Irreversible security device, vehicle door handle and method of operation thereof

Abstract

The present application discloses an irreversible safety device, comprising: a safety holding member, having a blocking part receiving impact force to rotate relative to a locking position, and a reverse stopping part, the blocking part prevents a locking part from operating at the locking position, the reverse stopping part abuts against a limiting seat and is spaced from the limiting seat by an axial locking operating stroke, and the reverse stopping part releases the locking operating stroke by rotating to make the safety holding member operate axially to the locking position; a holding part formed on the limiting seat, the holding part is used to stop the reverse stopping part at the locking position and limit the rotation of the reverse stopping part at the locking position; and an elastic member, used to apply a first acting force to drive the safety holding member to rotate, and a second acting force to drive the safety holding member to operate axially towards the locking position, the safety holding member rotates away from the locking position by the first acting force and forces the reverse stopping part to abut against the holding part, and the second acting force prevents the safety holding member from leaving the locking position.

Description

Technical Field

[0001] This invention relates to the field of automotive parts technology, specifically to an irreversible safety device, a door handle, and its operating method. Background Technology

[0002] Currently, existing car door handles typically include a control arm, to which a Bowden wire is directly or indirectly connected. The Bowden wire connects to the car door lock. When unlocking is required, pulling the handle actuates the control arm, thereby driving the Bowden wire to unlock the car door lock.

[0003] Another type of handle assembly in the prior art consists of a base and a handle body. An inertial arm is set on the base, and a torsion spring is connected to the inertial arm. Under normal conditions, the inertial arm moves away from the control arm under the action of the torsion spring. At this time, the control arm can be driven normally to unlock the door. However, when subjected to an impact force, the inertial arm can rotate under the action of inertia and stop the control arm, thereby preventing the door from being opened by impact and causing a safety hazard.

[0004] While the aforementioned inertial arm can solve the problem of the car door being opened by an impact to some extent, the inertial arm's stopping effect on the control arm is only momentary and cannot maintain a stable locking effect on the inertial arm. When faced with multiple impacts, the inertial arm needs to repeatedly perform locking actions and reset tendencies, increasing the risk of inertial lock failure. Therefore, an irreversible safety device that can stably lock is needed. Summary of the Invention

[0005] In view of the shortcomings of the existing technology, the purpose of this invention is to provide an irreversible safety device.

[0006] The above-mentioned technical objective of the present invention is achieved through the following technical solution: an irreversible safety device, comprising:

[0007] A base, on which a finite seat is formed, wherein a safety retaining member movable along its axis of rotation is constrained;

[0008] The safety retaining member has a blocking part and a backstop part that rotate relative to the locked position to withstand impact force. The blocking part prevents the locking component from moving in the locked position. The backstop part abuts against the limiting seat and is spaced apart from the limiting seat by an axial locking action stroke. The backstop part rotates and releases the locking action stroke to allow the safety retaining member to move axially to the locked position.

[0009] A retaining part is configured on the limiting seat, the retaining part being used to stop the anti-reverse part in the locked position and restrict the anti-reverse part from rotating in the locked position;

[0010] An elastic element is used to apply a first force to drive the safety retaining member to rotate and a second force to drive the safety retaining member to move axially toward the locking position. The safety retaining member rotates away from the locking position by the first force and forces the anti-reverse part to abut against the retaining part, and the second force prevents the safety retaining member from disengaging from the locking position.

[0011] The safety retaining member is manually actuated by the locking component to axially disengage from the locking position, and after disengaging from the locking component, it is rotated by a first force to the unlocked state, away from the locking component and the locking position.

[0012] Furthermore, the elastic element includes an integrally formed spring body, and a free end and a fixed end formed on the spring body. The free end applies pressure to the blocking portion and provides a first force, and the spring body applies pressure to the safety retaining member and provides a second force.

[0013] Furthermore, the rotating shaft is integrally formed on the safety retaining member, and the safety retaining member is provided with a pre-hook for the fixed end to be locked on it. The safety retaining member is equipped with a counterweight block, and the limiting seat is provided with a sliding groove for receiving the fixed end. One end of the pre-hook is open for the fixed end to be inserted, and the open end is positioned directly opposite the sliding groove.

[0014] The counterweight is replaceable and located inside the check valve.

[0015] Furthermore, the retaining part is formed outside the inner surface of the limiting seat, and the retaining part is a locking notch formed on the limiting seat, so that the anti-reverse part can enter the locking notch after rotation, and the anti-reverse part abuts against the locking notch by a second force.

[0016] Furthermore, the anti-reverse part is provided with a first locking surface facing the limiting seat and a second locking surface arranged with respect to the rotation direction. The first locking surface abuts against the limiting seat and constrains the axial position of the safety retaining member. The first locking surface bears the impact force and disengages from the limiting seat, while allowing the second locking surface to bear the first force and rotate to the retaining part.

[0017] Furthermore, the second locking surface is provided with a retaining portion and a guiding portion. The retaining portion cooperates with the retaining part and constrains the safety retaining member in the locking position. The guiding portion is spaced apart from the retaining part and guides the anti-reverse part to disengage from the locking position.

[0018] Furthermore, the rotation center of the component to be locked extends toward the blocking part and is provided with a stop fitting part. The blocking part cooperates with the stop fitting part to prevent the component to be locked, and a third force opposing the second force is applied through the stop fitting part.

[0019] Furthermore, the blocking part is positioned close to the rotation center of the component to be locked, and the blocking part and the stop engagement part are initially positioned nearly parallel to each other. The axis of the safety retaining member is positioned parallel to the door and perpendicular to the rotation axis of the component to be locked.

[0020] The present invention also provides a car door handle, including the aforementioned irreversible safety device, comprising a base, a transmission arm and a control arm rotatably disposed within the base, and an actuator for driving the transmission arm. An unlocking mechanism is connected to the control arm, a transmission groove is provided on the transmission arm, and the car door handle has a transmission rod extending into the transmission groove. The transmission arm applies force to a rotation center near the control arm, and a first resistance mechanism is provided at the rotation center of the transmission arm and the control arm, and a second resistance mechanism is provided near the rotation center of the transmission arm.

[0021] Furthermore, the base is equipped with a first detection mechanism for detecting the actuator. The first detection mechanism outputs a first signal and a second signal based on whether the actuator is in an initial state or an open state. The base is also equipped with a second detection mechanism for detecting the transmission arm. The second detection mechanism outputs a third signal based on whether the transmission arm is in an open state or an unlocked state, so as to determine whether the handle body is in a normal open state or an emergency state by the presence or absence of the first to third signals.

[0022] The present invention also provides a method for operating a car door handle, comprising the following steps:

[0023] A. When the handle is opened normally, the actuator receives the opening signal and moves. Its output rod drives the transmission arm. At this time, the first detection mechanism obtains the first signal through the actuator. The transmission arm overcomes the first resistance mechanism and moves. The transmission groove applies the transmission rod to force the door handle to open in the opening direction.

[0024] B. When the handle is in the open position, the output lever moves to the open position. At this time, the door handle swings to the open position, and the first detection mechanism obtains the second signal through the actuator. The transmission arm and the control arm form a transmission cooperation.

[0025] C. When the door handle is unlocked, the transmission arm further actuates the control arm. The second detection mechanism obtains a third signal through the movement of the transmission arm. The control arm rotates to control the unlocking mechanism to perform unlocking. The transmission arm is actuated by further movement of the actuator or by manually pulling the door handle.

[0026] D. When the door handle is locked, the safety retaining member that is subjected to the impact force is forced to rotate and is released from the axial position constraint on the limit seat and moves axially to the locked position by the second force. The blocking part rotates to the opening stroke of the control arm, and the anti-reverse part is reset to the retaining part due to the first force, and the blocking part is kept in the stop position of the control arm.

[0027] E. When the door handle is unlocked, steps A and B are executed. The transmission arm further brakes the control arm, and the control arm applies a third force to the blocking part in the opposite direction to the second force. The anti-reverse part is axially disengaged from the holding part by the third force, thereby releasing the rotation lock. The blocking part is reset by the first force and moves away from the control arm.

[0028] Furthermore, in step E, the transmission arm and the control arm are manually actuated, and the safety retaining member is reset after disengaging from the control arm. During the process of the control arm unlocking and actuating the safety retaining member, the safety retaining member is held engaged with the control arm by a second force.

[0029] Furthermore, it also includes step X, in which a pre-hook and an elastic element for applying a second force are configured on the safety retaining member. The elastic element has a fixed end acting on the limiting seat and a free end acting on the safety retaining member. The fixed end is locked onto the safety retaining member by the pre-hook 3.4 in the unassembled state and released onto the limiting seat in the assembled state.

[0030] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0031] 1. A blocking part and a backstop part are arranged on both sides of the safety retaining member. In the initial position, the blocking part is subjected to the first force and moves away from the control arm, while the backstop part abuts against the limit seat and limits the axial position of the safety retaining member, so that the control arm can rotate and unlock normally. When subjected to an impact force, the safety retaining member rotates, the blocking part moves toward the control arm and stops the control arm from moving. At this time, the backstop part is separated from the axis limitation of the limit seat by rotation and releases the axial locking stroke. It moves axially by the second force of the elastic element. At this time, the blocking part moves closer to the control arm. Under the influence of the first force, the backstop part is locked on the retaining part, thereby keeping the safety retaining member in the current locking position and providing a reliable locking force for the control arm.

[0032] 2. In this invention, the first force that forces the safety retaining member to rotate back to its original position and the second force that forces the safety retaining member to move from the initial axial position toward the locked position both come from the elastic element, thereby simplifying the installation of the safety retaining member. Furthermore, the rotating shaft of the safety retaining member is integrally set, which further simplifies the number of parts of the inertial structure and facilitates the assembly of the inertial structure on the base.

[0033] 3. In this invention, by setting resistance mechanisms on the control arm and the transmission arm respectively, the transmission components inside the base can be prevented from being actuated by the impact force to a certain extent. Furthermore, by checking the presence or absence of the first and second signals on the actuator and the third and fourth signals on the control arm, it can be determined whether the handle is in an abnormal state due to impact, so as to facilitate the locking of the vehicle system. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0035] Figure 2 This is a schematic diagram of the internal structure of the present invention in its initial state;

[0036] Figure 3 for Figure 2 Enlarged view of point C in the middle;

[0037] Figure 4 This is a schematic diagram of the structure of the present invention in the reverse blocking state;

[0038] Figure 5 for Figure 4 Enlarged view at point D;

[0039] Figure 6 This is a schematic diagram of the structure of the elastic module of the present invention pre-installed on the safety retaining member;

[0040] Figure 7 for Figure 6 Enlarged view at point E in the middle;

[0041] Figure 8 This is a schematic diagram of the structure in the initial state of the present invention;

[0042] Figure 9 for Figure 7 Enlarged view at point F;

[0043] Figure 10 This is a schematic diagram of the control arm of the present invention;

[0044] Figure 11 This is a schematic diagram of the base and safety retaining member of the present invention;

[0045] Figure 12 This is a schematic diagram of the first detection mechanism of the present invention;

[0046] Figure 13 This is a schematic diagram of the second detection mechanism of the present invention;

[0047] Figure 14 This is a schematic diagram of another embodiment of the second force of the present invention;

[0048] Figure 15 This is a schematic diagram of the signal reception of the electronically controlled lock of the present invention;

[0049] Figure 16 This is a schematic diagram of the inertial lock of the present invention in the reset state;

[0050] In the diagram: 1. Base; 1.1. First guide seat; 1.2. Second guide seat;

[0051] 2. Limiting seat; 2.1. Baffle; 2.2. Reinforcing rib; 2.3. Guide opening;

[0052] 3. Safety retaining components; 3.1. Blocking part; 3.11. Slide groove; 3.2. Anti-reverse part; 3.21. First locking surface; 3.22. Second locking surface; 3.3. Rotating shaft; 3.4. Pre-hook; 3.5. Counterweight;

[0053] 4. Holding part; 4.1. Locking notch;

[0054] 5. Elastic element; 5.1. Spring body; 5.2. Free end; 5.3. Fixed end;

[0055] 6. Control arm; 6.1. Stop mating part; 6.2. Cable; 6.3. Pressure-bearing part;

[0056] 7. Transmission arm; 7.1 Transmission groove; 7.2 Gear; 7.3 Pressure application part;

[0057] 8. Actuator; 8.1. Output rod; 8.2. First protrusion; 8.3. Second protrusion;

[0058] 9. First resistance mechanism; 9.1. Resistance gear;

[0059] 10. Second resistance mechanism; 10.1. Second torsion spring; 10.2. Damping strip;

[0060] 11. First detection mechanism; 11.1 First spring; 11.2 First signal; 11.3 Second signal;

[0061] 12. Second detection mechanism; 12.1. Second spring; 12.2. Third signal; 12.3. Fourth signal;

[0062] 13. Handle body; 13.1. Transmission rod; 14. Electric lock; 15. Spring; 16. Counterweight; Detailed Implementation

[0063] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0064] It should be understood that although the terms upper, middle, lower, top, one end, etc., appear in this document to describe various elements, these elements are not limited by these terms. These terms are only used to distinguish the elements from each other for ease of understanding, and are not used to define any directional or sequential restrictions.

[0065] like Figure 1-16 As shown, an irreversible safety device includes:

[0066] Base 1, with a handle body 13 rotatably provided inside the base 1;

[0067] The control arm 6 has a rotation axis B, and the control arm 6 is limited on one side within the base 1 and constrained to rotate toward the unlocking direction on the other side. The control arm 6 is connected to the unlocking member to serve as a lockable component stopped by the safety retaining member 3.

[0068] The safety retaining member 3 has a rotation axis A and has an initial state and a locking state that is activated upon impact, depending on the vehicle condition. The safety retaining member 3 is provided with a blocking part 3.1 and a backstop part 3.2, which are arranged on both sides of the safety retaining member 3 about axis A. When subjected to an impact, the blocking part 3.1 rotates with the safety retaining member 3 and stops with the control arm 6, and the backstop part 3.2 rotates with the safety retaining member 3 and locks with the retaining part 4 on the limit seat 2. The locking force between the backstop part 3.2 and the limit seat 2 keeps the safety retaining member 3 and its blocking part 3.1 locked with the control arm 6.

[0069] The elastic element 5 is disposed on the safety retaining member 3 and provides the safety retaining member 3 with a first force and a second force. The first force forces the safety retaining member 3 to disengage from the control arm 6, and the second force forces the safety retaining member 3 to move axially toward the limiting seat 2.

[0070] The limiting seat 2 is mounted on the base 1 and serves as the mounting position for the inertial structure. In the initial state, the blocking part 3.1 bears the first force and maintains the unlocked posture of the control arm 6, while the anti-reverse part 3.2 bears the second force and is abutted against the inner surface of the limiting seat 2.

[0071] The retaining part 4 is formed outside the inner surface of the limiting seat 2, and when the safety retaining member 3 rotates under the impact force, it allows the anti-reverse part 3.2 to move axially after rotation, thereby maintaining a locking engagement with the anti-reverse part 3.2. At this time, the safety retaining member 3 is still subjected to the second force and axially abuts against the limiting seat 2 and the retaining part 4, and is locked in the retaining part 4 under the influence of the first force. Thus, the safety retaining member 3 can be held in a position of rotating one stroke, so that the blocking part 3.1 is always kept in the unlocking stroke of the control arm, thereby preventing the control arm from reaching the unlocking position and applying a stable stop to the control arm 6.

[0072] In this way, the safety retaining component 3 can be kept in the locked state, thereby avoiding the failure or untimely action of the safety retaining component 3 in the event of multiple impacts, and ensuring the safety of the people inside the vehicle.

[0073] like Figure 4 As shown, in this embodiment, the axis A of the safety retaining member 3 is perpendicular to the axis B of the control arm 6. Of course, depending on the different types of handles and the working mode of the control arm 6, the axis A of the safety retaining member 3 and the axis B of the control arm 6 can also be arranged in other ways, such as parallel, as long as the rotation of the safety retaining member 3 can be stopped and interfered with within the rotation stroke of the control arm 6.

[0074] As a further explanation of the locking function of the anti-reverse part 3.2, the locking of the anti-reverse part 3.2 is achieved by the axial movement of the safety retaining member 3. This axial movement specifically refers to the movement towards the control arm 6. Thus, the safety retaining member 3 has an initial position corresponding to the initial state and a locking position corresponding to the locking state. The driving force that drives it to move from the initial position to the locking position is mainly provided by the elastic member 5. Of course, in some cases, an external impact force can also apply an axial force to the safety retaining member 3, enabling the safety retaining member 3 to quickly reach the locking position. Under the support of this instantaneous impact force, the locking effect of the anti-reverse part 3.2 on the control arm 6 is enhanced.

[0075] Specifically, the anti-reverse part 3.2 extends toward the inner surface of the limiting seat 2 about axis A. In the initial position, the anti-reverse part 3.2 and the elastic member 5 together restrict the axial position of the safety retaining member 3 in the limiting seat 2, so that the safety retaining member 3 has a stable initial position. The anti-reverse part 3.2 that abuts against the limiting seat 2 is spaced out by an axial space, thereby forming a locking action stroke L in the axial direction of the safety retaining member 3. When subjected to an impact force, the anti-reverse part 3.2 rotates and disengages from the axial limit of the limiting seat 2, so that the locking action stroke L is released, thereby allowing the safety retaining member 3 to move axially. That is, the anti-reverse part 3.2 and the retaining part 4 form a stop, and the blocking part 3.1 is kept in the locked position that interferes with the control arm 6.

[0076] like Figure 5 and Figures 7 to 9 As shown, as a further embodiment of the cooperation between the anti-reverse part 3.2 and the base 1, the anti-reverse part 3.2 has a first locking surface 3.21 facing the unlocking rotation direction and a second locking surface 3.22 facing the axis A; the limiting seat 2 is provided with a baffle 2.1 facing the safety retaining member 3, and the baffle 2.1 has a locking notch 4.1 reserved to allow the anti-reverse part 3.2 to move axially. The retaining part 4 is specifically formed on the boundary of the locking notch 4.1. The baffle 2.1 and the base 1 form an axial space that constrains the safety retaining member 3 in the initial position. The locking notch 4.1 forms a locking space that allows the safety retaining member 3 to move axially to the locking position. When subjected to impact force, the anti-reverse part 3.2 is forced to rotate and align with the locking notch 4.1 by the rotation of the safety retaining member 3. Under the axial push-out action of the second force, the anti-reverse part 3.2 enters the locking notch 4.1.

[0077] In the initial position, the second locking surface 3.22 abuts against the baffle 2.1. When subjected to an impact force, the safety retaining member 3 is forced to rotate, and the anti-reverse part 3.2 rotates and aligns with the locking notch 4.1 under the influence of the impact force. The second locking surface 3.22 performs the locking action stroke L under the guidance of the second force and enters the locking notch 4.1. Under the guidance of the first force, it abuts against the locking notch 4.1 and remains in the limit position, thereby constraining the anti-reverse part 3.2 to remain in the locked state. The remaining surface of the root of the anti-reverse part 3.2 adheres to the baffle 2.1 under the guidance of the second force. At this time, the locking action stroke L is consumed, ensuring that the safety retaining member 3 provides stable and reliable locking to the control arm 6.

[0078] In the above embodiment, the baffle 2.1 is formed by a wall surface formed on the limiting seat 2, and the pivot 3.3 of the safety retaining member 3 is also supported on one side of the baffle 2.1. In order to maintain the reliability of the baffle 2.1 in relation to the anti-reverse part 3.2, a reinforcing rib 2.2 is provided on the back of the baffle 2.1 corresponding to the locking notch 4.1 to prevent the anti-reverse part 3.2 from disengaging from the locking notch 4.1 due to the deformation of the baffle 2.1.

[0079] In summary, the blocking part 3.1 and the anti-reverse part 3.2 are kept in the locked state by the first force and the second force. At the same time, the first force and the second force also keep the safety holding member 3 in the initial state. The rotation caused by the impact force realizes the switching from the initial state to the locked state.

[0080] It should be noted that the direction of rotation of the impact force on the safety retaining member 3 is opposite to the direction of rotation of the first force on the safety retaining member 3.

[0081] like Figure 16As shown, in one embodiment of the safety retaining member 3 being released from its locked state, the car door needs to be unlocked after the impact force is applied; otherwise, the occupants may be trapped inside, posing a safety hazard. Therefore, in this embodiment, the unlocking force is provided by the control arm 6. The operator manually pulls the outer handle, and the control arm 6 pushes the safety retaining member 3 away from the locked position and back to its initial position with a third force. At this time, the anti-reverse part 3.2 is retracted to its initial axial position. When the control arm returns to its original position, it disengages from the safety retaining member. Under the influence of the first force, the safety retaining member 3 rotates in the opposite direction and returns to its initial position, causing the anti-reverse part 3.2 to disengage from the retaining part 4 and abut against the axial stop 2.1 of the limiting seat 2. At this time, the blocking part 3.1 rotates under the first force and disengages from the control arm 6, returning to its initial position limited to the limiting seat 2.

[0082] It is worth mentioning that during the process of the control arm unlocking the safety retaining member, the safety retaining member and the control arm remain engaged by the second force. Therefore, even if the control arm is actuated when it receives a secondary impact force, the safety retaining member will not be unlocked.

[0083] Furthermore, the first locking surface 3.21 abuts against the retaining wall 2.1 of the limiting seat 2 and constrains the axial position of the safety retaining member 3, and the first locking surface 3.21 disengages from the limiting seat 2 due to the impact force. In order to improve the smoothness of the response of the safety retaining member 3, the first locking surface 3.21 can be selected as an arc surface that tapers inward from both sides to reduce friction with the retaining wall 2.1, so that the safety retaining member 3 can smoothly switch between the locked position and the initial position.

[0084] like Figures 5 to 10 As shown, as a further embodiment of the cooperation between the control arm 6 and the safety retaining member 3, a stop engagement part 6.1 is provided at the bottom of the control arm 6. The stop engagement part 6.1 and the blocking part 3.1 are initially far apart, and when subjected to an impact force, the blocking part 3.1 rotates into the unlocking stroke of the stop engagement part 6.1, thereby preventing the control arm 6 from performing the unlocking action.

[0085] Preferably, the stop fitting is located at the bottom of the control arm, thereby further reducing the size of the base.

[0086] Preferably, the safety retaining member 3 rotates before the control arm 6 rotates and holds the control arm 6 in its initial position.

[0087] Alternatively, the blocking part 3.1 is spaced apart from the stop fitting part 6.1 in the height direction in the initial position. It rotates synchronously to the stop fitting part 6.1 by the rotation of the safety retaining member 3 caused by the first force, and abuts against the stop fitting part 6.1 by the axial movement of the safety retaining member 3 caused by the second force.

[0088] Specifically, based on the fact that the axis B of the control arm 6 is perpendicular to the axis A of the safety retaining member 3, the stop fitting part 6.1 and the blocking part 3.1 are set to have parallel end faces, so that when the locking position is reached, the stop fitting part 6.1 and the blocking part 3.1 fit together in a face-to-face manner, thereby improving the locking stability of the safety retaining member 3 on the control arm 6.

[0089] As an example, in the initial position, the blocking part 3.1 is located below the stop fitting part 6.1 to prevent the normal unlocking action of the control lever. Furthermore, the upper surface of the blocking part 3.1 is close to the lower surface of the stop fitting part 6.1, and the two are approximately parallel to each other, so that when subjected to impact force, the rotation of the safety retaining member 3 can quickly stop the control lever.

[0090] In the locked state, the safety retaining member 3 is subjected to a third force about axis A away from the stop engagement part 6.1 by means of the stop engagement part 6.1. The anti-reverse part 3.2 is disengaged from the base 1 by the third force, and the first force is allowed to force the anti-reverse part 3.2 to rotate to the initial state.

[0091] In other embodiments, the safety retaining member 3 or the control arm 6 has an abutting protrusion on its opposite surface. The abutting protrusion is specifically an arc-shaped protrusion, which is intended to reduce the rotational resistance when the blocking part 3.1 and the stop mating part 6.1 are in contact.

[0092] In this embodiment, to improve the response efficiency and stopping effect of the blocking part 3.1 to the stop engagement part 6.1, the blocking part 3.1 extends toward the rotation center of the control arm 6, and the stop engagement part 6.1 extends on the side of the control arm 6 located at its rotation center. The unlocking member is specifically connected to the end of the control arm 6 away from its rotation center. Through the above improvements, it is beneficial to improve the stopping effect and response efficiency of the safety holding member 3 to the control arm 6, and the safety holding member 3 can be easily unlocked by the control arm 6 in a safe state.

[0093] like Figure 3 As shown, as an improvement to the safety retaining member 3, the safety retaining member 3 has an integrally formed rotating shaft 3.3. The safety retaining member 3 is axially movable in the limiting seat 2 via the rotating shaft 3.3. By integrally setting the rotating shaft 3.3 with the safety retaining member 3, the number of parts of the safety retaining member 3 and the movement caused by the assembly gap are reduced.

[0094] Specifically, to facilitate the safe installation of component 3 within the limiting seat 2, the limiting seat 2 and / or the rotating shaft 3.3 are provided with a guide port 2.3, which is open to the outside.

[0095] In the above embodiment, the elastic element 5 specifically includes a spring body 5.1, and a fixed end 5.3 and a free end 5.2 extending at both ends of the spring body 5.1. The fixed end 5.3 abuts against the base 1, the free end 5.2 abuts against the safety retaining member 3 and applies a first force, and the spring body 5.1 abuts against the safety retaining member 3 and applies a second force. The second force is mainly provided by the spacing between the spring coils constituting the spring body 5.1.

[0096] In this embodiment, the spring body 5.1 is sleeved on the safety retaining member 3, the elastic element 5 provides a first force and a second force in the form of a torsion spring, and the free end 5.2 is specifically pressed against the blocking part 3.1, thereby optimizing the stopping effect on the control arm 6.

[0097] In order to accommodate the axial movement of the safety retaining member 3, a groove 3.11 is provided on the blocking part 3.1 for the free end 5.2 to slide on it.

[0098] As an improvement to the safety retaining component 3, the safety retaining component is provided with a pre-hook 3.4 for the fixed end to be locked onto it. The pre-hook 3.4 is L-shaped, and one end of the pre-hook 3.4 is open for the fixed end to be inserted, and the open end is set directly opposite the slide groove. In the unassembled state, the fixed end is locked onto the safety retaining component by the pre-hook 3.4, and in the assembled state, it is released to the limit seat. Thus, the safety retaining component, the counterweight and the elastic element can be installed in a modular manner, and the elastic element can be integrated into the safety retaining component, which facilitates the packaging and transportation of the safety retaining component.

[0099] like Figure 14 As shown, in some other embodiments, the elastic member 5 also includes a separately provided spring 15, which directly abuts against the axial end of the safety retaining member 3 away from the blocking part 3.1 and the anti-reverse part 3.2, and applies a second force to the safety retaining member 3. Alternatively, the spring only needs to provide a second force to allow the safety retaining member 3 to move axially toward the locking position. The difference is that the integrated elastic member 5 further reduces the assembly gap and the gap in the movement of the safety retaining member 3.

[0100] like Figures 1 to 3 As shown, the present invention also provides a car door handle, including the aforementioned irreversible safety device, including a base 1, a transmission arm 7 and a control arm 6 rotatably disposed within the base 1, and an actuator 8 for driving the transmission arm 7. An unlocking mechanism 6.2 is connected to the control arm 6. A transmission groove 7.1 is provided on the transmission arm 7. The car door handle has a transmission rod 13.1 extending into the transmission groove 7.1. The transmission arm 7 applies force to a rotation center near the control arm 6. The end of the transmission rod 13.1 is spherical so that the transmission groove 7.1 presses against the transmission rod 13.1 and drives the handle body 13 to swing out.

[0101] Specifically, a first resistance mechanism 9 is provided at the rotation center of the transmission arm 7 and the control arm 6, and a second resistance mechanism 10 is provided near the rotation center of the transmission arm 7. The first resistance mechanism 9 includes a first torsion spring 9.1 provided at the rotation center of the transmission arm 7, and the second resistance mechanism 10 includes a second torsion spring 10.1 provided at the rotation center of the control arm 6. The first torsion spring 9.1 and the second torsion spring 10.1 provide the transmission arm 7 and the control arm 6 with a force opposite to the unlocking and opening direction. At the same time, the first torsion spring 9.1 and the second torsion spring 10.1 also prevent the transmission arm 7 and the control arm 6 inside the base 1 from moving when subjected to impact force, thereby improving the stability and reliability of the door handle and the transmission components inside the base 1.

[0102] Furthermore, from Figure 10 and Figure 11 As can be seen, the first resistance mechanism 9 also includes a tooth 7.2 located on one side of the unlocking part of the control arm, and a resistance gear 9.2 meshing with the tooth 7.2. During the opening stroke of the control arm, the tooth 7.2 and the resistance gear 9.2 remain meshed, thereby providing the user with an opening feel while further improving the reliability of the control arm, so that the instantaneous impact force also needs to overcome the resistance from the tooth 7.2 and the resistance gear 9.2.

[0103] Through the above improvements, the control arm 6 and the transmission arm 7 are equipped with resistance mechanisms that can prevent the door handle from being forced open under the influence of impact force, thereby improving the safety of the door handle.

[0104] In this embodiment, it is hoped that by optimizing the spatial arrangement of the control arm 6 and the transmission arm 7, the normal unlocking of the door handle and the effect of resisting impact forces to prevent abnormal unlocking of the door handle can be further optimized.

[0105] Specifically, the control arm 6 and the transmission arm 7 are arranged adjacent to each other, and both have a rotating part and a bearing part located at their ends. Furthermore, the rotating part and the bearing part on the control arm 6 and the transmission arm 7 are arranged opposite to each other.

[0106] As an example, for the transmission arm 7, its rotating part is located at the lower end and connected to the first resistance mechanism 9, its bearing part is located at the upper end, and the output rod 8.1 of the actuator 8 acts on the bearing part. The transmission groove 7.1 is located in the middle of the transmission arm 7, and the transmission groove 7.1 is provided with a pressure part 7.3 for pressing and driving the control arm 6 away from the rotating part.

[0107] As an example, for control arm 6, its rotating part is located at the middle end and is connected to the second resistance mechanism 10.

[0108] Its rotating part also cooperates with the safety retaining member 3 through the stop fitting part 6.1. Its bearing part is located at the upper end, the teeth are arranged at the lower end of the control arm, and both the upper and lower ends of the control arm are connected to the cable. The cable at the lower end of the control arm is connected to the unlocking mechanism.

[0109] Among them, the control arm 6 has a pressure-receiving part 6.3 on the side near its rotating part. The pressure-applying part 7.3 applies force to the pressure-receiving part 6.3 to realize the transmission between the actuator 8, the transmission arm 7 and the control arm 6. Through the above-mentioned improvements, the lever arm of the control arm 6 and the transmission arm 7 during normal opening and unlocking is increased, and the lever arm that is forced to perform the unlocking and opening action by impact force is relatively reduced. Under the cooperative action of the first resistance mechanism 9 and the second resistance mechanism 10, the safety of the door handle is ensured.

[0110] like Figure 2 and Figure 11 As shown, the second resistance mechanism 10 further includes a damping strip disposed between the control arm and the base, and the damping strip 10.2 is extended along the unlocking trajectory of the control arm 6, thereby improving the impact resistance of the control arm 6. At the same time, the resistance of the second resistance mechanism 10 ensures that the safety retaining member 3 performs the locking action before the control arm 6.

[0111] Furthermore, damping strips are arranged on both sides of the rotation center of the control arm to optimize the damping effect. At the same time, the cables located on the control arm also optimize the damping effect to reduce the forced movement of the control arm under impact.

[0112] In other embodiments, to prevent the transmission components within the base 1 from shifting position when subjected to impact forces, a retaining structure is also provided on the base 1. Figure 2 As can be seen, the retaining structure includes a first guide seat 1.1 and a second guide seat 1.2 disposed in the base 1 row. The first guide seat 1.1 covers the output rod 8.1 of the actuator 8 and allows the output rod 8.1 to perform translational movements. The second guide seat 1.2 covers the bearing part of the transmission arm 7 and allows the bearing part to rotate with the transmission part. Thus, while ensuring the axial position of the output rod 8.1 and the transmission arm 7, the movement of the output rod 8.1 and the transmission arm 7 is guided.

[0113] like Figure 12 and Figure 13 As shown, the base 1 is further provided with a first detection mechanism 11 for detecting the actuator 8. The first detection mechanism 11 outputs a first signal 11.2 and a second signal 11.3 according to whether the actuator 8 is in the initial state or the open state. The base 1 is also provided with a second detection mechanism 12 for detecting the transmission arm 7. The second detection mechanism 12 outputs at least a third signal 12.2 according to whether the transmission arm 7 is in the open state or the unlocked state.

[0114] In this embodiment, the presence or absence of the first signal 11.2 determines whether the output rod 8.1 is in an active state; the presence or absence of the second signal 11.3 determines whether the output rod 8.1 is fully opened; and the presence or absence of the third signal 12.2 determines that the transmission arm 7 is driving the control arm 6 to perform the unlocking action.

[0115] In other embodiments, the second detection mechanism 12 may also detect the position of the transmission arm 7 to obtain a fourth signal 12.3, so as to further determine whether the transmission arm has reached the unlocking position. The presence or absence of the fourth signal 12.3 determines that the further action of the transmission arm 7 will unlock the device.

[0116] Preferably, the presence or absence of the first to third signals determines whether the handle body 13 is in a normal open state or an emergency state.

[0117] In other embodiments, the door also includes an electronic lock 14, which is configured to unlock the door in response to the first to fourth signals 12.3, and lock the door in the absence of the third signal 12.1, or in the absence of either the third signal 12.1 or the fourth signal 12.2, to ensure that the door can be opened under normal operation.

[0118] like Figure 12 As shown, as one method of acquiring the first signal 11.2 and the second signal 11.3, the first detection mechanism 11 is provided with two first spring pieces 11.1 arranged in parallel, and the output rod 8.1 is provided with a first protrusion 8.2 and a second protrusion 8.3 arranged in parallel. The first protrusion 8.2 is longer than the second protrusion 8.3 and is closer to the first spring piece 11.1 than the second protrusion 8.3. The distance between the second protrusion 8.3 and the first spring piece 11.1 constitutes the output position stroke of the output rod 8.1. At this time, the handle body 13 is in the swing open state. That is, in the closed state of the handle body 13, the first protrusion 8.2 and the second protrusion 8.3 are spaced apart from the first spring piece 11.1. When the output rod 8.1 is started, the first protrusion 8.2 contacts the first spring piece 11.1 to obtain the first signal 11.2, indicating that the handle body 13 is in the open state. When the second protrusion 8.3 contacts the second spring piece 12.1 to obtain the second signal 11.3, indicating that the handle body 13 swings open to the position.

[0119] like Figure 13As shown, as one way to acquire the third signal 12.2 and the fourth signal 12.3, the second detection mechanism 12 is provided with a second spring 12.1. The second spring 12.1 has at least two position states that can be triggered sequentially with respect to the movement stroke of the transmission arm 7. The bearing part of the transmission arm 7 is arc-shaped, and the end of its bearing part serves as a sensing end that contacts the second spring 12.1 to trigger the third signal 12.2 or the fourth signal 12.3. When the transmission arm 7 contacts the second spring 12.1 once, the third signal 12.2 is obtained, indicating that the handle body 13 swings open to the position and is performing the unlocking action. When the transmission arm 7 further triggers the second spring 12.1, the fourth signal 12.3 is obtained, indicating that the transmission arm 7 reaches the unlocking position of the actuation control arm 6, at which time the door is unlocked.

[0120] As one interpretation of the third and fourth signals, the third and fourth signals can be distinguished by the signal strength of the second detection mechanism, that is, the stroke of the second spring piece actuated by the transmission arm.

[0121] like Figure 15 As shown, in some other embodiments, the door also includes an electronic lock 14, which is configured to unlock the door by accepting the first to fourth signals 12.3. Specifically, the electronic lock 14 obtains an opening signal by controlling the rotation of the control arm 6, and locks the door when any of the third to fourth signals 12.3 is missing, so as to ensure that the door can be opened under normal operation.

[0122] The present invention also provides a method for operating a car door handle, comprising the following steps:

[0123] A. When the handle is opened normally, the actuator 8 receives the opening signal and actuates. The output rod 8.1 on it drives the transmission arm 7. At this time, the first detection mechanism 11 is activated through the actuator 8. The first protrusion 8.2 contacts the first spring 11.1 and obtains the first signal 11.2. The transmission arm 7 overcomes the first resistance mechanism 9 through the actuation force of the actuator 8. The transmission groove 7.1 applies the transmission rod 13.1 to force the door handle to open in the opening direction.

[0124] B. When the handle is fully extended, the output lever 8.1 moves to the open position. At this time, the door handle swings to the open position. The first detection mechanism 11 moves further through the actuator 8. The second protrusion 8.3 contacts the first spring 11.1 and obtains the second signal 11.3. The transmission arm 7 is actuated to the open position of the corresponding handle body 13. The second detection mechanism 12 moves through the transmission arm 7 and touches the second spring 12.1 once, thereby obtaining the third signal. At this time, the transmission arm 7 and the control arm 6 form a transmission engagement.

[0125] C. When the handle body 13 is unlocked, the transmission arm 7 further actuates the control arm 6, and the control arm 6 rotates to control the unlocking mechanism 6.2 to perform unlocking. The second detection mechanism 12 is activated by the action of the transmission arm 7 and further touches the second spring 12.1 to obtain the fourth signal. The unlocking action of the transmission arm 7 can be further actuated by the actuator 8 or manually pulled by the door handle to provide actuation force.

[0126] D. When the door handle is locked, the safety retaining member 3, which is subjected to the impact force, is forced to rotate. The anti-reverse part 3.2 rotates relative to the baffle 2.1 and is released from the axial position constraint on the limit seat 2, and moves axially to the locked position by the second force. The blocking part 3.1 rotates to the opening stroke of the control arm 6 and moves axially relative to the stop mating part 6.1 of the control arm 6. The anti-reverse part 3.2 abuts against the retaining part 4 due to the first force and maintains the stop position of the blocking part 3.1 against the control arm 6.

[0127] E. Inertial unlocking: Execute steps A and B. The transmission arm 7 further actuates the control arm 6. The control arm 6 applies a third force to the blocking part 3.1, which is opposite to the second force. The anti-reverse part 3.2 axially disengages from the holding part 4 through the third force, thereby releasing the rotation lock. Under the influence of the first force, the blocking part 3.1 and the anti-reverse part 3.2 reset and move away from the control arm 6. At this time, the anti-reverse part 3.2 abuts against the stop wall 2.1 of the limit seat 2 again, and the axial position of the safety holding member 3 is constrained within the limit seat 2 again.

[0128] In step E, the transmission arm and the control arm are manually actuated, and the blocking part of the safety retaining member is disengaged from the control arm and reset. During the process of the control arm unlocking and actuating the safety retaining member, the safety retaining member is held engaged with the control arm by a second force.

[0129] It also includes step X, in which a pre-hook 3.4 and an elastic element for applying a second force are configured on the safety retaining member. The elastic element has a fixed end acting on the limit seat and a free end acting on the safety retaining member. The fixed end is locked onto the safety retaining member by the pre-hook 3.4 in the unassembled state and released onto the limit seat in the assembled state.

[0130] It is worth mentioning that when the control arm 6 is actuated by the impact force, both the first detection mechanism 11 and the second detection mechanism 12 lose signals. The vehicle system can determine that the vehicle is in an abnormal unlocking action and can control the electronic lock 14 to lock the door.

[0131] This specific embodiment is merely an explanation of the present invention and is not intended to limit the invention. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but such modifications are protected by patent law as long as they are within the scope of the claims of the present invention.

Claims

1. An irreversible safety device, characterized in that: A limiting seat (2) is provided, and a safety retaining member (3) movable along its axis of rotation (3.3) is constrained within the limiting seat (2); Safety retaining member (3), the safety retaining member (3) axially abuts against the limiting seat (2) and is spaced out by an axial locking action stroke, and the safety retaining member (3) rotates and releases the locking action stroke under impact force, so that it moves axially and engages with the rotating limiting seat to reach the locking position. The safety retaining member is restricted from rotating in the locking position, and engages the component to be locked and prevents the action. The elastic element (5) is used to apply a first force to drive the safety retaining member (3) to rotate in the reset position and a second force to drive the safety retaining member (3) to move axially toward the locking position. In the locking position, the safety retaining member (3) is forced to rotate and abut against the limiting seat (2) to overcome the first force and bear the second force to remain in the locking position. The safety retaining member (3) is manually actuated by the locking component to axially disengage from the locking position, and after disengaging from the locking component, it rotates to an unlocked state away from the locking component and the locking position by a first force.

2. The irreversible safety device as described in claim 1, characterized in that: The elastic element (5) includes an integrally formed spring body (5.1), and a free end (5.2) and a fixed end (5.3) formed on the spring body (5.1). The free end (5.2) applies pressure to the safety retaining member (3) and provides a first force, while the spring body (5.1) applies pressure to the safety retaining member (3) and provides a second force.

3. An irreversible safety device as described in claim 2, characterized in that: The rotating shaft is integrally formed on the safety retaining member (3), and the safety retaining member (3) is provided with a pre-hook (3.4) for the fixed end to be locked on it. The safety retaining member (3) is provided with a counterweight block, and the limiting seat (2) is provided with a slide groove (3.11) for receiving the fixed end. One end of the pre-hook (3.4) is open for the fixed end to be inserted, and the open end is set directly opposite the slide groove.

4. An irreversible safety device as described in claim 1, characterized in that: The safety retaining member (3) is provided with a first locking surface (3.21) facing the limiting seat (2) and a second locking surface (3.22) arranged with respect to the rotation direction. The first locking surface (3.21) abuts against the limiting seat (2) and constrains the axial position of the safety retaining member (3). The first locking surface (3.21) rotates away from the limiting seat (2) due to the impact force, and the second locking surface (3.22) is allowed to bear the first force and remain in the locked position.

5. An irreversible safety device as described in claim 1, characterized in that: The axis of the safety retaining member (3) is arranged parallel to the door and perpendicular to the rotation axis of the component to be locked.

6. A car door handle, comprising the irreversible safety device of any one of claims 1 to 5, characterized in that: The device includes a base (1), a transmission arm (7) and a control arm (6) rotatably disposed within the base (1), and an actuator (8) for driving the transmission arm (7). The control arm (6) is connected to an unlocking mechanism (6.2). The transmission arm (7) has a transmission groove (7.1). The door handle has a transmission rod (13.1) extending into the transmission groove (7.1). The transmission arm (7) applies force to a rotation center near the control arm (6). A first resistance mechanism (9) is provided at the rotation center of the transmission arm (7) and the control arm (6). A second resistance mechanism (10) is provided near the rotation center of the transmission arm (7).

7. A door handle as described in claim 6, characterized in that: The base (1) is provided with a first detection mechanism (11) for detecting the actuator (8). The first detection mechanism (11) outputs a first signal (11.2) and a second signal (11.3) according to whether the actuator (8) is in the initial state or the open state. The base (1) is also provided with a second detection mechanism (12) for detecting the transmission arm (7). The second detection mechanism (12) outputs a third signal (12.2) according to whether the transmission arm (7) is in the open state or the unlocked state, so as to determine whether the handle body (13) is in the normal open state or the emergency state by the presence or absence of the first to third signals (12.2).

8. A method for operating a car door handle, applied to the car door handle of claim 6, characterized in that, Includes the following steps: A. When the handle is opened normally, the actuator (8) receives the opening signal and moves, and the output rod (8.1) on it drives the transmission arm (7). The transmission arm (7) overcomes the first resistance mechanism (9) and moves. The transmission groove (7.1) applies the transmission rod (13.1) to force the door handle to open in the opening direction. B. When the handle is in place, the output lever (8.1) moves to the open position. At this time, the door handle swings to the open position, and the transmission arm (7) and the control arm (6) form a transmission engagement. C. The handle body (13) is unlocked, the transmission arm (7) further actuates the control arm (6), the control arm (6) rotates to control the unlocking mechanism (6.2) to perform unlocking, the transmission arm (7) is actuated by the further action of the actuator (8), or by manually pulling the door handle; D. When the door handle is locked, the safety retaining member (3) that is subjected to the impact force is forced to rotate and is released from the axial position constraint on the limit seat (2) and moves axially to the locked position by the second force. The safety retaining member (3) rotates to the opening stroke of the control arm (6). The safety retaining member (3) is reset to the retaining part (4) due to the first force and maintains the stop position of the safety retaining member (3) on the control arm (6). E. The door handle is unlocked. Steps A and B are executed. The transmission arm (7) further actuates the control arm (6). The control arm (6) applies a third force to the safety retaining member (3) in the opposite direction to the second force. The safety retaining member (3) is axially disengaged from the limit seat by the third force, thereby releasing the rotation lock. The safety retaining member (3) is reset by the first force and moves away from the control arm (6).

9. The method for operating a car door handle as described in claim 8, characterized in that: In step E, the transmission arm and the control arm are manually actuated, and the safety retaining member is reset after disengaging from the control arm. During the process of the control arm unlocking and actuating the safety retaining member, the safety retaining member is held engaged with the control arm by a second force.

10. The method for operating a car door handle as described in claim 8, characterized in that: It also includes step X, in which a pre-hook (3.4) and an elastic element for applying a second force are configured on the safety retaining member. The elastic element has a fixed end acting on the limit seat and a free end acting on the safety retaining member. The fixed end is locked onto the safety retaining member by the pre-hook (3.4) in the unassembled state and released onto the limit seat in the assembled state.

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