A two-way toggle switch special for new energy vehicles

Abstract

The utility model relates to the technical field of automobile switch parts, especially a two-way toggle switch special for new energy vehicles, which comprises a switch shell, a switch mounting position of the switch shell is integrated in the control area of the automobile, a movable bin is installed on the switch shell, a lever is arranged in the inner cavity of the movable bin, the lever is connected with the inner cavity of the movable bin through a connecting rod, a torsional spring is arranged at the connecting position of the connecting rod and the movable bin to reset the connecting rod after movement, a transmission ball is arranged at the bottom end of the lever, a trigger assembly is arranged at the bottom end of the lever, the circuit switch is triggered through the trigger assembly when the bottom end of the lever is moved to the trigger position by toggling the lever, the lever is kept in the locked state by the locking mechanism when the lever is not used, external touch or vibration does not drive the lever to swing, and the lever is unlocked by pressing the button on the lever when operation is needed, so that the driver does not mistakenly touch the lever during driving.

Description

Technical Field

[0001] This utility model relates to the technical field of automotive switch parts, specifically a two-way toggle switch for new energy vehicles. Background Technology

[0002] The existing two-way toggle switch for new energy vehicles is the core mechanical control component for switching vehicle functions. It mainly consists of a housing, lever, transmission block, conductive components and spring / torsion spring reset element. The lever swings in two directions to drive the transmission structure, realizing circuit on / off or signal switching, and is suitable for scenarios such as headlight adjustment, driving mode switching and energy recovery intensity control.

[0003] When operating other components around the steering wheel (such as multi-function buttons and gear shift lever), the driver's limbs may accidentally touch the lever. Since the lever is not locked, a slight touch can cause it to swing and trigger the function. The lever will produce an unexpected displacement. If the displacement reaches the trigger threshold, it will cause the switch to malfunction, such as the wrong switching between high and low beams in the lighting system or the wrong switching of driving mode, which will interfere with the driver's operation and affect driving safety. Utility Model Content

[0004] The purpose of this utility model is to provide a two-way toggle switch specifically for new energy vehicles to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this utility model provides the following technical solution: A two-way toggle switch specifically for new energy vehicles, including A switch housing integrated into a switch mounting position in the vehicle control area, the switch housing having a movable compartment mounted thereon; A lever is located in the inner cavity of the movable chamber. The lever is connected to the inner cavity of the movable chamber via a connecting rod. A torsion spring is provided at the connection between the connecting rod and the movable chamber to reset the connecting rod after it moves. A transmission ball is provided at the bottom end of the lever. The trigger component is located at the bottom of the lever. When the lever is moved to the trigger position, the circuit switch is triggered by the trigger component. A locking mechanism is provided in the inner cavity of the lever. The locking mechanism includes an unlocking bar, and each end of the unlocking bar is provided with a movable clamp. The bottom of the movable clamp is provided with a clamping ring, and the inner wall of the clamping ring is provided with a brake bar. The brake bar clamps the connecting rod to the outside, so that the connecting rod cannot rotate and the position of the lever is locked.

[0006] Preferably, a stop mechanism is provided on the inner cavity sidewall of the switch housing. The stop mechanism includes a sleeve, a butterfly spring, and a stop ball. A stop hole is provided on one side of the lever. When the lever moves to the trigger position, the stop mechanism corresponds to the stop hole. The butterfly spring is disposed in the inner cavity of the sleeve, and the stop ball is disposed in the inner cavity of the sleeve facing the stop hole. The lever is stopped by the stop ball being embedded in the stop hole.

[0007] Preferably, the triggering component includes a contact arc plate, which has an arc-shaped structure that is low in the middle and high at both ends, with its height gradually increasing from the middle position to both ends. The bottom end of the lever is fixedly connected to the transmission ball, and the transmission ball is always in contact with the upper surface of the contact arc plate. When the lever drives the button assembly to move to any end of the contact arc plate, that end of the contact arc plate moves downward under the pressure of the button assembly. When the lever moves to the trigger position, the contact point on the contact arc plate contacts the contact point on the conductive sheet to trigger the switch.

[0008] Preferably, the contact surfaces of the movable clamp and the unlocking bar are configured as mutually adaptable inclined surfaces, and the unlocking bar is slidably connected along the inner sides of the two movable clamps.

[0009] Preferably, one end of the sleeve is provided with a screw, one end of the screw is located on one side of the switch housing, and the other end of the screw is fixedly connected to a pre-tightening plate. By rotating the screw, the position of the pre-tightening plate in the inner cavity of the sleeve can be adjusted, so that the degree of pre-compression of the disc spring changes.

[0010] Preferably, the top of the locking mechanism is provided with a button assembly, which includes a button cap, a push plate, a displacement plate, and a push rod. The button cap is disposed on one side of the lever, the push plate is connected to one end of the button cap, the top of the unlocking bar is fixedly connected to the push rod, and the top of the push rod is provided with a displacement plate. The contact surface between the displacement plate and the push plate is set as mutually adaptable inclined surfaces.

[0011] Preferably, a locking spring is provided on one side of the clamping ring. The locking spring is connected to the inner wall of the lever. The spring force of the locking spring causes the two clamping rings to move closer to each other, clamping the brake bar on the outside of the connecting rod and fixing the connecting rod.

[0012] Compared with the prior art, the beneficial effects of this utility model are: 1. This utility model has a locking mechanism. When the lever is not in use, the locking mechanism keeps the lever locked to prevent external contact or vibration from driving the lever to swing. When operation is required, pressing the button on the lever will release the lock, preventing the driver from accidentally touching the lever while driving. At the same time, the lever has two modes: temporary trigger and long-term trigger, to meet the operation needs of different functions and greatly improve the flexibility of operation. 2. Based on the above structure, after the switch is triggered by the lever, the stop mechanism can keep the lever in the switch trigger position, and the dwell time can be adjusted. After the dwell time ends, the lever returns to its original position through the torsion spring, so that the switch trigger time is sufficient and avoids the situation where the switch trigger time is too short after the lever is moved, resulting in instantaneous triggering. This meets the requirements for short-term continuous effectiveness (such as short-term light warning, temporary energy recovery adjustment). Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the overall structure of the two-way toggle switch for new energy vehicles according to this utility model; Figure 2 This is a cross-sectional view of the overall structure of the two-way toggle switch for new energy vehicles according to this utility model; Figure 3 This is a schematic diagram of the overall structure of the lever and trigger assembly in this utility model; Figure 4 This is a schematic diagram of the overall structure of the locking mechanism in this utility model; Figure 5 This is a cross-sectional view of the overall structure of the stopping mechanism in this utility model; Figure 6 This is a schematic diagram of the overall structure of the button assembly in this utility model.

[0014] In the diagram: 100, switch housing; 110, movable chamber; 200, lever; 210, transmission ball; 220, button assembly; 221, button cap; 222, push plate; 223, displacement plate; 224, push rod; 230, connecting rod; 240, stop hole; 300, trigger assembly; 310, contact arc plate; 320, conductive sheet; 400, locking mechanism; 410, unlocking bar; 420, movable clamp; 430, clamping ring; 440, locking spring; 450, brake bar; 500, stop mechanism; 510, sleeve; 520, butterfly spring; 530, screw; 540, preload plate; 550, stop ball. Detailed Implementation

[0015] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0016] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0017] like Figures 1-3This embodiment discloses a two-way toggle switch specifically for new energy vehicles, including a switch housing 100 integrated into a switch mounting position in the vehicle's control area. The switch housing 100 is equipped with a movable cavity 110, a lever 200, a trigger assembly 300, and a locking mechanism 400. The movable cavity 110 is located at the top of the switch housing 100. The lever 200 is connected to the inner cavity of the movable cavity 110 via a connecting rod 230, and a torsion spring is provided at the connection point between the connecting rod 230 and the movable cavity 110 for resetting the lever 230 after movement. A transmission ball 210 is located at the bottom end of the lever 200. The trigger assembly... The component 300 is located at the bottom end of the lever 200. When the lever 200 is moved to the trigger position, the circuit switch is triggered by the trigger component 300. The locking mechanism 400 is located in the inner cavity of the lever 200. The locking mechanism 400 includes an unlocking bar 410. A movable clamp 420 is provided at each end of the unlocking bar 410. A clamping ring 430 is provided at the bottom of the movable clamp 420. A brake bar 450 is provided on the inner wall of the clamping ring 430. The brake bar 450 clamps the connecting rod 230 to the outside, so that the connecting rod 230 cannot rotate and the position of the lever 200 is locked. Furthermore, existing two-way toggle switches, due to their easy-to-trigger characteristics, are prone to accidental activation by the driver during driving, causing the toggle to swing and trigger switches, such as unexpected switching of lights, driving modes, and wipers, interfering with the driver's normal driving. like Figures 3-4 As shown, a locking spring 440 is provided on one side of the clamping ring 430. The locking spring 440 is connected to the inner wall of the lever 200. This device provides elastic force through the locking spring 440, which makes the two clamping rings 430 move closer together and the two brake bars 450 move closer together, thereby clamping and fixing the brake bars 450 to both sides of the connecting rod 230, preventing the connecting rod 230 from rotating. The lever 200 is connected to the movable chamber 110 through the connecting rod 230 and cannot rotate in the locked state, so that the transmission ball 210 stays in the middle of the contact arc plate 310. The two ends of the contact arc plate 310 do not contact the conductive sheet 320, so the switch will not be triggered, thereby preventing the driver from accidentally touching the switch during driving and improving driving safety.

[0018] Continue as Figure 4 As shown, the contact surfaces of the movable clamp 420 and the unlocking bar 410 are set as mutually adaptable inclined surfaces, and the unlocking bar 410 slides along the inner side of the two movable clamps 420. When the unlocking bar 410 moves downward, it presses against the adaptable inclined surface of the movable clamp 420, generating a lateral force that pushes the two movable clamps 420 apart and causes the two clamping rings 430 to separate from each other, so that the brake bar 450 no longer contacts the connecting rod 230, and the connecting rod 230 can rotate. At this time, the bottom end of the button assembly 220 can swing by turning the button assembly 220. like Figure 3 As shown, the trigger assembly 300 includes a contact arc plate 310, which has an arc-shaped structure that is lower in the middle and higher at both ends. The height of the contact arc plate 310 gradually increases from the middle position to both ends. The bottom end of the lever 200 is fixedly connected to the transmission ball 210, and the transmission ball 210 is always in contact with the upper surface of the contact arc plate 310. When the lever 200 moves the button assembly 220 to either end of the contact arc plate 310, that end of the contact arc plate 310 moves downward under the pressure of the button assembly 220. When the lever 200 moves to the trigger position, the contact point on the contact arc plate 310 contacts the contact point on the conductive sheet 320. After the lever 200 moves to the trigger position, the transmission ball 210 pushes the contact arc plate 310 at the corresponding end. When the lever 200 moves downward, the contact point contacts and triggers the circuit switch, executing the corresponding operation. When the driver needs to trigger the switch for a short time, stopping the lever 200 and pressing the button 221 will restore the torsion spring at the connecting rod 230 to its original state, causing the connecting rod 230 to rotate and the button assembly 220 to return to its original position. The transmission ball 210 will return to the middle of the contact arc plate 310, and at the same time, the locking spring 440 will rebound and drive the clamping ring 430 to move closer, relocking the lever 200. After completing the short-time switch triggering operation, the lever 200 will be locked immediately. If the driver needs to trigger the switch for a long time, when the lever 200 is in the trigger position, stopping the pressing of the button 221 will lock the lever 200 in the trigger position, and the switch will be in the long-term open state.

[0019] like Figure 3 and Figure 5 As shown, a stop mechanism 500 is provided on the inner cavity side wall of the switch housing 100. The stop mechanism 500 includes a sleeve 510, a butterfly spring 520, and a stop ball 550. A stop hole 240 is provided on one side of the lever 200. When the lever 200 moves to the trigger position, the stop mechanism 500 corresponds to the stop hole 240. The butterfly spring 520 is disposed in the inner cavity of the sleeve 510, and the stop ball 550 is disposed in the inner cavity of the end of the sleeve 510 facing the stop hole 240. The stop ball 550 is embedded in the stop hole. The stop hole 240 causes the lever 200 to be in a stopped state. When the lever 200 swings to the trigger position, the butterfly spring 520 provides elastic force to make the stop mechanism 500 embed into the inner cavity of the stop hole 240, providing resistance to the torsion spring at the connecting rod 230, thus prolonging the time that the lever 200 stays in the trigger position. This allows the switch to continue for a longer duration when the driver moves the lever 200 to turn on the switch, preventing the switch from closing instantly after response and meeting the needs of short-term continuous effectiveness, such as short-term light warning and temporary energy recovery adjustment.

[0020] like Figure 1 and Figure 5As shown, a screw 530 is provided at one end of the sleeve 510. One end of the screw 530 is located on one side of the switch housing 100, and the other end of the screw 530 is fixedly connected to a pre-tightening plate 540. By rotating the screw 530, the position of the pre-tightening plate 540 in the inner cavity of the sleeve 510 can be adjusted, thereby changing the degree of pre-compression of the disc spring 520. When the pre-tightening plate 540 is moved forward by rotating the screw 530, the disc spring 520 is compressed to a high degree, and the elastic force provided by the disc spring 520 to the stop ball 550 is large. After the stop ball 550 is embedded in the stop hole 240, the resistance provided is stronger, and the rebound speed of the lever 200 is slower. When the pre-tightening plate 540 is moved backward, the elastic force provided by the disc spring 520 to the stop ball 550 is smaller, and the rebound speed of the lever 200 is faster, thereby further optimizing the short-time switch triggering and adjusting the switch triggering time.

[0021] like Figure 6 As shown, a button assembly 220 is provided on the top of the locking mechanism 400. The button assembly 220 includes a button cap 221, a push plate 222, a displacement plate 223, and a push rod 224. The button cap 221 is located on one side of the lever 200. The push plate 222 is connected to one end of the button cap 221. The top of the unlocking bar 410 is fixedly connected to the push rod 224. The top of the push rod 224 is provided with a displacement plate 223. The contact surfaces of the displacement plate 223 and the push plate 222 are set as mutually adaptable inclined surfaces. Since the locking mechanism 400 is located in the inner cavity of the lever 200, when the driver moves the lever 200, he can press the button 221. The button 221 pushes the push plate 222 forward. Since the contact surface between the push plate 222 and the displacement plate 223 is set as an inclined surface, the forward movement of the push plate 222 causes the displacement plate 223 to move downward. The push rod 224 pushes the unlocking bar 410 downward, thus unlocking the lever 200. This makes it easier for the driver to unlock the lever 200.

[0022] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. This utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A two-way toggle switch specifically for new energy vehicles, characterized in that: include A switch housing (100) is integrated into a switch mounting position in the vehicle control area, and a movable compartment (110) is mounted on the switch housing (100). A lever (200) is disposed in the inner cavity of the movable chamber (110). The lever (200) is connected to the inner cavity of the movable chamber (110) through a connecting rod (230). A torsion spring is provided at the connection between the connecting rod (230) and the movable chamber (110) for resetting after the connecting rod (230) moves. A transmission ball (210) is provided at the bottom end of the lever (200). The trigger component (300) is located at the bottom end of the lever (200). When the lever (200) is moved to the trigger position, the circuit switch is triggered by the trigger component (300). A locking mechanism (400) is provided in the inner cavity of the lever (200). The locking mechanism (400) includes an unlocking bar (410). A movable clamp (420) is provided at each end of the unlocking bar (410). A clamping ring (430) is provided at the bottom of the movable clamp (420). A brake bar (450) is provided on the inner wall of the clamping ring (430). The brake bar (450) clamps the connecting rod (230) on the outside, so that the connecting rod (230) cannot rotate and the position of the lever (200) is locked.

2. The two-way toggle switch for new energy vehicles according to claim 1, characterized in that: A stop mechanism (500) is provided on the inner cavity side wall of the switch housing (100). The stop mechanism (500) includes a sleeve (510), a butterfly spring (520), and a stop ball (550). A stop hole (240) is provided on one side of the lever (200). When the lever (200) moves to the trigger position, the stop mechanism (500) corresponds to the stop hole (240). The butterfly spring (520) is located in the inner cavity of the sleeve (510). The stop ball (550) is located in the inner cavity of the sleeve (510) facing the stop hole (240). The lever (200) is stopped by the stop ball (550) being embedded in the stop hole (240).

3. A two-way toggle switch for new energy vehicles according to claim 1, characterized in that: The triggering component (300) includes a contact arc plate (310), which has an arc-shaped structure that is low in the middle and high at both ends. The height of the contact arc plate (310) gradually increases from the middle position to both ends. The bottom end of the lever (200) is fixedly connected to the transmission ball (210). The transmission ball (210) is always in contact with the upper surface of the contact arc plate (310). When the lever (200) drives the button assembly (220) to move to any end of the contact arc plate (310), that end of the contact arc plate (310) moves downward under the pressure of the button assembly (220). When the lever (200) moves to the trigger position, the contact point set on the contact arc plate (310) contacts the contact point set on the conductive sheet (320) to realize the triggering of the switch.

4. A two-way toggle switch for new energy vehicles according to claim 1, characterized in that: The contact surfaces of the movable clamp (420) and the unlocking bar (410) are set as mutually adaptable inclined surfaces, and the unlocking bar (410) is slidably connected along the inner side of the two movable clamps (420).

5. A two-way toggle switch for new energy vehicles according to claim 2, characterized in that: One end of the sleeve (510) is provided with a screw (530), one end of the screw (530) is located on one side of the switch housing (100), and the other end of the screw (530) is fixedly connected to a pre-tightening plate (540). By rotating the screw (530), the position of the pre-tightening plate (540) in the inner cavity of the sleeve (510) can be adjusted, so that the degree of pre-compression of the disc spring (520) changes.

6. A two-way toggle switch for new energy vehicles according to claim 1, characterized in that: The top of the locking mechanism (400) is provided with a button assembly (220), which includes a button cap (221), a push plate (222), a displacement plate (223), and a push rod (224). The button cap (221) is located on one side of the lever (200). The push plate (222) is connected to one end of the button cap (221). The top of the unlocking bar (410) is fixedly connected to the push rod (224). The top of the push rod (224) is provided with a displacement plate (223). The contact surfaces of the displacement plate (223) and the push plate (222) are set as mutually adaptable inclined surfaces.

7. A two-way toggle switch for new energy vehicles according to claim 1, characterized in that: A locking spring (440) is provided on one side of the clamping ring (430). The locking spring (440) is connected to the inner wall of the lever (200). The elastic force of the locking spring (440) causes the two clamping rings (430) to come closer together, clamping the brake bar (450) on the outside of the connecting rod (230) to fix the connecting rod (230).

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