Damped drive structure for an electrically powered support pole

Abstract

This utility model discloses a damped drive structure for an electric support rod, belonging to the technical field of automotive support rod accessories. The utility model includes a damping assembly coaxially sleeved on the outside of a lead screw spline shaft. The damping assembly comprises a connecting end cap, an annular housing, a wave spring assembly, transmission steel plates, friction plates, and a positioning tail cap. The annular housing is positioned with the support rod housing through a concave-convex interlocking mechanism, the front end is fitted with a planetary reducer through a concave-convex interlocking mechanism, and the tail end is threaded with the positioning tail cap. Multiple sets of friction plates and transmission steel plates are alternately sleeved on the outside of the lead screw. The stacked wave spring assembly provides a constant clamping force, causing the steel plates and friction plates to adhere and generate stable frictional damping. This utility model provides uniform and stable damping force, enabling the support rod to start and stop with buffering, hover at any position, and preventing tailgate shaking and slumping. Furthermore, the structure offers precise positioning, convenient disassembly and maintenance, and is suitable for long-term, high-frequency use of automotive trunk electric support rods.

Description

Technical Field

[0001] This utility model belongs to the technical field of damping accessories for electric support rods, specifically relating to a damped drive structure for an electric support rod, suitable for damping buffering and hovering braking scenarios of electric opening and closing support rods for automobile trunks. Background Technology

[0002] The electric tailgate support rod is a core component for automating the opening and closing of the tailgate, and its internal damping structure directly determines the smoothness of the tailgate's opening and closing and its hovering stability. Currently, most conventional electric tailgate support rods on the market use a single friction pad or a common compression spring damping structure, which has a simple and crude design and many inherent defects.

[0003] First, traditional damping structures use ordinary cylindrical springs for compression, resulting in uneven spring force distribution. Over long-term use, this leads to spring force attenuation and stress concentration, causing unstable damping force. Sudden changes in damping force during motor start-up and shutdown directly cause tailgate vibration, impact, and abnormal noise, severely affecting the opening and closing feel. Second, conventional damping structures have poor positioning between the friction plates and transmission components, easily leading to radial and circumferential misalignment during operation. Uneven friction surface contact and severe localized wear significantly shorten the lifespan of the damping structure. Third, existing damping components are mostly integrally fixed assemblies without precise concave-convex positioning structures. Poor coaxiality with the reducer and housing easily causes transmission eccentricity, exacerbating component wear and operational jamming. Finally, traditional damping structures have poor sealing, allowing dust and oil to easily enter the friction working surface, altering the friction coefficient and causing malfunctions such as hovering failure, automatic tailgate retraction, or inability to close.

[0004] In summary, existing electric support rod damping structures suffer from poor damping stability, low positioning accuracy, rapid wear, insufficient hovering reliability, and inconvenient assembly and maintenance. They cannot meet the high-frequency, high-stability automated opening and closing requirements of trunks in new energy and high-end passenger vehicles. Therefore, there is an urgent need to design an electric support rod damping structure with uniform damping, precise positioning, strong stability, and high durability. Utility Model Content

[0005] This utility model addresses the technical shortcomings of existing electric support rod damping structures, such as unstable damping force, easy shaking during opening and closing, poor hovering effect, low assembly and positioning accuracy, severe wear, and short service life. It provides a damped drive structure for electric support rods, aiming to solve the problems of uneven friction and contact, rapid elastic force decay, large positioning deviation, inability to achieve stable hovering, and inconvenient maintenance of existing damping structures.

[0006] To achieve the above objectives, this utility model provides the following technical solution: a damped drive structure for an electric support rod, applied to an electric support rod in a car trunk. The electric support rod includes a housing, a motor, a planetary reducer, and a lead screw. The motor and planetary reducer are sequentially assembled inside the housing. One end of the lead screw is provided with a splined shaft that matches the output end of the planetary reducer and achieves a transmission connection. This damping structure includes a damping assembly fitted outside the splined shaft of the lead screw. The damping assembly includes a connecting end cap, an annular housing, a wave spring assembly, a transmission steel plate, a friction plate, and a positioning end cap. The annular housing and the inner part of the housing... The concave-convex fitting of the wall achieves circumferential positioning, and the front end of the annular housing achieves axial positioning by interlocking the concave-convex fitting of the end cap with the end of the planetary reducer. The tail end of the annular housing is screwed and sealed to the positioning end cap. Friction plates and transmission steel plates are alternately sleeved on the outside of the lead screw spline shaft. The outer circumference of the friction plates is interlocked with the inner wall of the annular housing for positioning, and the transmission steel plates are driven by the lead screw spline shaft. Wave spring groups are stacked and assembled inside the annular housing. The two ends of the wave spring groups abut against the connecting end cap and the friction plates respectively. The elastic clamping force makes the transmission steel plates and friction plates fit tightly together to form a constant damping friction structure.

[0007] Furthermore, the wave spring assembly is composed of several single wave springs symmetrically stacked together, with each wave spring placed vertically and overlapping to form an elastic compression structure, which is used to provide uniform and continuous axial compression force to the friction plate and the transmission steel plate.

[0008] Furthermore, a spline groove is provided in the center of the transmission steel plate, and the spline groove meshes with the spline shaft of the lead screw, so that the transmission steel plate rotates synchronously with the lead screw.

[0009] Furthermore, the inner wall of the annular shell is provided with circumferentially distributed positioning grooves, and the outer periphery of the friction plate is provided with positioning protrusions that match the positioning grooves. The positioning protrusions are embedded in the positioning grooves to achieve circumferential fixation of the friction plate and only bear axial clamping force.

[0010] Furthermore, the two ends of the connecting end cover are respectively provided with a first concave-convex insertion end and a second concave-convex insertion end. The first concave-convex insertion end is inserted and positioned with the end of the planetary reducer, and the second concave-convex insertion end is embedded inside the front end of the annular housing to achieve overall coaxial positioning of the damping assembly.

[0011] Furthermore, a sealing gasket is provided on the outside of the positioning tail cover. After the positioning tail cover is threaded and tightened, it seals the tail port of the annular housing, thereby achieving a sealed and dustproof internal structure.

[0012] The beneficial effects of this utility model are: 1. This utility model uses a multi-plate wave spring stack to form a wave spring group, replacing the traditional ordinary cylindrical spring. The wave spring has uniform force and good deformation consistency, and can provide a continuous and stable axial clamping force for a long time. The elastic force decays slowly, which effectively solves the problem of large damping force fluctuation in traditional damping structures, ensuring uniform damping of the support rod throughout the entire process, and no shaking or impact noise during opening and closing.

[0013] 2. This utility model adopts a friction structure with alternating friction plates and transmission steel plates, combined with the combination structure of circumferential positioning of friction plates and rotation of transmission steel plates with the shaft. The friction working surface is fully engaged and the force is uniform, which greatly improves the damping stability. After the motor stops working, the support rod can be accurately suspended at any position by relying on stable friction damping, completely eliminating the problem of tailgate falling back and moving.

[0014] 3. This utility model adopts a multi-concave-convex positioning structure design, in which the annular shell and the outer shell are matched with each other, the connecting end cover and the reducer are interlocked, and the friction plate and the annular shell are fitted together. This fully ensures the coaxiality and positioning accuracy of the damping components, avoids transmission eccentricity and radial movement, reduces component wear, and greatly extends the service life of the damping structure.

[0015] 4. This utility model adopts a threaded positioning tail cap with a sealing gasket to achieve overall sealing, preventing dust and oil stains, ensuring the cleanliness of the internal friction working surface, and stabilizing the friction coefficient; at the same time, the overall structure is easy to disassemble and assemble, without the need to disassemble the support rod as a whole, making later maintenance and replacement of parts convenient, with low operating costs, and suitable for various electric support rods in long-term high-frequency use scenarios.

[0016] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. Attached Figure Description

[0017] Figure 1 This is a structural diagram of a specific embodiment of the present utility model; Figure 2 This is a partial exploded view of a specific embodiment of the present invention.

[0018] Explanation of reference numerals in the attached drawings: 1. Housing; 2. Motor; 3. Planetary reducer; 31. Splined shaft hole; 4. Lead screw; 41. Splined shaft; 5. Damping assembly; 51. Connecting end cover; 52. Annular housing; 53. Wave spring assembly; 54. Transmission steel plate; 55. Friction plate; 56. Positioning tail cover. Detailed Implementation

[0019] The present invention will be described in detail below through embodiments, which are only used to further illustrate the present invention and should not be construed as limiting the scope of protection of the present invention.

[0020] like Figure 1 , Figure 2As shown, this embodiment discloses a damped drive structure for an electric support rod, applied to an electric support rod in a car trunk. The main body of the electric support rod includes a housing 1, a motor 2, a planetary reducer 3, and a lead screw 4. The motor 2 and the planetary reducer 3 are sequentially fixedly assembled inside the housing 1. The output end of the motor 2 is connected to the input end of the planetary reducer 3. The end of the lead screw 4 facing the planetary reducer 3 has an integrally formed spline shaft 41. The output end of the planetary reducer 3 is provided with a matching spline shaft hole 31. The spline shaft 41 of the lead screw 4 is inserted into the spline shaft hole to achieve synchronous transmission.

[0021] This damping structure includes a damping assembly 5 fitted on the outside of the spline shaft of the lead screw 4. The damping assembly 5 is assembled inside the housing 1 and located between the planetary reducer 3 and the support rod guide tube. Specifically, it includes a connecting end cover 51, an annular housing 52, a wave spring assembly 53, a transmission steel plate 54, a friction plate 55, and a positioning end cover 56.

[0022] The outer wall of the annular housing 52 is connected to the inner wall of the outer shell 1 by a concave-convex fitting structure to achieve circumferential fixation of the annular housing 52 and prevent the housing from rotating and shifting during operation. The front end of the annular housing 52 is equipped with a connecting end cap 51. The two ends of the connecting end cap 51 are respectively provided with a first concave-convex insertion end and a second concave-convex insertion end. The first concave-convex insertion end is matched with the end of the planetary reducer 3 by a concave-convex fitting, and the second concave-convex insertion end is embedded in the front end of the annular housing 52 to achieve axial precise positioning of the damping assembly 5 as a whole, ensure the overall transmission coaxiality, and eliminate transmission eccentricity and jamming.

[0023] An internal thread is provided on the inner side of the tail of the annular housing 52, and a matching external thread is provided on the outer side of the positioning tail cover 56. The positioning tail cover 56 is fixed to the tail of the annular housing 52 by threaded connection. A sealing gasket is sandwiched between the positioning tail cover 56 and the port of the annular housing 52 to achieve internal sealing and dust and oil prevention of the annular housing 52, and to protect the internal friction structure for stable operation.

[0024] The inner wall of the annular housing 52 is evenly distributed with several positioning slots. The outer circumference of the friction plate 55 is integrally provided with positioning protrusions that correspond one-to-one with the positioning slots. The positioning protrusions are embedded in the positioning slots, so that the friction plate 55 is fixed inside the annular housing 52, achieving circumferential locking. The friction plate 55 can only withstand axial pressing force and will not rotate circumferentially or deflect radially.

[0025] The transmission steel plate 54 has a through spline groove at its center. The transmission steel plate 54 is sleeved on the outside of the spline shaft of the lead screw 4 through the spline groove. The spline groove and the spline shaft mesh and match, so that the transmission steel plate 54 can rotate synchronously and at high speed with the lead screw 4. Multiple sets of friction plates 55 are arranged alternately with the transmission steel plate 54 to form a multi-layer friction damping working surface, which greatly improves the damping effect and stability.

[0026] The wave spring assembly 53 is assembled inside the annular housing 52 at the front end. The wave spring assembly 53 is composed of multiple wave springs of the same specification symmetrically stacked and assembled, with each wave spring tightly fitted and without gaps. The front end face of the wave spring assembly 53 is in close contact with the inner end face of the connecting end cover 51, and the rear end face of the wave spring assembly 53 is in close contact with the foremost friction plate 55.

[0027] The elastic preload pressure of the wave spring assembly 53 continuously presses the multi-layered alternating friction plates 55 and transmission steel plates 54 backward, ensuring that the friction surfaces of adjacent friction plates 55 and transmission steel plates 54 are always in close contact. When the lead screw 4 rotates, it drives the transmission steel plates 54 to rotate synchronously. The fixed friction plates 55 generate a stable frictional damping force on the rotating transmission steel plates 54. When the motor 2 is working, it needs to overcome the damping force to extend and retract the support rod, thus completing the opening and closing of the tailgate. After the motor 2 stops outputting power, the constant damping force of the multi-layered friction structure can offset the weight of the tailgate, and together with the elastic structure of the support rod, it can stably hover the tailgate at any opening angle.

[0028] This embodiment uses a stacked wave spring combined with a multi-layered interlaced friction structure, which provides uniform and stable damping force, excellent wear resistance, and precise and reliable positioning structure. It completely solves the problems of unstable damping, opening and closing vibration, and hovering failure of traditional electric support rods. The structure is compact, sealed and dustproof, and easy to disassemble and maintain, making it suitable for the use of electric support rods in various car trunks.

Claims

1. A damped drive structure for an electric support rod, applied to an electric support rod in a car trunk, the electric support rod comprising a housing (1), a motor (2), a planetary reducer (3), and a lead screw (4), wherein the motor (2) and the planetary reducer (3) are sequentially assembled inside the housing (1), and one end of the lead screw (4) is provided with a splined shaft that matches the output end of the planetary reducer (3) and achieves a transmission connection, characterized in that: The damping assembly (5) is fitted onto the outside of the spline shaft (41) of the lead screw (4). The damping assembly (5) includes a connecting end cap (51), an annular housing (52), a wave spring assembly (53), a transmission steel plate (54), a friction plate (55), and a positioning tail cap (56). The annular housing (52) is circumferentially positioned by interlocking with the inner wall of the outer shell (1). The front end of the annular housing (52) is axially positioned by interlocking with the end of the planetary reducer (3) through the connecting end cap (51). The tail end of the annular housing (52) is threadedly screwed into the positioning tail cap (56) for sealing. The friction plate (55) and the transmission steel plate (54) are alternately sleeved on the outside of the spline shaft (41) of the lead screw (4). The outer circumference of the friction plate (55) is inserted and positioned with the inner wall of the annular housing (52). The transmission steel plate (54) is driven and cooperated with the spline shaft of the lead screw (4). The wave spring group (53) is stacked and assembled inside the annular housing (52). The two ends of the wave spring group (53) abut against the connecting end cap (51) and the friction plate (55) respectively. The transmission steel plate (54) and the friction plate (55) are tightly fitted together by the elastic clamping force to form a constant damping friction structure.

2. The damped drive structure of the electric support rod according to claim 1, characterized in that: The wave spring assembly (53) is composed of several single wave springs stacked symmetrically. Each wave spring is stacked on top of the other, forming an elastic compression structure, which is used to provide uniform and continuous axial compression force for the friction plate (55) and the transmission steel plate (54).

3. The damped drive structure of the electric support rod according to claim 1, characterized in that: The transmission steel plate (54) has a spline groove in the center, and the spline groove is matched and meshed with the spline shaft of the lead screw (4) so ​​that the transmission steel plate (54) rotates synchronously with the lead screw (4).

4. The damped drive structure of the electric support rod according to claim 1, characterized in that: The inner wall of the annular shell (52) is provided with a circumferentially distributed positioning slot, and the outer periphery of the friction plate (55) is provided with a positioning protrusion that matches the positioning slot. The positioning protrusion is embedded in the positioning slot, so that the friction plate (55) is circumferentially fixed and only bears axial pressing force.

5. The damped drive structure of the electric support rod according to claim 1, characterized in that: The connecting end cap (51) is provided with a first concave-convex insertion end and a second concave-convex insertion end at both ends. The first concave-convex insertion end is inserted and positioned at the end of the planetary reducer (3), and the second concave-convex insertion end is embedded in the front end of the annular shell (52) to achieve overall coaxial positioning of the damping component (5).

6. The damped drive structure of the electric support rod according to claim 1, characterized in that: A sealing gasket is provided on the outside of the positioning tail cover (56). After the positioning tail cover (56) is threaded and tightened, it seals the tail port of the annular shell (52) to achieve internal structure sealing and dust prevention.

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