

[0078] It needs to be explained that the magnetic potential well is filled, that is, the magnetic field compensation of the electromagnet 53 makes the originally asymmetrical magnetic field distribution symmetrical, thereby eliminating the potential energy change in the circumferential direction, and the brake disc 51 is no longer locked and can rotate freely. Specifically, in the initial state (braking): the magnetic field is asymmetrical in the circumferential direction → there is a potential energy change in the circumferential direction (potential well) → a restoring torque (tangential force) is generated → a braking torque is formed. After the electromagnet 53 is energized (decoupling): the electromagnetic field superposition makes the magnetic field symmetrical → the potential energy in the circumferential direction is constant (potential well is filled) → the tangential force is eliminated → the braking torque disappears, that is, the braking on the brake disc 51 is eliminated. Of course, the axial attraction still exists, but because it is perpendicular to the direction of rotation (i.e., parallel to the axis of the reel 20), it will not generate a braking torque. The brake disc 51 is attracted in the axial direction, but can rotate freely.

[0079] In other words, when only the first magnet 52 and the second magnet 54 interact, the magnetic field energy is spatially uneven. When the brake disc 51 wants to rotate, it will remain in that position under the action of torque. Furthermore, when the opposite magnetic poles of the first magnet 52 and the second magnet 54 on the brake disc 51 are precisely aligned, the magnetic field energy is at its lowest and the braking torque is at its highest. This position is at the bottom of the potential well (the lowest energy point), and additional energy is needed to "climb out" of this potential well in order to unlock and rotate. When the electromagnet 53 is energized and its magnetic field attracts the first magnet 52, the role of the electromagnet 53 is not to create a new potential well, but to act as a "compensation field," eliminating the periodic changes of the original potential well. The electromagnetic field of the electromagnet 53 provides a uniform and enhanced axial magnetic field background in the entire circumferential direction, which raises the energy of the originally higher potential energy region while relatively reducing the energy contribution of the originally lower potential energy region. In other words, by introducing a compensating magnetic field through the electromagnet 53, the potential well is filled, making the brake disc 51 in an equipotential energy state at all points around the circumference, thereby eliminating the net tangential force and achieving final unlocking. Here, the net tangential force is the resultant force that is "remaining" after all the forces along the tangent direction of the circumference of a rotating object cancel each other out.

[0080] In one embodiment, the electromagnet 53 and the second magnet 54 are alternately arranged along the circumference of the winding tube 20 and fill the entire circumference. Here, the electromagnet 53 and the second magnet 54 constitute a magnetic structure. The magnetic structure fills the entire circumference, that is, in the circumference of the winding tube 20, the electromagnet 53 and the second magnet 54 are in sequential contact without gaps. In this way, localized areas along the circumference of the winding tube 20 will not appear, avoiding instability, vibration, and noise. In other words, the above arrangement can make the circumferential magnetic force distribution uniform, effectively improving the overall operational stability.

[0081] Furthermore, along the axial direction of the reel 20, the end face of the electromagnet 53 facing the brake disc 51 is flush with the end face of the second magnet 54 facing the brake disc 51. That is, the end face of the electromagnet 53 at this position and the end face of the second magnet 54 at this position are on the same plane. In other words, the gap between the electromagnet 53 and the first magnet 52 is equal to the gap between the second magnet 54 and the first magnet 52.

[0082] In one embodiment, the number of the first magnets 52, the electromagnets 53, and the second magnets 54 is all n, and the first magnets 52 and the second magnets 54 are arranged in one-to-one correspondence; in the circumferential direction of the brake disc 51, the n first magnets 52 are arranged at intervals, and one electromagnet 53 is arranged between two adjacent second magnets 54, and the central angle corresponding to two adjacent first magnets 52 is configured as the magnetic pole locking angle θ, where θ = 360(k + m / n)°, m < n, k is the number of rotation circles of the brake disc 51, m is the number of positions where the first magnets 52 and the second magnets 54 attract and lock, and m, n, and k are all natural numbers.

[0083] Further, n satisfies 2 ≤ n ≤ 6. It can be understood that the setting of n ≥ 2 ensures the number of the first magnets 52 and the second magnets 54, so as to improve the control accuracy of the locked state of the brake disc 51 and avoid the insufficient magnetic force caused by the insufficient number of magnets, resulting in the failure of locking the brake disc 51; the setting of n ≤ 6 can avoid the excessive magnetic force between the first magnets 52 and the second magnets 54 when the number of them is too large, resulting in the decrease of the braking torque and the difficulty of unlocking the brake disc 51. That is, through the setting of n ≤ 6, it is ensured that the brake disc 51 can be normally unlocked, avoiding the operation failure of the vehicle projection screen device 100 and improving the vehicle use experience.

[0084] Here, the value of n can be 2, 3, 4, 5, 6, etc. Correspondingly, when n = 2, m can take the values of 0, 1; when n = 3, m can take the values of 0, 1, 2, and so on. In this embodiment, the value of n is 4, and m can take the values of 0, 1, 2, 3.

[0085] In one embodiment, the first magnets ⑤② and the second magnets are both configured as permanent magnets, where the model and magnetic force intensity of the permanent magnets can be set and selected according to actual needs, which will not be elaborated here. At the same time, when the electromagnet 53 is powered on, the magnitude of its voltage or current affects the magnitude of the magnetic field of the electromagnet 53. Therefore, the voltage or current value during power-on can be set according to the requirement of the magnetic force magnitude of the electromagnet 53, which will not be elaborated here either.

[0086] Such as Figure 9 and Figure 10As shown, the clutch 50 also includes a base 55 and a sliding sleeve 56. The base 55 is fixed to the housing 10, and the sliding sleeve 56 is installed inside the reel 20 and rotatably connected to the reel 20, with the sliding sleeve 56 fitted onto the base 55. This allows the reel 20 to rotate relative to the base 55 using the sliding sleeve 56. The electromagnet 53 and the second magnet 54 are both installed on the base 55, and both the electromagnet 53 and the second magnet 54 are located on the side of the base 55 facing the brake disc 51 along the axis of the reel 20. Thus, the base 55 is used to install and fix the electromagnet 53 and the second magnet 54. Simultaneously, by providing the sliding sleeve 56, the reel 20 and the base 55 can be located within the reel 20 without affecting the movement of the reel 20. This results in a compact structure, reduced friction, and an increased service life of the vehicle projection screen device 100.

[0087] Here, the base 55 mainly serves as a load-bearing component, which can be fixed to the crossbeam 121 via an adapter or directly. Specifically, the base 55 can be fixed in a detachable manner using screws, bolts, or clips, thus facilitating the disassembly, assembly, and maintenance of the base 55.

[0088] In one embodiment, reference Figure 10 The base 55 has an open mounting hole 551. The mounting hole 551 extends along the axis of the tube 20 and the opening faces the brake disc 51. The electromagnet 53 and the second magnet 54 are both installed in the mounting hole 551. In the axial direction of the tube 20, the electromagnet 53 and the second magnet 54 are spaced apart from the first magnet 52.

[0089] Furthermore, the sliding sleeve 56 is made of polyoxymethylene (POM), polyamide (PA), polytetrafluoroethylene (PTFE), or a mixture thereof. Understandably, these materials have a low coefficient of friction and high wear resistance. This not only makes the rotation between the coiled tube 20 and the sliding sleeve 56 smoother but also extends its service life.

[0090] Please refer to Figure 12 and Figure 13 The structural principle of the vehicle projection screen device 100 in this application is as follows:

[0091] Let the magnetic attraction force between the first magnet 52 and the second magnet 54 be F3. The mechanical equation for the change of F3 with the distance T is: F3 = K3(T + R0). NWherein, K3 represents the magnetic force coefficient between the first magnet 52 and the second magnet 54, T represents the distance between two adjacent first magnets 52 or between two adjacent second magnets 54, R0 represents the proximity correction parameter between the first magnet 52 and the second magnet 54, and N represents the magnetic force index between the first magnet 52 and the second magnet 54.

[0092] Among them, the effective braking force component of F3 on brake disc 51 is F 3,有效制动 F 3,有效制动 / F3=2Psin0.5θ / T;

[0093] Based on the above, if the central angle between two adjacent first magnets 52 or between two adjacent second magnets 54 is configured as a magnetic pole locking angle of θ, then the equation for the change of T with θ is S. 2 +(2Psin0.5θ) 2 =T 2 Where S represents the distance between the first magnet 52 and the electromagnet 53 and the second magnet 54, and P represents the center radius of the second magnet 54 or the first magnet 52.

[0094] The braking torque is Ω, Ω = F3(2P) 2 sin0.5θ / T);

[0095] Combining the above statements, we get:

[0096] Ω=2K3P 2 {[S 2 +(2Psin0.5θ) 2 ] 0.5 +R0} N sin0.5θ / [S 2 +(2Psin0.5θ) 2 ] 0.5 ;

[0097] When θ = 0°, F 3,有效制动 =0, therefore Ω=0;

[0098] When θ = 360° / 2n°, F 3,有效制动 =0, therefore Ω=0;

[0099] In one embodiment, let K3=11, R0=1, S=0.5, N=-0.25, P=4.6, then, when θ=θ max=6°, Ω takes its maximum value. At this time, the braking torque between the first magnet 52 and the second magnet 54 is the maximum, that is, the force that decelerates the first magnet 52 relative to the second magnet 54 is the maximum. This setting can increase the reliability of the clutch 50 locking the winding tube 20. That is, when the winding tube 20 is locked, when the corresponding central angle between two adjacent first magnets 52 or between two adjacent second magnets 54 is configured as a magnetic pole locking angle of 6°, the optimal state of operation of the vehicle projection screen device 100 in this application can be guaranteed.

[0100] Please refer to Figures 5 to 9 The transmission mechanism 40 includes a reduction gearbox 41, a gear transmission unit 42, a first shaft 43, and a second shaft 44. The reduction gearbox 41 is installed inside the winding tube 20, and the gear transmission unit 42 is housed within the reduction gearbox 41. One end of the first shaft 43 is fixedly connected to the brake disc 51, and the other end is connected to the gear transmission unit 42. One end of the second shaft 44 is fixedly connected to the winding tube 20, and the other end is connected to the gear transmission unit 42. With this configuration, when the clutch 50 is de-energized and in the "engaged" state (magnetic coupling between the first magnet 52 and the second magnet 54), the first shaft 43 is in the locked state, and the gear transmission unit 42 is also locked; in other words, the winding tube 20 is locked. When the clutch 50 is energized and in the "disengaged" state (decoupling between the first magnet 52 and the second magnet 54), the first shaft 43 is in the unlocked state, and the gear transmission unit 42 is also unlocked; in other words, the winding tube 20 is unlocked. At this time, the winding tube 20 can perform a winding action.

[0101] Here, the gear transmission unit 42 can be a single-stage planetary gear, a two-stage or multi-stage planetary gear, or a parallel gear; the gear transmission unit 42 can also be replaced by a worm gear, cycloidal pinwheel, etc.

[0102] Furthermore, a limiting piece 441 is provided on the first shaft 43. The limiting piece 441 is positioned and abuts against the housing of the gearbox 41 in the axial direction of the tube 20, thereby restricting the movement of the first shaft 43 in the axial direction of the tube 20.

[0103] Here, two limit plates 441 are configured, one inside the gearbox 41 and the other outside the gearbox 41. Both limit plates 441 are positioned against the wall of the gearbox 41, thereby limiting the first shaft 43 on both sides of the winding tube 20 axis, thus improving the reliability of limiting the first shaft 43.

[0104] In one embodiment, such as Figure 8As shown, a support column 411 is provided between the reduction gearbox 41 and the base 55. One end of the support column 411 is fixed to the reduction gearbox 41, and the other end is fixed to the base 55. This achieves the fixation of the transmission mechanism 40 on the clutch 50. At the same time, the setting of the support column 411 also creates an accommodating space between the clutch 50 and the transmission mechanism 40, allowing the brake disc 51 to be accommodated within this accommodating space.

[0105] Here, the number of support columns 411 can be set to multiple, with the multiple support columns 411 spaced apart along the circumference of the base 55. This creates multiple supports around the base 55, improving the stability of the connection between the two. Optionally, the number of support columns 411 can be three, four, or five, etc. In this embodiment, the number of support columns 411 can be four.

[0106] In one embodiment, reference Figure 8 The clutch 50 also includes a retaining ring 57. The magnetic structure formed by the electromagnet 53 and the second magnet 54 extends out of the mounting hole 551. The retaining ring 57 engages with the circumferential portion of the magnetic structure extending out of the mounting hole 551, and the retaining ring 57 is also engaged with the support column 411. Here, the retaining ring 57 can effectively improve the stability of the magnetic structure installation.

[0107] Further, refer to Figure 9 The transmission mechanism 40 also includes a coupling 45, one end of which is connected to the second shaft 44, and the other end is connected to the winding tube 20 for transmission. That is, power is transmitted to the winding tube 20 through the coupling 45. It can be understood that the coupling 45 can compensate for transmission deviations between the winding tube 20 and the second shaft 44, ensuring synchronized transmission of motion angles between them, avoiding radial, axial, and angular deviations, and improving the precise transmission effect of the transmission mechanism 40. In other words, the coupling 45 ensures smooth torque transmission on the one hand, and absorbs coaxiality tolerances on the other.

[0108] Here, coupling 45 can be configured as a rigid coupling or a flexible coupling, depending on the requirements. In this embodiment, coupling 45 is configured as a universal coupling.

[0109] Further reference Figure 8 or Figure 9 The transmission mechanism 40 also includes a reel clamp 46, which is disposed inside and fixed to the reel tube 20, and connected to the second shaft 44 via a coupling 45. That is, the torque of the coupling 45 is transmitted to the reel tube 20 through the reel clamp 46.

[0110] This application also provides the following technical solutions:

[0111] A vehicle including the vehicle projection screen device 100 of any of the above embodiments.

[0112] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0113] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of protection of this application. Therefore, the patent protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle projection screen apparatus, characterized by, The vehicle projection curtain device (100) comprises a box body (10), a winding pipe (20), a curtain (30), a transmission mechanism (40) and a clutch (50), the winding pipe (20) is installed in the box body (10), the curtain (30) is wound on the winding pipe (20), the clutch (50) is installed in the box body (10) and is in transmission connection with the winding pipe (20) through the transmission mechanism (40); the clutch (50) comprises a brake disc (51), a first magnet (52), an electromagnet (53) and a second magnet (54), the brake disc (51) is fixed on the transmission mechanism (40), the first magnet (52) is installed on the brake disc (51), the electromagnet (53) and the second magnet (54) are arranged along the circumference of the winding pipe (20), and in the axial direction of the winding pipe (20), the electromagnet (53) and the second magnet (54) are both spaced apart from the first magnet (52). Wherein, the first magnet (52) and the second magnet (54) correspond to each other and are attracted to each other to lock the brake disc (51), and after the electromagnet (53) is energized, the first magnet (52) is attracted to the second magnet (54) and the electromagnet (53) respectively to decouple the first magnet (52) from the second magnet (54) and unlock the brake disc (51).

2. The vehicle projection screen apparatus of claim 1, wherein, The electromagnet (53) and the second magnet (54) are alternately arranged along the circumference of the winding pipe (20) and fill the entire circumference.

3. The vehicle projection screen device of claim 1 or 2, wherein, The number of the first magnet (52), the electromagnet (53) and the second magnet (54) is n, and the first magnet (52) and the second magnet (54) are arranged one by one; in the circumferential direction of the brake disc (51), the n first magnets (52) are spaced apart, and one electromagnet (53) is arranged between the two adjacent second magnets (54); and in the circumferential direction of the brake disc (51), the corresponding central angle between the two adjacent first magnets (52) is configured as a magnetic pole locking angle θ, θ=360(k+m / n)°. Wherein, m<n, k is the number of rotations of the brake disc (51), m is the number of positions locked when the first magnet (52) and the second magnet (54) are attracted to each other, and m, n and k are all natural numbers.

4. The vehicle projection screen apparatus of claim 3, wherein, n satisfies 2≤n≤6.

5. The vehicle projection screen apparatus of claim 1, wherein, The first magnet (52) and the second magnet (54) are both configured as permanent magnets.

6. The vehicle projection screen apparatus of claim 1, wherein, The clutch (50) further comprises a base (55) and a sliding sleeve (56), the base (55) is fixed on the box body (10), the sliding sleeve (56) is installed in the winding pipe (20) and is in rotational connection with the winding pipe (20), the sliding sleeve (56) is sleeved on the base (55), the electromagnet (53) and the second magnet (54) are both installed on the base (55) and are located on the side of the base (55) facing the brake disc (51) in the axial direction of the winding pipe (20).

7. The vehicle projection screen apparatus of claim 6, wherein, The transmission mechanism (40) comprises a reduction gearbox (41), a gear transmission unit (42), a first shaft (43) and a second shaft (44), the reduction gearbox (41) is arranged in the pipe reel (20) and is mounted on the base (55), the gear transmission unit (42) is contained in the reduction gearbox (41), one end of the first shaft (43) is connected with the brake disc (51), the other end is connected with the gear transmission unit (42), one end of the second shaft (44) is connected with the pipe reel (20), the other end is connected with the gear transmission unit (42).

8. The vehicle projection screen apparatus of claim 7, wherein, The transmission mechanism (40) further comprises a shaft coupling (45), one end of the shaft coupling (45) is connected with the second shaft (44), the other end is drivingly connected with the pipe reel (20).

9. The vehicle projection screen apparatus of claim 1, wherein, The vehicle projection screen device (100) further comprises a winding member (60), the winding member (60) is contained in the box body (10) and is arranged around the pipe reel (20), one end of the winding member (60) is fixed on the box body (10), the other end is fixed on the pipe reel (20).

10. The vehicle projection screen apparatus of claim 1 or 9, wherein, The screen (30) has a fixed end (31) and a hanging end (32), the fixed end (31) is connected with the pipe reel (20), the hanging end (32) can be extended out of or retracted into the box body (10); The vehicle projection screen device (100) further comprises an arm mechanism (70), the arm mechanism (70) is mounted on the box body (10) and is connected with the hanging end (32), the arm mechanism (70) has a folding state and an unfolding state, when the arm mechanism (70) is switched between the folding state and the unfolding state, the arm mechanism (70) can be folded in the box body (10) or unfolded out of the box body (10) to drive the hanging end (32) to move in the lifting direction of the screen (30).

11. A vehicle characterized by comprising: The vehicle projection screen device (100) comprises the vehicle projection screen device (100) according to any one of claims 1-10.

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