Electric vehicle door limiter

Abstract

An electric vehicle door stopper comprises a housing with an inner cavity and an open end of the inner cavity; a motor installed in the inner cavity and having an output shaft, the output shaft of the motor being connected with a first shaft coupling seat; a transmission worm rotatably connected in the inner cavity and coaxial with the output shaft of the motor, the transmission worm being connected with a second shaft coupling seat at one end close to the motor; a shaft coupling sleeve made of flexible material and used for transmitting torque of the first shaft coupling seat to the second shaft coupling seat; a transmission wheel rotatably connected in the inner cavity and engaged with the transmission worm, the transmission wheel being provided with a transmission nut inside; and a lead screw movably screwed to the transmission nut, the transmission wheel synchronously rotating by driving the transmission nut to control the lead screw to move in and out relative to the open end of the housing. The first shaft coupling seat and the second shaft coupling seat are connected through the shaft coupling sleeve, and the shaft coupling sleeve is designed to be made of flexible material, so that the impact between the motor and the transmission worm caused by axial movement is effectively eliminated.

Description

Technical Field

[0001] This utility model relates to the technical field of electric vehicle door drive devices, and more specifically to an electric vehicle door limiter. Background Technology

[0002] The limit switch is a core drive component of electric door systems. Its main structure includes a lead screw, a motor, and a transmission assembly consisting of a worm gear, worm wheel, and transmission nut. Its main working principle is as follows: the rotational torque output by the motor is transmitted through the worm gear to the worm wheel and transmission nut. Then, through the screwed connection between the transmission nut and the lead screw, the rotational motion is converted into the linear motion of the lead screw, thereby allowing the lead screw to push or pull the door to smoothly open and close. In existing electric vehicle door limiters, the motor's output shaft and the worm gear are rigidly connected via a coupling or tight-fitting connection to ensure efficient torque transmission. However, due to the complexity of actual vehicle scenarios, this rigid connection method has certain technical drawbacks. Specifically, during the door opening and closing process, vehicle vibrations may cause axial movement of the motor. Because of the rigid connection between the motor and the worm gear, the worm gear and other transmission components will inevitably be subjected to impact. With increased use, this can easily lead to damage to the transmission components or the motor, affecting the overall service life and reliability. Utility Model Content

[0003] The purpose of this invention is to solve the problem in the existing limit switch that, due to the rigid connection between the motor and the worm gear, the transmission components such as the worm gear will inevitably be subjected to impact. With the increase of usage time, this can easily lead to damage to the transmission components or the motor, affecting the overall service life and reliability.

[0004] To solve the above problems, this utility model provides an electric vehicle door limiter, comprising: A shell having an inner cavity with one end of the cavity open; An electric motor is installed in the inner cavity and has an output shaft, the output shaft of which is connected to a first coupling seat; A transmission worm gear is rotatably connected in the inner cavity and coaxial with the output shaft of the motor. A second coupling seat is connected to the end of the transmission worm gear near the motor. A coupling sleeve, connected between a first coupling seat and a second coupling seat, the coupling sleeve being made of a flexible material and used to transmit the torque of the first coupling seat to the second coupling seat; A transmission wheel is rotatably connected to the inner cavity and meshes with the transmission worm gear; a transmission nut is provided inside the transmission wheel. The lead screw is movably screwed to the transmission nut, and the transmission wheel drives the transmission nut to rotate synchronously, thereby controlling the extension and retraction of the lead screw relative to the opening of the housing.

[0005] Compared with existing technologies, the above solution improves the connection between the motor and the transmission worm gear. By setting a first coupling seat on the output shaft of the motor and a second coupling seat on the end of the transmission worm gear, the first and second coupling seats are connected by a coupling sleeve to achieve basic torque transmission function. At the same time, by designing the coupling sleeve to be made of flexible material, it absorbs impact force, effectively eliminates the impact caused by axial movement between the motor and the transmission worm gear, avoids damage to the motor and transmission components, and improves the overall service life and reliability.

[0006] In an improved embodiment, the coupling sleeve is made of rubber, which allows for better absorption of impact forces while ensuring stable torque transmission.

[0007] In an improved embodiment, the coupling sleeve has multiple circumferentially distributed first slots on the side facing the first coupling seat, and the first coupling seat has first teeth corresponding to each of the first slots. The first slots are inserted into the first teeth one by one to achieve circumferential positioning of the coupling sleeve and the first coupling seat. The coupling sleeve has multiple circumferentially distributed second slots on the side facing the second coupling seat, and the second coupling seat has second teeth corresponding to each of the second slots. The second slots are inserted into the second teeth one by one to achieve circumferential positioning of the coupling sleeve and the second coupling seat. Thus, through the cooperation of the first slots and the first teeth, stable circumferential positioning between the coupling sleeve and the first coupling seat is achieved; through the cooperation of the second slots and the second teeth, stable circumferential positioning between the coupling sleeve and the second coupling seat is achieved.

[0008] In an improved embodiment, the first coupling seat is provided with a mounting hole, and the output shaft of the motor is inserted into the mounting hole with an interference fit, which facilitates installation. Furthermore, when overloaded, the first coupling seat can slip relative to the output shaft of the motor, thus preventing damage to the motor.

[0009] In an improved embodiment, the first coupling is provided with a Hall magnetic ring, and the motor is provided with a Hall sensor facing the Hall magnetic ring, thereby monitoring the rotational speed of the motor output shaft in real time through the Hall sensor in conjunction with the Hall magnetic ring.

[0010] In an improved embodiment, the second coupling seat is provided with a spline hole, and the end of the transmission worm gear near the motor is provided with a spline section. The spline section of the transmission worm gear is inserted into the spline hole, thereby ensuring more stable circumferential positioning between the second coupling seat and the transmission worm gear.

[0011] In an improved embodiment, the transmission worm is provided with bearings at both ends, and both bearings are installed in the inner cavity of the housing. The housing is provided with a fixing plate that abuts against the bearings to achieve axial positioning, thereby ensuring that the transmission worm is stably and accurately installed in the inner cavity and ensuring the coaxiality of the transmission worm and the output shaft of the motor.

[0012] In an improved embodiment, the transmission wheel has a ball-and-socket structure, the outer wall of the transmission nut is spherical and rotatably connected within the ball-and-socket structure, and both sides of the outer wall of the transmission nut have elongated grooves with the long side of the grooves parallel to the lead screw axis. The two sides of the transmission wheel are respectively provided with radially oriented limiting pins, and the two limiting pins are slidably inserted into the two elongated grooves, so that the transmission nut is circumferentially limited relative to the transmission wheel and axially swingable, thereby allowing the lead screw to swing within a certain angle with the transmission nut, the maximum swing angle corresponding to the length of the elongated groove. Attached Figure Description

[0013] Figure 1 A schematic diagram of an electric vehicle door limiter; Figure 2 A schematic cross-sectional view of an electric vehicle door limiter; Figure 3 for Figure 2 A magnified view of a portion of region A in the middle; Figure 4 This is a schematic diagram of one side of the coupling sleeve, first coupling seat, and second coupling seat of an electric vehicle door limiter; Figure 5 This is a schematic diagram of the coupling sleeve and the other side of the first coupling seat and the second coupling seat of an electric vehicle door limiter; Figure 6 For along Figure 2 Schematic diagram of the BB section line.

[0014] Explanation of reference numerals in the attached figures. 1. Housing; 11. Inner cavity; 12. Opening; 13. Bearing; 14. Fixing plate; 2. Motor; 21. Output shaft; 22. First coupling seat; 22a. Mounting hole; 22b. First retaining tooth; 3. Transmission worm gear; 31. Second coupling seat; 31a. Spline hole; 31b. Second retaining tooth; 4. Coupling sleeve; 41. First retaining groove; 42. Second retaining groove; 5. Transmission wheel; 51. Ball socket structure; 52. Limiting pin; 6. Transmission nut; 61. Long groove; 7. Lead screw. Detailed Implementation

[0015] It should be understood by those skilled in the art that the following embodiments are merely illustrative of the technical principles of the embodiments of this application and are not intended to limit the scope of protection of the embodiments of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0016] In the following description of the embodiments, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.

[0017] In the embodiments of 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 is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply 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 that the first feature is at a lower horizontal level than the second feature.

[0018] The present application will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0019] Please see Figures 1-6 An embodiment of this utility model provides an electric vehicle door limiter, comprising: The housing 1 has an inner cavity 11 and one end of the inner cavity 11 is open to 12; Motor 2 is installed in the inner cavity 11 and has an output shaft 21. The output shaft 21 of motor 2 is connected to a first coupling seat 22. The transmission worm 3 is rotatably connected in the inner cavity 11 and coaxial with the output shaft 21 of the motor 2. The end of the transmission worm 3 near the motor 2 is connected to a second coupling seat 31. The coupling sleeve 4 is connected between the first coupling seat 22 and the second coupling seat 31. The coupling sleeve 4 is made of flexible material and is used to transmit the torque of the first coupling seat 22 to the second coupling seat 31. The transmission wheel 5 is rotatably connected to the inner cavity 11 and meshes with the transmission worm 3. The transmission wheel 5 is provided with a transmission nut 6. The lead screw 7 is movably screwed to the transmission nut 6. The transmission wheel 5 drives the transmission nut 6 to rotate synchronously, thereby controlling the extension and retraction of the lead screw 7 relative to the opening 12 of the housing 1.

[0020] Compared with the prior art, the above solution improves the connection between the motor 2 and the transmission worm gear 3. By setting a first coupling seat 22 on the output shaft 21 of the motor 2 and a second coupling seat 31 on the end of the transmission worm gear 3, the first coupling seat 22 and the second coupling seat 31 are connected by a coupling sleeve 4 to realize the basic torque transmission function. At the same time, by designing the coupling sleeve 4 to be made of flexible material, it can absorb impact force, effectively eliminate the impact caused by axial movement between the motor 2 and the transmission worm gear 3, avoid damage to the motor 2 and the transmission components, and improve the overall service life and reliability.

[0021] In this embodiment, the coupling sleeve 4 is preferably made of rubber, which ensures stable torque transmission while effectively absorbing impact forces. Of course, the coupling sleeve 4 can also be made of other flexible composite materials, such as polyurethane.

[0022] Combination Figure 4 and Figure 5 As shown, in this embodiment, the coupling sleeve 4 has multiple circumferentially distributed first slots 41 on the side facing the first coupling seat 22, and the first coupling seat 22 has first teeth 22b corresponding to each of the first slots 41. The first slots 41 are inserted into the first teeth 22b one by one to achieve circumferential positioning of the coupling sleeve 4 and the first coupling seat 22. The coupling sleeve 4 has multiple circumferentially distributed second slots 42 on the side facing the second coupling seat 31, and the second coupling seat 31 has second teeth 31b corresponding to each of the second slots 42. The second slots 42 are inserted into the second teeth 31b one by one to achieve circumferential positioning of the coupling sleeve 4 and the second coupling seat 31. Thus, through the cooperation of the first slots 41 and the first teeth 22b, a stable circumferential positioning is achieved between the coupling sleeve 4 and the first coupling seat 22. Through the cooperation of the second slots 42 and the second teeth 31b, a stable circumferential positioning is achieved between the coupling sleeve 4 and the second coupling seat 31.

[0023] It should be understood that the first slot 41 can also be set on the first coupling seat 22, and the first tooth 22b can be set on the coupling sleeve 4, both of which fall within the protection scope of this solution; the second slot 42 and the second tooth 31b are similar.

[0024] In this embodiment, the first coupling seat 22 is provided with a mounting hole 22a. The output shaft 21 of the motor 2 is inserted into the mounting hole 22a in an interference fit manner, which is convenient for installation. Moreover, when overloaded, the first coupling seat 22 can slip relative to the output shaft 21 of the motor 2 to avoid damage to the motor 2.

[0025] Furthermore, the first coupling seat 22 is equipped with a Hall magnetic ring, and the motor 2 is equipped with a Hall sensor facing the Hall magnetic ring, thereby monitoring the rotational speed of the output shaft 21 of the motor 2 in real time through the Hall sensor in conjunction with the Hall magnetic ring. Preferably, the Hall magnetic ring is integrally formed with the first coupling seat 22, thereby making the structure compact.

[0026] In this embodiment, the second coupling seat 31 is provided with a spline hole 31a, and the end of the transmission worm 3 near the motor 2 is provided with a spline section. The spline section of the transmission worm 3 is inserted into the spline hole 31a, thereby ensuring that the circumferential positioning between the second coupling seat 31 and the transmission worm 3 is more stable.

[0027] In this embodiment, bearings 13 are respectively provided at both ends of the transmission worm 3, and both bearings 13 are installed in the inner cavity 11 of the housing 1. The housing 1 is provided with a fixing plate 14, which abuts against the end face of the outer ring of the bearing 13 from the side to achieve axial positioning. The above structure allows the transmission worm 3 to be stably and accurately installed in the inner cavity 11, ensuring the coaxiality of the transmission worm 3 and the output shaft 21 of the motor 2.

[0028] In this embodiment, the worm gear on the outer periphery of the transmission wheel 5 is connected to the core of the transmission worm 3. The inner side of the transmission wheel 5 is provided with a ball-and-socket structure 51, which is a concave shape with a spherical inner wall. The outer wall of the transmission nut 6 is spherical and rotatably connected to the ball-and-socket structure 51. Both sides of the outer wall of the transmission nut 6 are provided with elongated grooves 61, and the long side of the elongated grooves 61 is parallel to the axis of the lead screw 7. The two sides of the transmission wheel 5 are respectively provided with radially inward protruding limiting pins 52, and the two limiting pins 52 are respectively slidably inserted into the two elongated grooves 61, so that the transmission nut 6 is circumferentially limited relative to the transmission wheel 5 and can swing axially, so that the lead screw 7 can swing with the transmission nut 6 within a certain angle, and the maximum swing angle corresponds to the length of the elongated groove 61.

[0029] It should be noted that in the description of this application, the terms "inner" and "outer," etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and does not indicate or imply that the device or component must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this application. All directional indications (such as up, down, left, right, front, back, inner, and outer) are only used to explain the relative positional relationships and movement between components in a specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0030] In the description of this application, the references to terms such as "an embodiment," "some embodiments," "in this embodiment," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0031] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An electric vehicle door limiter, characterized in that, include: The shell (1) has an inner cavity (11) and one end of the inner cavity (11) is open (12); The motor (2) is installed in the inner cavity (11) and has an output shaft (21), the output shaft (21) of the motor (2) is connected to a first coupling seat (22); The transmission worm (3) is rotatably connected in the inner cavity (11) and coaxial with the output shaft (21) of the motor (2). The end of the transmission worm (3) near the motor (2) is connected to a second coupling seat (31). A coupling sleeve (4) is connected between a first coupling seat (22) and a second coupling seat (31). The coupling sleeve (4) is made of flexible material and is used to transmit the torque of the first coupling seat (22) to the second coupling seat (31). The transmission wheel (5) is rotatably connected in the inner cavity (11) and meshes with the transmission worm (3). The transmission wheel (5) is provided with a transmission nut (6). The lead screw (7) is movably screwed to the transmission nut (6). The transmission wheel (5) drives the transmission nut (6) to rotate synchronously, thereby controlling the lead screw (7) to extend and retract relative to the opening (12) of the housing (1).

2. The electric vehicle door limiter according to claim 1, characterized in that, The material of the coupling sleeve (4) is rubber.

3. The electric vehicle door limiter according to claim 1 or 2, characterized in that, The coupling sleeve (4) has a plurality of circumferentially distributed first slots (41) on the side facing the first coupling seat (22). The first coupling seat (22) has first teeth (22b) corresponding to each of the first slots (41). The first slots (41) are inserted into the first teeth (22b) one by one to achieve circumferential positioning of the coupling sleeve (4) and the first coupling seat (22). The coupling sleeve (4) has a plurality of circumferentially distributed second slots (42) on the side facing the second coupling seat (31). The second coupling seat (31) has second teeth (31b) corresponding to each of the second slots (42). The second slots (42) are inserted into the second teeth (31b) one by one to achieve circumferential positioning of the coupling sleeve (4) and the second coupling seat (31).

4. The electric vehicle door limiter according to claim 1, characterized in that, The first coupling seat (22) is provided with a mounting hole (22a), and the output shaft (21) of the motor (2) is inserted into the mounting hole (22a) in an interference fit manner.

5. The electric vehicle door limiter according to claim 1, characterized in that, The first coupling (22) is provided with a Hall magnetic ring, and the motor (2) is provided with a Hall sensor facing the Hall magnetic ring.

6. The electric vehicle door limiter according to claim 1, characterized in that, The second coupling seat (31) is provided with a spline hole (31a), and the end of the transmission worm (3) near the motor (2) is provided with a spline section, and the spline section of the transmission worm (3) is inserted into the spline hole (31a).

7. The electric vehicle door limiter according to claim 1, characterized in that, The transmission worm (3) has bearings (13) at both ends, and both bearings (13) are installed in the inner cavity (11) of the housing (1). The housing (1) has a fixing plate (14) that abuts against the bearings (13) to achieve axial positioning.

8. The electric vehicle door limiter according to claim 1, characterized in that, The transmission wheel (5) is provided with a ball-and-socket structure (51). The outer wall of the transmission nut (6) is spherical and rotatably connected to the ball-and-socket structure (51). Both sides of the outer wall of the transmission nut (6) are provided with elongated grooves (61), and the long side of the elongated grooves (61) is parallel to the axis of the lead screw (7). The two sides of the transmission wheel (5) are respectively provided with radially oriented limiting pins (52), and the two limiting pins (52) are respectively slidably inserted into the two elongated grooves (61) so that the transmission nut (6) is circumferentially limited relative to the transmission wheel (5) and can swing axially.

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