Damper and speed reducer for vehicle

Abstract

The utility model discloses a vehicle damper and reduction gear, which comprises a handle base, a handle, a rotating shaft, a torsion spring and a damping shock absorption mechanism, the outer side surface of the handle base is provided with a handle groove, the appearance of the handle corresponds to the outline of the handle groove, a longitudinal rotating shaft is arranged in the handle groove, and two ends of the rotating shaft are rotatably connected with the upper and lower side walls in the handle groove; a torsion spring is arranged on the outer side of the rotating shaft, the front section of the handle is connected with the rotating shaft, the tail end of the handle is pulled outwards, the handle drives the rotating shaft to rotate at the same time, the torsion spring is twisted and deformed, and after the handle is loosened, the torsion spring generates reverse torque to pull the handle back into the handle groove. One end of the rotating shaft penetrates through the side wall of the handle groove and extends outwards, the damping shock absorption mechanism is arranged on the outer side wall of the handle base, the damping shock absorption mechanism is elastically connected with the extending end of the rotating shaft, and in the forward rotation or reverse rotation process of the rotating shaft, the damping shock absorption mechanism generates elastic force opposite to the torsion spring and acts on the rotating shaft; according to the device, the handle is stably reset at a constant speed, and abnormal sound and impact during resetting are reduced.

Description

Technical Field

[0001] This utility model belongs to the field of automotive door structure technology, specifically relating to an automotive damper and deceleration device. Background Technology

[0002] Concealed door handles refer to designs that are inconspicuous, flush with or hidden from the door surface, commonly found in modern cars. The benefits of this design include reduced wind resistance, enhanced aesthetics, and a more technological feel. Mechanically pressed concealed door handles, due to their mechanical structure and internal return spring, can experience uneven operation and handle instability during opening and closing. Specifically, after pulling and releasing the handle, it returns to its original position via the internal spring. Because the pressure on the return spring increases after the handle is opened, the handle rebounds at a relatively fast speed during the return process. This rapid rebound can impact the door, producing noise and, over time, damaging both the handle and the car body structure, leading to handle wear or paint peeling. Therefore, the return mechanism of existing concealed door handles needs improvement to ensure a smooth and even return, reducing or eliminating noise and impact during the return process. Utility Model Content

[0003] To address the aforementioned problems and technical needs, this utility model provides a vehicle damper and deceleration device. By adding a set of spring damping mechanisms between the handlebar and the vehicle body, this mechanism can counteract the elastic force of the return spring when the handlebar rebounds, ensuring that the handlebar maintains a uniform speed and relatively constant force during opening and closing, thus preventing abnormal noises and impacts.

[0004] The technical solution of this utility model is as follows: A vehicle damper and deceleration device includes a handle base, a handle, a rotating shaft, a torsion spring, and a damping and shock absorption mechanism. The handle base is embedded in the door shell. A handle groove is provided on the outer side of the handle base. The handle groove is arranged horizontally. The shape of the handle corresponds to the outline of the handle groove. A longitudinal rotating shaft is provided in the handle groove. The two ends of the rotating shaft are rotatably connected to the upper and lower side walls inside the handle groove. A torsion spring is provided on the outer side of the rotating shaft. The front end of the handle is connected to the rotating shaft. Pulling the tail end of the handle outward causes the handle to rotate simultaneously, causing the torsion spring to undergo torsional deformation. After releasing the handle, the torsion spring generates a reverse torque, pulling the handle back into the handle groove. One end of the rotating shaft extends outward through the side wall of the handle groove. The damping and shock absorption mechanism is provided on the outer side wall of the handle base. The damping and shock absorption mechanism is elastically connected to the extended end of the rotating shaft. During the forward or reverse rotation of the rotating shaft, the damping and shock absorption mechanism generates an elastic force opposite to that of the torsion spring and acts on the rotating shaft.

[0005] Furthermore, the damping and shock absorption mechanism includes a curved limiting strip, a sliding torsion spring, and a drive terminal. The end of the rotating shaft is radially widened. The drive terminal is fixedly connected to the outside of the rotating shaft, and the sliding torsion spring is connected inside the drive terminal. The curved limiting strip is fixedly connected to the outer wall of the handle base. One end of the sliding torsion spring is an extension arm, which is pressed against the curved limiting strip. The rotating shaft drives the drive terminal to swing around the axis, and the drive terminal drives the extension arm to slide within the curved limiting strip. A changing pressing force is generated between the curved limiting strip and the extension arm, and the pressing force is transmitted to the handle through the rotating shaft.

[0006] A stable connection is formed between the widened end of the rotating shaft and the drive terminal. When the handle drives the rotating shaft to rotate inward or outward, the torsion spring undergoes torsional deformation. The rotating shaft drives the drive terminal to swing. The free end of the sliding torsion spring, that is, the end of the extended lever arm, slides against the curved limit bar. Since the curved limit bar has undulating curves, the torsional force of the sliding torsion spring also changes with the undulations of the extended lever arm. When the torsional force provided by the sliding torsion spring changes in the opposite direction to that of the torsion spring, the handle is subjected to stable force during movement, and the handle rebounds at a uniform speed.

[0007] Furthermore, the curved limiting bar has a reverse convex surface in the middle. When the rotating shaft rotates forward or backward, it drives the extension arm to pass up or down through the reverse convex surface. When the handle is in the open and closed states, the ends of the extension arm are located on both sides of the reverse convex surface.

[0008] When the handle is moved to its outermost position, the torsion spring has the greatest rebound force. At this time, the sliding torsion spring should provide a large reaction force to counteract the large rebound force. After the handle is released, the extended lever arm of the sliding torsion spring slides from the bottom of the anti-convex surface to the top. During this process, the force of the sliding torsion spring acting on the shaft gradually increases. The increased damping can counteract the rebound force of the torsion spring and reduce the reset speed. When the extended lever arm slides past the highest point of the anti-convex surface, the force acting on the shaft gradually weakens. At this stage, since the rebound force of the sliding torsion spring is also decreasing, it is equivalent to the positive and negative torsion forces acting on the shaft weakening at the same time. The shaft and handle continue to run smoothly. When the extended lever arm slides to the lowest point, the elastic force provided by the extended lever arm will be zero, the torsion spring reset is completed, and the handle is completely retracted into the handle groove.

[0009] Furthermore, a guide rail is provided in the middle of the curved limiting strip, and the end of the extended lever arm is wound into a ring, with the end of the extended lever arm sliding against the guide rail. The ring end can reduce friction, avoid scratching the curved limiting strip, and ensure the smooth operation of the sliding torsion spring. The guide rail can limit the ring end and prevent it from deviating during sliding.

[0010] Furthermore, the front section of the handle groove is deeper than the rear section, and during the outward rotation of the handle tail end, the front section of the handle rotates inward into the handle groove.

[0011] Furthermore, the handle groove is provided with a limiting notch, one end of the torsion spring is embedded and fixed in the limiting notch, and the other end of the torsion spring is connected to the handle.

[0012] The beneficial effects of this invention are as follows: The damping and shock absorption mechanism located at the end of the handle shaft counteracts the torsion spring during handle rotation, reducing the handle's rebound speed when the torsion spring returns to its original position, resulting in a more uniform rebound speed and preventing excessive force from impacting the handle base. The curved limiting strip on the outer wall of the handle base provides an undulating track for the sliding torsion spring. One end of the sliding torsion spring slides on the curved limiting strip, generating a corresponding torque as the track undulates. This torque acts on the shaft through the drive terminal, and then on the handle through the shaft, causing the handle to experience reverse damping during opening and rebound. This controls the speed and pressure of the handle's movement within a limited range, ensuring a relatively constant force at a uniform speed during opening and resetting, thus guaranteeing smooth operation of the handle and reducing or eliminating abnormal noise during handle resetting. The damping and shock absorption mechanism has a simple structure, low cost, easy installation, and high practicality, which is beneficial for cost control in production. Attached Figure Description

[0013] Figure 1 This is a three-dimensional structural diagram of the vehicle damper and deceleration device of this utility model;

[0014] Figure 2 This is a top structural diagram of the vehicle damper and deceleration device of this utility model;

[0015] Figure 3 This is a diagram showing the fit between the handle and the lever groove of the vehicle damper and deceleration device of this utility model;

[0016] Figure 4 This is a rear structural diagram of the handle and lever groove of the vehicle damper and deceleration device of this utility model;

[0017] Figure 5 This is a diagram showing the positional relationship between the pivot shaft and the handle groove in this utility model;

[0018] Figure 6 This is a diagram showing the state of the damping and shock absorption mechanism when the handle is pulled outwards.

[0019] Figure 7 This is a diagram showing the state of the damping and shock absorption mechanism when the handle is retracted into the handle groove.

[0020] The components are marked as follows: handle base 1, handle groove 11, handle 2, rotating shaft 21, torsion spring 22, curved limit bar 3, anti-convex surface 31, guide rail 32, damping and shock absorption mechanism 4, sliding torsion spring 41, drive terminal 42, and extension arm 43. Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0022] As shown in the figure, this utility model discloses a vehicle damper and deceleration device, including a handle base 1, a handle 2, a rotating shaft 21, a torsion spring 22, and a damping and shock absorption mechanism 4. The handle base 1 is embedded in the door shell. A handle groove 11 is provided on the outer side of the handle base 1. The handle groove 11 is arranged horizontally. The shape of the handle 2 corresponds to the outline of the handle groove 11. A longitudinal rotating shaft 21 is provided in the handle groove 11. The two ends of the rotating shaft 21 are rotatably connected to the upper and lower side walls inside the handle groove 11.

[0023] A torsion spring 22 is provided on the outer side of the rotating shaft 21. The front section of the handle 2 is connected to the rotating shaft 21. Pulling the tail end of the handle 2 outward causes the rotating shaft 21 to rotate simultaneously, causing the torsion spring 22 to undergo torsional deformation. After releasing the handle 2, the torsion spring 22 generates a reverse torque, pulling the handle 2 back into the handle groove 11. The front section of the handle groove 11 is deeper than the rear section. During the outward rotation of the tail end of the handle 2, the front section of the handle 2 rotates inward into the handle groove 11. A limiting notch (not shown in the figure) is provided in the handle groove 11. One end of the torsion spring 22 is embedded and fixed in the limiting notch, and the other end of the torsion spring 22 is connected to the handle 2.

[0024] One end of the rotating shaft 21 extends outward through the side wall of the handle groove 11. The damping and shock absorption mechanism 4 is set on the outer side wall of the handle base 1. The damping and shock absorption mechanism 4 is elastically connected to the extended end of the rotating shaft 21. During the forward or reverse rotation of the rotating shaft 21, the damping and shock absorption mechanism 4 generates an elastic force opposite to that of the torsion spring 22 and acts on the rotating shaft 21.

[0025] The damping and shock absorption mechanism 4 includes a curved limiting strip 3, a sliding torsion spring 41, and a drive terminal 42. The end of the rotating shaft 21 is radially widened. The drive terminal 42 is fixedly connected to the outside of the rotating shaft 21, and the sliding torsion spring 41 is connected inside the drive terminal 42. The curved limiting strip 3 is fixedly connected to the outer wall of the handle base 1. One end of the sliding torsion spring 41 is an extension arm 43, which is pressed against the curved limiting strip 3. The rotating shaft 21 drives the drive terminal 42 to swing around the axis, and the drive terminal 42 drives the extension arm 43 to slide within the curved limiting strip 3. A varying pressing force is generated between the curved limiting strip 3 and the extension arm 43, and the pressing force is transmitted to the handle 2 through the rotating shaft 21. The curved limiting strip 3 has a convex surface 31 in the middle. When the rotating shaft 21 rotates clockwise or counterclockwise, it drives the extension arm 43 to move upward or downward through the convex surface 31. When the handle 2 is in the open or closed state, the ends of the extension arm 43 are located on both sides of the convex surface 31.

[0026] The curved limiting bar 3 has a guide rail 32 in the middle, and the end of the extended lever arm 43 is wound into a ring, with the end of the extended lever arm 43 sliding against the guide rail 32. The ring end can reduce friction and avoid scratching the curved limiting bar 3, ensuring the smooth operation of the sliding torsion spring 41. The guide rail 32 can limit the ring end and prevent it from deviating during sliding.

[0027] The operating principle of this utility model is as follows: When the end of the handle 2 is pulled outward, the rotating shaft 21 rotates outward along with the handle 2, and the torsion spring 22 undergoes torsional deformation. When the handle 2 reaches its outermost position, the rebound force of the torsion spring 22 is at its maximum. At this time, the sliding torsion spring 41 should provide a large reaction force to offset most of the rebound force. After the handle 2 is released, the extended lever arm 43 of the sliding torsion spring 41 slides upward from the bottom to the top of the anti-convex curved surface 31. During this process, the force exerted by the sliding torsion spring 41 on the rotating shaft 21 gradually increases, and the increased damping energy... The rebound force of the anti-torsion spring 22 reduces the reset speed. When the extension arm 43 slides past the highest point of the anti-convex surface 31, the force acting on the shaft 21 gradually weakens from its strongest point. During this stage, the rebound force of the sliding torsion spring 41 also decreases, which is equivalent to the simultaneous weakening of the positive and negative torsional forces acting on the shaft 21. The shaft 21 and the handle 2 continue to operate smoothly. When the extension arm 43 slides to the lowest point, the elastic force provided by the extension arm 43 will be zero, the torsion spring 22 will be reset, and the handle 2 will be completely retracted into the handle groove 11. It should be noted that the outward rotation of the handle end can be done manually or electrically. Especially in some new energy vehicles, in order to facilitate manual operation, it is usually necessary to first pop out the handle so that the hand can turn the inside of the handle. Therefore, this damping deceleration structure can also be applied to electric handles.

[0028] The above descriptions are merely several preferred embodiments of this utility model, but the scope of protection of this utility model is not limited thereto. Any variations and substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the scope of protection of this utility model. Therefore, the scope of protection of this utility model should be determined by the scope of the claims.

Claims

1. A vehicle damper and deceleration device, characterized in that: The device includes a handle base, a handle, a pivot, a torsion spring, and a damping mechanism. The handle base is embedded in the door shell, and a handle groove is formed on the outer side of the handle base. The handle groove is horizontally oriented, and the handle's shape corresponds to the outline of the handle groove. A longitudinal pivot is provided in the handle groove, and both ends of the pivot are rotatably connected to the upper and lower side walls inside the handle groove. A torsion spring is provided on the outer side of the pivot. The front end of the handle is connected to the pivot. Pulling the end of the handle outward causes the handle to rotate simultaneously, causing the torsion spring to undergo torsional deformation. When the handle is released, the torsion spring generates a reverse torque, pulling the handle back into the handle groove. One end of the pivot extends outward through the side wall of the handle groove. The damping mechanism is located on the outer side wall of the handle base and is elastically connected to the extended end of the pivot. During the forward or reverse rotation of the pivot, the damping mechanism generates an elastic force opposite to that of the torsion spring and acts on the pivot.

2. The vehicle damper and deceleration device according to claim 1, characterized in that: The damping and shock absorption mechanism includes a curved limiting strip, a sliding torsion spring, and a drive terminal. The end of the rotating shaft is radially widened. The drive terminal is fixedly connected to the outside of the rotating shaft, and the sliding torsion spring is connected inside the drive terminal. The curved limiting strip is fixedly connected to the outer wall of the handle base. One end of the sliding torsion spring is an extension arm, which is pressed against the curved limiting strip. The rotating shaft drives the drive terminal to swing around the axis, and the drive terminal drives the extension arm to slide within the curved limiting strip. A changing clamping force is generated between the curved limiting strip and the extension arm, and the clamping force is transmitted to the handle through the rotating shaft.

3. The vehicle damper and deceleration device according to claim 2, characterized in that: The curved limiting bar has a reverse convex surface in the middle. When the rotating shaft rotates forward or backward, it drives the extension arm to pass up or down through the reverse convex surface. When the handle is in the open and closed states, the ends of the extension arm are located on both sides of the reverse convex surface.

4. The vehicle damper and deceleration device according to claim 3, characterized in that: The curved limiting bar is provided with a guide rail in the middle, and the end of the extended lever arm is wound into a ring, with the end of the extended lever arm sliding against the guide rail.

5. A vehicle damper and deceleration device according to claim 4, characterized in that: The front section of the handle groove is deeper than the rear section. As the handle tail rotates outward, the front section of the handle rotates inward into the handle groove.

6. The vehicle damper and deceleration device according to claim 5, characterized in that: The handle groove is provided with a limiting notch, one end of the torsion spring is embedded and fixed in the limiting notch, and the other end of the torsion spring is connected to the handle.

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