Electric limit stop with hall induction function and vehicle side door opening system

Abstract

The application discloses a Hall induction function electric limiter and a vehicle side door opening system, and the electric limiter comprises a brush motor, the brush motor has a second driving shaft; an execution body, the execution body has a second input gear shaft; a Hall magnetic ring, one end of the Hall magnetic ring is detachably connected with the second driving shaft, and the other end is detachably connected with the second input gear shaft; the Hall magnetic ring is provided with a plurality of pairs of magnetic poles, each pair of magnetic poles has opposite N poles and S poles, and all the N poles and S poles are sequentially and circularly arranged along the circumferential direction of the Hall magnetic ring; a Hall induction element, during rotation of the Hall magnetic ring, the N poles and the S poles alternately face the Hall induction element; and a controller, the controller is electrically connected with the brush motor and the Hall induction element. The Hall magnetic ring is used as a shaft coupling, and the Hall induction element and the Hall magnetic ring are matched in position to detect the real-time position of the vehicle side door, so that the electric limiter is compact in structure and the manufacturing cost can be reduced.

Description

Technical Field

[0001] This application relates to the field of automotive parts, and in particular to an electric limiter with Hall effect sensing and a vehicle side door opening system. Background Technology

[0002] With the rapid development of the automotive industry towards intelligence and electrification, electric door limiters are increasingly being applied to vehicle side-opening door systems. Driven by a brushed motor, electric door limiters enable precise control of door opening and closing, improving the convenience and intelligence of door operation.

[0003] To achieve electronic detection of the door position, existing technologies integrate an encoder at the rear of the brushed motor to detect the number of motor rotations, thereby indirectly calculating the door position. However, the brushed motor and the actuator typically require a coupling for connection. Traditional couplings only transmit torque, and adding an additional encoder not only increases the axial dimensions and the number of parts but also leads to higher costs. Utility Model Content

[0004] This application provides an electric limiter with Hall effect sensing and a vehicle side door opening system, which can solve at least one problem in the prior art.

[0005] To solve the above-mentioned technical problems, the technical solution adopted in this application is: The first aspect of this application discloses an electric limiter with Hall effect sensing function, comprising: A brushed motor having a second drive shaft; An execution body, the execution body including a second input gear shaft; A Hall magnetic ring, one end of which is detachably connected to the second drive shaft and the other end of which is detachably connected to the second input gear shaft. Each pair of magnetic poles has a corresponding N pole and S pole, and all the N poles and the S poles are arranged in a cyclic pattern along the circumference of the Hall magnetic ring. In the Hall sensing element, during the rotation of the Hall magnetic ring, the N pole and the S pole alternately face the Hall sensing element; The controller is electrically connected to the brushed motor and the Hall sensor.

[0006] In some embodiments, the Hall magnetic ring is detachably connected to the second drive shaft.

[0007] In some embodiments, the Hall magnetic ring is sleeved with the second drive shaft.

[0008] In some embodiments, the second drive shaft has a stepped portion at its end near the second input gear shaft, and the Hall magnetic ring is fitted onto the stepped portion.

[0009] In some embodiments, the Hall magnetic ring is detachably connected to the second input gear shaft.

[0010] In some embodiments, the Hall magnetic ring is inserted into the second input gear shaft via a convex-concave engagement.

[0011] In some embodiments, a soft bushing is connected between the Hall magnetic ring and the second input gear shaft.

[0012] In some embodiments, the Hall magnetic ring has a mounting cavity on the side near the second input gear shaft, the mounting cavity having a polygonal cross-sectional shape along the longitudinal direction, the soft bushing being located within the mounting cavity and adapted to the longitudinal cross-sectional shape of the mounting cavity; the soft bushing has a second recess on the side near the second input gear shaft for insertion and connection of the second input gear shaft.

[0013] In some embodiments, the second cavity has a polygonal cross-sectional shape along the longitudinal direction, and the second input gear shaft has an insertion portion on the side near the Hall magnetic ring. The shape of the insertion portion is adapted to the shape of the second cavity, and the insertion portion is inserted into the second cavity.

[0014] In some embodiments, the electric limiter with Hall effect sensing further includes a circuit board located between the brushed motor and the Hall effect magnetic ring; the second drive shaft passes through the circuit board and is connected to the Hall effect magnetic ring; the circuit board is electrically connected to the brushed motor, the Hall effect sensing element, and the controller respectively.

[0015] In some embodiments, the electric limiter with Hall effect sensing function further includes a protective housing, with the opposite sides of the protective housing connected to the actuator and the brushed motor, respectively, and the circuit board, the Hall magnetic ring, and the Hall sensing element located inside the protective housing.

[0016] In some embodiments, the brushed motor is a brushed motor.

[0017] The second aspect of this application discloses a vehicle side-opening door system, including an electric limiter with Hall effect sensing as described in any of the preceding embodiments.

[0018] The beneficial effects of this application are as follows: Compared with the prior art, this application uses a Hall magnetic ring as a coupling to connect the second drive shaft of the brushed motor and the second input gear shaft of the actuator. The second drive shaft of the brushed motor, the Hall magnetic ring, and the second input gear shaft of the actuator rotate synchronously, resulting in good alignment. At the same time, the Hall magnetic ring can detect the position of the vehicle side door after cooperating with the Hall sensing element, achieving two goals at once. This makes the electric limiter structure compact, adaptable to the limited space inside the vehicle side door, and reduces manufacturing costs. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0020] Figure 1 This is a schematic diagram of the structure of a vehicle side-opening door system provided in some embodiments of this application; Figure 2 This is a schematic diagram of the structure of an electric limiter with a brushless motor provided in some embodiments of this application; Figure 3 yes Figure 2 A diagram showing the decomposition of elements; Figure 4 yes Figure 2 A schematic diagram of the cross-sectional structure in the middle; Figure 5 This is a schematic diagram of the structure of an electric limiter with a brushless motor provided in some embodiments of this application, with some parts omitted; Figure 6 This is a schematic diagram of the structure of the brushless motor, the first coupling structure, and the first input gear shaft provided in some embodiments of this application; Figure 7 This is an exploded view of the connection between the brushless motor and the circuit board box module provided in some embodiments of this application; Figure 8 This is a cross-sectional structural diagram of the connection between the brushless motor and the circuit board box module provided in some embodiments of this application; Figure 9 This is a schematic diagram of the structure of an electric limiter with a brushed motor provided in some embodiments of this application; Figure 10 yes Figure 9 A schematic diagram of the decomposition process; Figure 11 yes Figure 9 A schematic diagram of the cross-sectional structure; Figure 12This is a schematic diagram of the structure of an electric limiter with a brushed motor provided in some embodiments of this application, with some parts omitted; Figure 13 This is a schematic diagram of the structure connecting the brushed motor with the second coupling structure and the second input gear shaft according to some embodiments of this application; Figure 14 yes Figure 13 A schematic diagram of the decomposition process; Figure 15 This is a schematic diagram of the structure of a gearbox module provided in some embodiments of this application; Figure 16 yes Figure 15 A schematic diagram of the decomposition process; Figure 17 This is a schematic diagram of the structure of a gearbox module provided in some embodiments of this application; Figure 18 This is a schematic diagram of the structure of the telescopic module provided in some embodiments of this application; Figure 19 yes Figure 18 A schematic diagram of the decomposition process; Figure 20 This is a schematic diagram of the structure of the lead screw nut provided in some embodiments of this application; Figure 21 yes Figure 20 A schematic diagram of its breakdown.

[0021] Explanation of reference numerals in the attached figures: 10000 - Vehicle side door opening system, 1000 - Electric limiter, 2000 - Vehicle side door, 3000 - Vehicle body, 100 - Actuator, 101 - Motor mounting part, 102 - Opening, 104 - Rubber ring, 105 - Annular groove, 110 - Gearbox module, 111 - Housing, 1111 - First groove, 1112 - Second groove, 112 - Input gear shaft, 112A - First input gear shaft, 112B - Second input gear shaft, 1121 - Input gear, 1122 - First rotating shaft, 1123 - Insertion part, 1124 - First cavity, 113-output gear shaft, 1131-output gear, 1132-second rotating shaft, 114-first stage double gear, 1141-first stage pinion, 1142-first stage large gear, 1143-first stage gear spindle, 115-second stage double gear, 1151-second stage pinion, 1152-second stage large gear, 1153-second stage gear spindle, 116-first bearing, 117-second bearing, 120-telescopic module, 121-housing, 1211-guide groove, 122-lead screw, 123-lead screw nut, 1231-metal sleeve, 1 232-Inner rubber coating, 1233-Outer rubber coating, 1234-Sleeve covering, 124-Elastic abutment structure, 1241-Abutment support, 1242-Protruding abutment, 1243-Cavity, 1244-Planar abutment, 125-Pull rod, 126-Gap, 200-Drive motor, 210-Brushless motor, 211-First drive shaft, 2111-Stepped section, 212-Protruding step, 220-Brushed motor, 221-Second drive shaft, 222-Stepped section, 300-First coupling structure, 310-Active coupling, 320 - Intermediate buffer, 400- Second coupling structure, 410- Hall magnetic ring, 411- Mounting cavity, 412- Magnetic pole, 420- Soft bushing, 421- Second cavity, 430- Hall sensing element, 500- Circuit board box module, 510- Circuit board, 520- Box body, 521- First closed-loop groove, 522- Protrusion, 523- Threaded hole, 530- Box cover, 531- Second closed-loop groove, 532- Stepped hole, 540- Sealing ring, 541- Annular sealing part, 542- Support part, 550- Fastening screw, 560- Protective box body. Detailed Implementation

[0022] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It is understood that the specific embodiments described herein are only for explaining this application and not for limiting it. Furthermore, it should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings, not all structures. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0023] In the description of this application, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus.

[0024] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0025] Combination Figure 1 As shown, this application discloses a vehicle side door opening system 10000. The vehicle side door opening system 10000 includes an electric limiter 1000, a vehicle side door 2000 and a vehicle body 3000. The electric limiter 1000 is installed in the interior space of the vehicle side door 2000 and connected to the vehicle body 3000, and is used to control the opening and closing of the vehicle side door 2000.

[0026] Combination Figures 2 to 14 As shown, the electric limit switch 1000 includes: The execution body 100 includes a gearbox module 110 and a telescopic module 120. The gearbox module 110 has an input gear shaft 112 and an output gear shaft 113. The telescopic module 120 is connected to the output gear shaft 113 in a transmission manner. The input gear shaft 112 is either a first input gear shaft 112A or a second input gear shaft 112B. Drive motor 200, which is either a brushless motor 210 or a brushed motor 220; The brushless motor 210 is detachably connected to the first input gear shaft 112A, and the brushed motor 220 is detachably connected to the second input gear shaft 112B.

[0027] Compared with the prior art, the drive motor 200 and input gear shaft 112 of this application adopt a two-option configuration. The brushless motor 210 and the first input gear shaft 112A form a dedicated configuration group, and the brushed motor 220 and the second input gear shaft 112B form another dedicated configuration group. The two configuration groups can share the telescopic module 120 in the actuator 100 and the other components in the gearbox module 110 except for the input gear shaft 112 (such as the housing 111, output gear shaft 113 and other gear sets). This can significantly reduce the types of parts in the car manufacturer's production line, effectively reduce the inventory of the telescopic module 120 and the gearbox module 110, and at the same time support flexible selection of drive scheme according to the car model and usage scenario.

[0028] For mid-to-high-end models or applications requiring low noise, the brushless motor 210 configuration can be selected. This is because the brushless motor 210 operates without mechanical contact between the brush and the commutator, which reduces friction loss and electrical sparks, lowers operating noise, and meets the quietness requirements of high-end models. In addition, its long service life reduces the frequency of maintenance of the door opening and closing system in the future.

[0029] For economy models or applications requiring quick door opening and closing, the brushed motor 220 configuration can be selected. The brushed motor 220 has high starting torque and fast response, ensuring that the door can quickly complete the opening and closing action.

[0030] Combination Figures 2 to 6 As shown, the brushless motor 210 has a first drive shaft 211, and the end of the first drive shaft 211 has a stepped portion 2111; the first input gear shaft 112A has a first cavity 1124; The electric limiter 1000 also includes a first coupling structure 300, which is detachably connected to the first drive shaft 211 and the first input gear shaft 112A respectively. The first coupling structure 300 includes an active coupling 310 and an intermediate buffer 320. The active coupling 310 cooperates with the stepped portion 2111 to fix the active coupling 310 to the first drive shaft 211. The intermediate buffer 320 is installed in the first cavity 1124 and fitted on the outside of the active coupling 310 to fix the intermediate buffer 320 to the first input gear shaft 112A.

[0031] The first drive shaft 211 and the first input gear shaft 112A can be quickly assembled and disassembled through the first coupling structure 300. When the first drive shaft 211, the first input gear shaft 112A, or the first coupling structure 300 itself is worn or malfunctions, it is not necessary to replace the entire electric limit switch 1000. Only the damaged parts need to be replaced, which effectively reduces maintenance costs.

[0032] The active coupling 310 is fixed by cooperating with the stepped portion 2111 of the first drive shaft 211. The stepped portion 2111 can provide axial and radial positioning for the active coupling 310. The position of the active coupling 310 can be accurately determined by the position of the shoulder of the stepped portion 2111.

[0033] The intermediate buffer 320 is designed to be installed in the first cavity 1124. The inner wall of the first cavity 1124 can constrain the intermediate buffer 320, ensuring the coaxiality of the intermediate buffer 320 and the first input gear shaft 112A. At the same time, the structure of the intermediate buffer 320 being fitted on the outside of the active coupling 310 can further calibrate the axial position of the active coupling 310 and the first input gear shaft 112A.

[0034] When the first drive shaft 211 starts, stops, or experiences instantaneous impact due to load fluctuations, the intermediate buffer 320 can absorb and offset part of the impact energy, preventing the impact force from acting directly on the first input gear shaft 112A and the drive coupling 310, reducing impact wear on the core transmission components, and extending the service life of the first input gear shaft 112A and the first drive shaft 211.

[0035] Therefore, the first coupling structure 300 can improve the alignment accuracy of the first drive shaft 211 and the first input gear shaft 112A, reduce the impact wear of the transmission components, and effectively ensure the reliability of the electric limit switch 1000.

[0036] Combination Figures 4 to 6 As shown, the outer peripheral wall of the active coupling 310 is a polygonal structure, and the inner peripheral wall of the intermediate buffer 320 is adapted to the shape of the outer peripheral wall of the active coupling 310. Compared with the line-to-surface and point-to-surface contact problems that are prone to occur in traditional circular or smooth surface connections, the polygonal mating structure can eliminate the problem of relative circumferential sliding between the active coupling 310 and the intermediate buffer 320 through the mechanical constraints of the edges and corners, thereby ensuring the stable transmission of torque.

[0037] The longitudinal section of the first cavity 1124 is designed as a polygonal structure, and the outer peripheral wall of the intermediate buffer 320 is adapted to the shape of the inner peripheral wall of the first cavity 1124. Compared with the line-to-surface and point-to-surface contact problems that are prone to occur in traditional circular or smooth surface connections, the polygonal mating structure can eliminate the problem of relative circumferential sliding between the first input gear shaft 112A and the intermediate buffer 320 through the mechanical constraints of the edges and corners, thereby ensuring the stable transmission of torque.

[0038] When the electric limiter 1000 is running, the polygonal plug-in structure between the active coupling 310, the intermediate buffer 320, and the first input gear shaft 112A forms a surface-to-surface contact fit structure. This design can further avoid the relative sliding problem after the active coupling 310 and the first input gear shaft 112A are plugged in, stably transmit torque, effectively prevent circumferential slippage, ensure that the power of the brushless motor 210 is efficiently transmitted to the first input gear shaft 112A, and drive the actuator 100 to move. At the same time, it avoids the friction and wear of components caused by slippage, and further extends the service life of the first coupling structure 300 and the entire electric limiter 1000.

[0039] Furthermore, the active coupling 310 is configured as an external spline structure, the first cavity 1124 is configured as an internal spline structure, the inner peripheral wall of the intermediate buffer 320 is adapted to the shape of the outer peripheral wall of the active coupling 310, and the outer peripheral wall of the intermediate buffer 320 is adapted to the shape of the inner peripheral wall of the first cavity 1124.

[0040] The precise meshing of the spline teeth and grooves increases the contact area of ​​the active coupling 310, the intermediate buffer 320, and the first cavity 1124, enabling uniform torque transmission, avoiding local overload, and significantly improving load-bearing capacity. At the same time, the strong guiding properties of the spline connection structure can further improve the alignment accuracy between the first drive shaft 211 of the brushless motor 210 and the first cavity 1124, reducing the wobble of the first input gear shaft 112A.

[0041] It should be noted that the spline connection structure consists of an internal spline and an external spline. Both the internal and external splines are multi-tooth parts. The spline on the inner cylindrical surface is the internal spline, and the cross-sectional shape of the inner peripheral wall of the internal spline is a polygonal structure. The spline on the outer cylindrical surface is the external spline, and the cross-sectional shape of the outer peripheral wall of the external spline is a polygonal structure.

[0042] Furthermore, the intermediate buffer 320 is made of an elastic material. The intermediate buffer 320, made of an elastic material, can effectively absorb the impact force during rotation, suppress the wobble of the first input gear shaft 112A, and improve the stability of the actuator 100. The intermediate buffer 320, also made of an elastic material, can reduce hard frictional losses with the active coupling 310 and the first cavity 1124. Its own elasticity can eliminate assembly gaps, reduce noise, and effectively protect the active coupling 310 and the first input gear shaft 112A, thereby extending the service life of the electric limiter 1000.

[0043] Optionally, the elastic material constituting the intermediate buffer 320 may be, but is not limited to, rubber or polyurethane.

[0044] Combination Figure 4 , Figure 15 as well as Figure 16As shown, the execution body 100 has a motor mounting part 101, and an opening 102 is provided at the motor mounting part 101. The opening 102 communicates with the external environment, and the first input gear shaft 112A is directly opposite the opening 102. The opening 102 provides a precise docking channel for the connection between the first drive shaft 211 of the brushless motor 210 and the first input gear shaft 112A, which can simplify the alignment operation during assembly and improve installation efficiency.

[0045] Furthermore, the brushless motor 210 also includes a protruding step 212, which is fitted into the opening 102. The shape of the protruding step 212 matches that of the opening 102. The first drive shaft 211 passes through the protruding step 212 and connects to the first input gear shaft 112A. The protruding step 212 of the brushless motor 210 is fitted into and conforms to the shape of the opening 102 of the actuator body. The fitted structure simplifies the installation process of the brushless motor 210, eliminating the need for complex alignment operations. Initial fixation can be completed simply by fitting the protruding step 212 into the opening 102, reducing assembly difficulty, shortening assembly time, and saving labor costs. In addition, the protruding step 212 of the brushless motor 210 is adapted to the shape of the opening 102 of the motor mounting part 101 and fits in place. Combined with the layout of the first input gear shaft 112A facing the opening 102, the precise positioning of the protruding step 212 and the opening 102 can guide the first drive shaft 211 to quickly axially align with the first input gear shaft 112A, further improving the alignment accuracy of the first drive shaft 211 and the first input gear shaft 112A.

[0046] Furthermore, a rubber ring 104 is provided between the motor mounting part 101 and the brushless motor 210, and the rubber ring 104 is located outside the opening 102. Relying on its own deformation characteristics, the rubber ring 104 can effectively buffer the vibration generated during the operation of the brushless motor 210, weaken the transmission of vibration from the brushless motor 210 to the actuator body 100 and the vehicle side door 2000, and reduce the overall vibration impact. In addition, the rubber ring 104, located outside the opening 102, forms a sealing barrier outside the opening 102, effectively preventing external substances such as liquids and dust from entering the actuator body 100 through the opening 102, avoiding damage or rust to transmission components such as the first input gear shaft 112A due to the adhesion of external substances such as liquids and dust, and effectively improving the protection level of the electric limiter 1000.

[0047] Furthermore, an annular groove 105 is provided at the motor mounting part 101. The annular groove 105 is located outside the opening 102, and the rubber ring 104 is installed in the annular groove 105. The setting of the annular groove 105 provides a clear assembly reference for the rubber ring 104. When installing the rubber ring 104, it can be simply inserted into the annular groove 105, simplifying the installation process. At the same time, the annular groove 105 can form a circumferential limit on the rubber ring 104, preventing the rubber ring 104 from shifting or falling off due to vibration during operation of the brushless motor 210 or during long-term use.

[0048] Combination Figure 7 and Figure 8 As shown, the electric limiter 1000 also includes a circuit board box module 500, which is located on the side of the brushless motor 210 away from the first drive shaft 211.

[0049] The circuit board box module 500 includes a circuit board 510, a box body 520, a box cover 530, and a sealing ring 540. The box body 520 has a box opening and a receiving cavity. The box opening is connected to the receiving cavity, which is used to house the circuit board 510. The circuit board 510 is electrically connected to the brushless motor 210. The outer side of the box opening is surrounded by a first closed-loop groove 521. The bottom of the first closed-loop groove 521 has a protrusion 522, which extends along the groove of the first closed-loop groove 521. The sealing ring 540 is embedded in the first closed-loop groove 521. The box cover 530 is closed on the box opening of the box body 520. Under the pressure of the protrusion 522, the sealing ring 540 is in contact with the bottom and side walls of the first closed-loop groove 521.

[0050] The sealing ring 540 of this application is embedded in the first closed-loop groove 521 on the outside of the box opening. The first closed-loop groove 521 is provided with a protrusion 522. The presence of the protrusion 522 can increase the contact area between the sealing ring 540 and the bottom of the first closed-loop groove 521. When the box cover 530 is closed, the bottom of the sealing ring 540 can extend and deform towards the bottom of the groove and the two sides of the groove under the pressure of the protrusion 522. The deformation of the sealing ring 540 can effectively fill the tiny gap between the sealing ring 540 and the first closed-loop groove 521, making the contact between the sealing ring 540 and the first closed-loop groove 521 tighter and less susceptible to vibration and temperature changes. This can effectively prevent external substances such as liquids and dust from entering the circuit board box module 500, avoid short circuits or damage to the circuit board 510, and improve the protection level of the electric limiter 1000.

[0051] Furthermore, the protrusion 522 is located in the center of the first closed-loop groove 521, so that the bottom of the sealing ring 540 extends to both sides with the same or approximately the same degree of deformation, avoiding the problem of uneven sealing caused by excessive or insufficient pressure on one side, and improving the uniformity and consistency of the sealing effect.

[0052] Furthermore, the opposite sides of the protrusion 522 are constructed as inclined surfaces or arc surfaces. The inclined / arc surfaces have a guiding effect, causing the sealing ring material to extend and deform more evenly towards the bottom of the groove on both sides, so that the sealing ring 540 fits more tightly with the bottom of the groove and the side walls of the first closed-loop groove 521.

[0053] Furthermore, the top profile of the protrusion 522 is pointed or curved. The pointed or curved top profile provides a concentrated initial stress point for the sealing ring 540. When the cover 530 is closed, it can guide and cause the sealing ring material to preferentially extend and deform to both sides.

[0054] If the top is pointed, the tip can concentrate the force on the bottom of the sealing ring 540, quickly pushing the sealing ring material towards the bottom of the groove on both sides, so that the sealing ring 540 can fit into the bottom of the first closed-loop groove 521 and the groove walls on both sides more quickly and fully.

[0055] If the top is curved, the rounded contour of the curved top will cause a gentler compression of the sealing ring 540 compared to the pointed top. This can avoid the problem of excessive local compression that may occur with the pointed top, reduce the possibility of cracking of the sealing ring 540 due to stress concentration, and at the same time effectively guide the sealing ring material to extend and deform to both sides, ensuring the sealing fit between the sealing ring 540 and the first closed ring groove 521.

[0056] Furthermore, the shape of the first closed-loop groove 521 is the same as that of the circuit board 510, so that the sealing ring 540 can be arranged along the outer contour of the circuit board 510, and the protective function of the sealing ring 540 can completely cover the circuit board 510, reducing the impact of external substances such as liquids and dust on the circuit function.

[0057] Furthermore, the lid 530 has a second closed-loop groove 531 on the side facing the box body 520. The second closed-loop groove 531 is directly opposite the first closed-loop groove 521 and has the same groove trajectory. The sealing ring 540 is embedded in the second closed-loop groove 531. The sealing ring 540 is simultaneously embedded in the first closed-loop groove 521 of the box body 520 and the second closed-loop groove 531 of the lid 530. The first closed-loop groove 521 combined with the second closed-loop groove 531 can form a bidirectional constraint on the sealing ring 540, precisely defining the installation position of the sealing ring 540. During assembly, the sealing ring 540 only needs to be embedded in either closed-loop groove (such as the second closed-loop groove 531 of the lid 530). When the lid is closed, the other closed-loop groove (the first closed-loop groove 521 of the box body 520) can automatically perform secondary positioning and calibration of the sealing ring 540, reducing the accuracy requirements for the position of the sealing ring 540 during manual assembly and reducing the probability of seal failure due to assembly deviation.

[0058] Furthermore, the cover 530 has several stepped holes 532, which communicate with the second closed-loop groove 531. The sealing ring 540 has an annular sealing portion 541 and several supporting portions 542. The annular sealing portion 541 is fitted into the first closed-loop groove 521 and the second closed-loop groove 531. The supporting portions 542 extend and protrude from the annular sealing portion 541 toward the cover 530. The number of supporting portions 542 is the same as the number of stepped holes 532, and the supporting portions 542 are respectively located within the stepped holes 532. The supporting portions 542 are distributed on the annular sealing portion 541, and their one-to-one engagement with the stepped holes 532 restricts the circumferential rotation of the sealing ring 540. Furthermore, after the sealing ring 540 is assembled onto the cover 530, the cooperation between the supporting portions 542 and the stepped holes 532 provides limiting support for the sealing ring 540, making it difficult for the sealing ring 540 to fall off the cover 530, thus facilitating maintenance. Specifically, when removing the cover 530 from the body 520, the sealing ring 540 is installed together with the cover 530, which prevents the sealing ring 540 from being lost. Maintenance personnel also do not need to pry the sealing ring 540 out of the first closed-loop groove 521, which facilitates maintenance.

[0059] It should be noted that if the sealing ring 540 and the lid 530 are separate, the support part 542 can be inserted into the stepped hole 532 because the sealing ring 540 is deformable; if the sealing ring 540 and the lid 530 are made by injection molding, the lid 530 can be formed by injection molding once, and the sealing ring 540 can be formed by injection molding twice, so that the annular sealing part 541 fills into the second closed-loop groove 531, and the support part 542 fills into the stepped hole 532.

[0060] Furthermore, the outer side of the opening of the housing 520 has several threaded holes 523; the cover 530 has several through holes, the number of which is the same as the number of threaded holes 523 and they are aligned one by one; the circuit board box module 500 also includes fastening screws 550, which pass through the through holes and are threadedly connected to the threaded holes 523. The screw fastening method realizes the connection between the cover 530 and the housing 520, preventing loosening or relative displacement between the cover 530 and the housing 520, thereby ensuring the durability of the seal.

[0061] The cost of the brushed motor 220 is lower than that of the brushless motor 210. However, the drive logic of the brushed motor 220 relies on external control signals and cannot directly sense the position of the vehicle side door 2000. To achieve electronic detection of the vehicle side door position, existing solutions integrate an encoder at the rear end of the brushed motor to detect the number of motor rotations, thereby indirectly calculating the door position. However, the brushed motor and the actuator usually need to be connected via a coupling. Traditional couplings only serve to transmit torque, and adding an additional encoder not only increases the axial space occupied by the electric limit switch and the number of parts, but also leads to higher costs.

[0062] Therefore, in combination Figures 9 to 14 As shown, in some other embodiments, the brushed motor 220 has a second drive shaft 221; The electric limit switch 1000 also includes: The second coupling structure 400 includes a Hall magnetic ring 410. One end of the Hall magnetic ring 410 is detachably connected to the second drive shaft 221, and the other end is detachably connected to the second input gear shaft 112B. The Hall magnetic ring 410 has several pairs of magnetic poles 412. Each pair of magnetic poles 412 has an N pole and a S pole that are arranged opposite to each other. All the N poles and S poles are arranged in a circular pattern along the circumference of the Hall magnetic ring 410. During the rotation of the Hall magnetic ring 410, the N pole and S pole of the Hall sensing element 430 are alternately opposite to the Hall sensing element 430; The controller is electrically connected to the brushed motor 220 and the Hall sensor 430.

[0063] This application uses a Hall magnetic ring 410 as a coupling to connect the second drive shaft 221 of the brushed motor 220 and the second input gear shaft 112B of the actuator 100. The brushed motor 220, the Hall magnetic ring 410, and the second input gear shaft 112B of the actuator 100 rotate synchronously, resulting in good alignment and a compact structure. At the same time, the Hall sensing element 430 is positioned opposite the Hall magnetic ring 410, which can convert the magnetic field change generated by the rotation of the Hall magnetic ring 410 into a pulse electrical signal. The pulse electrical signal is then transmitted to the controller. The controller calculates the rotation angle of the brushed motor 220 by accumulating the number of pulses, and then infers the real-time position of the vehicle side door 2000, providing a precise data basis for subsequent control of the movement of the brushed motor 220.

[0064] It should be noted that the controller can calculate the rotational speed by analyzing the frequency of the electrical signal output by the Hall sensor 430, and calculate the rotation angle based on the accumulated number of pulses. The number of magnetic poles 412 on the Hall magnetic ring 410 is generally even, because even-numbered pairs of magnetic poles (such as 2, 4, or 8 pairs) can form a symmetrical and continuous periodic magnetic field, which is an advantage that odd-numbered pairs of magnetic poles cannot replace. The magnetic poles 412, together with the dual Hall sensor 430, will output pulse signals with a phase difference. The controller only needs to compare the phase relationship between the two pulse signals to determine the rotation direction, which is logically clear and less prone to misjudgment. The more magnetic poles 412 on the Hall magnetic ring 410, the more pulse signals generated by the Hall magnetic ring in one rotation, and the higher the position detection accuracy.

[0065] Specifically, the Hall magnetic ring 410 has 20 pairs of magnetic poles 412, namely 20 N poles and 20 S poles. When the Hall sensing element 430 faces the N pole, the Hall sensing element 430 outputs a high level signal. When the Hall sensing element 430 faces the S pole, the Hall sensing element 430 outputs a low level signal. Therefore, the brushed motor 220 will obtain 20 high level signals and 20 low level signals for each rotation. The controller can determine the number of rotations of the brushed motor 220 by the number of high and low level signals, and then infer the real-time position of the vehicle side door 2000.

[0066] Furthermore, the Hall magnetic ring 410 and the second drive shaft 221 can be connected by a detachable method such as a sleeve or a tongue-and-groove joint. When the Hall magnetic ring 410 or the second drive shaft 221 is damaged, the Hall magnetic ring 410 and the second drive shaft 221 can be separated and replaced individually, reducing maintenance costs.

[0067] Furthermore, the Hall magnetic ring 410 is sleeved with the second drive shaft 221. After the Hall magnetic ring 410 and the second drive shaft 221 are sleeved, their axes automatically align, resulting in good centering and reducing transmission loss and wear.

[0068] Optionally, the second drive shaft 221 has a stepped portion 222 at its end near the second input gear shaft 112B. A Hall effect magnetic ring 410 is inserted into the stepped portion 222. The shoulder of the stepped portion 222 serves as a reference surface for the axial positioning of the Hall effect magnetic ring 410, determining its position on the second drive shaft 221. During assembly, the operation of fitting the Hall effect magnetic ring 410 into the stepped portion 222 is intuitive and convenient. The operator simply aligns the Hall effect magnetic ring 410 with the stepped portion 222 and pushes it axially until the shoulder of the stepped portion 222 contacts the Hall effect magnetic ring 410. The Hall effect magnetic ring 410 is then in place, making installation convenient and ensuring synchronous rotation between the Hall effect magnetic ring 410 and the second drive shaft 221. When the Hall effect magnetic ring 410 needs replacement due to magnetic attenuation, accidental damage, or other malfunctions, the operator can easily pull it off the stepped portion 222 using tools such as a three-jaw puller.

[0069] Furthermore, the Hall magnetic ring 410 and the second input gear shaft 112B can be detachably connected by means of sleeve or tongue-and-groove joint. When the Hall magnetic ring 410 or the second input gear shaft 112B is damaged, the Hall magnetic ring 410 and the second input gear shaft 112B can be disassembled and replaced individually, reducing maintenance costs.

[0070] Optionally, the Hall magnetic ring 410 is inserted into the second input gear shaft 112B via a convex-concave fit. This tight connection ensures no relative sliding between the Hall magnetic ring 410 and the second input gear shaft 112B. When the Hall magnetic ring 410 needs replacement due to magnetic attenuation, accidental damage, or other malfunctions, it can be easily removed from the second input gear shaft 112B. After insertion, the Hall magnetic ring 410 and the second input gear shaft 112B automatically align their axes, resulting in good centering and reducing transmission losses and wear.

[0071] Combination Figure 13 and Figure 14 As shown, the second coupling structure 400 includes a Hall magnetic ring 410 and a soft bushing 420, which connects the Hall magnetic ring 410 and the second input gear shaft 112B. The soft bushing 420 has deformation capability, which can absorb the impact force during operation, suppress the sway of the second input gear shaft 112B, and improve the stability of the actuator 100; it can also reduce the hard frictional loss between the Hall magnetic ring 410 and the second input gear shaft 112B, and extend the service life of the electric limiter 1000.

[0072] Optionally, the soft bushing 420 may be made of, but is not limited to, rubber or polyurethane.

[0073] Furthermore, the Hall magnetic ring 410 has a mounting cavity 411 on the side near the second input gear shaft 112B. The mounting cavity 411 has a polygonal cross-sectional shape along the longitudinal direction. The soft bushing 420 is located inside the mounting cavity 411 and is adapted to the longitudinal cross-sectional shape of the mounting cavity 411. The soft bushing 420 has a second recess 421 on the side near the second input gear shaft 112B for insertion and connection of the second input gear shaft 112B. The soft bushing 420 is embedded in the mounting cavity 411 of the Hall magnetic ring 410 and then inserted into the second input gear shaft 112B. Because the soft bushing 420 is adapted to the shape of the mounting cavity 411, the soft bushing 420 and the mounting cavity 411 are in multi-faceted contact. The multi-faceted contact, through the mechanical constraint of the edges and corners, can prevent the soft bushing 420 from rotating relative to the mounting cavity 411, thereby ensuring that the soft bushing 420 and the Hall magnetic ring 410 rotate synchronously.

[0074] Optionally, the second cavity 421 has a polygonal cross-sectional shape along the longitudinal direction. The second input gear shaft 112B has an insertion part 1123 on the side near the Hall magnetic ring 410. The shape of the insertion part 1123 is adapted to the shape of the second cavity 421, and the insertion part 1123 is inserted into the second cavity 421. Both the second cavity 421 and the insertion part 1123 adopt a polygonal structure design. The polygonal mating structure prevents the insertion part 1123 from rotating relative to the second cavity 421 through mechanical constraints of the sides and corners, thereby ensuring that the Hall magnetic ring 410 and the second input gear shaft 112B rotate synchronously.

[0075] Combination Figures 9 to 11 As shown, the electric limit switch 1000 also includes a circuit board box module 500, which is located between the brushed motor 220 and the actuator 100. The circuit board box module 500 includes a circuit board 510 and a protective housing 560.

[0076] Combination Figures 12 to 14 As shown, circuit board 510 is located between brushed motor 220 and Hall magnetic ring 410; second drive shaft 221 passes through circuit board 510 and is connected to Hall magnetic ring 410; circuit board 510 is electrically connected to brushed motor 220, Hall sensing element 430 and controller respectively. The design of circuit board 510 being located between brushed motor 220 and Hall magnetic ring 410, and second drive shaft 221 passing through circuit board 510, makes full use of the axial space between brushed motor 220 and Hall magnetic ring 410 as the mounting area of ​​circuit board 510, without the need to reserve separate mounting space for circuit board 510. This can shorten the axial dimension of electric limiter 1000 with Hall sensing function, making the structure compact and suitable for the narrow space inside vehicle side door 2000. In addition, since the circuit board 510 is located between the Hall magnetic ring 410 and the brushed motor 220, the circuit board 510 is very close to the Hall magnetic ring 410 and the brushed motor 220. Therefore, it can be directly electrically connected to the pins of the brushed motor 220 and the Hall sensing element 430 by soldering. The connection is stable and there is no need to use long wires for conversion, which reduces the risk of wire aging and breakage.

[0077] The protective housing 560 is connected to the actuator 100 and the brushed motor 220 on opposite sides, respectively. The circuit board 510, Hall effect magnetic ring 410, and Hall effect sensing element 430 are located inside the protective housing 560. The protective housing 560 completely encloses the circuit board 510, Hall effect magnetic ring 410, and Hall effect sensing element 430, and its rigidity can withstand external impacts. It can also block liquids, dust, and other external substances, effectively protecting the circuit board 510, Hall effect magnetic ring 410, and Hall effect sensing element 430. In addition, a sealing ring can be installed between the protective housing 560 and the actuator 100 for sealing protection, thereby improving the protection level.

[0078] Combination Figure 4 , Figure 5 , Figure 10 , Figure 12 , Figure 16 as well as Figure 17 As shown, the input gear shaft 112 has an input gear 1121; the output gear shaft 113 has an output gear 1131. The gearbox module 110 also includes: The housing 111, the input gear shaft 112 and the output gear shaft 113 are rotatably mounted inside the housing 111, and the housing has reserved installation areas with a width of 3~7mm on both sides of the transverse direction; A first-stage double gear 114 is rotatably mounted inside the housing 111 and has a first-stage pinion 1141 and a first-stage large gear 1142. The two-stage double gear 115 is rotatably mounted inside the housing 111 and has a two-stage pinion 1151 and a two-stage large gear 1152. Among them, the input gear 1121 meshes with the first-stage large gear 1142, the first-stage small gear 1141 meshes with the second-stage large gear 1152, and the second-stage small gear 1151 meshes with the output gear 1131; The tip circle diameters of the first-stage large gear 1142, the second-stage large gear 1152, and the output gear 1131 are all within the range of 25~30mm.

[0079] This application designs the primary gear 1142, secondary gear 1152, and output gear 1131 with similar diameters of 25-30mm. This balanced driven gear size design allows the reduction gear module to achieve a larger transmission ratio, providing sufficient torque while avoiding the problem of excessive lateral space occupation caused by an excessively large diameter of a driven gear in traditional reduction gear designs. It can fully utilize the lateral space inside the housing 111, making the gear layout more compact and orderly, and significantly reducing the overall lateral size of the housing. Finally, after reserving 3-7mm of installation area on both sides of the housing 111 for the installation of screws and / or sealing rings, the lateral width of the housing ranges from 31-44mm. The maximum lateral width of the entire housing 111 is successfully controlled at 44mm. This compact size allows the electric limiter 1000 to be easily installed in the extremely limited space inside the vehicle side door 2000, making it easily applicable to various vehicle models and highly versatile.

[0080] It should be noted that, according to the gear transmission ratio calculation formula, transmission ratio = driven gear pitch circle diameter ÷ driving gear pitch circle diameter, and the tooth tip circle diameter of the gear is positively correlated with its pitch circle diameter. Therefore, when the tooth tip circle diameter of each driving gear (i.e., input gear 1121, first-stage pinion 1141, and second-stage pinion 1151) is constant, the larger the tooth tip circle diameter of each driven gear, the larger the total transmission ratio and the larger the total output torque obtained by the gearbox module.

[0081] See the attached diagram in the instruction manual. Figure 17 In this context, d refers to the largest tip circle diameter among the multiple driven gears, D1 refers to the lateral width of the flat portion of housing 111, and D2 refers to the lateral width of the protruding portion of housing 111.

[0082] Optionally, the lateral width of the reserved installation area is 3mm, 4mm, 5mm, 6mm, or 7mm. The lateral width of the reserved installation area varies depending on the specifications of the screw, the bolt, and the sealing ring, and the lateral width of the reserved installation area on the housing also dynamically changes according to the size specifications of the driven gear. In this application, the screw is an M3 pan head screw, and the sealing ring width is 1.5mm.

[0083] Optionally, the tip circle diameters of the primary gear 1142, the secondary gear 1152, and the output gear 1131 can be 25mm, 26mm, 27mm, 28mm, 29mm, or 30mm.

[0084] Optionally, the lateral width of the housing 111 is 36~44mm, such as 36mm, 37mm, 38mm, 39mm, 40mm, 41mm, 42mm, 43mm, and 44mm. The lateral width of the housing 111 varies depending on the width of the reserved installation area and the maximum size of the gear. In this application, the housing has flat portions and protruding portions on both lateral sides. The protruding portions are for screw installation. The lateral width D1 of the flat portions is 40mm, and the lateral width D2 of the protruding portions is 43mm.

[0085] Furthermore, both the input gear 1121 and the first-stage large gear 1142 are helical gears.

[0086] Furthermore, both the first-stage pinion 1141 and the second-stage large gear 1152 are helical gears.

[0087] Furthermore, both the secondary pinion 1151 and the output gear 1131 are helical gears.

[0088] The above gears employ helical gear meshing. Compared to spur gear meshing, the contact between the tooth surfaces of helical gears during meshing is gradual, rather than the instantaneous full-line contact / disengagement of spur gears. This continuous and smooth meshing process reduces impact, vibration, and noise, making it particularly suitable for the application environment of the electric limiter 1000 in the vehicle side-opening door system 10000. Furthermore, with the same module and tooth width, helical gears engage with more teeth simultaneously than spur gears, allowing the load to be shared by more teeth. Therefore, each tooth bears less force, enabling the gear pair to transmit greater torque.

[0089] Furthermore, the input gear 1121 has a tip circle diameter of 12.01 mm, a normal module of 0.75, 11 teeth, and a normal pressure angle of 18.5°; the first-stage large gear 1142 has a tip circle diameter of 25.81 mm, close to 25 mm, a normal module of 0.75, 28 teeth, and a normal pressure angle of 18.5°.

[0090] The ratio of 11 teeth in the input gear to 28 teeth in the first-stage gear forms a first-stage transmission ratio of 28:11, which can amplify torque. Compared to the standard 20° normal pressure angle, the 18.5° normal pressure angle design allows for increased tooth root thickness under the same module, improving the gear's load-bearing capacity and bending strength. Furthermore, the increased gear overlap results in smoother transmission, less impact and noise, effectively enhancing the comfort of using the vehicle's side doors.

[0091] The two meshing gears use the same normal module and normal pressure angle, which is the basic condition for correct gear meshing and ensures smooth and efficient transmission. The relevant meshing gears will not be described in detail below.

[0092] Furthermore, the first-stage pinion 1141 has a tooth tip circle diameter of 18.09 mm, a normal module of 0.86, 17 teeth, and a normal pressure angle of 20°; the second-stage gear 1152 has a tooth tip circle diameter of 27.97 mm, a normal module of 0.86, 28 teeth, and a normal pressure angle of 20°.

[0093] The ratio of 17 teeth on the first-stage pinion to 28 teeth on the second-stage gear forms a second-stage transmission ratio of 28:17, which can amplify torque.

[0094] Due to the transmission and accumulation of torque, the normal module of the first-stage pinion 1141 and the second-stage large gear 1152 is 0.86, which is larger than the normal module of the input gear and the first-stage large gear (0.75). This increases the tooth thickness, improves the bending strength of the gear teeth, ensures the reliability and lifespan of the gears when transmitting greater torque, and avoids the risk of tooth breakage or excessive wear.

[0095] Furthermore, the tip circle diameter of the second-stage pinion 1151 is 14.09 mm, the normal module is 1, the number of teeth is 17, and the normal pressure angle is 20°; the tip circle diameter of the output gear 1131 is 29.97 mm, close to 30 mm, the normal module is 1, the number of teeth is 27, and the normal pressure angle is 20°.

[0096] The ratio of 17 teeth on the second-stage pinion to 27 teeth on the output gear forms a third-stage transmission ratio of 27:17, which can amplify torque.

[0097] Due to the transmission and accumulation of torque, the normal module of the second-stage pinion 1151 and the output gear 1131 is 1, which is larger than the normal module of the first-stage pinion and the second-stage gear (0.86). This increases the tooth thickness, improves the bending strength of the teeth, ensures the reliability and lifespan of the gears when transmitting greater torque, and avoids the risk of tooth breakage or excessive wear. Furthermore, the normal module and tooth thickness of the three-stage reduction meshing gears increase progressively, making it less likely for the tooth surface of each gear to deform when transmitting the corresponding torque.

[0098] The total transmission ratio of the entire reduction gearbox module 110 is the product of the first-stage transmission ratio, the second-stage transmission ratio, and the third-stage transmission ratio. After calculation, the total transmission ratio is approximately 6.66. Within the lateral width of the housing 111, which is only about 40mm, a large transmission ratio that meets the requirements of the electric limiter 1000 (e.g., the transmission ratio required by the electric limiter 1000 is 5) is obtained through the balanced reduction of the three-stage gear set. This satisfies the torque requirement and is sufficient to drive the movement of the vehicle side door 2000. It is suitable for different vehicle models and effectively improves the versatility of the gear set within the reduction gearbox module 110, reducing the variety of parts required by automakers.

[0099] Furthermore, the housing 111 has two aligned first grooves 1111; the gearbox module 110 also includes a primary gear spindle 1143, with both ends of the primary gear spindle 1143 inserted into the first grooves 1111 along its length; a primary double gear 114 is fitted onto the primary gear spindle 1143. The sleeve structure between the primary gear spindle 1143 and the primary double gear 114 provides a stable mounting reference for the primary double gear 114; at the same time, the insertion and engagement of the two aligned first grooves 1111 inside the housing 111 with the two ends of the primary gear spindle 1143 restricts the lateral movement of the primary gear spindle 1143, ensuring the stability of the meshing connection between the primary large gear 1142 and the input gear 1121 and the meshing connection between the primary small gear 1141 and the secondary large gear 1152.

[0100] Furthermore, the housing 111 has two aligned second grooves 1112; the gearbox module 110 also includes a secondary gear spindle 1153, the two ends of which are respectively inserted into the second grooves 1112 along its length direction; the secondary double gear 115 is mounted on the secondary gear spindle 1153.

[0101] The sleeve structure between the secondary gear spindle 1153 and the secondary double gear 115 provides a stable mounting reference for the secondary double gear 115. At the same time, the two aligned second grooves 1112 inside the housing 111 engage with the two ends of the secondary gear spindle 1153. The inner wall of the second groove 1112 restricts the lateral movement of the secondary gear spindle 1153, ensuring the stability of the meshing connection between the secondary pinion 1151 and the primary gear 1142, and the meshing connection between the secondary gear 1152 and the output gear 1131.

[0102] Furthermore, the gearbox module 110 also includes two first bearings 116; the two first bearings 116 are aligned and embedded in the housing 111, and the input gear shaft 112 also has a first rotating shaft 1122 connected to the input gear 1121, with the opposite ends of the first rotating shaft 1122 respectively connected to the two first bearings 116; the first rotating shaft 1122 is connected to the drive motor 200. Using two aligned first bearings 116 to support the two ends of the first rotating shaft 1122 can limit the lateral runout and axial movement of the input gear 1121, ensuring the stable rotation of the input gear 1121; specifically, after the gearbox module 110 is assembled, a coupling structure (i.e., the first coupling structure 300 and the second coupling structure 400) can be directly installed on the first rotating shaft 1122, and then connected to the drive shaft of the drive motor (i.e., the first drive shaft 211 and the second drive shaft 221).

[0103] Furthermore, the gearbox module 110 also includes two second bearings 117; the two second bearings 117 are aligned and fitted into the housing 111, and the output gear shaft 113 also has a second rotating shaft 1132 connected to the output gear 1131, with the opposite ends of the second rotating shaft 1132 respectively connected to the two second bearings 117; the second rotating shaft 1132 has a notch for the telescopic module 120 to be inserted. Using two aligned second bearings 117 to support the two ends of the second rotating shaft 1132 can limit the lateral runout and axial movement of the output gear 1131, ensuring the stable rotation of the output gear 1131; the second rotating shaft 1132 has a notch for the telescopic module 120 to be inserted, so as to facilitate the connection between the output gear shaft 113 and the telescopic module 120; specifically, after the gearbox module 110 is assembled, the telescopic module 120 can be directly inserted into the notch to realize the connection between the telescopic module 120 and the output gear shaft 113.

[0104] Combination Figure 10 , Figure 12 , Figure 18 as well as Figure 19 As shown, the telescopic module 120 includes: The housing 121 has a guide groove 1211 inside and an open opening on the outside; the housing 121 and the box body 111 can be detachably connected by screws, fasteners, or buckles. A lead screw 122 is rotatably disposed within a housing 121 and connected to an output gear shaft 113; A lead screw nut 123 is located inside the housing 121 and is threadedly connected to the lead screw 122. The elastic abutment structure 124 is connected to the lead screw nut 123 and is slidably connected to the guide groove 1211. And a pull rod 125, one end of which is connected to a lead screw nut 123, and the other end extends out of the open end and is connected to the vehicle body 3000.

[0105] This application utilizes the elastic contact between the elastic abutment structure 124 and the wall of the guide groove 1211, with the elastic abutment structure 124 serving as a buffer medium. This effectively absorbs and attenuates the vibration and impact energy transmitted to the telescopic module 120 when the vehicle side door 2000 shakes, avoiding noise generated by hard collision between the screw nut 123 and the guide groove 1211, and significantly improving the quietness of the vehicle side door 2000 operation and the quietness of the vehicle cabin.

[0106] Furthermore, the lead screw 122 and the output gear shaft 113 can be connected by a spline connection structure or a coupling to achieve a detachable connection between the telescopic module 120 and the output gear shaft 113.

[0107] Combination Figures 19 to 21 As shown, the elastic abutment structure 124 has an abutment support body 1241 and a protruding abutment portion 1242. The protruding abutment portion 1242 extends from the abutment support body 1241 toward the wall of the guide groove 1211 and forms a protruding structure. The abutment support body 1241 provides a stable structural support foundation for the protruding abutment portion 1242. The extended protruding design of the protruding abutment portion 1242 concentrates the elastic deformation mainly in the protruding area. Compared with the integral elastic structure, it avoids the problem of excessive frictional resistance caused by integral contact and effectively improves the smoothness of the movement of the lead screw nut 123.

[0108] Furthermore, the protruding abutment part 1242 is arranged in an arch shape. When the arch structure is squeezed by the wall of the guide groove 1211, it can undergo uniform and smooth elastic deformation, avoiding the stress concentration problem that is easily caused by sharp corners or right angles. The deformation mode of the arch structure can more effectively store and release elastic potential energy, providing stable and gentle elastic force, thereby effectively absorbing vibration and impact energy.

[0109] Furthermore, the elastic abutment structure 124 also has a cavity 1243, which is correspondingly provided with the protruding abutment 1242. The protruding abutment 1242 at least forms part of the solid structure surrounding the cavity 1243. The cavity 1243 provides ample deformation space for the protruding abutment 1242, reducing the difficulty of deformation of the protruding abutment 1242 and enabling it to undergo adaptive deformation under relatively small external forces. After providing the cavity 1243, when the protruding abutment 1242 is subjected to pressure from the wall of the guide groove 1211, the protruding abutment 1242 can generate more flexible and larger-amplitude elastic deformation in the direction of the cavity 1243, thereby better absorbing the impact force generated by the shaking of the vehicle side door 2000, improving the buffering effect, and further reducing abnormal noise. Furthermore, the cavity 1243 reduces the amount of material used in the elastic abutment structure 124, which helps to reduce the weight of the electric limiter 1000 and reduce the load on the vehicle side door 2000.

[0110] Furthermore, there are two guide grooves 1211, located on both sides of the lead screw 122; two elastic abutment structures 124 are correspondingly provided, and are slidably connected to the two guide grooves 1211 respectively. The guide grooves 1211 on both sides cooperate with the elastic abutment structures 124 on both sides to form a double-sided support structure, which improves the support reliability of the lead screw nut 123, thereby improving the stability of the lead screw nut 123 during movement.

[0111] Furthermore, the elastic abutment structure 124 also has a planar abutment portion 1244, which is located on the abutment support 1241 and abuts against the upper and / or lower wall surfaces of the guide groove 1211. The planar abutment portion 1244 fits against the wall surface of the guide groove 1211 through surface contact, ensuring that the lead screw nut 123 fits against the base of the guide groove 1211, which can effectively suppress the lateral jump and torsional sway of the lead screw nut 123 during movement; the planar abutment portion 1244 can also form a complementary cooperation with the protruding abutment portion 1242. When the vehicle side door 2000 shakes, the protruding abutment portion 1242 absorbs vibration and impact through elastic deformation, while the planar abutment portion 1244 maintains the guiding constraint of the base, which can both ensure the smoothness of movement and buffer vibration.

[0112] Furthermore, when the planar abutment portion 1244 and the protruding abutment portion 1242 are located on the same side, if the planar abutment portion 1244 and the protruding abutment portion 1242 are adjacent, the planar abutment portion 1244 will be within the deformation influence range of the protruding abutment portion 1242. Since the planar abutment portion 1244 is in large-area contact with the guide groove 1211, deformation is relatively difficult, which will hinder the deformation of the protruding abutment portion 1242. Therefore, this application separates the planar abutment portion 1244 and the protruding abutment portion 1242, so that the planar abutment portion 1244 is outside the deformation influence range of the protruding abutment portion 1242, reserving sufficient deformation space for the protruding abutment portion 1242, and ensuring that the original elastic deformation function of the protruding abutment portion 1242 is normal.

[0113] Furthermore, when the elastic abutment structure 124 has both a protruding abutment portion 1242 and a planar abutment portion 1244 on its upper and lower sides, the protruding abutment portion 1242 on the upper side and the protruding abutment portion 1242 on the lower side are offset along the axial direction of the lead screw 122, and the planar abutment portion 1244 on the upper side and the planar abutment portion 1244 on the lower side are offset along the axial direction of the lead screw 122. The axially offset distribution of the protruding abutment portions 1242 and the planar abutment portions 1244 on the upper and lower sides allows for the formation of multiple sets of axially evenly distributed contact support positions during the axial movement of the lead screw nut 123, more comprehensively covering the axial movement range of the lead screw nut 123 and effectively improving the stability of the lead screw nut 123's movement.

[0114] Furthermore, the lead screw nut 123 is a rubber-coated lead screw nut, using plastic to partially replace metal, which helps to achieve a lightweight design of the telescopic module 120. The lead screw nut 123 has a metal sleeve 1231, an inner rubber-coated part 1232, and an outer rubber-coated part 1233, with the inner rubber-coated part 1232 and the outer rubber-coated part 1233 integrally connected; the inner rubber-coated part 1232 is located inside the metal sleeve 1231 and is threadedly connected to the lead screw 122, while the outer rubber-coated part 1233 is located outside the metal sleeve 1231 and forms an elastic abutment structure 124. The metal sleeve 1231 serves as the rigid skeleton of the lead screw nut 123, providing sufficient structural strength and resistance to deformation. The inner rubber-coated part 1232 is located inside the metal sleeve 1231 and is directly threaded to the lead screw 122. The contact with the metal lead screw 122 can reduce wear caused by hard friction. The outer rubber-coated part 1233 is located outside the metal sleeve 1231, covering the metal sleeve 1231 and forming an elastic abutment structure 124, which is responsible for buffering vibration and reducing noise.

[0115] Optionally, the materials of the inner rubber portion 1232 and the outer rubber portion 1233 may be, but are not limited to, nylon or rubber.

[0116] It should be noted that the overmolding process is widely used in manufacturing. It is a process in which a softer material (such as the inner overmolding part 1232 and the outer overmolding part 1233) is overmolded onto another material (metal sleeve 1231) by injection molding to obtain the corresponding parts.

[0117] Furthermore, the protruding abutment portion 1242, the cavity portion 1243, and the planar abutment portion 1244 in the elastic abutment structure 124 can be integrally formed by overmolding.

[0118] Furthermore, the outer rubber-coated portion 1233 has a sleeve-covering portion 1234, which covers the metal sleeve 1231. The elastic abutment structure 124 is connected to the sleeve-covering portion 1234, wherein there is a gap 126 between the protruding abutment portion 1242 and the sleeve-covering portion 1234.

[0119] If the protruding abutment 1242 and the sleeve covering 1234 are in close contact, since the protruding abutment 1242 and the sleeve covering 1234 are integrally connected, the protruding abutment 1242 will pull the sleeve covering 1234 to deform together when it deforms. However, the sleeve covering 1234 is large in volume and difficult to deform. Therefore, the sleeve covering 1234 will prevent the protruding abutment 1242 from deforming. The existence of the gap allows the protruding abutment 1242 to be partially separated from the sleeve covering 1234, so that the protruding abutment 1242 can deform independently, thus ensuring the deformation function of the protruding abutment 1242.

[0120] Except for one end of the pull rod 125 extending out of the open opening and connecting to the vehicle body 3000, the rest of the electric limiter 1000 of this application is located inside the vehicle side door 2000. The operating principle of the electric limiter 1000 of this application is as follows: The drive motor 200 drives the input gear shaft 112 to rotate via a coupling structure. The input gear shaft 112 drives the first-stage double gear 114 to rotate, which in turn drives the second-stage double gear 115 to rotate. The second-stage double gear 115 drives the output gear shaft 113 and the lead screw 122 to rotate. The lead screw 122 drives the lead screw nut 123 to perform linear reciprocating motion, thereby driving the pull rod 125 to extend and retract. When the pull rod 125 extends, the vehicle side door 2000 opens synchronously; when the pull rod 125 retracts, the vehicle side door 2000 closes synchronously.

[0121] It should be noted that some parts are not shown in the accompanying drawings without affecting the understanding of the technical solution of this application.

[0122] The above description is only a part of the embodiments of this application and does not limit the scope of protection of this application. Any equivalent device or equivalent process transformation made based on the content of this application specification and drawings, or direct or indirect application in other related technical fields, are similarly included in the patent protection scope of this application.

Claims

1. An electric limit switch with Hall effect sensing function, characterized in that, include: A brushed motor having a second drive shaft; An execution body having a second input gear shaft; A Hall magnetic ring, one end of which is detachably connected to the second drive shaft and the other end of which is detachably connected to the second input gear shaft; the Hall magnetic ring has several pairs of magnetic poles, each pair of magnetic poles having a corresponding N pole and S pole, and all the N poles and the S poles are arranged in a cyclic pattern along the circumference of the Hall magnetic ring; In the Hall sensing element, during the rotation of the Hall magnetic ring, the N pole and the S pole alternately face the Hall sensing element; The controller is electrically connected to the brushed motor and the Hall sensor.

2. The electric limiter with Hall effect sensing function according to claim 1, characterized in that: The Hall magnetic ring is sleeved with the second drive shaft.

3. The electric limiter with Hall effect sensing function according to claim 2, characterized in that: The second drive shaft has a stepped portion at its end near the second input gear shaft. The Hall magnetic ring is fitted onto the stepped portion.

4. The electric limiter with Hall effect sensing function according to claim 1, characterized in that: The Hall magnetic ring is detachably connected to the second input gear shaft.

5. The electric limiter with Hall effect sensing function according to claim 4, characterized in that: The Hall magnetic ring is inserted into the second input gear shaft via a convex-concave fit.

6. The electric limiter with Hall effect sensing function according to claim 5, characterized in that: A soft bushing is connected between the Hall magnetic ring and the second input gear shaft.

7. The electric limiter with Hall effect sensing function according to claim 6, characterized in that: The Hall magnetic ring has a mounting cavity on the side near the second input gear shaft. The mounting cavity has a polygonal cross-sectional shape along the longitudinal direction. The soft bushing is located inside the mounting cavity and is adapted to the longitudinal cross-sectional shape of the mounting cavity. The soft bushing has a second cavity on the side near the second input gear shaft for the second input gear shaft to be inserted and connected.

8. The electric limiter with Hall effect sensing function according to claim 7, characterized in that: The second cavity has a polygonal cross-sectional shape along the longitudinal direction. The second input gear shaft has an insertion part on the side near the Hall magnetic ring. The shape of the insertion part is adapted to the shape of the second cavity, and the insertion part is inserted into the second cavity.

9. The electric limiter with Hall effect sensing function according to claim 1, characterized in that: The electric limiter with Hall effect sensing also includes a circuit board located between the brushed motor and the Hall magnetic ring; the second drive shaft passes through the circuit board and is connected to the Hall magnetic ring. The circuit board is electrically connected to the brushed motor, the Hall sensor, and the controller, respectively.

10. The electric limiter with Hall effect sensing function according to claim 9, characterized in that: The electric limiter with Hall effect sensing also includes a protective housing. The opposite sides of the protective housing are connected to the actuator and the brushed motor, respectively. The circuit board, the Hall magnetic ring, and the Hall sensing element are located inside the protective housing.

11. A vehicle side-opening door system, characterized in that, Including the electric limiter with Hall effect sensing function as described in any one of claims 1 to 10.

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