Inhaul cable transmission type active braking air duct grille assembly

Abstract

The invention discloses an inhaul cable transmission type active braking air duct grille assembly which comprises auxiliary grilles symmetrically arranged on the two sides of a main grille, and the two auxiliary grilles are linked through an inhaul cable assembly. Each auxiliary grille comprises a frame, blades erected in the frame through a rotating shaft and a driving assembly arranged on the outer side of the frame, the inhaul cable assemblies are connected with the driving assemblies respectively, a motor is arranged on the outer side of the auxiliary grille on one side and drives the driving assemblies to act, and the driving assemblies drive the auxiliary grille on the other side to act through the inhaul cable assemblies. The double-side grille has the beneficial effects that by means of the structure and the driving form, the synchronism of the grilles on the two sides is enhanced, the use of motors is reduced, the overall space occupation is small, the cost is low, and the use performance of a vehicle can be greatly improved through independent air duct control.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automobile accessories, and particularly relates to a cable transmission type active brake air duct grille assembly. BACKGROUND

[0002] The active brake air duct grille assembly is an intelligent pneumatic control system integrated in the front end of a vehicle. The core is to combine a traditional active air intake grille (AGS) with a brake cooling air duct system. By automatically adjusting the opening and closing angle of the grille blades, the dual goals of brake system heat dissipation and vehicle wind resistance optimization are achieved. Its application scenarios cover various vehicle types such as traditional fuel vehicles and new energy vehicles. The core structure usually includes bilaterally symmetrical grille components, a driving device, and a control module. According to the vehicle braking frequency, vehicle speed, brake system temperature, and other operating states, the grille blades are driven to open and close to precisely distribute airflow, ensuring brake heat dissipation while reducing wind resistance. The vehicle brake system will generate a large amount of heat under high-frequency braking or long downhill working conditions, and cooling airflow needs to be introduced through the brake air duct to avoid brake heat decay. The grille assembly is the core component that controls the on-off and flow of this airflow.

[0003] In the prior art, the airflow control function of the brake air duct is usually combined with the regular condenser heat dissipation active air intake grille (AGS) of the vehicle, that is, the same grille assembly simultaneously undertakes the airflow regulation tasks of condenser heat dissipation and brake heat dissipation. Its core structure includes a combined grille frame, a shared blade assembly, two independent driving motors (or a single motor linked to share blades), and a cooperative control system. By comprehensively adjusting the opening and closing of the blades based on the overall vehicle conditions (such as engine temperature and brake signal), both types of heat dissipation needs are considered.

[0004] However, the existing technology has the following defects in form and driving mode: (1) Low control accuracy: When brake heat dissipation and condenser heat dissipation needs are out of sync (such as when the condenser needs a small amount of heat dissipation but the brake has no heat dissipation needs at high speed, and when the brake needs a large amount of heat dissipation but the condenser has low load during long downhill driving), combined control cannot achieve precise airflow distribution, leading to insufficient brake heat dissipation or increased vehicle wind resistance. The essence is that the functional coupling of the combined structure leads to demand response conflicts; (2) Slow response speed: The control logic of the combined grille is constrained by dual needs, and cannot be adjusted quickly in response to changes in brake system temperature. Moreover, the lack of independent synchronous control mechanism for the double-sided brake air duct further affects the stability of brake heat dissipation; (3) Synchronization and layout contradiction: Although there is a scheme of separately controlling the brake air duct, a few schemes of separately controlling the brake air duct still adopt double-side independent motor driving, and this form has three defects: 1. Poor synchronization: It is difficult for double-side motors to accurately cooperate, leading to uneven heat dissipation of the brake on both sides; 2. Large space occupation: The front end of the vehicle is integrated with components such as a water tank and a battery pack, and the additional motor aggravates the space conflict; 3. High cost and complexity: Multiple motors increase procurement, assembly and maintenance costs, and require complex cooperative control algorithms, which increases the failure rate. SUMMARY

[0005] In view of the defects of the prior art, the purpose of the present application is to provide a cable transmission type active brake air duct grille assembly.

[0006] The purpose of the present application will be achieved through the following technical solutions: A cable transmission type active brake air duct grille assembly comprises two vice grilles symmetrically arranged on both sides of a main grille, and a cable assembly is arranged between the two vice grilles to realize linkage; the vice grille comprises a frame, a blade arranged in the frame through a rotating shaft, and a driving assembly arranged outside the frame; the cable assembly is connected with the driving assembly; a motor is arranged outside one side of the vice grille; the motor drives the driving assembly to move; and the driving assembly drives the other side of the vice grille to move through the cable assembly.

[0007] Preferably, the cable assembly comprises a bracket arranged on the frame, a pulley arranged on the bracket, and a cable arranged around the pulley; and the two ends of the cable are connected with the driving assembly.

[0008] Preferably, the vice grille comprises an active vice grille and a passive vice grille; and the motor is arranged outside the active vice grille.

[0009] Preferably, the driving assembly of the active vice grille comprises a main driving shaft connected with the rotating shaft of the blade; a connecting protrusion for connecting with the cable is arranged on the outer periphery of the main driving shaft; and the driving end of the main driving shaft is connected with the motor.

[0010] Preferably, the driving assembly of the passive vice grille comprises a driven shaft connected with the end of the blade, a driven shaft sleeve arranged on the driven shaft, and a torsional spring; a protruding block is arranged on the outer periphery of the driven shaft; a bayonet is arranged on the driven shaft sleeve; the protruding block is arranged in the bayonet; the torsional spring is arranged outside the driven shaft sleeve; the inner side end of the torsional spring is arranged in the protruding block of the driven shaft; and the outer side end of the torsional spring is clamped on a cover plate.

[0011] Preferably, the caliber of the bayonet is larger than the width of the protruding block.

[0012] Preferably, the gap difference between the jaw diameter and the width of the protrusion is matched with the deformation of the permanent deformation of the torsion spring.

[0013] The beneficial effects of this invention are as follows: 1. It solves the problem of airflow control coupling between the brake duct and the condenser cooling duct, realizing independent setting and precise adjustment of the brake duct AGS; 2. It solves the problem of insufficient synchronous movement precision of the dual-side brake duct grilles, ensuring uniform brake cooling on both sides and further improving braking safety; 3. It solves the problem of large space occupation and high cost caused by the large number of motors in existing solutions, adapting to the compact layout requirements of the vehicle front end; 4. It solves the problem of difficulty in balancing the strength and lightweight of core components, reducing product weight while ensuring performance by optimizing materials and structure; 5. It solves the problem of complex control system and high failure rate, simplifying the drive logic and improving product practicality and potential for large-scale application.

[0014] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, so that the technical solution of the present invention can be more easily understood and mastered. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the structure of the present invention.

[0017] Figure 2 A schematic diagram of the active sub-grid of the present invention.

[0018] Figure 3 A schematic diagram of the passive sub-grid of the present invention.

[0019] Figure 4 A schematic diagram of the color structure of the active grille of this invention.

[0020] Figure 5 This is an exploded view of the passive sub-grille drive assembly of the present invention.

[0021] Figure 6 This is a schematic diagram of the passive sub-grille drive assembly of the present invention. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this invention clearer, the following description is provided in conjunction with the appendix. Figures 1-6The present invention will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0023] This invention discloses a cable-driven active braking air duct grille assembly. The grille assembly of this invention is a split type, meaning it includes a main grille (main body) and sub-grilles located on either side of the main grille. The main grille is similar in form to existing grilles, with its main body positioned in the center of the assembly, serving as a condenser for heat dissipation. The sub-grilles on either side address braking heat dissipation, thus differentiating between different functions and improving vehicle performance. The two sub-grilles in this invention are linked by a cable assembly.

[0024] Each sub-grid includes a frame 1, blades 2 mounted within the frame via a rotating shaft, and a drive assembly positioned outside the frame. Cable assemblies are connected to the drive assembly, and a motor 34 is located on the outer side of one sub-grid. During operation, the motor 34 drives the drive assembly on one side, which in turn drives the sub-grid on the other side via the cable assembly. The cable assembly includes a bracket 51 mounted on the frame 1, a pulley 52 mounted on the bracket 51, and a cable 53 wound around the pulley 52. ​​Both ends of the cable 53 are connected to the drive assembly. A guide block 54 is provided on the frame 1 to guide the cable 53.

[0025] The sub-grid includes an active sub-grid and a passive sub-grid, and the motor 34 is located outside the active sub-grid.

[0026] In this embodiment, the drive assembly of the active secondary grille includes a main drive shaft 31 connected to the blade rotation shaft. A connecting protrusion 32 for connecting to a cable is provided on the outer periphery of the main drive shaft 31. A connecting hole is provided on the connecting protrusion 32, and one end of the cable 53 passes through the connecting hole and connects to the main drive shaft 31. The drive end of the main drive shaft 31 passes through the active cover plate 33 and connects to a motor 34 on the outside of the active cover plate 33. The other end of the cable 53 passes through a pulley 52 and is connected to the drive assembly of the passive secondary grille via a guide block 54.

[0027] The drive assembly of the passive sub-grid includes a driven shaft 41 connected to the blade end, a driven shaft sleeve 42 fitted onto the driven shaft 41, and a torsion spring 43. A protruding block 411 protrudes from the outer periphery of the driven shaft 41, and a through hole is formed on the protruding block 411. A bayonet 422 is formed on the driven shaft sleeve 42, and the protruding block 411 is placed within the bayonet 422. A second protruding block 421 is also provided on the outer side of the driven shaft sleeve 42, extending along the circumferential direction of the driven shaft sleeve 42, and a second connecting hole is formed on it. The torsion spring 43 is placed on the outer side of the driven shaft sleeve 42, with its inner end passing through the through hole 422 in the protruding block 411 of the driven shaft, and its outer end being secured to the passive cover plate 44. The driven end of the cable 53 is placed within the second connecting hole.

[0028] Because the torsion spring 43 will undergo permanent deformation after long-term use, in order to improve the rotation and stopping accuracy of the blade, the diameter of the bayonet 422 is larger than the width of the protrusion 411. The gap difference between the diameter of the bayonet 422 and the width of the protrusion 411 matches the deformation of the torsion spring 43.

[0029] By using the clearance difference, when the blades of the passive sub-grid are rotated to the required position (usually 90° fully open) by the cable, the motion difference caused by the rotation of the driven shaft will be absorbed by the clearance difference matching structure, thereby ensuring the precise positioning of the blades.

[0030] In this invention, when the blades are in the closed state, the torque of the torsion spring is greater than the wind resistance torque, thus keeping the blades stably closed and ensuring good duct sealing performance. The structure of this invention has also undergone durability testing. After 100,000 cycles, the cable showed no wear or breakage, the torsion spring elasticity decay rate was ≤3%, the blade synchronization error remained ≤3°, and there were no issues such as jamming or sealing failure. Therefore, it can meet the requirements for long-term vehicle use.

[0031] This invention independently sets up the brake air duct and the condenser cooling air duct, enabling precise adjustment between the different air ducts. Furthermore, the drive system of this invention reduces the use of motors, solving the problems of large space occupation and high cost, and better adapting to the compact layout requirements of vehicle front ends. The structure of this invention simplifies the drive logic, achieves high synchronization accuracy, eliminates the need for complex control algorithms, reduces the failure rate, and thus extends the product's lifespan.

[0032] The terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" used in this document to indicate orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings. They are used solely for the purpose of facilitating and simplifying the description of the invention, 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. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0033] Furthermore, the above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention 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 of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A cable-driven active braking air duct grille assembly, characterized in that: It includes secondary grids symmetrically arranged on both sides of the main grid, and the two secondary grids are linked together by a cable assembly; each secondary grid includes a frame, blades mounted in the frame via a rotating shaft, and a drive assembly placed on the outside of the frame. The cable assembly is connected to the drive assembly, and a motor is provided on the outside of one of the secondary grids. The motor drives the drive assembly to move, and the drive assembly drives the other secondary grid to move through the cable assembly.

2. The cable-driven active braking air duct grille assembly as described in claim 1, characterized in that: The cable assembly includes a bracket placed on a frame, a pulley and a cable wrapped around the pulley, and the two ends of the cable are respectively connected to a drive assembly.

3. The cable-driven active braking air duct grille assembly as described in claim 2, characterized in that: The sub-grid includes an active sub-grid and a passive sub-grid, and the motor is located outside the active sub-grid.

4. The cable-driven active braking air duct grille assembly as described in claim 3, characterized in that: The drive assembly of the active secondary grille includes a main drive shaft connected to the blade rotation shaft. The outer periphery of the main drive shaft is provided with a connecting protrusion for connecting to a cable. The drive end of the main drive shaft is connected to a motor.

5. The cable-driven active braking air duct grille assembly as described in claim 4, characterized in that: The drive assembly of the passive sub-grid includes a driven shaft connected to the blade end, a driven shaft sleeve fitted on the driven shaft, and a torsion spring. A protruding block is provided on the outer periphery of the driven shaft. A retaining slot is provided on the driven shaft sleeve. The protruding block is placed in the retaining slot. The torsion spring is placed on the outside of the driven shaft sleeve, and the inner end of the torsion spring passes through the protruding block of the driven shaft. The outer end of the torsion spring is secured to the cover plate.

6. The cable-driven active braking air duct grille assembly as described in claim 5, characterized in that: The diameter of the bayonet is larger than the width of the protruding block.

7. The cable-driven active braking air duct grille assembly as described in claim 6, characterized in that: The gap difference between the bayonet aperture and the width of the protrusion is matched with the deformation of the permanent deformation of the torsion spring.

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