A motor vehicle door lock

Abstract

The application relates to the technical field of automobile lock, and provides an automobile door lock, which realizes basic locking and unlocking functions, integrates multiple intelligent functions such as signal triggering, suction breaking and ice breaking through ingenious structure design, the signal triggering mechanism can feed back the door lock state in real time, the suction breaking mechanism allows to rapidly interrupt self-suction locking in an emergency, and the ice breaking mechanism effectively solves the problem that the door lock cannot normally work in a low-temperature frozen environment. The automobile door lock enriches the use scene of the door lock, improves the intelligent level, enables the door lock to intelligently respond according to the vehicle state and passenger demand, brings more convenient and safe use experience for users, is compact in structure, reasonable in layout, saves space, reduces the manufacturing cost and the maintenance difficulty, and lays a solid foundation for the wide application of the door lock.

Description

Technical Field

[0001] This invention relates to the field of automotive lock technology, and in particular to an automotive door lock. Background Technology

[0002] With the continuous advancement of automotive intelligence and electrification, car door locks, as one of the key components of a vehicle, are also undergoing a transformation from traditional mechanical to electronic control. This transformation not only brings improvements in comfort and convenience in use, but also places higher demands on the security of door lock systems.

[0003] Based on traditional car door locks, self-closing side door locks are increasingly used in passenger vehicles due to their unique automatic closing function. Self-closing door locks improve the comfort and convenience of the door closing process by reducing manual operation by passengers. However, while bringing convenience, the self-closing function also introduces new security risks. Especially when the door lock is in a half-locked state, there is a gap between the car door and the door frame, posing a risk of fingers or clothing getting caught during the self-closing process. Therefore, designing a door lock mechanism that can unconditionally interrupt the self-closing process in an emergency has become an important technological direction for improving the security of car door locks.

[0004] Furthermore, with the development of vehicle intelligence and electrification, users have placed higher demands on the functionality and security of car door locks. Especially in cold winters, door locks and surrounding areas are prone to freezing, making the doors difficult to open. This problem not only inconveniences users but can also pose safety hazards. Traditional car door locks typically require external force to break the ice under freezing conditions, which can easily damage the door and lock body, and may also cause personal injury due to improper operation.

[0005] Most existing car door locks use mechanical or electric locking methods, but these methods are often ineffective in dealing with icy conditions. While some products attempt to address this issue by adding ice-breaking components, these products often suffer from complex structural designs, poor linkage, and instability, resulting in poor ice-breaking performance and even affecting the normal use of the door lock. Furthermore, the ice-breaking process of some products is complex and inconvenient to operate, failing to meet users' actual needs.

[0006] Therefore, developing a car door lock structure that is simple in structure, easy to operate, highly stable, and secure has become a technical challenge that the industry urgently needs to solve. Summary of the Invention

[0007] In view of this, the present invention aims to propose an automotive door lock that meets users' higher requirements for the functionality and security of automotive door locks. By integrating a signal triggering mechanism, a suction interruption mechanism, and an ice-breaking mechanism, it effectively solves the safety risks during the self-priming process and the problem of opening the door under icy conditions, thus promoting the further development of automotive door lock technology.

[0008] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0009] A car door lock, comprising:

[0010] The pawl assembly is rotatable, and when it rotates, it disengages from the latch or presses against the latch depending on the direction of rotation, thus forming an unlocked state, a half-locked state, and a fully locked state.

[0011] The ratchet assembly is rotary, and when rotated, it can push the pawl assembly and the locking tongue to lock themselves in place.

[0012] The signal triggering mechanism includes a first signal switch and a signal triggering rod. The first signal switch is fixedly mounted on the housing and connected to the body controller. The signal triggering rod is disengaged from the first signal switch only when the door lock is in the fully locked state under the action of the rotating shaft device, the torsion spring device, the pawl assembly and the ratchet assembly. The first signal switch performs signal switching. The torsion spring device is located on the side of the signal triggering rod close to the first signal switch and rotates the end of the rod along the rotating shaft device toward the side away from the first signal switch.

[0013] The engagement interruption mechanism includes a self-engaging push rod and a release linkage rod. Under the action of the first driving device, the self-engaging push rod can drive the ratchet assembly to rotate and perform the self-engaging locking function. Under the action of the interruption assembly, the release linkage rod can drive the self-engaging interruption link to slide. During the sliding process, the self-engaging interruption link disengages the self-engaging push rod from the ratchet assembly, thereby realizing the self-engaging interruption.

[0014] An ice-breaking mechanism includes an ice-breaking guide rod and an ice-breaking push rod. The ice-breaking guide rod can be driven by a release linkage to move toward the side closer to the ratchet assembly. Under the driving action of a first driving device, the ice-breaking push rod can push the ratchet assembly to rotate and perform the ice-breaking function under the guiding and limiting action of the ice-breaking guide rod.

[0015] Furthermore, the first driving device includes a first driving motor, a first transmission mechanism, and a sector-shaped transmission gear. The self-priming push rod is hinged and fixed to the sector-shaped transmission gear on the side away from the sector meshing. The sector-shaped transmission gear rotates under the driving action of the first driving motor and the first transmission mechanism.

[0016] Furthermore, the interruption component includes a second drive device capable of electrically driving the release linkage rod to rotate.

[0017] Furthermore, the second driving device includes a second driving motor, a second transmission mechanism, and an electric release link. The electric release link is driven to rotate by the second driving motor through the second transmission mechanism, and the electric release link engages with the release link.

[0018] Furthermore, the signal triggering mechanism, the suction interruption mechanism, and the ice-breaking mechanism are integrated on or inside the housing. The housing includes a detachable connecting base, a top cover, and a side cover. The second drive motor and the second transmission mechanism in the second drive device are arranged at an angle between the side cover and the top cover. The first drive motor, the first transmission mechanism, and the sector transmission gear in the first drive device are disposed between the top cover and the base.

[0019] Furthermore, the axis of the first output shaft of the first drive motor is parallel to the plane containing the length direction of the side cover.

[0020] Furthermore, the first transmission mechanism includes two transmission gears, namely a first transmission gear and a second transmission gear. Both the first transmission gear and the second transmission gear are double gears. The first transmission gear includes a first lower gear and a first upper gear, with the first upper gear coaxially disposed above the first lower gear. The second transmission gear includes a second lower gear and a second upper gear, with the second upper gear coaxially disposed above the second lower gear. The first lower gear meshes with the first output shaft for transmission, the first upper gear meshes with the second upper gear for transmission, and the second lower gear meshes with the sector transmission gear for transmission.

[0021] Furthermore, the signal trigger rod includes a ratchet pressing part, a pawl pressing part, and a first pin hole. The first pin hole is sleeved on the rotating shaft device. The ratchet pressing part and the pawl pressing part are located on opposite sides of the first pin hole. The ratchet pressing part is used for pressing and limiting the ratchet assembly when the work position changes. The pawl pressing part is used for pressing and limiting the pawl assembly when the work position changes. In the fully locked state, the ratchet pressing part and the pawl pressing part are relatively disengaged from the pawl assembly and the ratchet assembly and rotate in a direction away from the first signal switch.

[0022] Furthermore, the release linkage is located on the side of the ratchet assembly away from the first drive device, and an arc-shaped abutment is provided on the self-priming interruption linkage. A self-priming interruption rivet is provided on the self-priming push rod. The arc-shaped abutment can push the self-priming interruption rivet to rotate toward the side away from the ratchet assembly under the action of the release linkage. The self-priming push rod is hinged and fixed to the sector-shaped transmission gear.

[0023] Furthermore, the ice-breaking guide rod and the ice-breaking push rod are guided and slidably limited by the cooperation of the guide slide column and the second guide slide groove during ice-breaking operation, and the ice-breaking push rod is hinged and fixed on the sector-shaped transmission gear.

[0024] Compared with existing technologies, the car door described in this invention has the following advantages:

[0025] (1) The car door lock described in this invention, through its ingenious structural design, not only has basic locking and unlocking functions, but also integrates multiple functions such as signal triggering, snap-on interruption and ice breaking, which enriches the usage scenarios of the door lock, improves its intelligence level, and enables the door lock to respond intelligently according to the vehicle status and passenger needs, bringing users a more convenient and safer user experience.

[0026] (2) The car door lock described in this invention significantly enhances the emergency response capability and environmental adaptability of the door lock. The introduction of the locking and unlocking mechanism enables the self-locking to be quickly interrupted in an emergency, avoiding accidents such as hand pinching in the car door and improving passenger safety. At the same time, the innovative design of the ice-breaking mechanism effectively solves the problem that the door lock cannot work properly in low-temperature freezing environments, ensuring the stability and reliability of the vehicle under extreme weather conditions, and increasing the practical value and market competitiveness of the door lock.

[0027] (3) The car door lock described in this invention achieves functional diversity and convenient operation through the ingenious mechanical structure design of connecting rods, sliding grooves and other components. It has a compact structure and reasonable layout, which not only saves space but also reduces manufacturing costs and maintenance difficulty, laying a solid foundation for the widespread application of door locks. Attached Figure Description

[0028] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0029] Figure 1 This is a schematic diagram of the structure of the car door lock signal triggering mechanism according to an embodiment of the present invention;

[0030] Figure 2 This is a schematic diagram of the ratchet in the open position of the car door lock signal triggering mechanism according to an embodiment of the present invention;

[0031] Figure 3 This is a schematic diagram of the ratchet being in a semi-locked position in the car door lock signal triggering mechanism according to an embodiment of the present invention;

[0032] Figure 4 This is a schematic diagram of the ratchet in the fully locked position of the car door lock signal triggering mechanism according to an embodiment of the present invention;

[0033] Figure 5 This is a schematic diagram of the structure of the car door lock signal triggering mechanism according to an embodiment of the present invention, in which the ratchet is in the open state and the pawl is in the state of pressing the first signal switch;

[0034] Figure 6 This is a perspective view of the signal trigger lever resetting in a fully locked state according to an embodiment of the present invention;

[0035] Figure 7 for Figure 6 A structural schematic diagram of the structure shown in the second perspective;

[0036] Figure 8 This is a schematic diagram of the structure of the car door lock after the top cover is removed, according to an embodiment of the present invention;

[0037] Figure 9 This is a schematic diagram of the structure of the ratchet in the car door lock described in Embodiment 2 of the present invention, which begins to self-lock in the half-lock position;

[0038] Figure 10 This is a schematic diagram of the structure of the ratchet in the car door lock described in Embodiment 2 of the present invention, which is engaged by self-priming under the action of the self-priming push rod.

[0039] Figure 11 This is a schematic diagram of the self-closing push rod positioning mechanism in the car door lock described in Embodiment 2 of the present invention;

[0040] Figure 12 This is a schematic diagram of the structure of the self-closing ratchet in the car door lock described in Embodiment 2 of the present invention, showing that the ratchet is fully engaged under the action of the self-closing push rod.

[0041] Figure 13 This is a schematic diagram of the ice-breaking mechanism described in Embodiment 3 of the present invention, which pushes the ratchet to perform the ice-breaking function when the car door lock is opened;

[0042] Figure 14 for Figure 13 A schematic diagram of the structure in which the ice-breaking push rod is guided in the ice-breaking guide rod;

[0043] Figure 15 for Figure 13 The diagram shows a structure in which the ice-breaking push rod extends into the ice-breaking groove on the ratchet.

[0044] Figure 16 This is a schematic diagram of the structure of the first signal switch, the half-lock signal switch, and the ratchet in the half-lock state of the car door lock according to an embodiment of the present invention;

[0045] Figure 17 This is a schematic diagram of the structure of the first signal switch, the half-lock signal switch, and the ratchet in the fully locked state of the car door lock according to an embodiment of the present invention;

[0046] Figure 18 This is a schematic diagram of the structure of the car door lock according to an embodiment of the present invention;

[0047] Explanation of reference numerals in the attached figures:

[0048] 1-Pawl assembly; 101-Pawl; 102-First torsion spring; 103-First pin; 104-Pawl link; 105-Pawl link push mechanism; 2-Ratchet assembly; 201-Ratchet; 202-Second torsion spring; 203-Second pin; 204-Ratchet link; 205-Ratchet link push mechanism; 206-First boss; 207-Ice breaking groove; 3-Signal trigger rod; 301-Ratchet pressing part; 3011-Rotating pressing part; 3012-First... 302-A clearance groove; 302-Pawl crimping part; 3021-First mounting plate; 3022-Crimping boss; 303-First pin hole; 4-First signal switch; 5-Housing; 501-Base; 502-Side cover; 503-Top cover; 6-Rotating shaft device; 7-Torsion spring device; 8-Limiting device; 9-First driving device; 91-First drive motor; 9101-First output shaft; 92-First transmission mechanism; 9201-First transmission gear; 92011- 92012-First lower gear; 9202-Second transmission gear; 92021-Second lower gear; 92022-Second upper gear; 93-Sector-shaped transmission gear; 10-Second drive device; 1001-Second drive motor; 1002-Second transmission mechanism; 1003-Electric release linkage; 11-Release linkage; 12-Outward opening linkage; 13-Self-priming interruption linkage; 1301-First guide groove; 1302-Arc-shaped abutment part; 1 4-Self-priming push rod; 1401-First limiting groove; 15-Self-priming interruption rivet; 16-Guide protrusion; 17-Ice-breaking push rod; 1701-Ice-breaking push rod body; 1702-Third pin; 1703-Guide slide column; 1704-Third torsion spring; 18-Ice-breaking guide rod; 1801-Ice-breaking guide rod body; 1802-Second guide slide groove; 1803-Hinge hole; 1804-Reset spring; 19-Half-lock signal switch; 20-Closing reset signal switch. Detailed Implementation

[0049] To make the technical means and objectives and effects of the present invention easier to understand, the embodiments of the present invention will be described in detail below with reference to specific illustrations.

[0050] It should be noted that all directional and positional terms used in this invention, such as "up," "down," "left," "right," "front," "back," "vertical," "horizontal," "inner," "outer," "top," "lower," "lateral," "longitudinal," and "center," are only used to explain the relative positional relationships and connections between components in a specific state (as shown in the accompanying drawings). They are merely for the convenience of describing the invention and do not require the invention to be constructed and operated in a specific orientation; therefore, they should not be construed as limitations on the invention. Furthermore, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated.

[0051] In the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0052] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0053] Example 1

[0054] like Figures 1-8 As shown, this application discloses a car door lock signal triggering mechanism, comprising:

[0055] The ratchet assembly 1, ratchet assembly 2, and first drive device 9 are installed inside the housing 5. The ratchet assembly 1 and ratchet assembly 2 form the positional state of the door lock in the fully locked state, the half-locked state, and the fully open state under the action of the first drive device 9.

[0056] The first signal switch 4 is fixedly mounted on the housing 5 and connected to the vehicle body controller;

[0057] The signal trigger rod 3, under the action of the rotating shaft device 6, the torsion spring device 7, the pawl assembly 1 and the ratchet assembly 2, disengages from the first signal switch 4 only when the door lock is in the fully locked state, and the first signal switch 4 performs a signal change. The torsion spring device 7 is disposed on the side of the signal trigger rod 3 close to the first signal switch 4 and rotates its end along the rotating shaft device 6 toward the side away from the first signal switch 4.

[0058] The automotive door lock signal triggering mechanism disclosed in this application improves upon the existing signal feedback structure for whether a self-closing automotive door lock is in a fully locked state. By setting a first signal switch 4, when the ratchet assembly 2 of the automotive door lock moves to the fully locked state under the action of the first drive device 9, the ratchet assembly 2 disengages from the signal trigger rod 3. Simultaneously, the pawl assembly 1 resets, and the signal trigger rod 3 disengages from the first signal switch 4 under the action of the torsion spring device 7, realizing the abrupt change of the first signal switch 4. This outputs a signal feedback to the body controller that the automotive door lock is in a fully locked state. However, if the pawl assembly 1 is not in its initial position, or if the ratchet assembly 2 is in the fully locked state but the pawl assembly 1 has not reset due to icing, the pawl assembly 1 can press the signal trigger rod 3 against the first signal switch 4 against the torsion spring device 7, thus placing the first signal switch 4 in a pressed state. As an example of this application, the first signal switch 4 is located on the signal trigger rod 3... When pressed, it is in a normally connected state, and when the signal trigger rod 3 is disengaged from the first signal switch 4, it jumps to the disconnected state. This allows the signal feedback of whether the pawl assembly 1 and ratchet assembly 2 in the car door lock are in a fully locked state to be realized through a set of first signal switches 4. The torsion spring device 7 is set on the side of the signal trigger rod 3 near the first signal switch 4, and the end is rotated along the rotating shaft device 6 towards the side away from the first signal switch 4. This makes the layout of the entire trigger mechanism more compact, helps to optimize the use of internal space, reduces unnecessary support structures and connecting parts, better resists the interference of environmental factors, optimizes the overall design, and improves the accuracy and reliability of the signal trigger mechanism. Through the elastic force of the torsion spring device 7, the precise action of the signal trigger rod 3 in different states (fully locked, half locked, fully open) is ensured, and the jump of the first signal switch 4 is accurate, so as to transmit the correct door lock status information to the body controller.

[0059] The automotive door lock signal triggering mechanism disclosed in this application has an optimized structural design, simplified component assembly structure, reduced costs, and improved accuracy and reliability of signal feedback.

[0060] As a preferred example of this application, the signal trigger lever 3 includes a ratchet pressing part 301, a pawl pressing part 302, and a first pin hole 303. The first pin hole 303 is sleeved on the rotating shaft device 6. The ratchet pressing part 301 and the pawl pressing part 302 are disposed on opposite sides of the first pin hole 303. The ratchet pressing part 301 is used for pressing and limiting the ratchet assembly 2 when changing positions, and the pawl pressing part 302 is used for pressing and limiting the pawl assembly 1 when changing positions. In the fully locked state, the ratchet pressing part 301 and the pawl pressing part 302 are disengaged from the pawl assembly 1 and the ratchet assembly 2 and rotate in a direction away from the first signal switch 4. This design discloses a specific structure of the signal trigger lever 3, including a ratchet pressing part 301, a pawl pressing part 302, and a first pin hole 303, realizing precise limiting and signal feedback for the ratchet assembly 2 and the pawl assembly 1. The ratchet pressing part 301 and the pawl pressing part 302 interact with the ratchet assembly 2 and the pawl assembly 1 respectively, thereby establishing a precise detection system for whether the ratchet assembly 2 and the pawl assembly 1 are in a fully locked state under the fully locked condition, achieved through a set of first signal switches 4. Simultaneously, the signal trigger rod 3 is fixed to the rotating shaft device 6 through the first pin hole 303, enabling the ratchet pressing part 301 and the pawl pressing part 302 to move stably and accurately during operation, reducing errors caused by loose or misaligned components. The entire assembly structure is relatively compact, reducing the number and complexity of parts, and contributing to the optimization of the overall design of the door lock mechanism. In the half-locked or fully open state, the ratchet pressing part 301... The ratchet crimping part 302 will maintain contact with the ratchet assembly 2 and the ratchet assembly 1 respectively. The signal trigger rod 3 will always remain stationary. The first signal switch 4 will remain in the normally connected state until it is in the fully locked state. At this point, the ratchet crimping part 301 and the ratchet crimping part 302 will disengage from the ratchet assembly 1 and the ratchet assembly 2. The signal trigger rod 3 will then rotate and move away from the first signal switch 4, triggering a signal change. This ensures that the first signal switch 4 provides timely and accurate feedback of the fully locked state signal. It has strong anti-interference capabilities and can maintain a stable working state under various environmental conditions (such as vibration, icing, etc.). It provides accurate signal feedback, making it convenient for maintenance personnel to inspect, repair, and replace equipment, thus reducing maintenance time and costs.

[0061] Through precise design of the signal trigger rod 3, the automotive door lock signal triggering mechanism described in this application improves accuracy and reliability while simplifying the design, optimizing the structure, enhancing the accuracy of signal feedback and the system's environmental adaptability, and facilitating maintenance and adjustment, thus significantly improving the overall performance and user experience of the automotive door lock system.

[0062] As a preferred example of this application, the pawl assembly 1 includes a pawl linkage pushing mechanism 105, and the ratchet assembly 2 includes a ratchet linkage pushing mechanism 205. In the non-fully locked state, the pawl linkage pushing mechanism 105 always acts on the pawl pressing part 302 and presses it against the first signal switch 4. In the non-fully locked state, the ratchet linkage pushing mechanism 205 always acts on the ratchet pressing part 301 and drives the pawl pressing part 302 to press against the first signal switch 4. In the example of this application, in the fully locked state, the pawl pressing part 302 and the ratchet pressing part 301 on the signal trigger rod 3 disengage from the pawl linkage pushing mechanism 105 and the ratchet linkage pushing mechanism 205, and the signal trigger rod 3 disengages from the first signal switch 4 under the action of the rotating shaft device 6 and the torsion spring device 7. As a specific example of this application, by providing a ratchet linkage pushing mechanism 205 on the ratchet assembly 2, when the ratchet assembly 2 moves from a fully open or half-locked state to a fully locked state under the action of the first driving device 9, the ratchet linkage pushing mechanism 205 is always pressed against the ratchet pressing part 301 of the signal trigger rod 3 under the rotation of the ratchet assembly 2, and the signal trigger rod 3 is pressed against the first signal switch 4 against the force of the torsion spring device 7, until the ratchet assembly 2 moves to the fully locked state, at which point the ratchet linkage pushing mechanism 205 is pressed against the ratchet pressing part 301. 1. Relative disengagement. At this time, if the pawl assembly 1 is reset, the pawl linkage pushing mechanism 105 on the pawl assembly 1 will disengage from the pawl pressing part 302 of the signal trigger rod 3. When the signal trigger rod 3 is disengaged from both the pawl linkage pushing mechanism 105 and the ratchet linkage pushing mechanism 205, the pawl pressing part 302 can rotate away from the first signal switch 4 under the action of the rotating shaft device 6 and the torsion spring device 7, and then engage with the first signal switch 4. Otherwise, the pawl pressing part 302 will always be pressed against the first signal switch 4 and will not perform signal switching.

[0063] The above configuration, by setting the pawl linkage push mechanism 105 and the ratchet linkage push mechanism 205 on the pawl assembly 1 and the ratchet assembly 2 respectively, achieves precise control and signal feedback of the signal trigger lever 3, avoids the risk of false alarm of full lock state, improves the reliability and security of the system, and optimizes the structural design, enhances user experience and maintenance convenience.

[0064] As a preferred example of this application, a limiting device 8 is provided on the housing 5. The limiting device 8 is used to limit the rotation of the pawl pressing part 302 on the signal trigger rod 3 towards the side away from the first signal switch 4 under the action of the torsion spring device 7. As an example of this application, the limiting device 8 is a boss structure provided on the housing 5. One side of the torsion spring device 7 is fixed to the limiting device 8, and the other end is fixed to the pawl pressing part 302. This is used to limit the rotation position of the pawl pressing part 302 in the fully locked state, prevent signal feedback errors caused by excessive or insufficient rotation of the signal trigger rod 3, avoid damage to the first signal switch 4 or other components, and improve the reliability and durability of the entire door lock signal triggering mechanism.

[0065] This structural design ensures the accuracy and stability of signal feedback, simplifies the design and installation process, makes the torsion spring device more effective, enhances the system's anti-interference capability, effectively improves the performance and user experience of the car door lock signal triggering mechanism, and ensures accurate and reliable signal feedback under various working conditions.

[0066] As a preferred example of this application, the ratchet pressing part 301 includes a rotating pressing part 3011 and a first clearance groove 3012. The rotating pressing part 3011 is arc-shaped, and the first clearance groove 3012 is a clearance part that is recessed towards the center of the arc along the tangent direction of the rotating pressing part 3011. When the door lock is in the fully locked state, the ratchet linkage pushing mechanism 205 slides into the first clearance groove 3012 and disengages from the signal trigger rod 3. The above-described configuration discloses a specific structure of a ratchet pressing part 301, including a rotating pressing part 3011 and a first clearance groove 3012. The rotating pressing part 3011 is arranged in an arc shape, so that the ratchet linkage pushing mechanism 205 always maintains pressing contact with the rotating pressing part 3011 in the non-fully locked state, ensuring that the signal trigger rod 3 is pressed against the first signal switch 4 in the non-fully locked state. This ensures the smooth movement of the signal trigger rod 3 during rotation, reduces friction and wear, and improves the durability and stability of the component. The first clearance groove 3012, which is recessed along the tangent direction of the rotating pressing part 3011 towards the arc center, allows the ratchet assembly 2 to avoid the ratchet linkage pushing mechanism 205 when it moves to the fully locked state of the door lock. This achieves relative disengagement between the ratchet linkage pushing mechanism 205 and the signal trigger rod 3, preventing false triggering due to vibration or other interference in the fully locked state. This improves the reliability and anti-interference capability of the system and ensures accurate and reliable signal feedback.

[0067] As a preferred example of this application, the pawl crimping part 302 includes a first mounting plate 3021 and a crimping boss 3022. The first mounting plate 3021 and the crimping boss 3022 are arranged in a stepped manner. The first mounting plate 3021 is used to mount and fix the torsion spring device 7. The first signal switch 4 and the pawl linkage pushing mechanism 105 can respectively abut against the opposite sides of the crimping boss 3022 along the rotation direction of the pawl crimping part 302. The above-described configuration discloses a specific structure of the pawl crimping part 302. The pawl crimping part 302 is designed with a stepped arrangement of a first mounting plate 3021 and a crimping boss 3022. The first mounting plate 3021 is used to fix the torsion spring device 7, providing a stable mounting base to ensure that the torsion spring device 7 can apply force stably during operation, maintaining the normal operation of the signal trigger rod 3 and avoiding operational instability caused by loosening or displacement of the torsion spring device 7. The stepped arrangement of the crimping boss 3022 and the first mounting plate 3021 allows the pawl linkage pushing mechanism 105 and the first signal switch 4 to respectively abut against the opposite sides of the crimping boss 3022 along the rotation direction of the pawl crimping part 302. This makes the force transmission path clearer and more concentrated, ensuring that the signal trigger rod 3 can accurately rotate and position when subjected to force, improving the working accuracy of the signal trigger rod 3, further simplifying the overall design, and reducing the complexity of manufacturing and assembly. As an example of this application, the pawl crimping part 302 is generally diamond-shaped, and a transition arc is provided at the connection on both sides of the abutment edge.

[0068] As a preferred example of this application, the pawl assembly 1 further includes a pawl 101, a first torsion spring 102, a first pin 103, and a pawl link 104. The pawl 101 and the pawl link 104 are connected as a single unit via the first torsion spring 102 and the first pin 103. The pawl link pushing mechanism 105 is integrally disposed on the pawl link 104 near the end of the pawl pressing portion 302. This design integrates the pawl 101 and the pawl link 104 into a single unit via the first torsion spring 102 and the first pin 103, forming a complete mechanism. This enhances the overall rigidity and reliability of the assembly, reduces the number of independent parts, and lowers the system failure rate. Integrating the pawl link pushing mechanism 105 onto the pawl link 104 ensures that the pawl link pushing mechanism 105 can accurately act on the pawl pressing portion 302 of the signal trigger rod 3 during the operation of the pawl assembly 1, providing a clear pressing or disengaging action and ensuring the accuracy of signal feedback.

[0069] As a preferred example of this application, the ratchet assembly 2 includes a ratchet 201, a second torsion spring 202, a second pin 203, and a ratchet link 204. The ratchet 201 and the ratchet link 204 are connected as a single unit via the second torsion spring 202 and the second pin 203. The ratchet link pushing mechanism 205 is integrally disposed on the end of the ratchet link 204 near the ratchet pressing portion 301. This design discloses a specific structure of the ratchet assembly 2, which improves the overall rigidity and reliability of the ratchet assembly 2. The modular integrated design reduces the number of independent components and the complexity of installation, making the system design simpler and more efficient. The ratchet link pushing mechanism 205 is disposed on the side near the first signal switch 4, so that it can always apply force to the ratchet pressing portion 301 of the signal trigger rod 3 in the non-fully locked state, preventing false signal triggering and ensuring that it will only disengage in the fully locked state, thus achieving accurate signal feedback.

[0070] The automotive door lock signal triggering mechanism disclosed in this application mainly includes a ratchet assembly 2, a pawl assembly 1, a signal trigger rod 3, and a first signal switch 4. The pawl assembly 1 includes a pawl linkage pushing mechanism 105, and the ratchet assembly 2 includes a ratchet linkage pushing mechanism 205. In the fully locked state, the signal trigger rod 3 is disengaged from the pawl linkage pushing mechanism 105 and the ratchet linkage pushing mechanism 205. The signal trigger rod 3 is disengaged from the first signal switch 4 under the action of the torsion spring device 7 and the limiting device 8.

[0071] When the door lock is in the fully locked state, the ratchet linkage push mechanism 205 in the ratchet assembly 2 slides into the first clearance groove 3012 in the signal trigger rod 3, the pawl linkage push mechanism 105 in the pawl assembly 1 rotates counterclockwise, and the signal trigger rod 3 rotates counterclockwise under the action of the torsion spring device 7 and disengages from the first signal switch 4.

[0072] When the door lock self-locks from the half-lock to the fully locked state, if the pawl linkage pushing mechanism 105 in the pawl assembly 1 has not moved to the locked position, the pawl linkage pushing mechanism 105 in the pawl assembly 1 presses against the signal trigger rod 3 and presses the pawl pressing part 302 of the signal trigger rod 3 against the first signal switch 4. Figure 5 The structure shown.

[0073] The automotive door lock signal triggering mechanism described in this application can accurately and reliably provide feedback on whether the automotive door lock is in a fully closed (fully locked) state: before being fully locked, the ratchet assembly 2 will continuously push the signal trigger rod 3 to press the first signal switch 4; only when the ratchet assembly 2 is in the fully locked position and the pawl assembly 1 is in the position that prevents the pawl from opening will the first signal switch 4 change; otherwise, it will be pressed down continuously (either by the ratchet assembly 2 or the pawl assembly 1).

[0074] When the ratchet assembly 2 is in the open or semi-locked position, it can press the ratchet pressing part 301 of the signal trigger rod 3 by the ratchet linkage pushing mechanism 205, thereby pressing the first signal switch 4; during the process of the ratchet assembly 2 from semi-locked to fully locked, the ratchet linkage pushing mechanism 205 no longer presses the signal trigger rod 3 after the ratchet 201 reaches the fully locked position.

[0075] The first signal switch 4 will not be pressed down and the signal will change only when the pawl linkage push mechanism 105 is in the position that prevents the ratchet 201 from opening, indicating that the door has been reliably closed.

[0076] The automotive door lock signal triggering mechanism disclosed in this application optimizes the structure of the ratchet assembly 2, the pawl assembly 1, and the signal trigger rod 3. Through a set of first signal switches, it can realize the feedback of a locking signal to the entire vehicle structure when the ratchet assembly 2 and the pawl assembly 1 move normally to the locked state. It can accurately and reliably provide feedback on whether the car door is in a fully closed state. The structure is compact, and the full lock state signal can be determined with a small stroke. It has high accuracy, improves the stability, reliability, and user experience of the system, and provides effective protection for the safety and comfort of the vehicle.

[0077] Example 2

[0078] like Figures 8-12 As shown, this application discloses a car door lock engagement and disengagement mechanism, comprising:

[0079] The pawl assembly 1 is rotatable. When it rotates, it disengages from the latch or presses against the latch depending on the direction of rotation, thus forming an unlocked state, a half-locked state, or a fully locked state.

[0080] The ratchet assembly 2 is rotatable, and when it rotates, it can push the pawl assembly 1 to lock the latch.

[0081] The self-priming push rod 14, driven by the first drive device 9, can push the ratchet assembly 2 to rotate to perform the self-priming locking function;

[0082] Releasing the linkage 11 allows the self-priming interruption linkage 13 to slide under the action of the interruption component. During the sliding process, the self-priming interruption linkage 13 disengages the self-priming push rod 14 from the ratchet assembly 2, thereby achieving self-priming interruption.

[0083] In this application, a pawl assembly 1 and a ratchet assembly 2 capable of relative rotation are provided. Depending on the direction of rotation, the pawl assembly 1 can disengage from the bolt (forming an unlocked state), abut against the bolt (forming a fully locked state), or remain in between (forming a half-locked state). The above functions and implementation methods already belong to the prior art of automotive door lock structures with self-closing functions, and will not be elaborated further here. The automotive door lock engagement interruption mechanism described in this application optimizes and improves the above structure by providing a release linkage rod 11 inside the housing 5 of the automotive door lock. When it is necessary to interrupt the self-closing lock (such as when a passenger or driver realizes danger during the door closing process), the interruption component (such as an emergency release handle, sensor, or door handle, etc.) will be activated, causing the release linkage rod 11 to drive the self-closing interruption link 13 to slide horizontally and / or arc-shaped under the action of the interruption component. During the sliding process, the self-closing interruption link 13 disengages the self-closing push rod 14 from the ratchet assembly 2, so that the ratchet assembly 2 no longer pushes the pawl assembly 1 and the bolt to self-closing lock, thereby realizing the self-closing interruption function.

[0084] The automotive door lock latching and interrupting mechanism disclosed in this application realizes the automatic closing, locking, and self-closing interruption functions of the car door through a simple mechanical structure. It has a compact structure, reliable operation, and improves the safety, reliability, and convenience of automotive door locks.

[0085] As a preferred example of this application, the release linkage 11 is disposed on the side of the ratchet assembly 2 away from the first drive device 9, and the self-priming interruption linkage 13 is provided with an arc-shaped abutment portion 1302, and the self-priming push rod 14 is provided with a self-priming interruption rivet 15. Under the driving action of the release linkage 11, the arc-shaped abutment portion 1302 can push the self-priming interruption rivet 15 to rotate toward the side away from the ratchet assembly 2. By positioning the release linkage 11 on the side of the ratchet assembly 2 away from the first drive device 9, the reliability of the self-priming function and the self-priming interruption function is ensured. When it is necessary to interrupt the self-priming lock, the release linkage 11 can directly and effectively link with the self-priming interruption linkage 13 without interference from the first drive device 9. This reduces resistance during the pushing process while ensuring the accuracy and reliability of the pushing. At the same time, it optimizes the internal spatial structure layout of the car door lock. The structural design of components such as the release linkage 11, the self-priming interruption linkage 13, and the self-priming push rod 14 is compact and reasonable, which not only ensures the realization of functions but also saves space, making the entire door lock system more compact and lightweight.

[0086] The above-mentioned setup, through reasonable layout and ingenious design, achieves efficient interruption, compact structure and good stability, providing strong protection for the security of car door locks.

[0087] As a preferred example of this application, the release linkage 11 is rotatably configured and can be reset under the action of the reset device. One end of the release linkage 11 is fixedly connected to the self-priming interruption linkage 13. A first guide groove 1301 is provided on the self-priming interruption linkage 13, which can slide along the guide protrusion 16. As a specific example of this application, the release linkage 11 is hinged to the housing 5, and a reset torsion spring is provided on its hinge axis. The release linkage 11 rotates under the action of the interruption component, causing the self-priming interruption linkage 13 to rotate and slide to one side. Combined with the guide protrusion 16 provided on the housing 5, the first guide groove 1301 on the self-priming interruption linkage 13 is sleeved on the guide protrusion 16, thereby limiting and guiding it during rotation and sliding. After the self-priming interruption function ends, the interruption component stops working, and the release linkage 11 returns to its original position under the action of the reset torsion spring. Through the above structural design, the linkage function of the release linkage 11 and the self-priming interruption linkage 13 is realized. Furthermore, the guide sliding design of the self-priming interruption linkage 13 ensures that it can move along a predetermined path during rotation and sliding, thereby increasing the stability and accuracy of the mechanism. The structure is ingenious and reliable in use.

[0088] As a preferred example of this application, the interruption component includes a second drive device 10, which is capable of electrically driving the release linkage 11 to rotate. As a specific example of this application, the second drive device 10 includes a second drive motor 1001, a second transmission mechanism 1002 (motor worm gear, gear, etc.), and an electrically released linkage 1003. The electrically released linkage 1003 is driven to rotate by the second drive motor 1001 through the second transmission mechanism 1002, and the electrically released linkage 1003 engages with the release linkage 11. Specifically, when the self-priming interruption function is executed, the release linkage 11 rotates counterclockwise under the driving action of the second drive motor 1001 and the second transmission mechanism 1002. The self-priming interruption link 13 is connected to the engagement end of the release linkage 11 away from the electric release link 1003, causing the self-priming interruption link 13 to move to the right, thereby pushing the self-priming interruption rivet 15 on the self-priming push rod 14 to move to the right. The first limiting groove 1401 on the self-priming push rod 14 disengages from the first boss 206 on the ratchet assembly 2, realizing the self-priming interruption and ending the self-priming function. This configuration discloses an electrically driven interruption component structure. Through precise control of the motor and transmission mechanism, the precise movement of the self-priming interruption link 13 and the self-priming push rod 14 can be ensured, thereby improving the accuracy and reliability of the interruption. At the same time, this structure can quickly respond to control signals, realize the rapid interruption of the self-priming function, and improve the automation level of the system.

[0089] As a preferred example of this application, the interruption component includes an outward-opening link 12, which is connected to an inner handle and / or an outer handle. The inner handle or the outer handle can drive the release linkage 11 to rotate via the outward-opening link 12. In the example of this application, the inner handle or the outer handle can drive the outward-opening link 12 to rotate counterclockwise, and the outward-opening link 12 drives the release linkage 11 to rotate counterclockwise, causing the self-priming interruption link 13 to move to the right, thereby pushing the self-priming interruption rivet 15 on the self-priming push rod 14 to move to the right. The first limiting groove 1401 on the self-priming push rod 14 disengages from the first boss 206 on the ratchet assembly 2. This configuration discloses an interruption component with a mechanical structure associated with a door handle. In an emergency, the user can manually control the self-priming interruption function by directly operating the inner handle or the outer handle. It is reliable and practical in harsh environments or when the electric function fails, and has the advantages of fast response, high reliability, and good safety.

[0090] As a preferred example of this application, the outward-opening connecting rod 12 and the release linkage rod 11 are connected as a single unit via a boss engagement. This boss engagement between the outward-opening connecting rod 12 and the release linkage rod 11 forms an integrated structure, making the entire mechanism more compact and reducing unnecessary space occupation. Simultaneously, the boss engagement ensures a stable connection between the two components, preventing loosening or misalignment, thereby improving the overall stability of the mechanism. Furthermore, this design facilitates the rapid and accurate transmission of movement from the outward-opening connecting rod 12 to the release linkage rod 11 when operated (e.g., manually operating the inner or outer handle), reducing transmission losses in intermediate stages, improving transmission efficiency, and resulting in a faster response speed for the entire mechanism, enabling quicker responses to operational commands.

[0091] As a preferred example of this application, the self-priming interruption rivet 15 is disposed at one end of the self-priming push rod 14 away from its rotation hinge axis. As a specific example of this application, the self-priming interruption rivet 15 is disposed at the end of the self-priming push rod 14, and a first limiting groove 1401 is provided near this end for abutting and connecting with the first boss 206 on the ratchet assembly 2 when performing the self-priming function. This arrangement, by optimizing the position and layout of the self-priming interruption rivet 15 and the first limiting groove 1401, achieves a direct and effective self-priming interruption mechanism, improves the stability of the self-priming function, simplifies the structure and operation, optimizes space utilization, and improves response speed and sensitivity, thereby enhancing the overall performance and user experience of the mechanism.

[0092] In the example of this application, the first driving device 9 includes a first driving motor 91, a first transmission mechanism 92, and a sector transmission gear 93. The self-priming push rod 14 is hinged and fixed to the sector transmission gear 93 on the side away from the sector meshing. The sector transmission gear 93 rotates under the drive of the first driving motor 91 and the first transmission mechanism 92. This arrangement, through the coordinated use of the first driving motor 91, the first transmission mechanism 92, and the sector transmission gear 93, achieves precise control and efficient power transmission of the self-priming push rod 14, simplifies the structure, and provides good stability.

[0093] The car door lock, under the action of the first drive device 9, pushes the self-closing push rod 14. The first drive device 9 includes a first drive motor 91 (self-closing motor). When the first drive motor 91 is working, it pushes the self-closing push rod 14 through the first transmission mechanism 92 (self-closing gear set) and the sector transmission gear 93. The self-closing push rod 14 pushes the ratchet 201 from half-lock to full-lock. The process of the ratchet 201 from half-lock to full-lock corresponds to the process of the car door going from slightly open to completely closed. If a finger is caught in the door when it is slightly open, there is a risk.

[0094] The automotive door lock engagement interruption mechanism disclosed in this application is an optimization and improvement made to address the clamping problem that occurs during the process of the car door moving from slightly open to fully closed. This mechanism has two ways to interrupt automatic engagement, thus avoiding the risk of pinching fingers:

[0095] 1. Electrically driven self-priming interruption: The second drive motor 1001 drives the second transmission mechanism 1002, the electric release linkage 1003 and the release linkage 11, thereby pushing the self-priming interruption linkage 13 to drive the self-priming interruption rivet 15 on the self-priming push rod 14 to move away from the ratchet 201, thereby pushing the self-priming push rod 14 open and interrupting the priming process.

[0096] 2. Mechanical emergency handle self-priming interruption: The inner or outer handle is connected to the outward opening linkage 12. Pulling the outward opening linkage 12 can drive the release linkage 11, which pushes the self-priming interruption linkage 13 to push the self-priming push rod 14 open through the self-priming interruption rivet 15, interrupting the priming process.

[0097] The automotive door lock latching interruption mechanism described in this application employs two innovative methods: electric opening-driven self-locking interruption and mechanical emergency handle self-locking interruption. During the automatic latching process from slightly open to fully closed, it effectively avoids the risk of pinching hands. Whether driven by the second drive motor (electric opening) or by the inner / outer handle (mechanical pulling), the self-locking interruption linkage is quickly pushed, causing the self-locking interruption rivet on the self-locking push rod to move away from the ratchet, thereby pushing open the self-locking push rod and interrupting the automatic latching process. This ensures the safety of the door during closing and the convenience of user operation. The mechanism is compact, reliable, and not only improves the security performance of automotive door locks but also enhances the user experience.

[0098] Example 3

[0099] like Figures 1-15 As shown, this invention discloses an ice-breaking mechanism for car door locks, comprising:

[0100] The pawl assembly 1 is rotatable. When it rotates, it disengages from the latch or presses against the latch depending on the direction of rotation, thus forming an unlocked state, a half-locked state, or a fully locked state.

[0101] The ratchet assembly 2 is rotatable, and when it rotates, it can push the pawl assembly 1 to lock the latch.

[0102] The ice-breaking guide rod 18 can be driven by the release linkage rod 11 to move toward the side closer to the ratchet assembly 2;

[0103] The ice-breaking push rod 17, driven by the first drive device 9, can push the ratchet assembly 2 to rotate and perform the ice-breaking function under the guiding and limiting action of the ice-breaking guide rod 18.

[0104] This invention discloses an ice-breaking mechanism for car door locks. By incorporating an ice-breaking device including an ice-breaking guide rod 18 and an ice-breaking push rod 17 inside the car door lock, the car door may freeze shut during cold winters, preventing it from being opened by the door seal. In other words, when the car door lock cannot be opened normally due to ice, the car door lock can perform an ice-breaking operation. During the ice-breaking operation, the electric opening mechanism drives the release linkage rod 11 to rotate, which in turn drives the ice-breaking guide rod 18 to move towards the side closer to the ratchet assembly 2. Under the action of the first driving device 9, the ice-breaking push rod 17 pushes the ratchet assembly 2 to rotate forcibly along the limiting trajectory formed by the ice-breaking guide rod. During this process, since the position of the latch is fixed, the forced rotation of the ratchet assembly 2 can overcome the obstruction caused by ice, thereby enabling the car door to open quickly.

[0105] The car door lock ice-breaking mechanism described in this application integrates the normal locking, unlocking and ice-breaking functions of the door lock through a simple and ingenious mechanical structure design. It eliminates the need for external force to break the ice, avoiding the risk of damage to the car door and lock body and personal injury caused by improper operation. It is easy to manufacture, install and maintain, providing users with a more convenient and safer car use experience.

[0106] As a preferred example of this application, the ice-breaking guide rod 18 and the ice-breaking push rod 17 are guided and slidably limited by the guide slide post 1703 and the second guide groove 1802 during ice-breaking operations. In the example of this application, the ice-breaking push rod 17 includes an ice-breaking push rod body 1701, on which the guide slide post 1703 is provided. The ice-breaking guide rod 18 includes an ice-breaking guide rod body 1801, on which the second guide groove 1802 is provided. During ice-breaking operations, the release linkage rod 11 pushes the ice-breaking guide rod 18 to rotate or move towards the side closer to the ratchet assembly 2, thereby causing the second guide groove 1802 to move onto the movement trajectory of the guide slide post 1703 during ice-breaking operations. This, in turn, causes the ice-breaking push rod 17 to push the ratchet assembly 2 to rotate forcibly along the second guide groove 1802 under the driving action of the first drive device 9.

[0107] This design, through ingenious mechanical structure design, achieves precise guidance and sliding limit between the ice-breaking push rod 17 and the ice-breaking guide rod 18, enabling the ice-breaking push rod 17 to move along a predetermined trajectory during ice-breaking operations and effectively drive the ratchet assembly 2 to rotate, thereby achieving the purpose of ice breaking.

[0108] As a preferred example of this application, the ratchet assembly 2 includes a ratchet 201 with an ice-breaking groove 207. When the ice-breaking push rod 17 slides along the second guide groove 1802 during ice-breaking operations, it pushes against the ice-breaking groove 207. This arrangement allows the ice-breaking push rod 17 to apply force to the ratchet 201 more directly and effectively, concentrating and amplifying the force. This makes it easier for the ratchet 201 to rotate when pushed by the ice-breaking push rod 17, thereby enhancing the ice-breaking effect and speed, and improving the stability and durability of the device.

[0109] As a preferred example of this application, the ice-breaking guide rod 18 is hinged and fixed to the housing 5, and a return spring 1804 is provided between them. When the release linkage rod 11 rotates counterclockwise in the ice-breaking condition, it drives the ice-breaking guide rod 18 to rotate along the hinge axis (not shown in the figure), thereby driving the second guide groove 1802 to move to the ice-breaking condition limited position. After the release linkage rod 11 returns to its original position, the ice-breaking guide rod 18 returns to its original position under the action of the return spring 1804. As a preferred example of this application, the second guide groove 1802 is arc-shaped on the ice-breaking guide rod body 1801. In this example, a hinge hole 1803 is provided on the ice-breaking guide rod body 1801, and the hinge hole 1803 is sleeved on the rotating hinge axis of the ice-breaking guide rod 18.

[0110] This design discloses the specific structure of the linkage between the ice-breaking guide rod 18 and the release linkage rod 11, enabling precise control of the position of the second guide groove 1802 during ice-breaking operations. This improves the accuracy and efficiency of the ice-breaking function control, simplifies the operation process, and enhances the reliability and durability of the equipment. Furthermore, the second guide groove 1802 is arc-shaped on the ice-breaking guide rod body 1801. This design allows the guide column 1703 in the ice-breaking push rod 17 to be guided more smoothly during the ice-breaking function, thereby improving the smoothness and efficiency of the ice-breaking process.

[0111] As a preferred example of this application, the ice-breaking push rod body 1701 is hinged to the sector transmission gear 93 in the first drive device 9 via a third pin 1702 and a third torsion spring 1704. In the example of this application, the specific structure of the first drive device 9 has already been described in detail in Embodiment 2, and will not be repeated here.

[0112] As a preferred example of this application, the car door lock ice-breaking mechanism further includes:

[0113] The self-priming push rod 14 is hinged to the sector transmission gear 93 in the first drive device 9 and rotates. Under the drive of the first drive device 9, it can push the ratchet assembly 2 to perform the self-priming locking function.

[0114] The self-priming interruption linkage 13 can move or rotate towards the ratchet assembly 2 when the release linkage 11 performs the ice-breaking function, and disengage the self-priming push rod 14 from the ratchet assembly 2.

[0115] Through a cleverly designed mechanical linkage structure, an integrated design of a car door lock with both self-priming and ice-breaking modes is achieved. Specifically, when the car door is fully closed, the door lock can be opened via an electric release mechanism. That is, the second drive motor 1001 in the second drive unit 10 drives the second transmission mechanism 1002, the electric release linkage 1003, and the release linkage 11 to rotate, ultimately pushing open the pawl assembly 1, thereby opening the car door. When it's cold in winter, car doors may freeze shut and become impossible to open using the door seal. When the door lock cannot be opened normally due to ice, the second drive unit 10 activates, releasing the linkage 11 to push the self-priming interruption linkage 13 to the right, thereby pushing open the self-priming push rod 14. At this time, the self-priming push rod 14 cannot push the ratchet assembly 2. This function is to disable the self-priming function of car door locks during ice-breaking conditions. Simultaneously, the release linkage 11 drives the ice-breaking guide rod 18 to move towards the side closer to the ratchet assembly 2, forming a guide trajectory for the ice-breaking push rod 17. This causes the ice-breaking push rod 17, driven by the first drive unit 9, to push the ratchet assembly 2 to rotate along the movement trajectory defined by the ice-breaking guide rod 18. During the process, the rotation of the ratchet assembly 2 can overcome the obstruction caused by the ice on the car door, thereby realizing the rapid opening of the car door; while in the self-priming mode, the second drive motor 1001 in the second drive device 10 stops working, and the electric release linkage 1003, release linkage 11, self-priming interruption linkage 13, and ice-breaking guide rod 18 are reset. The first drive motor 91 of the first drive device 9 works, and drives the self-priming push rod 14 hinged on the sector transmission gear 93 to rotate through the first transmission mechanism 92 and the sector transmission gear 93. During this process, the first limiting groove 1401 on the self-priming push rod 14 abuts against the first boss 206 on the ratchet 201, thereby realizing the rotation of the ratchet 201 from the half-lock state to the fully locked state, which corresponds to the process of the car door from slightly open to completely closed.

[0116] In the examples of this application, such as Figure 8 , Figures 16-17 As shown, the pawl assembly 1 of the car door lock has three states: unlocked, half-locked, and fully locked. A half-lock signal switch 19 and a pull-in reset signal switch 20 are provided inside the car door lock. The half-lock signal switch 19 provides feedback on when the self-locking begins and when the electrical release is completed. The pull-in reset signal switch 20 provides feedback on when the pull-in reset is completed.

[0117] When the car door lock performs the self-closing function:

[0118] When the door is opened, the half-lock signal switch 19 is triggered by the ratchet linkage 204; when the door is closed to the half-lock state (slightly open), the ratchet linkage 204 no longer triggers the half-lock signal switch 19, the signal of the half-lock signal switch 19 changes, and the feedback signal change state is sent to the whole vehicle, and the whole vehicle powers the first drive device 9 (closing motor) to start self-closing.

[0119] The self-priming mechanism stops when the first signal switch 4 changes position, indicating that the latch is fully locked.

[0120] Each time self-priming is completed, the first drive motor 91 of the first drive device 9 is required to reverse and drive the first transmission mechanism 92 and the sector transmission gear 93 back to the initial position. When the sector transmission gear 93 is in the initial position, the self-priming reset signal of the priming reset signal switch 20 is not triggered. It is triggered when self-priming begins. When self-priming reset is completed, the signal changes to no longer be triggered, and the self-priming reset is completed and stops.

[0121] When the car door lock performs the electric release function:

[0122] When the car doors are fully locked, if someone presses the electric release touch panel (button);

[0123] The vehicle powers the second drive motor 1001 (electric release motor) of the second drive unit 10 to unlock the door. When the door is opened to the half-lock state (slightly open), the half-lock signal switch 19 changes from not being triggered to being triggered by the ratchet linkage 204. The half-lock signal jump indicates that the door has been opened and the power can be stopped.

[0124] Other structures are the same as in Example 1 or Example 2.

[0125] Example 4

[0126] like Figures 1-18 As shown, the present invention discloses a car door lock, including a housing 5 formed by a base 501, an upper cover 503 and a side cover 502 detachably connected. The car door lock suction interruption mechanism as described in Embodiment 2 and / or the car door lock signal triggering mechanism as described in Embodiment 1 and / or the car door lock ice breaking mechanism as described in Embodiment 3 are installed inside and outside the housing 5.

[0127] The car door lock disclosed in this application is an improvement on the existing suction door lock. It integrates the signal triggering mechanism, suction interruption mechanism and door lock ice breaking mechanism into the main structure of the car door lock inside the door lock, resulting in a compact structure and reduced parts.

[0128] As a preferred example of this application, the second drive motor 1001 and the second transmission mechanism 1002 in the second drive device 10 are arranged obliquely between the side cover 502 and the upper cover 503, wherein the axial direction of the second drive motor 1001 and the second transmission mechanism 1002 is parallel to the plane where the side cover 502 is located; the first drive motor 91, the first transmission mechanism 92, and the sector transmission gear 93 in the first drive device 9 are disposed between the upper cover 503 and the base 501.

[0129] This design integrates the self-closing and electric opening drive motors and transmission mechanisms of the car door lock into the lock body structure. It also integrates self-closing and ice-breaking functions, achieving a compact structure and reduced space occupation. At the same time, it improves the reliability of the door lock, simplifies the installation and maintenance process, and enhances the aesthetics and performance of the door lock.

[0130] As a preferred example of this application, the axis of the first output shaft 9101 of the first drive motor 91 is arranged parallel to the plane containing the length direction of the side cover 502.

[0131] This optimized layout helps to optimize the internal space of the door lock, making the arrangement of components more compact and orderly, reducing unnecessary corners and transmission paths, reducing friction and resistance, thereby reducing energy loss during transmission and improving transmission efficiency.

[0132] As a preferred example of this application, the first transmission mechanism 92 includes two transmission gears, namely a first transmission gear 9201 and a second transmission gear 9202. Both the first transmission gear 9201 and the second transmission gear 9202 are double gears. The first transmission gear 9201 includes a first lower gear 92011 and a first upper gear 92012. The first upper gear 92012 is coaxially disposed above the first lower gear 92011. The second transmission gear 9202 includes a second lower gear 92021 and a second upper gear 92022. The second upper gear 92022 is coaxially disposed above the second lower gear 92021. The first lower gear 92011 meshes with the first output shaft 9101, the first upper gear 92012 meshes with the second upper gear 92022, and the second lower gear 92021 meshes with the sector-shaped transmission gear 93. As a preferred example of this application, the diameter of the first upper gear 92012 is smaller than the diameter of the first lower gear 92011, and the diameter of the second upper gear 92022 is larger than the diameter of the second lower gear 92021.

[0133] This design discloses a first transmission mechanism 92 comprising two double-geared systems, achieving a unique structural and functional design. Through multi-stage transmission, it ensures the effective transmission and conversion of power output from the first drive motor 91, guaranteeing high efficiency in power transmission and flexibility in conversion, significantly improving the overall system performance. Furthermore, the optimized transmission ratio of the double-geared systems in the first transmission gear 9201 and the second transmission gear 9202 enhances the flexibility and efficiency of the transmission, making the overall transmission mechanism more compact and efficient.

[0134] In the examples of this application, the car door lock can be mounted on the car door or on the car body.

[0135] The automotive door lock described in this application represents an innovative improvement over existing automotive door locks. By integrating the main structures, such as the signal triggering mechanism, the engagement interruption mechanism, and the door lock ice-breaking mechanism, into the door lock interior, a compact door lock structure design is achieved. This significantly reduces the number of parts, optimizes space occupancy, improves the reliability of the door lock, simplifies the installation and maintenance process, and enhances the aesthetics and performance of the door lock.

[0136] Furthermore, by optimizing the layout of key components such as the first drive motor 91, the first transmission mechanism 92, and the sector transmission gear 93 within the housing 5, high efficiency in power transmission and flexibility in conversion are achieved, significantly improving the overall system performance. Simultaneously, the adoption of the first transmission mechanism 92, which includes two double gears, enables multi-stage transmission, further enhancing the flexibility and efficiency of the transmission, making the overall transmission mechanism more compact and efficient. These improvements enable the automotive door lock of this application to exhibit superior performance and higher application value when mounted on a car door or body.

[0137] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A car door lock, characterized in that, include: The pawl assembly (1) is rotatably configured so that, when rotating, it disengages from the latch or presses against the latch according to the direction of rotation, forming an unlocked state, a half-locked state, and a fully locked state. The ratchet assembly (2) is rotatably configured to push the pawl assembly (1) and the locking tongue to lock themselves when rotated. The signal triggering mechanism includes a first signal switch (4) and a signal trigger rod (3). The first signal switch (4) is fixedly mounted on the housing (5) and connected to the body controller. The signal trigger rod (3) is disengaged from the first signal switch (4) only when the door lock is in the fully locked state under the action of the rotating shaft device (6), the torsion spring device (7), the pawl assembly (1) and the ratchet assembly (2). The first signal switch (4) performs signal switching. The torsion spring device (7) is located on the side of the signal trigger rod (3) close to the first signal switch (4) and the end of the spring rotates along the rotating shaft device (6) toward the side away from the first signal switch (4). The suction interruption mechanism includes a self-suction push rod (14) and a release linkage rod (11). Under the drive of the first drive device (9), the self-suction push rod (14) can drive the ratchet assembly (2) to rotate to perform the self-suction locking function. Under the action of the interruption component, the release linkage rod (11) can drive the self-suction interruption link (13) to slide. During the sliding process, the self-suction interruption link (13) disengages the self-suction push rod (14) from the ratchet assembly (2) to realize self-suction interruption. The ice-breaking mechanism includes an ice-breaking guide rod (18) and an ice-breaking push rod (17). The ice-breaking guide rod (18) can be driven by the release linkage rod (11) to move toward the side closer to the ratchet assembly (2). Under the driving action of the first driving device (9), the ice-breaking push rod (17) can push the ratchet assembly (2) to perform the ice-breaking function under the guiding and limiting action of the ice-breaking guide rod (18).

2. The car door lock according to claim 1, characterized in that, The first driving device (9) includes a first driving motor (91), a first transmission mechanism (92) and a sector transmission gear (93). The self-priming push rod (14) is hinged and fixed on the sector transmission gear (93) on the side away from the sector meshing. The sector transmission gear (93) rotates under the driving action of the first driving motor (91) and the first transmission mechanism (92).

3. The car door lock according to claim 2, characterized in that, The interruption component includes a second drive device (10) that is electrically capable of rotating the release linkage rod (11).

4. The car door lock according to claim 3, characterized in that, The second drive device (10) includes a second drive motor (1001), a second transmission mechanism (1002), and an electric release link (1003). The electric release link (1003) is driven to rotate by the second drive motor (1001) through the second transmission mechanism (1002), and the electric release link (1003) engages with the release linkage (11).

5. The car door lock according to claim 4, characterized in that, The signal triggering mechanism, the suction interruption mechanism, and the ice breaking mechanism are integrated on or inside the housing (5). The housing (5) includes a detachable connecting base (501), a top cover (503), and a side cover (502). The second drive motor (1001) and the second transmission mechanism (1002) in the second drive device (10) are arranged in an inclined manner between the side cover (502) and the top cover (503). The first drive motor (91), the first transmission mechanism (92), and the sector transmission gear (93) in the first drive device (9) are arranged between the top cover (503) and the base (501).

6. The car door lock according to claim 5, characterized in that, The axis of the first output shaft (9101) of the first drive motor (91) is parallel to the plane containing the length direction of the side cover (502).

7. The car door lock according to any one of claims 2 to 6, characterized in that, The first transmission mechanism (92) includes two transmission gears, namely a first transmission gear (9201) and a second transmission gear (9202). Both the first transmission gear (9201) and the second transmission gear (9202) are double gears. The first transmission gear (9201) includes a first lower gear (92011) and a first upper gear (92012). The first upper gear (92012) is coaxially arranged above the first lower gear (92011). The second transmission gear (9202) includes a second lower gear (92021) and a second upper gear (92022). The second upper gear (92022) is coaxially arranged above the second lower gear (92021). The first lower gear (92011) meshes with the first output shaft (9101), the first upper gear (92012) meshes with the second upper gear (92022), and the second lower gear (92021) meshes with the sector transmission gear (93).

8. The car door lock according to claim 7, characterized in that, The signal trigger rod (3) includes a ratchet pressing part (301), a pawl pressing part (302), and a first pin hole (303). The first pin hole (303) is sleeved on the rotating shaft device (6). The ratchet pressing part (301) and the pawl pressing part (302) are located on opposite sides of the first pin hole (303). The ratchet pressing part (301) is used for pressing and limiting the ratchet assembly (2) when changing positions. The pawl pressing part (302) is used for pressing and limiting the pawl assembly (1) when changing positions. In the fully locked state, the ratchet pressing part (301) and the pawl pressing part (302) are relatively disengaged from the pawl assembly (1) and the ratchet assembly (2) and rotate in a direction away from the first signal switch (4).

9. The car door lock according to claim 7, characterized in that, The release linkage (11) is located on the side of the ratchet assembly (2) away from the first drive device (9), and the self-priming interruption linkage (13) is provided with an arc-shaped abutment (1302), and the self-priming push rod (14) is provided with a self-priming interruption rivet (15). The arc-shaped abutment (1302) can push the self-priming interruption rivet (15) to rotate toward the side away from the ratchet assembly (2) under the driving action of the release linkage (11). The self-priming push rod (14) is hinged and fixed on the sector transmission gear (93).

10. The car door lock according to claim 7, characterized in that, The ice-breaking guide rod (18) and the ice-breaking push rod (17) are guided and slid in a limited manner under ice-breaking conditions through the cooperation of the guide slide column (1703) and the second guide slide groove (1802). The ice-breaking push rod (17) is hinged and fixed on the sector transmission gear (93).

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