CN211950088U - Lead screw braking device for automatic door of vehicle - Google Patents
Lead screw braking device for automatic door of vehicle Download PDFInfo
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- CN211950088U CN211950088U CN202020324288.9U CN202020324288U CN211950088U CN 211950088 U CN211950088 U CN 211950088U CN 202020324288 U CN202020324288 U CN 202020324288U CN 211950088 U CN211950088 U CN 211950088U
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- automatic door
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- 230000007246 mechanism Effects 0.000 claims abstract description 63
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- 238000010168 coupling process Methods 0.000 claims description 41
- 238000005859 coupling reaction Methods 0.000 claims description 41
- 230000006835 compression Effects 0.000 claims description 25
- 238000007906 compression Methods 0.000 claims description 25
- 229910000831 Steel Inorganic materials 0.000 claims description 14
- 239000010959 steel Substances 0.000 claims description 14
- 238000005096 rolling process Methods 0.000 claims description 11
- 238000009434 installation Methods 0.000 claims description 5
- 238000013016 damping Methods 0.000 abstract description 7
- 238000000034 method Methods 0.000 abstract description 7
- 230000008569 process Effects 0.000 abstract description 5
- 238000000926 separation method Methods 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 6
- 230000000630 rising effect Effects 0.000 description 4
- 239000000969 carrier Substances 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
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Abstract
The utility model discloses a lead screw brake device for an automatic door of a vehicle, which comprises a driving motor and a lead screw transmission mechanism, wherein a brake box is arranged between the driving motor and the lead screw transmission mechanism, and the brake box comprises a brake box body, a main brake, an auxiliary brake, an unlocking disc and a transmission main shaft; the automatic door of the vehicle is opened and locked through the screw rod transmission mechanism, and the rotary damper between the main brake and the unlocking disc in the brake box randomly controls the separation and the engagement between the main brake and the auxiliary brake, so that the opening and the locking of the automatic door of the vehicle are controlled, and the damping performance is kept stable and unchanged in the long-time running process. The utility model realizes the braking of the high-reliability screw transmission mechanism in the limited space; the automatic door is suitable for automatic doors of passenger cars and rail transit vehicles and automatic doors of platforms, and has good application prospect.
Description
The technical field is as follows:
the utility model relates to a lead screw arresting gear for vehicle automatically-controlled door, it belongs to track traffic technical field.
Background art:
with the rapid development of rail transit, automatic doors such as sliding plug doors, outer hanging doors and inner hidden doors are widely applied to rail transit vehicle doors and platform screen doors, and the rail transit vehicle automatic doors are generally driven by lead screws, so that an automatic locking and unlocking device becomes a key technology of the automatic doors. At present, the domestic automatic door screw rod braking device has the reliability problem due to design and manufacturing reasons after being used for many years. Chinese patent 201810359047.5 discloses a sliding plug door driving mechanism, which includes a driving motor installed at the end of a fixed frame, a lead screw connected with the output end of the driving motor, and a nut assembly on the lead screw for driving the door body; the driving mechanism also comprises a positioning device which is matched with the nut auxiliary assembly to realize the locking function; the driving mechanism further comprises a sliding rod, two ends of the sliding rod are hung on the fixing frame, a part of the nut pair assembly is sleeved on the sliding rod, the emergency unlocking assembly is arranged at the end of the lead screw and drives the emergency unlocking assembly to move through a shifting head on the lead screw, so that the lead screw is rotated to unlock, and the mechanism realizes locking by controlling the rotation of the lead screw, is convenient to adjust and convenient to replace. However, the driving mechanism also employs an optoelectronic device, so that reliability is limited. Therefore, it is required to provide a new lead screw brake device for an automatic door of a vehicle.
The utility model has the following contents:
the utility model relates to a solve the problem that above-mentioned prior art exists and provide a lead screw arresting gear for vehicle automatically-controlled door, its lead screw drive's that can realize high reliability braking in the finite space has good application prospect.
The utility model discloses the technical scheme who adopts has: a lead screw braking device for an automatic door of a vehicle comprises a driving motor and a lead screw transmission mechanism, wherein a braking box is arranged between the driving motor and the lead screw transmission mechanism and comprises a braking box body, a main brake, an auxiliary brake, an unlocking disc, a transmission main shaft, a first bearing, a third bearing, a second bearing and an axial guide mechanism;
the main brake is installed with the transmission main shaft through a first bearing, the auxiliary brake is installed with the brake box body through a second bearing, a driving disc is arranged on the transmission main shaft, an unlocking disc is coaxially installed between the driving disc and the main brake, the main brake is arranged in the brake box body, the main brake and the brake box body are installed together through an axial guide mechanism, the main brake moves in a reciprocating mode along the axial lead of the transmission main shaft, and a spring reset mechanism is arranged between the main brake and the brake box body;
the head of the transmission main shaft is installed with the brake box body through a third bearing, the tail of the transmission main shaft is provided with a sleeve type coupler, the end head of the tail of the transmission main shaft is installed in the sleeve type coupler and is installed with the sleeve type coupler in a sliding mode, and the sleeve type coupler is in driving connection with the lead screw transmission mechanism;
the first transmission gear ring on the main brake and the second transmission gear ring on the auxiliary brake are oppositely arranged and can be mutually meshed;
the disc surface of the driving disc is provided with a plurality of spiral lifting type convex surfaces, the middle part of the driving disc is provided with at least two delay transmission mechanisms, and the delay transmission mechanisms are in transmission connection with the sleeve type coupling;
the unlocking disc comprises a cylindrical main body, a plurality of roller carriers are arranged at the end part of the cylindrical main body, rollers are arranged on the roller carriers, the rollers are matched with the spiral lifting type convex surfaces arranged on the driving disc to operate, and at least three rotary dampers are distributed around the cylindrical main body of the unlocking disc;
the sleeve type coupling is provided with a one-way bearing, and the auxiliary brake is installed together with the sleeve type coupling through the one-way bearing.
Further, the axial direction guiding mechanism includes direction slot hole and installs the guide pin post in this slot hole, and the direction slot hole sets up on the wall that the braking box both sides correspond, and the direction slot hole is parallel with the axial lead of transmission main shaft, the guide pin post sets up on main brake, and two guide pin posts are the axial symmetry and set up, and two guide pin posts match the installation with two direction slot holes, and guide pin post one end is passed through the screw and is installed on main brake, and the other end passes the direction slot hole and extends outside the braking box, spring return mechanism is compression spring, compression spring suit is on the transmission main shaft, and compression spring's one end is fixed with the braking box, and the other end supports to press on main brake.
Further, the axial guide mechanism comprises two guide rails and sliding blocks installed in the guide rails, the two guide rails are respectively arranged on inner wall surfaces corresponding to two sides of the brake box body, the guide rails are parallel to the axial lead of the transmission main shaft, the sliding blocks are arranged on the main brake, the two sliding blocks are arranged in an axial symmetry mode, the two sliding blocks and the two guide rails are installed in a matching mode, the spring reset mechanism is a compression spring, the compression spring is sleeved on the transmission main shaft, one end of the compression spring is fixed with the brake box body, and the other end of the compression spring is pressed on the main brake in a supporting mode.
Furthermore, the tail part of the transmission main shaft is sleeved with a torsion spring, one end of the torsion spring is fixed on the driving disc, and the other end of the torsion spring is fixed on the sleeve type coupling.
Further, the service brake is mounted with the transmission main shaft by a sliding bearing or a rolling bearing.
Furthermore, the end head of the tail part of the transmission main shaft is arranged in the sleeve type coupling through a sliding bearing or a rolling bearing.
Furthermore, the delay transmission mechanism arranged in the middle of the driving disc comprises delay holes and fork-shaped transmission piles, at least two delay holes are symmetrically arranged in the middle of the driving disc, the fork-shaped transmission piles are arranged at the end parts of the sleeve type coupler, and two pile heads of each fork-shaped transmission pile are respectively installed in the two delay holes in an extending mode.
Furthermore, the rotary damper comprises steel balls, a pressure spring and adjusting screws, the middle of the main brake is sleeved outside the cylindrical main body of the unlocking disc, the main brake is provided with radial mounting holes, the steel balls, the pressure spring and the adjusting screws are sequentially mounted in the radial mounting holes, and the steel balls are pressed on the cylindrical main body in a propping mode.
Furthermore, a steel ball rolling groove is formed in the cylindrical main body of the unlocking disc.
Further, axial guiding mechanism includes direction slot hole and installs the guide pin post in this slot hole, the direction slot hole sets up on the wall that the braking box both sides correspond, the direction slot hole with the axial lead of transmission main shaft is parallel, the guide pin post sets up on main brake, two the guide pin post is the axial symmetry setting, two the guide pin post with two direction slot hole match the installation, spring return is two extension springs, the one end of extension spring is fixed with the guide pin post, the other end with the braking box is fixed.
The utility model discloses following beneficial effect has:
1. because the utility model discloses a mode of service brake, auxiliary brake, one way bearing, sleeve-type shaft coupling transmission brake force, brake performance is reliable, braking simple structure, and components and parts are with low costs.
2. The utility model discloses a separation and meshing between the main brake and the rotation damper random control main brake and the auxiliary brake between the unblock dish in the brake chamber to control opening and the locking of vehicle automatically-controlled door, and the damping performance is stable unchangeable in long-time operation in-process, is no less than opening and the locking of 60 ten thousand vehicle automatically-controlled doors under the normal operating condition.
3. The utility model discloses a rotational damper structure includes steel ball, pressure spring and adjusting screw, can realize that damping frictional force is invariable, and damping frictional force parameter is stable for a long time to can adjust damping frictional force parameter portably.
4. The utility model discloses a service brake, unlocking dish, driving-disc in the brake chamber combine together organically, have realized that the starting unblock of vehicle automatically-controlled door is trouble-free.
5. The utility model discloses a service brake in the brake chamber can be at the in-process follow-up meshing of closing the door with auxiliary brake, has realized closing the door and has locked the advantage of door promptly.
Description of the drawings:
fig. 1 is a schematic structural diagram of the present invention.
Fig. 2 is a schematic structural diagram of the main brake of the present invention.
Fig. 3 is a schematic structural diagram of the auxiliary brake of the present invention.
Fig. 4 is a schematic diagram of the structure of the unlocking disk in the present invention.
Fig. 5 is a schematic structural diagram of a driving disc in the present invention.
Fig. 6 is an assembly schematic diagram of the transmission main shaft of the present invention.
The specific implementation mode is as follows:
the present invention will be further described with reference to the accompanying drawings.
The first embodiment is as follows:
as shown in fig. 1, the utility model discloses a lead screw arresting gear for vehicle automatically-controlled door, including driving motor, lead screw drive mechanism, driving motor and lead screw drive mechanism belong to prior art, do not do the detailed description. A brake box is arranged between the driving motor and the screw transmission mechanism, the brake box comprises a brake box body 1, a main brake 3, an auxiliary brake 6, an unlocking disc 303 and a transmission main shaft 301, the driving motor, the screw transmission mechanism and the brake box body are all arranged on a fixed frame of the automatic door of the vehicle, and the fixed frame belongs to the prior art and is not described in detail.
The main brake 3 is mounted with the transmission main shaft 301 through a first bearing 312, the auxiliary brake 6 is mounted with the brake box body 1 through a second bearing 7, a driving disc 302 is arranged on the transmission main shaft 301, an unlocking disc 303 is coaxially mounted between the driving disc 302 and the main brake 3, the main brake 3 is arranged in the brake box body 1, the main brake 3 and the brake box body 1 are mounted together through an axial guide mechanism 311, the main brake 3 can reciprocate along the axial lead of the transmission main shaft 301, a spring reset mechanism 5 is arranged between the main brake 3 and the brake box body 1, the main brake 3 is mounted with the transmission main shaft 301 through a sliding bearing or a rolling bearing, and the sliding bearing or the rolling bearing is mounted with the transmission main shaft 301 in a sliding manner.
The head of the transmission main shaft 301 (the part a in fig. 1) is connected with a driving motor through a coupling (the coupling and the driving motor are omitted in the figure), the head of the transmission main shaft is installed with the brake box body 1 through a third bearing (not marked), the tail of the transmission main shaft 301 (the part B in fig. 1) is installed with a sleeve type coupling 10, the end head of the tail of the transmission main shaft 301 is installed in the sleeve type coupling 10 and is installed with the sleeve type coupling 10 in a sliding mode, and the sleeve type coupling 10 is in driving connection with a lead screw transmission mechanism (the lead screw transmission mechanism is omitted in the figure. In this embodiment, the end of the tail of the transmission main shaft is mounted in the sleeve coupling 10 through a sliding bearing or a rolling bearing 8. The end head of the tail part of the transmission main shaft can be directly sleeved with the sleeve type coupling together, and the effect of the sliding bearing is achieved on the basis of reducing the cost. By adopting the mounting structure, the sleeve type coupling 10 is only used for supporting the tail part of the transmission main shaft and does not transmit the rotating torque.
As shown in fig. 1 and 6, the transmission main shaft 301 is mounted with the brake housing 1, the end cover 4 is disposed at the left end of the brake housing 1, and the transmission main shaft 301 is mounted with the end cover through a third bearing. The middle part of a transmission main shaft 301 is provided with a main brake 3 and an unlocking disc 303, the tail part of the transmission main shaft 301 is provided with a driving disc 302, and the driving disc 302 and the transmission main shaft 301 adopt an integral structure or a welding structure or a key connection structure; the end of the tail of the transmission main shaft 301 is arranged in the sleeve type coupling 10.
As shown in fig. 1, 2 and 3, one end of the primary brake 3 is cylindrical, a first transmission gear ring 307 is arranged on the cylindrical end surface, one end of the secondary brake 6 is cylindrical, a second transmission gear ring 601 is arranged on the cylindrical end surface, and the first transmission gear ring 307 on the primary brake 3 and the second transmission gear ring on the secondary brake 6 are oppositely arranged and can be meshed with each other; the first transmission gear ring 307 on the main brake 3 and the second transmission gear ring on the auxiliary brake 6 adopt straight tooth structures with the same modulus and tooth number.
As shown in fig. 5, a plurality of spiral raised convex surfaces 3021 are disposed on the disk surface of the driving disk 302, and at least two delay transmission mechanisms are disposed in the middle of the driving disk 302 and are in transmission connection with the sleeve-type coupling 10. In this embodiment, 3 spiral rising type convex surfaces 3021 with the same parameters are uniformly distributed at positions close to the disc edge in trisection, and the radian value of the spiral rising type convex surface 3021 is 0.3 to 0.5. The spirally rising convex surface 3021 faces the head of the transmission main shaft 301; the distance from the highest point of the spirally-raised convex surface 3021 to the disc surface of the drive disc 302 is greater than the height of the straight teeth on the second transmission gear ring 601. In this embodiment, the delay transmission mechanism disposed in the middle of the driving disc 302 includes a delay hole 3022 and a fork-shaped transmission pile, the middle of the driving disc 302 is symmetrically disposed with at least two delay holes 3022, the symmetric arrangement is axial symmetric arrangement, the end of the sleeve-type coupling 10 is disposed with the fork-shaped transmission pile, the fork-shaped transmission pile has two pile heads, the two pile heads are disposed according to the axial symmetric structure and are in a steel fork shape, and the two pile heads of the fork-shaped transmission pile are respectively extended and mounted into the two delay holes (i.e., inserted into the delay holes); the delay hole is a large-diameter round hole or an arc-shaped hole. The delay transmission mechanism is used for automatic unlocking and starting. In the initial stage of opening the automatic door of the vehicle, the transmission main shaft 301 rotates, the sleeve-type coupling 10 is still, the unlocking disc 303 pushes the main brake 3 to move, and the automatic door is disengaged from the auxiliary brake 6; then, the transmission main shaft 301 continues to rotate, the sleeve-type coupling 10 rotates along with the transmission main shaft, the screw mechanism drives the automatic door to be gradually opened, and meanwhile, the main brake 3 and the auxiliary brake 6 are completely disengaged.
As shown in fig. 4, the unlocking disk 303 includes a cylindrical body 304, a plurality of roller frames 305 are provided at the end of the cylindrical body 304, and rollers 306 are mounted on the roller frames 305; the roller 306 operates in cooperation with a helically raised surface 3021 provided on the drive disc 302. In this embodiment, three roller frames 305 are provided, the three roller frames are connected into a three-petal structure, and a roller 306 is installed at the top end of each roller frame; at least three rotational dampers are distributed around the cylindrical body 304 of the unlocking disc 303; referring to fig. 6, the rotational damper includes a steel ball 310, a pressure spring 309 and an adjusting screw 308; the middle part of the main brake 3 is sleeved outside the cylindrical main body 304 of the unlocking disc 303, the main brake 3 is provided with a radial mounting hole, a steel ball 310, a pressure spring 309 and an adjusting screw 308 are sequentially mounted in the radial mounting hole, and the steel ball 310 is pressed on the cylindrical main body 304 (namely on the surface of the cylindrical main body). The rotary damper in this embodiment can adjust the damping friction force accurately by the adjusting screw 308. In order to ensure stable rotation damping parameters, in the present embodiment, the cylindrical body 304 of the unlocking disk 303 is provided with a steel ball rolling groove 313. The ball rolling groove 313 is a V-shaped groove or a U-shaped groove.
The sleeve coupling 10 is provided with a one-way bearing 9, and the auxiliary brake 6 is mounted with the sleeve coupling 10 through the one-way bearing 9.
In this embodiment, the axial guide mechanism 311 includes a long guide hole and a guide pin installed in the long guide hole, the long guide hole is disposed on the corresponding wall surface on both sides of the brake housing 1, the long guide hole is a through hole structure, and the long guide hole is parallel to the axial lead of the transmission main shaft 301; the guide pin post sets up on service brake 3, and two guide pin posts are the axial symmetry setting, and two guide pin posts match the installation with two direction slot holes, and guide pin post one end is passed through the screw thread and is installed on service brake 3, and the other end passes the direction slot hole and extends outside braking box 1. The spring return mechanism 5 is a compression spring, the compression spring is sleeved on the transmission main shaft 301, one end of the compression spring is fixed with the brake box body 1, namely, the compression spring is fixed on the end cover 4 of the brake box body, and the other end of the compression spring is pressed against the main brake 3.
The utility model is used for lead screw arresting gear's of vehicle automatically-controlled door working process:
in the process of opening the automatic door of the vehicle, in the initial stage of opening, a driving motor rotates rightwards (clockwise rotation is seen from a part A to a part B), a transmission main shaft 301 rotates rightwards, a driving disc 302 rotates synchronously, a main brake 3 does not rotate, an unlocking disc 303 cannot rotate under the action of a rotary damper, in the rotating process of the driving disc 302, a spiral rising type convex surface on the driving disc acts on a roller 306 to push the unlocking disc 3030 to move towards the part A, the unlocking disc 303 pushes the main brake 3 to move towards the part A through the end surface of a cylindrical main body of the unlocking disc 303, a first transmission gear ring 307 on the main brake 3 and a second transmission gear ring 601 on an auxiliary brake 6 are gradually disengaged, and a compression spring in a spring resetting mechanism is in a compressed state; at this time, the brake of the screw drive mechanism is released (unlocked). When the driving disc 302 rotates, the delay transmission mechanism transmits a rotating torque to the sleeve type coupling 10, the sleeve type coupling 10 drives the screw rod transmission mechanism to rotate, and the automatic door of the vehicle is opened; after the first transmission gear ring 307 and the second transmission gear ring 601 are disengaged, the rotation direction of the auxiliary brake 6 is not restricted.
In this embodiment, after the first transmission gear 307 and the second transmission gear 601 are disengaged, the transmission main shaft 301 needs to rotate continuously to open the automatic vehicle door completely, and the unlocking disc 303 needs to rotate together with the transmission main shaft 301, for this reason, three limiting pins 314 are provided on the driving disc 302, and one limiting pin is arranged between every two roller frames to maintain the matching relationship between the unlocking disc and the driving disc.
In this embodiment, in order to ensure smooth automatic unlocking when opening the automatic door, the tail of the transmission main shaft 301 is sleeved with a torsion spring 2, one end of the torsion spring 2 is fixed on the driving disc 302, and the other end of the torsion spring 2 is fixed on the sleeve-type coupling 10.
When the automatic door of the vehicle is closed, the driving motor rotates leftwards (anticlockwise rotation from the part A to the part B), the transmission main shaft 301 rotates leftwards, the driving disc 302 rotates synchronously, when the driving disc 302 rotates, the delay transmission mechanism transmits a rotating torque to the sleeve type coupling 10, the sleeve type coupling 10 drives the lead screw transmission mechanism to rotate, and the automatic door of the vehicle is closed; in the process of left rotation of the transmission main shaft 301, a compression spring in the spring return mechanism pushes the main brake 3 and the unlocking disc 303 to move towards the B position until a first transmission gear ring 307 on the main brake 3 is meshed with a second transmission gear ring 601 on the auxiliary brake 6; at the moment, the one-way bearing 9 on the sleeve type coupling 10 is in a left-handed state, and the automatic door of the vehicle is completely closed and enters a locking state at the same time; the screw transmission mechanism is in a braking state.
If someone tries to push the door plate to open the automatic door of the vehicle, a lead screw in the lead screw transmission mechanism is subjected to right rotation torque, and the sleeve type coupling 10 rotates rightwards along with the right rotation torque, but the one-way bearing 9 limits the sleeve type coupling 10 not to rotate rightwards, so that the rotation of the lead screw is limited, and the automatic door of the vehicle cannot be opened.
When the automatic door of the vehicle is to be opened in case of an emergency (for example, the driving motor is powered off), the main brake 3 needs to be manually pushed to move towards the position A, so that the first transmission gear ring 307 on the main brake 3 and the second transmission gear ring 601 on the auxiliary brake 6 are disengaged; at this time, the rotation of the sleeve coupling 10 is not restricted, and the automatic door of the vehicle is opened. The utility model discloses in, the vehicle automatically-controlled door is opened, driving motor dextrorotation, and the vehicle automatically-controlled door is closed, driving motor levogyration. The rotating direction of the driving motor can be changed according to the design requirement; namely, the automatic door of the vehicle is opened, the driving motor rotates leftwards, the automatic door of the vehicle is closed, and the driving motor rotates rightwards.
The utility model discloses both can be used for the automatically-controlled door on the passenger train, also can be used for track traffic's vehicle automatically-controlled door, can also be used for the automatically-controlled door on the track traffic platform, the automatically-controlled door on the passenger traffic platform.
Example two:
the present embodiment is an improvement on the basis of the first embodiment, and the same contents as those in the first embodiment are understood by referring to the contents disclosed in the first embodiment, and are not repeatedly described herein; the disclosure in the first embodiment should also be regarded as the disclosure in the present embodiment.
As shown in fig. 1, in this embodiment, the axial guide mechanism includes two guide rails and a slider installed in the guide rails, the two guide rails are respectively disposed on the corresponding inner wall surfaces at two sides of the brake box 1, and the guide rails are parallel to the axial line of the transmission main shaft 301; the two sliding blocks are arranged on the main brake 3 in an axisymmetric manner and are installed in a matching manner with the two guide rails; the spring reset mechanism is a compression spring which is sleeved on the transmission main shaft 301, one end of the compression spring is fixed with the brake box body 1, namely, the compression spring is fixed on the end cover 4 of the brake box body, and the other end of the compression spring is pressed against the main brake 3.
Example three:
the present embodiment is an improvement on the basis of the first embodiment, and the same contents as those in the first embodiment are understood by referring to the contents disclosed in the first embodiment, and are not repeatedly described herein; the disclosure in the first embodiment should also be regarded as the disclosure in the present embodiment.
In this embodiment, the axial guide mechanism includes a guide long hole and a guide pin installed in the long hole, the guide long hole is disposed on the corresponding wall surface at two sides of the brake box body 1, and the guide long hole is parallel to the axial lead of the transmission main shaft 301; the two guide pin columns are arranged on the main brake 3 in an axial symmetry manner and are installed in a matching manner with the two guide long holes; one end of the guide pin column is installed on the main brake through threads, and the other end of the guide pin column penetrates through the guide long hole and extends out of the brake box body. The spring resetting mechanism 5 is two tension springs, one end of each tension spring is fixed with the guide pin column, and the other end of each tension spring is fixed with the brake box body 1.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several modifications can be made without departing from the principle of the present invention, and these modifications should also be regarded as the protection scope of the present invention.
Claims (10)
1. The utility model provides a lead screw arresting gear for vehicle automatically-controlled door, includes driving motor and lead screw drive mechanism, its characterized in that: a brake box is arranged between the driving motor and the screw transmission mechanism, and comprises a brake box body (1), a main brake (3), an auxiliary brake (6), an unlocking disc (303), a transmission main shaft (301), a first bearing (312), a third bearing, a second bearing (7) and an axial guide mechanism (311);
the brake device is characterized in that the main brake (3) is mounted with a transmission main shaft (301) through a first bearing (312), the auxiliary brake (6) is mounted with the brake box body (1) through a second bearing (7), a driving disc (302) is arranged on the transmission main shaft (301), an unlocking disc (303) is coaxially mounted between the driving disc (302) and the main brake (3), the main brake (3) is arranged in the brake box body (1), the main brake (3) and the brake box body (1) are mounted together through an axial guide mechanism (311), the main brake (3) reciprocates along the axial lead of the transmission main shaft (301), and a spring reset mechanism (5) is arranged between the main brake (3) and the brake box body (1);
the head of the transmission main shaft is mounted with the brake box body (1) through a third bearing, the tail of the transmission main shaft (301) is provided with a sleeve type coupling (10), the end head of the tail of the transmission main shaft (301) is mounted in the sleeve type coupling (10) and is slidably mounted with the sleeve type coupling (10), and the sleeve type coupling (10) is in driving connection with a lead screw transmission mechanism;
a first transmission gear ring (307) is arranged on the main brake (3), a second transmission gear ring (601) is arranged on the auxiliary brake (6), and the first transmission gear ring (307) on the main brake (3) and the second transmission gear ring on the auxiliary brake (6) are oppositely arranged and can be mutually meshed;
the disc surface of the driving disc (302) is provided with a plurality of spiral lifting type convex surfaces (3021), the middle part of the driving disc (302) is provided with at least two delay transmission mechanisms, and the delay transmission mechanisms are in transmission connection with the sleeve type coupling (10);
the unlocking disc (303) comprises a cylindrical body (304), a plurality of roller frames (305) are arranged at the end part of the cylindrical body (304), rollers (306) are arranged on the roller frames (305), the rollers (306) are matched with a spiral lifting type convex surface (3021) arranged on the driving disc (302) to operate, and at least three rotary dampers are distributed around the cylindrical body (304) of the unlocking disc (303);
the sleeve type coupling (10) is provided with a one-way bearing (9), and the auxiliary brake (6) is installed with the sleeve type coupling (10) through the one-way bearing (9).
2. The lead screw brake device for an automatic door of a vehicle according to claim 1, wherein: axial guiding mechanism (311) are including the direction slot hole and install the direction round pin post in this slot hole, and the direction slot hole sets up on the wall that braking box (1) both sides correspond, and the direction slot hole is parallel with the axial lead of transmission main shaft (301), the direction round pin post sets up on service brake (3), and two direction round pin posts are the axial symmetry and set up, and two direction round pin posts match the installation with two direction slot holes, and direction round pin post one end is passed through the screw thread and is installed on service brake (3), and the other end passes the direction slot hole and extends outside braking box (1), spring canceling release mechanical system (5) are compression spring, compression spring suit is on transmission main shaft (301), and compression spring's one end is fixed with braking box (1), and the other end supports to press on service brake (3).
3. The lead screw brake device for an automatic door of a vehicle according to claim 1, wherein: the axial guide mechanism comprises two guide rails and sliding blocks installed in the guide rails, the two guide rails are respectively arranged on inner wall surfaces corresponding to two sides of the brake box body (1), the guide rails are parallel to the axial lead of the transmission main shaft (301), the sliding blocks are arranged on the main brake (3), the two sliding blocks are arranged in an axial symmetry mode, the two sliding blocks are installed in a matched mode with the two guide rails, the spring reset mechanism is a compression spring, the compression spring is sleeved on the transmission main shaft (301), one end of the compression spring is fixed with the brake box body (1), and the other end of the compression spring is abutted against the main brake (3).
4. The lead screw brake device for an automatic door of a vehicle according to claim 2 or 3, characterized in that: the tail of the transmission main shaft (301) is sleeved with a torsion spring (2), one end of the torsion spring (2) is fixed on the driving disc (302), and the other end of the torsion spring is fixed on the sleeve type coupling (10).
5. The lead screw brake device for an automatic door of a vehicle according to claim 4, wherein: the main brake (3) is mounted with the transmission main shaft (301) through a sliding bearing or a rolling bearing.
6. The lead screw brake device for an automatic door of a vehicle according to claim 5, wherein: the end head of the tail part of the transmission main shaft (301) is arranged in the sleeve type coupling (10) through a sliding bearing or a rolling bearing.
7. The lead screw brake device for an automatic door of a vehicle according to claim 6, wherein: the delay transmission mechanism arranged in the middle of the driving disc (302) comprises delay holes and fork-shaped transmission piles, at least two delay holes are symmetrically arranged in the middle of the driving disc, the fork-shaped transmission piles are arranged at the end part of the sleeve type coupling (10), and two pile heads of the fork-shaped transmission piles are respectively installed in the two delay holes in an extending mode.
8. The lead screw brake device for an automatic door of a vehicle according to claim 7, wherein: the rotary damper comprises steel balls (310), a pressure spring (309) and adjusting screws (308), the middle of the main brake (3) is sleeved outside the cylindrical main body of the unlocking disc (303), the main brake is provided with radial mounting holes, the steel balls, the pressure spring and the adjusting screws are sequentially mounted in the radial mounting holes, and the steel balls are pressed on the cylindrical main body.
9. The lead screw brake device for an automatic door of a vehicle according to claim 8, wherein: the cylindrical main body of the unlocking disc is provided with a steel ball rolling groove.
10. The lead screw brake device for an automatic door of a vehicle according to claim 1, wherein: axial guiding mechanism (311) is including the direction slot hole and install the uide pin post in this slot hole, the direction slot hole sets up on the wall that braking box (1) both sides correspond, the direction slot hole with the axial lead of transmission main shaft is parallel, the uide pin post sets up on service brake (3), two the uide pin post is the axial symmetry setting, two the uide pin post with two direction slot holes match the installation, spring return is two extension springs, the one end of extension spring is fixed with the uide pin post, the other end with the braking box is fixed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020324288.9U CN211950088U (en) | 2020-03-16 | 2020-03-16 | Lead screw braking device for automatic door of vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020324288.9U CN211950088U (en) | 2020-03-16 | 2020-03-16 | Lead screw braking device for automatic door of vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN211950088U true CN211950088U (en) | 2020-11-17 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020324288.9U Expired - Fee Related CN211950088U (en) | 2020-03-16 | 2020-03-16 | Lead screw braking device for automatic door of vehicle |
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| Country | Link |
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| CN (1) | CN211950088U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111255331A (en) * | 2020-03-16 | 2020-06-09 | 爱威机电(南京)有限公司 | Lead screw braking device for automatic door of vehicle |
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2020
- 2020-03-16 CN CN202020324288.9U patent/CN211950088U/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111255331A (en) * | 2020-03-16 | 2020-06-09 | 爱威机电(南京)有限公司 | Lead screw braking device for automatic door of vehicle |
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20201117 |