Automobile door lock engaging structure and automobile

Abstract

The present invention belongs to the technical field of automobile door lock devices and discloses an automobile door lock engagement structure and automobile, comprising: a pawl assembly, the pawl assembly including a pawl and a pawl shaft, the pawl shaft being fixed, the pawl being rotatably mounted on the pawl shaft; and a ratchet assembly, the ratchet assembly including a pair of ratchets and a ratchet shaft, the ratchet shaft being fixed, the pair of ratchets being rotatably mounted on the ratchet shaft, and the pair of ratchets always having a tendency to rotate on the ratchet shaft, the pair of ratchets including a fully locked ratchet and a partially locked ratchet. The present invention can reduce the possibility of the ratchet rotating and disengaging from the pawl and generating abnormal noise due to the shaking of the vehicle door, and can also reduce the possibility of a pawl signal switch being falsely triggered by the lock catch after a single ratchet is engaged, thereby improving the safety of the vehicle door lock.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile door lock equipment, and in particular to an automobile door lock engaging structure and an automobile. Background Art

[0002] A car door lock system is a device installed on the door and its pillar that securely locks the door and enables opening and locking functions through its internal mechanism. Common door lock systems include card-type door locks, which utilize the ratchet and pawl principle to lock and unlock by rotating the card and engaging and disengaging the block. These locks have two positions: fully locked and partially locked. The partially locked position is when the door is partially closed, with the lock body and the striker engaged; the fully locked position is when the door is fully closed, with the lock body and striker engaged.

[0003] Existing door lock engagement structures typically use a single ratchet mechanism to adjust the semi-locked and fully locked positions. The lock catch is limited by the interaction of the single ratchet and the pawl at different positions, achieving semi-locked, fully locked, or open positions. However, when the vehicle is in motion and in the fully locked state, the shaking of the door can easily cause the lock catch to drive the ratchet, causing the ratchet and pawl to disengage and reset, resulting in a collision. This not only produces an abnormal noise, but can also cause the pawl to be affected by the rotation of the single ratchet, leading to the pawl signal switch being falsely triggered, compromising the safety of the door lock. Furthermore, different specifications of single ratchet mechanisms require different lock catch assemblies. When meeting the requirements of different lock catch diameters for different projects, many lock body parts often need to be adjusted, increasing overall costs. Summary of the Invention

[0004] The object of the present invention is to provide a car door lock engagement structure and a car, so as to solve the problems of abnormal collision between a ratchet wheel and a pawl and erroneous triggering of a signal switch.

[0005] To achieve this object, the present invention adopts the following technical solutions:

[0006] and a lever, having a link member connected to the lever, having two guide wheels, each of which has a first end fixed to the lever, and a second end fixed to the lever, wherein the lever has a first end fixed to the lever, and a second end fixed to the lever, wherein the first end is engaged with the first pawl and the second pawl is engaged with the first pawl.

[0007] Preferably, a notch is provided on the fully locked ratchet wheel on a side close to the lock buckle, so as to provide a rotation margin for the semi-locked ratchet wheel relative to the fully locked ratchet wheel when in the fully locked position.

[0008] Preferably, a linkage assembly is provided between the full-lock ratchet and the half-lock ratchet, so that the lock buckle can simultaneously drive the full-lock ratchet and the half-lock ratchet to rotate.

[0009] Preferably, the linkage assembly includes a limit pin, which is fixedly arranged on the side of the fully locked ratchet close to the semi-locked ratchet. The semi-locked ratchet is provided with a long sliding hole matching the limit pin. When the fully locked ratchet is in the fully locked position, the long sliding hole enables the lock buckle to continue to drive the semi-locked ratchet to rotate relative to the fully locked ratchet.

[0010] Preferably, a fully locked block is provided on the side of the fully locked ratchet close to the pawl, and the fully locked ratchet is engaged with the pawl through the fully locked block.

[0011] Preferably, a semi-locking block is provided at one end of the semi-locking ratchet close to the pawl, and the semi-locking ratchet is engaged with the pawl through the semi-locking block.

[0012] Preferably, the fully locked ratchet and the semi-locked ratchet are arranged to have smooth surfaces on the sides close to each other.

[0013] Preferably, a torsion spring is provided on the ratchet shaft, one end of the torsion spring is fixedly connected to the ratchet shaft, and the other end of the torsion spring abuts against the full-lock ratchet and the half-lock ratchet, so that the double ratchets have a tendency to rotate.

[0014] Preferably, a plastic-coated structure is fixedly provided on the surfaces of the parts where the pawl engages with the fully locked ratchet and the semi-locked ratchet.

[0015] A car comprises the car door lock engaging structure as described above.

[0016] The beneficial effects of the present invention are as follows: while the automobile door lock engagement mechanism can realize the state switching functions of the vehicle lock between unlocking, semi-locking and fully locked positions, when the vehicle lock enters the fully locked position, the fully locked position ratchet always remains in a locked state with the pawl, and the shaking of the lock buckle only drives the rotation of the semi-locked position ratchet, and the full-locked position ratchet and the semi-locked position ratchet slide relative to each other without affecting the engaged and engaged state of the fully locked position ratchet, thereby avoiding the situation in the prior art where the shaking of the vehicle door drives the single ratchet to rotate and disengage from the pawl and knock to produce abnormal noise when the single ratchet structure is fully locked, and at the same time reduces the false triggering of the ratchet signal switch caused by the lock buckle after the single ratchet is engaged, thereby improving the safety of the vehicle door lock. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a three-dimensional diagram of the semi-locked state of the present invention;

[0018] Figure 2 This is a three-dimensional diagram of the present invention in a semi-locked state from another perspective;

[0019] Figure 3 It is a schematic structural diagram of the pawl portion of the present invention;

[0020] Figure 4 This is a schematic diagram of the structure of the present invention without the semi-locked ratchet;

[0021] Figure 5 This is a schematic diagram of the structure of the present invention without the fully locked ratchet;

[0022] Figure 6 It is a three-dimensional diagram of the fully locked state of the present invention;

[0023] Figure 7 It is a three-dimensional diagram of the present invention in an over-stroke state;

[0024] Figure 8 It is a stereogram from another perspective of the present invention in the over-stroke state.

[0025] In the figure: 1. pawl; 2. pawl shaft; 3. ratchet shaft; 4. torsion spring; 5. limit pin; 501. long sliding hole; 6. fully locked ratchet; 601. fully locked blocking block; 602. notch; 7. half-locked ratchet; 701. half-locked blocking block; 8. lock buckle. DETAILED DESCRIPTION

[0026] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0027] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0028] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0029] In the description of this embodiment, the terms "upper," "lower," "right," and other orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely for ease of description and simplified operation. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meanings.

[0030] The vehicle door lock is provided with a vehicle door lock engagement structure, including a pawl assembly and a ratchet assembly. In the prior art, the ratchet inside the ratchet assembly is set as a single ratchet structure. Different positions on the single ratchet structure can engage with the pawl respectively, so that the vehicle door lock can be switched between a half-locked position and a fully locked position.

[0031] See also Figure 1 A vehicle door lock engagement structure includes a pawl assembly and a ratchet assembly. The pawl assembly includes a pawl 1 and a pawl shaft 2. The pawl shaft 2 is fixedly mounted on the door lock base, and the pawl 1 is rotatably mounted on the pawl shaft 2. The ratchet assembly includes a pair of ratchets and a ratchet shaft 3. The ratchet shaft 3 is fixedly mounted on the door lock base, and the pair of ratchets are rotatably mounted on the ratchet shaft 3. The pair of ratchets always have a tendency to rotate on the ratchet shaft 3, so that the pawl can engage and lock with the ratchet.

[0032] See also Figure 1 and Figure 2The double ratchet includes a fully locked ratchet 6 and a partially locked ratchet 7. The double ratchet is capable of rotating under the action of a lock catch 8. Under the action of the lock catch 8, the double ratchet and the pawl have semi-locked and fully locked positions. When the double ratchet is in the semi-locked position, the semi-locked ratchet 7 engages with the pawl 1. When the double ratchet is in the fully locked position, the fully locked ratchet 6 engages with the pawl 1. Furthermore, when the double ratchet is in the semi-locked position, the lock catch 8 enables the semi-locked ratchet 7 to rotate relative to the fully locked ratchet 6. A notch 602 is provided on the side of the fully locked ratchet 6 near the lock catch 8 to provide sufficient rotational clearance for the semi-locked ratchet 7 relative to the fully locked ratchet in the fully locked position. When the fully locked ratchet 6 engages with the pawl 1, the lock catch only drives the semi-locked ratchet 7 to rotate, thereby reducing the possibility of collision between the ratchet and the pawl caused by the lock catch and preventing the pawl signal switch from being accidentally triggered when the vehicle door is shaken.

[0033] When the ratchet assembly is in the fully locked state, the lock buckle 8 abuts against the half-locked ratchet 7. The fully locked ratchet 6 is engaged with the pawl 1, and the pawl 1 restricts the fully locked ratchet 6 to be in a locked state, so that it can no longer be reset and rotated.

[0034] When the ratchet 6 and the pawl 1 are in the engaged state of the fully locked position, the shaking of the lock buckle 8 causes the ratchet assembly to be in an over-travel state, that is, under the influence of the shaking of the car door, the shaking of the lock buckle 8 only drives the shaking of the half-locked ratchet 7, and the half-locked ratchet 7 and the fully locked ratchet 6 rotate out of position without affecting the meshing state of the lower part of the fully locked ratchet 6 and the pawl 1, thereby reducing the influence of the shaking of the car door on the locked state of the ratchet assembly and reducing the abnormal noise caused by the collision between the ratchet and the pawl after rotation. At the same time, since the lock buckle 8 only affects the rotation of the half-locked ratchet 7 and does not affect the opening and closing state of the pawl, the false triggering of the pawl signal switch is reduced.

[0035] When affected by the shaking of the car door, the shaking of the lock buckle 8 only drives the shaking of the half-locked ratchet 7, without affecting the meshing state of the lower part of the fully-locked ratchet 6 and the pawl 1, thereby reducing the impact of the car door shaking on the locking state of the ratchet assembly and reducing the abnormal noise caused by the collision between the ratchet and the pawl after rotation. At the same time, since the lock buckle 8 only affects the rotation of the half-locked ratchet 7 and does not affect the opening and closing state of the pawl, it reduces the false triggering of the pawl signal switch.

[0036] See also Figure 1 and Figure 4 A linkage assembly is provided between the fully locked ratchet 6 and the partially locked ratchet 7, enabling the lock catch to simultaneously drive the fully locked ratchet 6 and the partially locked ratchet 7 to rotate. The linkage assembly includes a limit pin 5, which is fixedly mounted on the side of the fully locked ratchet 6 near the partially locked ratchet 7. The partially locked ratchet 7 is provided with an elongated sliding hole 501 that matches the limit pin 5. When the fully locked ratchet 6 is in the fully locked position, the elongated sliding hole 501 enables the lock catch 8 to continue to drive the partially locked ratchet 7 to rotate relative to the fully locked ratchet 6.

[0037] See also Figure 4 and Figure 5 The fully locked ratchet wheel 6 is provided with a fully locked block 601 at one end near the pawl 1, and the fully locked ratchet wheel 6 is meshed with the pawl 1 through the fully locked block 601; the half locked ratchet wheel 7 is provided with a half locked block 701 at one end near the pawl 1, and the half locked ratchet wheel 7 is meshed with the pawl 1 through the half locked block 701. When the door lock switches between the half locked and fully locked positions, the meshing and engaging state of one of the half locked ratchet wheel 7 and the fully locked ratchet wheel 6 on the double ratchet wheels is always maintained, thereby reducing the influence of the ratchet wheel on the other side and preventing the pawl 1 from being engaged with both the half locked ratchet wheel 7 and the fully locked ratchet wheel 6 at the same time, which would affect the switching between the half locked and fully locked positions.

[0038] The sides of the fully locked and partially locked ratchet wheels 6 and 7 that face each other are smooth. The fully locked and partially locked ratchet wheels 6 and 7 are positioned adjacent to each other on the ratchet shaft 3, maintaining a close fit between the fully locked and partially locked ratchet wheels 6 and 7. This reduces friction between the fully locked and partially locked ratchet wheels 6 and 7, thereby minimizing the impact of the lock buckle 8 on the fully locked ratchet wheel 6 when the partially locked ratchet wheel 7 rotates.

[0039] See also Figure 5 A torsion spring 4 is provided on the ratchet shaft 3. One end of the torsion spring 4 is fixedly connected to the ratchet shaft 3, and the other end of the torsion spring abuts against the fully locked ratchet 6 and the partially locked ratchet 7, so that the double ratchets have a tendency to rotate. Under the tension of the torsion spring 4, the ratchet assembly can always remain in meshing with the pawl 1, while facilitating the retraction and ejection of the lock catch 8. After the lock catch 8 retracts, the double ratchets can be reset to the unlocked state, facilitating subsequent re-locking.

[0040] See also Figure 2 and Figure 3 The surfaces of the meshing contact parts of the pawl 1 and the fully locked ratchet 6 and the half locked ratchet 7 are fixed with a plastic coating structure. The plastic coating structure is on the meshing contact surface to reduce friction during meshing collision and further reduce the collision sound between the ratchet and the pawl.

[0041] The present invention also provides an automobile, comprising the above automobile door lock engaging structure.

[0042] When the door lock is locked, the lock catch 8 is locked in the lock groove of the ratchet assembly, and the lock catch 8 is continuously moved, and the lock catch 8 pushes the semi-locked ratchet 7 to rotate. At the same time, the full-locked ratchet 6 is driven by the limit pin 5 of the linkage assembly to rotate, so that the semi-locked ratchet 7 rotates to the middle and engages with the pawl 1, completing the transition from the unlocked position to the semi-locked position. The lock catch 8 continues to move and drives the semi-locked ratchet 7 and the full-locked ratchet 6 to rotate to the meshing position of the full-locked ratchet 6 and the pawl 1, and then rotates to the fully locked position. After that, the downward movement of the lock catch 8 is restricted by the lock groove, and the upward movement of the lock catch 8 only drives the shaking of the semi-locked ratchet 7, while the full-locked ratchet 6 and the pawl 1 remain in the meshing state, reducing the situation that the ratchet rotation and the pawl are disengaged and knocking to produce abnormal noise, and at the same time reduces the false triggering of the ratchet signal switch caused by the lock catch after the single ratchet is engaged, thereby improving the safety of the door lock.

[0043] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. A person skilled in the art would be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. A car door lock engagement structure, characterized in that: include: A pawl assembly, the pawl assembly comprising a pawl (1) and a pawl shaft (2), the pawl shaft (2) being fixedly arranged, and the pawl (1) being rotatably arranged on the pawl shaft (2); The ratchet assembly comprises a double ratchet and a ratchet shaft (3), wherein the ratchet shaft (3) is fixedly arranged, the double ratchet is rotatably arranged on the ratchet shaft (3), and the double ratchet always has a tendency to rotate on the ratchet shaft (3), the double ratchet comprises a fully locked ratchet (6) and a semi-locked ratchet (7), the double ratchet can rotate simultaneously under the action of a lock buckle, and under the action of the lock buckle, the double ratchet and the pawl have a semi-locked position and a fully locked position, when the double ratchet is in the semi-locked position, the semi-locked ratchet (7) is engaged with the pawl (1); when the double ratchet is in the fully locked position, the fully locked ratchet (6) is engaged with the pawl (1), and when the double ratchet is in the fully locked position, the lock buckle can make the semi-locked ratchet rotate relative to the fully locked ratchet.

2. The automobile door lock engagement structure according to claim 1, characterized in that: A notch (602) is provided on the fully locked ratchet (6) on one side close to the lock buckle (8) to provide a rotation margin for the semi-locked ratchet (7) relative to the fully locked ratchet when in the fully locked position.

3. The automobile door lock engagement structure according to claim 1, characterized in that: A linkage assembly is provided between the full-lock ratchet (6) and the half-lock ratchet (7), so that the lock can simultaneously drive the full-lock ratchet (6) and the half-lock ratchet (7) to rotate.

4. The automobile door lock engagement structure according to claim 3, characterized in that: The linkage assembly comprises a limit pin (5), the limit pin (5) being fixedly arranged on a side of the fully locked ratchet (6) close to the semi-locked ratchet (7), the semi-locked ratchet (7) being provided with a long sliding hole (501) matching the limit pin (5), and when the fully locked ratchet is in the fully locked position, the long sliding hole enables the lock buckle to continue to drive the semi-locked ratchet to rotate relative to the fully locked ratchet.

5. The automobile door lock engagement structure according to claim 1, characterized in that: A fully locked block (601) is provided on one side of the fully locked ratchet (6) close to the pawl (1), and the fully locked ratchet (6) is engaged with the pawl (1) via the fully locked block (601).

6. The automobile door lock engagement structure according to claim 1, characterized in that: A semi-locking block (701) is provided at one end of the semi-locking ratchet (7) close to the pawl (1), and the semi-locking ratchet (7) is engaged with the pawl (1) via the semi-locking block (701).

7. The automobile door lock engagement structure according to claim 1, characterized in that: The fully locked ratchet (6) and the half locked ratchet (7) are arranged such that their sides close to each other are smooth surfaces.

8. The automobile door lock engaging structure according to claim 1, characterized in that: A torsion spring (4) is provided on the ratchet shaft (3), one end of the torsion spring (4) is fixedly connected to the ratchet shaft (3), and the other end of the torsion spring abuts against the full-lock ratchet (6) and the half-lock ratchet (7), so that the double ratchets have a tendency to rotate.

9. The automobile door lock engaging structure according to claim 1, characterized in that: The surfaces of the parts where the pawl (1) engages with the fully locked ratchet (6) and the half locked ratchet (7) are all fixedly provided with a plastic coating structure.

10. An automobile, characterized in that: The invention comprises the automobile door lock engaging structure according to any one of claims 1 to 9.

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