A gear lock cylinder mechanism and lock

Abstract

The present application relates to the field of lock, disclose a kind of gear lock cylinder mechanism and lock. Gear lock cylinder mechanism includes lock shell, lock and gear, lock and gear are spaced apart, and rotationally arranged in lock shell, one end of lock is provided with non-circular shaft hole, gear lock cylinder mechanism further includes front clutch transmission assembly. By setting front clutch transmission assembly between gear and lock, there is clutch relationship between lock and gear, ensure that gear can be assembled and normally used at any angle;This design can effectively solve the problem of the relative position between the transmission sheet and the gear in the prior art is not fixed and there is unreasonable idle stroke, ensure that the transmission between lock and gear is more stable and reliable;And allow front clutch block to implement axial retreat when abnormal stress, avoid the occurrence of lock abnormal opening and closing problem, improve the performance and reliability of lock, improve the durability of mechanism, improve the user's use experience.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of locks, in particular to a gear lock cylinder mechanism and a lock. BACKGROUND

[0002] In the lock structure, the cooperation between the gear lock cylinder and the lock body is usually realized by the meshing of the gears, which leads to the need to adjust the gears to the appropriate tooth position during installation. Both the lock body gear and the lock cylinder gear need to be adjusted to the appropriate tooth position before being fitted into the lock cylinder.

[0003] In the existing gear lock cylinder, the transmission connection between the gear and the lock barrel relies on the transmission sheet, and the transmission sheet and the gear are in partial blocking point abutting mode. This structure allows the gear to rotate idly for a certain angle, resulting in the relative position between the transmission sheet blocking point and the gear blocking point being not fixed. When the lock cylinder is assembled into the lock body, if the gear blocking point is not deliberately pushed to a specific position, there will be an unreasonable idle stroke between the lock cylinder transmission sheet and the gear, which will affect the normal opening and closing function of the lock cylinder. For example, when the key is used to open the lock body, due to the unreasonable idle stroke between the transmission sheet and the gear, a larger angle than the designed angle may be needed to open the lock body, and after opening, the key cannot be directly pulled out, but needs to be rotated by a large angle to be pulled out. At this time, the lock bolt of the lock body may be locked out partially, resulting in the lock body being unable to be normally closed. For another example, after locking, due to the unreasonable idle stroke between the transmission sheet and the gear, the key may not be able to be pulled out, affecting the normal use of the lock body; for an intelligent lock, when the motor drives the lock cylinder tail strip to rotate, if the transmission sheet blocking point is in advance abutted against the gear blocking point, and the transmission sheet is limited in rotation by the lock barrel, and the lock barrel is locked by the key pin without the key, the lock cylinder gear will be limited by the lock barrel, and the intelligent lock cannot be normally unlocked. In the actual assembly process, due to the relative position between the transmission sheet and the gear being not fixed and the existence of the unreasonable idle stroke, when the lock cylinder is assembled into the lock body, the installer needs to deliberately push the gear to a specific position before assembly, which increases the complexity and difficulty of assembly, reduces the assembly efficiency, and is prone to assembly errors due to improper operation, further affecting the performance and reliability of the lock cylinder. Therefore, the transmission structure of the existing gear lock cylinder has the technical problems of insufficient transmission connection stability, frequent abnormal unlocking of the lock cylinder, and complex assembly process. These problems limit the performance and reliability of the gear lock cylinder, affect the user experience, and increase the assembly cost and maintenance difficulty. Therefore, it is necessary to improve the transmission structure of the existing gear lock cylinder to solve the above technical problems, improve the performance and reliability of the lock cylinder, simplify the assembly process, and improve the user experience. SUMMARY

[0004] Therefore, the present application provides a gear lock cylinder mechanism and a lock to solve the problems in the background art.

[0005] In a first aspect, the present application provides a gear lock cylinder mechanism, comprising a lock shell, a lock cylinder and a gear, the lock cylinder is spaced apart from the gear and is rotationally arranged in the lock shell, one end of the lock cylinder is provided with a non-circular shaft hole, and the gear lock cylinder mechanism further comprises:

[0006] The front clutch transmission assembly comprises a front clutch block, a front clutch push rod, a front clutch rod compression spring and a front transmission core. The front clutch block is axially and conformingly slidably arranged in the non-circular shaft hole, so that the front clutch block and the lock cylinder can be circumferentially synchronously rotated. The front clutch rod compression spring is sleeved outside the front clutch push rod, the front clutch push rod is slidably arranged in the front clutch block, one end of the front clutch rod compression spring is elastically abutted against the front clutch push rod, and the other end of the front clutch rod compression spring is elastically abutted against the front clutch block. The front transmission core is arranged in the lock shell, one end of the front transmission core is sleeved at one end of the lock cylinder close to the front clutch block, the other end of the front transmission core is in transmission connection with the gear, and the front transmission core is provided with a non-circular connecting hole. The front clutch rod compression spring has a biasing force for driving the front clutch block to be embedded into the non-circular connecting hole.

[0007] Beneficial effects: The front clutch transmission assembly is arranged between the gear and the lock cylinder, so that the lock cylinder and the gear have a clutching relationship, and the gear can be assembled and normally used at any angle. The automatic clutching butt joint of the gear and the lock cylinder does not require manual tooth alignment during assembly, and the non-circular structure is used for automatic alignment, thereby improving the assembly efficiency. The circumferential synchronous rotation of the front clutch block and the lock cylinder and the biasing force of the front clutch rod compression spring enable the front clutch block to be reliably embedded into the non-circular connecting hole of the front transmission core, to establish a non-fixed transmission coupling, thereby realizing the stable transmission connection between the lock cylinder and the front transmission core. This design can effectively solve the problems of the relative position between the transmission sheet and the gear being not fixed and the unreasonable idle stroke existing in the prior art, and ensure that the transmission between the lock cylinder and the gear is more stable and reliable. In addition, the front clutch block can be axially retreated under abnormal stress, to avoid the transmission mechanism from being stuck and damaged, and to avoid the occurrence of lock cylinder opening and closing abnormal problems, such as the need for a larger angle than the designed angle to open the lock body when the key is used to open the lock body, and the key cannot be directly pulled out after being opened, thereby improving the performance and reliability of the lock cylinder, improving the durability of the mechanism, and improving the user experience.

[0008] In some optional embodiments, one end of the front transmission core close to the front clutch block is provided with a circular sleeve hole, the open end of the circular sleeve hole is sleeved at one end of the lock cylinder, and the circular sleeve hole is provided with a non-circular recessed inner hole suitable for embedding the outer shape of the front clutch block.

[0009] Beneficial effects: The setting of the circular sleeve hole facilitates the assembly of the front transmission core and the lock cylinder, and the circular sleeve hole can provide an axial positioning reference, so that the front transmission core can be stably sleeved on the lock cylinder. The non-circular recessed inner hole and the front clutch block are embedded, which further enhances the connection stability between the front clutch block and the front transmission core, ensures that the front clutch block can be accurately embedded in the non-circular connecting hole of the front transmission core, and realizes reliable transmission between the lock cylinder and the front transmission core. The composite structure of the circular sleeve hole and the non-circular recessed inner hole provided at the end of the front transmission core enables the front transmission core to have both axial positioning and torque transmission functions. This design improves the stability and reliability of the transmission connection between the lock cylinder and the front transmission core, reduces errors that may occur during assembly, reduces assembly difficulty, and improves assembly efficiency.

[0010] In some optional embodiments, the gear lock cylinder mechanism further comprises a middle clutch transmission assembly, which is arranged between the front transmission core and the gear. The middle clutch transmission assembly comprises a front transmission piece, which is in transmission connection with the front transmission core and the gear.

[0011] Beneficial effects: For the middle clutch transmission assembly, the transmission connection between the front transmission core and the gear is transitioned and coordinated by the front transmission piece, so that the transmission is more stable and smooth. The front transmission piece is in transmission connection with the front transmission core and the gear, achieving indirect transmission between the front transmission core and the gear. It can effectively transmit power and also play a buffering and adjusting role, further optimizing the transmission performance of the lock cylinder and improving the stability and reliability of the overall mechanism of the lock cylinder. This makes the lock cylinder more stable and smooth during opening and closing, reduces impact and noise during transmission, prolongs the service life of the lock cylinder, and improves the user experience.

[0012] In some optional embodiments, the middle clutch transmission assembly further comprises a first front protruding stop point and a second front protruding stop point. The first front protruding stop point is arranged on the outer peripheral side wall surface of the front transmission piece facing the gear. The second front protruding stop point is arranged on the inner peripheral side wall surface of the gear facing the front transmission piece.

[0013] Beneficial effects: The setting of the first front protruding stop point and the second front protruding stop point provides clear positioning and limiting effect for the transmission between the front transmission piece and the gear. During transmission, the two protruding stop points can cooperate with each other to ensure that the transmission between the front transmission piece and the gear is more accurate and stable, avoiding slipping or idling during transmission, and further improving the reliability of transmission. This can further effectively solve the problem of unfixed relative position between the transmission piece and the gear and unreasonable idle stroke in the prior art, further improve the performance and reliability of the lock cylinder, reduce the occurrence of abnormal phenomena of the lock cylinder, and improve the user experience.

[0014] In some optional embodiments, an axial protrusion is arranged at one end of the front transmission core towards the gear, and the axial protrusion is arranged in a flat round shape; the front transmission sheet has a non-circular inner hole for sleeving on the axial protrusion, and the gear is provided with a round hole for fitting the front transmission sheet.

[0015] Beneficial effects: The arrangement of the axial protrusion and the non-circular inner hole enables the front transmission sheet to be stably sleeved on the axial protrusion of the front transmission core, realizing reliable connection between the front transmission core and the front transmission sheet. Meanwhile, the round hole on the gear is suitable for fitting the front transmission sheet, further optimizing the fitting structure between the front transmission sheet and the gear, ensuring stability and reliability in the transmission process, which is conducive to reducing errors and failures in the transmission process, improving the overall performance and reliability of the lock cylinder, and reducing assembly difficulty and maintenance cost.

[0016] In some optional embodiments, the gear lock cylinder mechanism further comprises a transmission tail strip, and the gear lock cylinder mechanism further comprises a rear clutch transmission assembly arranged between the gear and the transmission tail strip, the rear clutch transmission assembly comprising a rear transmission sheet, a first rear transmission core, a rear clutch block, a rear clutch push rod, and a rear clutch rod compression spring, the gear being arranged between the front transmission sheet and the rear transmission sheet, the rear transmission sheet being sleeved and transmitted on the first rear transmission core, the first rear transmission core being in transmission connection with the rear clutch block, the rear clutch push rod abutting against the rear clutch block at one end, the rear clutch push rod abutting against the front clutch block at the other end, the rear clutch rod compression spring being sleeved on the rear clutch push rod, one end of the rear clutch rod compression spring elastically abutting against the front transmission core, the other end of the rear clutch rod compression spring elastically abutting against the rear clutch push rod, and the rear clutch rod compression spring being suitable for applying a biasing force to the rear clutch push rod towards the front clutch block.

[0017] Beneficial effects: The arrangement of the rear clutch transmission assembly provides reliable connection and control for transmission between the gear and the transmission tail strip, and the mutual cooperation of the rear transmission sheet, the first rear transmission core, the rear clutch block, the rear clutch push rod, and the rear clutch rod compression spring realizes stable transmission connection between the transmission tail strip and the gear, while being capable of effectively buffering and adjusting the transmission process to ensure smoothness and reliability of the transmission; the cooperation of the rear clutch push rod and the rear clutch rod compression spring enables the rear clutch block to be applied with appropriate biasing force, strengthens the compactness of the structure, and optimizes the transmission performance. Such a rear clutch transmission assembly design can improve the stability and reliability of the lock cylinder transmission system, making the lock cylinder more stable and smooth during the opening and closing process, reducing impact and noise during the transmission process, and prolonging the service life of the lock cylinder. Meanwhile, the design provides more reliable transmission protection for the motor unlocking of the smart lock, avoids unlocking abnormal problems caused by unreasonable idle stroke between the transmission sheet and the gear, and improves user experience.

[0018] In some optional embodiments, the rear transmission piece is sleeved on one side of the first rear transmission core facing the gear through a non-circular shaft fitting sleeve; a non-circular recess is arranged on the side of the first rear transmission core away from the rear transmission piece to embed part of the rear clutch block, and the rear clutch push rod is arranged through the front transmission core and the first rear transmission core.

[0019] Beneficial effects: The non-circular shaft fitting sleeve ensures the fixed relative position between the rear transmission piece and the first rear transmission core in the circumferential direction, avoiding the relative rotation therebetween, thereby ensuring the stability of the transmission. The non-circular recess on the first rear transmission core is used to embed part of the rear clutch block, and this structural design enables the rear clutch block to form a stable connection with the first rear transmission core, while providing accurate positioning for the rear clutch block, which is conducive to the accurate execution of the clutch action. The rear clutch push rod is arranged through the front transmission core and the first rear transmission core, which enables the rear clutch push rod to effectively transmit power and control the clutch action, ensuring the coordinated operation of the entire transmission system. This design is conducive to reducing transmission errors and failure risks caused by the relative rotation between components, thereby improving the performance and service life of the lock cylinder. Through this transmission design, the connection and cooperation between structures are optimized, making the clutch action more accurate and smooth, improving the opening and closing response performance of the lock cylinder, avoiding problems such as lock cylinder jamming or failure to normally open due to inaccurate clutching, and enhancing the reliability of the lock cylinder.

[0020] In some optional embodiments, the gear lock cylinder mechanism further comprises a first rear protruding stop and a second rear protruding stop, the first rear protruding stop is arranged on the inner circumferential side wall surface of the gear facing the rear transmission piece, and the second rear protruding stop is arranged on the outer circumferential side wall surface of the rear transmission piece facing the gear.

[0021] Beneficial effects: The first rear protruding stop and the second rear protruding stop provide limiting and positioning functions between the gear and the rear transmission piece. Through the cooperation of the two protruding stops, the relative rotation angle between the gear and the rear transmission piece can be limited, ensuring that the relative position of the two during transmission remains within a reasonable range, thereby avoiding transmission errors and failures caused by excessive rotation, which is conducive to improving the accuracy and stability of the transmission, making the opening and closing actions of the lock cylinder more accurate and reliable, and reducing problems such as lock cylinder jamming or failure to normally open caused by inaccurate relative positions between transmission components; by limiting the relative rotation angle between the gear and the rear transmission piece, the smoothness and accuracy of the lock cylinder during opening and closing are ensured, improving the user experience.

[0022] In some optional embodiments, the lock shell comprises a front lock shell and a rear lock shell connected detachably; the rear clutch transmission assembly further comprises a second rear transmission core and a rear clutch block compression spring, the second rear transmission core is arranged in the rear lock shell, one side of the second rear transmission core is provided with a non-circular hole suitable for accommodating the rear clutch block, and the rear clutch block compression spring is elastically arranged between the second rear transmission core and the rear clutch block; the transmission tail bar is fixed on the second rear transmission core through a tail bar fixing pin.

[0023] Beneficial effects: the lock shell adopts the structure of a front lock shell and a rear lock shell connected detachably, which facilitates the assembly and maintenance of the lock cylinder mechanism and improves the maintainability of the product; the second rear transmission core provides support and transmission functions for the rear clutch transmission assembly, the non-circular shaft hole thereon can accommodate the rear clutch block, thereby optimizing the positioning and transmission performance of the rear clutch block; the rear clutch block compression spring can provide appropriate elastic force during clutching, so that the rear clutch block can perform clutching action more flexibly, thereby ensuring the reliability and stability of clutching. The transmission tail bar is fixed on the second rear transmission core through a tail bar fixing pin, and this fixing mode can ensure that the connection between the transmission tail bar and the second rear transmission core is firm and reliable, thereby ensuring that the transmission tail bar can accurately transmit power to realize the opening and closing functions of the lock cylinder. This structure design improves the maintainability and detachability of the lock cylinder mechanism, improves the reliability and stability of clutching action, reduces the risk of jamming and failure during clutching, and improves the overall performance and reliability of the lock cylinder.

[0024] In some optional embodiments, the gear lock cylinder mechanism further comprises a bearing piece, an inner wall of the bearing piece is sleeved and fitted on the outer periphery of the rear lock shell, and an outer wall of the bearing piece abuts against the second rear transmission core.

[0025] Beneficial effects: the bearing is sleeved in the rear lock shell to reduce the friction between the second rear transmission core and the rear lock shell and improve the running stability and durability of the product.

[0026] In a second aspect, the application further provides a lock comprising the above-mentioned gear lock cylinder mechanism. Since the lock comprises the gear lock cylinder mechanism, it has the same effects as the gear lock cylinder mechanism, which will not be described here again. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the specific embodiments of the present application or the technical solutions in the prior art, the following will briefly introduce the drawings needed to be used in the description of the specific embodiments or the prior art. Obviously, the drawings described below are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without creative labor.

[0028] Figure 1A cross-sectional view of a gear lock core mechanism according to an embodiment of the present application is provided;

[0029] Figure 2 A cross-sectional view of a partial structure of a gear lock core mechanism according to an embodiment of the present application is provided;

[0030] Figure 3 A cross-sectional view of a working position of a gear lock core mechanism according to an embodiment of the present application is provided;

[0031] Figure 4 An exploded view of a gear lock core mechanism according to an embodiment of the present application is provided;

[0032] Figure 5 A structure view of a lock core of a gear lock core mechanism according to an embodiment of the present application is provided;

[0033] Figure 6 A structure view of a clutch block of a gear lock core mechanism according to an embodiment of the present application is provided;

[0034] Figure 7 A cross-sectional view of a front transmission core of a gear lock core mechanism according to an embodiment of the present application is provided;

[0035] Figure 8 A structure view of a first front protruding stop and a second front protruding stop of a gear lock core mechanism according to an embodiment of the present application is provided;

[0036] Figure 9 A structure view of a first rear protruding stop and a second rear protruding stop of a gear lock core mechanism according to an embodiment of the present application is provided.

[0037] Explanation of reference numerals:

[0038] 101, lock shell; 1011, front lock shell; 1012, rear lock shell; 102, lock core; 1021, non-circular shaft hole; 103, gear; 104, transmission tail bar; 105, tail bar fixing pin; 106, lock shell cover; 107, bearing part; 108, lock box;

[0039] 201, front clutch block; 2011, through hole; 202, front clutch push rod; 203, front clutch rod compression spring; 204, front transmission core; 2041, circular sleeve hole; 2042, non-circular connecting hole; 2043, axial protrusion; 2044, circular through hole;

[0040] 301, front transmission piece; 302, first front protruding stop; 303, second front protruding stop;

[0041] 401, rear transmission piece; 402, first rear transmission core; 403, rear clutch block; 404, rear clutch push rod; 405, rear clutch rod compression spring; 406, second rear transmission core; 407, rear clutch block compression spring; 408, first rear protruding stop point; 409, second rear protruding stop point;

[0042] 501, key. DETAILED DESCRIPTION

[0043] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of the present application.

[0044] The embodiments of the present application are described below with reference to the drawings. Figures 1 to 9

[0045] According to the embodiments of the present application, in one aspect, a gear lock cylinder mechanism is provided, comprising a lock shell 101, a lock cylinder 102 and a gear 103, the lock cylinder 102 and the gear 103 are arranged at intervals and are rotatably arranged in the lock shell 101.

[0046] In one embodiment, the lock shell 101 comprises a detachably connected front lock shell 1011 and a rear lock shell 1012; the lock shell 101 adopts the structure of the detachably connected front lock shell 1011 and the rear lock shell 1012, which can facilitate the assembly and maintenance of the lock cylinder mechanism and improve the maintainability of the product. The lock shell 101 can be provided with a lock shell cover 106, and the lock shell cover 106 and the rear lock shell 1012 are detachably connected.

[0047] ​In the embodiment, one end of the lock cylinder 102 is provided with a non-circular shaft hole 1021, and the gear lock core mechanism further comprises a front clutch transmission assembly, which comprises a front clutch block 201, a front clutch push rod 202, a front clutch rod compression spring 203, and a front transmission core 204. The front clutch block 201 is axially and slidably arranged in the non-circular shaft hole 1021, so that the front clutch block 201 and the lock cylinder 102 can rotate synchronously in the circumferential direction. The front clutch rod compression spring 203 is sleeved outside the front clutch push rod 202, the front clutch push rod 202 is slidably arranged in the front clutch block 201, one end of the front clutch rod compression spring 203 elastically abuts against the front clutch push rod 202, and the other end of the front clutch rod compression spring 203 elastically abuts against the front clutch block 201. The front transmission core 204 is arranged in the lock shell 101, one end of the front transmission core 204 is sleeved at one end of the lock cylinder 102 close to the front clutch block 201, the other end of the front transmission core 204 is in transmission connection with the gear 103, and the front transmission core 204 is provided with a non-circular connecting hole 2042. The front clutch rod compression spring 203 has a biasing force for driving the front clutch block 201 to be embedded into the non-circular connecting hole 2042.

[0048] The gear lock core mechanism provided in the embodiment is provided with the front clutch transmission assembly between the gear 103 and the lock cylinder 102, so that the lock cylinder 102 and the gear 103 have a clutching relationship, and it is ensured that the gear 103 can be assembled and normally used at any angle. The automatic clutching butt joint of the gear 103 and the lock cylinder 102 does not need manual tooth alignment during assembly, and the non-circular structure is used for automatic alignment during rotation, so that the assembly efficiency is improved. The circumferential synchronous rotation of the front clutch block 201 and the lock cylinder 102 and the biasing force of the front clutch rod compression spring 203 can reliably embed the front clutch block 201 into the non-circular connecting hole 2042 of the front transmission core 204, establish non-fixed transmission coupling, and realize stable transmission connection between the lock cylinder 102 and the front transmission core 204. This design can effectively solve the problems that the relative position between the transmission sheet and the gear 103 is not fixed and there is unreasonable idle stroke in the prior art, and ensure that the transmission between the lock cylinder 102 and the gear 103 is more stable and reliable. In addition, the front clutch block 201 can retreat axially under abnormal stress, so as to avoid damage of the transmission mechanism and avoid the occurrence of abnormal problems of the lock core, such as the need for a larger angle than the designed angle to open the lock body when the key 501 opens the lock body, and the key 501 cannot be directly pulled out after being opened. Therefore, the performance and reliability of the lock core are improved, the durability of the mechanism is improved, and the user's use experience is improved.

[0049] As a further embodiment, the front transmission core 204 is provided with a circular sleeve hole 2041 near one end of the front clutch block 201, the open end of the circular sleeve hole 2041 is sleeved on one end of the lock cylinder 102, a non-circular connecting hole 2042 suitable for embedding with the outer shape of the front clutch block 201 is arranged on the circular sleeve hole 2041, and the non-circular connecting hole 2042 can be specifically a non-circular concave inner hole. The front transmission core 204 is assembled with the lock cylinder 102 by using the circular sleeve hole 2041, the circular sleeve hole 2041 can provide an axial positioning reference, so that the front transmission core 204 can be stably sleeved on the lock cylinder 102, and the non-circular connecting hole 2042 is embedded with the outer shape of the front clutch block 201, which further enhances the connection stability between the front clutch block 201 and the front transmission core 204, and ensures that the front clutch block 201 can be accurately embedded in the non-circular connecting hole 2042 of the front transmission core 204, thereby realizing reliable transmission between the lock cylinder 102 and the front transmission core 204; the front transmission core 204 is provided with the composite structure of the circular sleeve hole 2041 and the non-circular connecting hole 2042 at the end, so that the front transmission core 204 has the dual functions of axial positioning and torque transmission; such design improves the stability and reliability of the transmission connection between the lock cylinder 102 and the front transmission core 204, reduces the errors that may occur in the assembly process, reduces the assembly difficulty, and improves the assembly efficiency.

[0050] In one embodiment, the front clutch block 201 is provided with a through hole 2011 for the front clutch push rod 202 to slide through.

[0051] In one embodiment, the gear lock cylinder mechanism further comprises a middle clutch transmission assembly, which is arranged between the front transmission core 204 and the gear 103, and the middle clutch transmission assembly comprises a front transmission piece 301, the front transmission piece 301 and the front transmission core 204 are in transmission connection, and the front transmission piece 301 and the gear 103 are in transmission connection. The transmission connection between the front transmission core 204 and the gear 103 is transitioned and coordinated by the front transmission piece 301, so that the transmission is more stable and smooth; the front transmission piece 301 is in transmission connection with the front transmission core 204 and the gear 103, indirectly transmits power between the front transmission core 204 and the gear 103, can effectively transmit power, and plays a buffering and adjusting role, further optimizes the transmission performance of the lock cylinder, is beneficial to improving the stability and reliability of the overall mechanism of the lock cylinder, makes the lock cylinder more stable and smooth during opening and closing, reduces the impact and noise in the transmission process, prolongs the service life of the lock cylinder, and improves the user experience.

[0052] In one embodiment, referring to Figure 8 , the middle clutch transmission assembly further comprises a first front protruding stop point 302 and a second front protruding stop point 303, the first front protruding stop point 302 is arranged on the outer peripheral side wall surface of the front transmission piece 301 facing the gear 103, and the second front protruding stop point 303 is arranged on the inner peripheral side wall surface of the gear 103 facing the front transmission piece 301.

[0053] The arrangement of the first front protruding stop point 302 and the second front protruding stop point 303 provides clear positioning and limiting effect for the transmission between the front transmission piece 301 and the gear 103. During the transmission process, the two protruding stop points can cooperate with each other to ensure that the transmission between the front transmission piece 301 and the gear 103 is more accurate and stable, avoiding the phenomenon of slipping or idling during the transmission process, and further improving the reliability of the transmission. It can further effectively solve the problems of the relative position between the transmission piece and the gear 103 not being fixed and the existence of unreasonable idle stroke in the prior art, further improve the performance and reliability of the lock cylinder, reduce the occurrence of abnormal phenomena of the lock cylinder opening and closing, and improve the user experience.

[0054] In one embodiment, the front transmission core 204 is provided with an axial protrusion 2043 at one end thereof towards the gear 103, and the axial protrusion 2043 is arranged in a flat round shape. The front transmission piece 301 has a non-circular inner hole for sleeving on the axial protrusion 2043, and the gear 103 is provided with a circular hole suitable for assembling the front transmission piece 301. By arranging the axial protrusion 2043 and the non-circular inner hole, the front transmission piece 301 can be stably sleeved on the axial protrusion 2043 of the front transmission core 204, realizing reliable connection between the front transmission core 204 and the front transmission piece 301. At the same time, the circular hole on the gear 103 is suitable for assembling the front transmission piece 301, further optimizing the assembly structure between the front transmission piece 301 and the gear 103, ensuring the stability and reliability during the transmission process, which is conducive to reducing errors and failures during the transmission process, improving the overall performance and reliability of the lock cylinder, and reducing assembly difficulty and maintenance cost.

[0055] In one embodiment, the gear lock cylinder mechanism further comprises a transmission tail bar 104, and the gear lock cylinder mechanism further comprises a rear clutch transmission assembly arranged between the gear 103 and the transmission tail bar 104. The rear clutch transmission assembly comprises a rear transmission piece 401, a first rear transmission core 402, a rear clutch block 403, a rear clutch push rod 404, and a rear clutch rod compression spring 405. The gear 103 is arranged between the front transmission piece 301 and the rear transmission piece 401. The rear transmission piece 401 is sleeved and transmitted on the first rear transmission core 402. The first rear transmission core 402 is in transmission connection with the rear clutch block 403. The rear clutch push rod 404 abuts against the rear clutch block 403 at one end, and abuts against the front clutch block 201 at the other end. The rear clutch rod compression spring 405 is sleeved on the rear clutch push rod 404. One end of the rear clutch rod compression spring 405 elastically abuts against the front transmission core 204, and the other end of the rear clutch rod compression spring 405 elastically abuts against the rear clutch push rod 404. The rear clutch rod compression spring 405 is suitable for applying a biasing force to the rear clutch push rod 404 towards the front clutch block 201.

[0056] The gear lock core mechanism provided by the embodiment, the setting of the rear clutch transmission assembly provides reliable connection and control for the transmission between the gear 103 and the transmission tail bar 104, the mutual cooperation of the rear transmission sheet 401, the first rear transmission core 402, the rear clutch block 403, the rear clutch push rod 404 and the rear clutch rod compression spring 405 realizes the stable transmission connection between the transmission tail bar 104 and the gear 103, and can effectively buffer and adjust the transmission process, ensuring the stability and reliability of the transmission; the cooperation of the rear clutch push rod 404 and the rear clutch rod compression spring 405 can apply appropriate biasing force to the rear clutch block 403, strengthen the compact structure of the transmission and optimize the transmission performance. The design of the rear clutch transmission assembly can improve the stability and reliability of the lock core transmission system, make the lock core more stable and smooth during the opening and closing process, reduce the impact and noise in the transmission process, and prolong the service life of the lock core. At the same time, it also provides more reliable transmission protection for the motor unlocking of the intelligent lock, avoids the unlocking abnormal problem caused by the unreasonable idle stroke between the transmission sheet and the gear 103, and improves the user experience.

[0057] In one embodiment, the rear transmission sheet 401 is sleeved on one side of the first rear transmission core 402 facing the gear 103 through a non-circular shaft cooperation; the side of the first rear transmission core 402 away from the rear transmission sheet 401 is provided with a non-circular recess for embedding part of the rear clutch block 403, and the rear clutch push rod 404 is arranged through the front transmission core 204 and the first rear transmission core 402.

[0058] The gear lock core mechanism provided by the embodiment uses the non-circular shaft cooperation sleeve setting mode to ensure the relative position between the rear transmission sheet 401 and the first rear transmission core 402 in the circumferential direction, avoiding the relative rotation between the two, thereby ensuring the stability of the transmission. The non-circular recess on the first rear transmission core 402 is used to embed part of the rear clutch block 403, and this structure design enables the rear clutch block 403 to form a stable connection relationship with the first rear transmission core 402, and provides accurate positioning for the rear clutch block 403, which is conducive to the accurate execution of the clutch action. The rear clutch push rod 404 is arranged through the front transmission core 204 and the first rear transmission core 402, which makes the rear clutch push rod 404 effectively transmit power and control the clutch action, ensuring the coordinated operation of the entire transmission system. This design is conducive to reducing transmission errors and fault risks caused by the relative rotation between components, thereby improving the performance and service life of the lock core. Through this transmission design, the connection and cooperation relationship between the structures are optimized, making the clutch action more accurate and smooth, improving the opening and closing response performance of the lock core, avoiding problems such as lock core jamming or failure to normally open caused by inaccurate clutching, and enhancing the reliability of the lock core.

[0059] In one embodiment, the non-circular connecting hole 2042 is arranged as a non-circular recessed inner hole configured inside the front transmission core 204, which is arranged on the side of the front transmission core 204 facing the front clutch block 201.

[0060] In one embodiment, the front transmission core 204 is provided with a round through hole 2044 for the rear clutch push rod 404 to slide through.

[0061] In one embodiment, the rear clutch transmission assembly further comprises a second rear transmission core 406 and a rear clutch block compression spring 407, the second rear transmission core 406 is arranged in the rear lock shell 1012, one side of the second rear transmission core 406 is provided with a non-circular hole suitable for accommodating the rear clutch block 403, and the rear clutch block compression spring 407 is elastically arranged between the second rear transmission core 406 and the rear clutch block 403; the transmission tail bar 104 is fixed on the second rear transmission core 406 through the tail bar fixing pin 105.

[0062] The gear lock core mechanism provided in the embodiment provides support and transmission functions for the rear clutch transmission assembly through the arrangement of the second rear transmission core 406, and the non-circular shaft hole 1021 thereon can accommodate the rear clutch block 403, thereby optimizing the positioning and transmission performance of the rear clutch block 403; the rear clutch block compression spring 407 can provide appropriate elastic force during the clutching process, so that the rear clutch block 403 can more flexibly perform the clutching action, ensuring the reliability and stability of the clutching. The transmission tail bar 104 is fixed on the second rear transmission core 406 through the tail bar fixing pin 105, and this fixing mode can ensure that the connection between the transmission tail bar 104 and the second rear transmission core 406 is firm and reliable, thereby ensuring that the transmission tail bar 104 can accurately transmit power to realize the opening and closing functions of the lock core. Such a structure design improves the maintainability and dismountability of the lock core mechanism, improves the reliability and stability of the clutching action, reduces the risk of jamming and failure during the clutching process, and improves the overall performance and reliability of the lock core.

[0063] In one embodiment, the gear lock core mechanism further comprises a bearing member 107, an inner wall of the bearing member 107 is sleeved and fitted on the outer periphery of the rear lock shell 1012, and an outer wall of the bearing member 107 abuts against the second rear transmission core 406. In this embodiment, the bearing member 107 is sleeved in the rear lock shell 1012 to reduce the friction between the second rear transmission core 406 and the rear lock shell 1012, thereby improving the running stability and durability of the product.

[0064] In one embodiment, referring to Figure 9The gear lock core mechanism further includes a first rear protruding stop point 408 and a second rear protruding stop point 409. The first rear protruding stop point 408 is arranged on the inner peripheral side wall surface of the gear 103 facing the rear transmission sheet 401, and the second rear protruding stop point 409 is arranged on the outer peripheral side wall surface of the rear transmission sheet 401 facing the gear 103. The first rear protruding stop point 408 and the second rear protruding stop point 409 provide a limiting and positioning function between the gear 103 and the rear transmission sheet 401. Through the cooperation of the two protruding stop points, the relative rotation angle between the gear 103 and the rear transmission sheet 401 can be limited, and the relative position of the two during transmission is ensured to be within a reasonable range, thereby avoiding transmission errors and failures caused by excessive rotation, which is beneficial to improve the transmission precision and stability, so that the opening and closing action of the lock core is more accurate and reliable, and reduces the problems of lock core jamming or failure to normally open caused by inaccurate relative position between transmission components; by limiting the relative rotation angle between the gear 103 and the rear transmission sheet 401, the smoothness and accuracy of the lock core during opening and closing are ensured, and the user's use experience is improved.

[0065] For the realization of the tooth-free characteristic:

[0066] In the normal working state, part of the front clutch block 201 is embedded in the non-circular connecting hole 2042 of the front transmission core 204, and the lock barrel 102 drives the front transmission core 204 to rotate through the front clutch block 201. When the lock barrel 102 is not driven by the key 501 or the motor, the front clutch block 201 is kept in the non-circular shaft hole 1021 of the lock barrel 102 under the action of the front clutch lever compression spring 203, at this time the front transmission core 204 can be freely rotated, and is not limited by the lock barrel 102. This design makes the gear 103 can be assembled into the lock body at any angle position, without being limited by the lock barrel 102, thereby realizing the tooth-free characteristic.

[0067] Figure 1 The positions of each component are the normal use state of the technical solution, and the logic of the full-automatic intelligent lock operation:

[0068] The motor of the intelligent lock drives the transmission tail bar 104, the transmission tail bar 104 drives the second rear transmission core 406, the second rear transmission core 406 drives the rear clutch block 403, the rear clutch block 403 drives the first rear transmission core 402, the first rear transmission core 402 drives the rear transmission core, and the rear transmission piece 401 drives the gear 103 to rotate. (The gear 103 outputs the action to the lock body to perform the opening and closing action of the lock) Because of the cooperation of the second front protruding stop point 303 of the gear 103 and the first front protruding stop point 302 on the front transmission piece 301 and the cooperation of the first rear protruding stop point 408 and the second rear protruding stop point 409 on the rear transmission piece 401, there is a certain transmission angle between the positions, after the gear 103 rotates a certain angle, the protruding stop points on the gear 103 and the front transmission piece 301 abut, thereby driving the front transmission piece 301 to rotate, and the front transmission core 204 is driven to rotate again. Because the front clutch block 201 is completely in the lock cylinder 102, the front transmission core 204 can rotate arbitrarily without limitation. In the conventional technical solution, the front transmission core 204 and the lock cylinder 102 are usually integrated, so the key locking of the lock cylinder 102 will limit the rotation angle of the gear 103.

[0069] The clutch gear lock core mechanism provided in the embodiment has one of the most prominent improvements compared with the gear 103 lock core of the conventional technical solution: the lock cylinder 102 in the conventional technical solution is split into the lock cylinder 102 and the front transmission core 204, and a front clutch mechanism is added therebetween, so that the lock cylinder 102 no longer limits the rotation of the front transmission piece 301 and the gear 103 before the front clutch is effective and locked, thereby realizing that the gear 103 can be assembled with the lock body at any angle position without angle limitation, and thus the tooth-free characteristic is realized.

[0070] Figure 3The position of the parts is the state when the key 501 is used to open, and the logic of the key 501 to open and close the lock is as follows: after the key 501 is inserted into the lock barrel 102 and matches the key, the lock barrel 102 is separated from the front lock shell 1011, and the lock barrel 102 can rotate freely; the front end of the key 501 pushes the front clutch push rod 202 to the right in the figure, the front clutch push rod 202 compresses the front clutch rod spring 203, and the front clutch rod spring 203 makes the front clutch block 201 have a tendency to move to the right in the figure; at the same time, the front clutch push rod 202 pushes the rear clutch push rod 404 to the right, and the rear clutch push rod 404 pushes the rear clutch block 403 to the right, and the rear clutch block 403 is separated from the first rear transmission core 402 and completely enters the second rear transmission core 406; at this time, rotating the key 501 drives the lock barrel 102 to rotate, and the lock barrel 102 rotates to drive the front clutch block 201 to rotate, and when the front clutch block 201 rotates to the position where the outer shape is embedded in the recessed inner hole of the front transmission core 204, a part of the front clutch block 201 enters the front transmission core 204, and then the lock barrel 102 and the front transmission core 204 are locked and synchronously rotated through the front clutch block 201. Continue to rotate the key 501, which drives the lock barrel 102, the front clutch block 201 and the front transmission core 204 to rotate, and the front transmission core 204 drives the front transmission piece 301 to rotate, and the protruding stop point of the front transmission piece 301 drives the gear 103 to rotate after contacting the protruding stop point of the gear 103 (the gear 103 outputs the action to the lock body to open and close the lock), and the gear 103 drives the rear transmission piece 401 to rotate, and the rear transmission piece 401 drives the first rear transmission core 402 to rotate, and because the rear clutch block 403 is separated from the first rear transmission core 402, the rotation is not restricted.

[0071] In Figure 3 state, after pulling out the key 501, under the action of the rear clutch rod spring 405, the rear clutch push rod 404 is reset to the left, and simultaneously drives the front clutch block 201, the front clutch push rod 202 and the front clutch rod spring 203 to reset; rotating the transmission tail strip 104 drives the rear clutch block 403 to rotate, and when the rear clutch block 403 rotates to the position where the outer shape is embedded in the recessed inner hole of the first rear transmission core 402, the rear clutch block 403 is reset. At this time, the position state of all parts returns to Figure 1 state;

[0072] Regarding the transmission process when the key 501 or the motor drives:

[0073] 1. Regarding the key 501 driving to open:

[0074] When the key 501 is inserted into the lock cylinder 102 and matches the key, the lock cylinder 102 can be freely rotated. The front end of the key 501 pushes the front clutch push rod 202, compresses the front clutch rod spring 203, and moves the front clutch block 201 to the direction of the lock cylinder 102. When the front clutch block 201 is embedded in the non-circular connecting hole 2042 of the front transmission core 204, the lock cylinder 102, the front clutch block 201 and the front transmission core 204 are locked and rotated synchronously. The rotation of the front transmission core 204 drives the gear 103 to rotate through the middle clutch transmission mechanism, realizing the opening of the lock cylinder.

[0075] 2. Regarding motor driving:

[0076] The motor of the intelligent lock drives the rear clutch transmission mechanism through the transmission tail bar 104, and finally drives the gear 103 to rotate. The rotation of the gear 103 drives the front transmission piece 301 and the front transmission core 204 to rotate through the middle clutch transmission mechanism, realizing the opening of the lock cylinder. During the motor driving process, the front clutch block 201 remains in the non-circular shaft hole 1021 of the lock cylinder 102, and the front transmission core 204 can be freely rotated and is not limited by the lock cylinder 102.

[0077] 3. Regarding the reset mechanism:

[0078] After the key 501 is pulled out or the motor stops driving, the front clutch rod spring 203 and the rear clutch rod spring 405 reset the front clutch block 201 and the rear clutch block 403 to the initial state. The position state of all parts returns to the normal working state, and the gear 103 can be freely rotated without being limited by the lock cylinder 102.

[0079] According to an embodiment of the present application, on the other hand, a lock is also provided, which comprises a gear lock cylinder mechanism. Since the lock comprises the gear lock cylinder mechanism, it has the same structural features, working modes and effects as the gear lock cylinder mechanism, which will not be described here.

[0080] In one embodiment, the lock is configured with a lock box 108, and the gear lock cylinder mechanism is assembled in the lock box 108. The front lock shell 1011 and the rear lock shell 1012 are respectively configured with through holes for the key 501 and the transmission tail bar 104 at both ends of the lock box 108.

[0081] Although the embodiments of the present application are described in conjunction with the drawings, various modifications and changes can be made by those skilled in the art without departing from the spirit and scope of the present application, and such modifications and changes fall within the scope defined by the appended claims.

Claims

1. A pin tumbler mechanism comprising a lock housing (101), a lock cylinder (102) and a gear (103), said lock cylinder (102) being spaced apart from said gear (103) and being rotatably arranged in said lock housing (101), characterized in that, The lock barrel (102) is provided with a non-circular shaft hole (1021) at one end, and the gear lock core mechanism further comprises: The front clutch transmission assembly comprises a front clutch block (201), a front clutch push rod (202), a front clutch rod compression spring (203), and a front transmission core (204). The front clutch block (201) is axially and conformingly slidably arranged in the non-circular shaft hole (1021), so that the front clutch block (201) and the lock barrel (102) can be circumferentially synchronously rotated. The front clutch rod compression spring (203) is sleeved outside the front clutch push rod (202), the front clutch push rod (202) is slidably arranged in the front clutch block (201), one end of the front clutch rod compression spring (203) is elastically abutted against the front clutch push rod (202), and the other end of the front clutch rod compression spring (203) is elastically abutted against the front clutch block (201). The front transmission core (204) is arranged in the lock shell (101), one end of the front transmission core (204) is sleeved at one end of the lock barrel (102) close to the front clutch block (201), the other end of the front transmission core (204) is in transmission connection with the gear (103), and the front transmission core (204) is provided with a non-circular connecting hole (2042). The front clutch rod compression spring (203) has a biasing force for driving the front clutch block (201) to be embedded into the non-circular connecting hole (2042).

2. The deadbolt mechanism of claim 1, wherein, The front transmission core (204) is provided with a circular sleeve hole (2041) at one end close to the front clutch block (201), the open end of the circular sleeve hole (2041) is sleeved at one end of the lock barrel (102), the circular sleeve hole (2041) is provided with a non-circular connecting hole (2042) suitable for being embedded with the outer shape of the front clutch block (201), and the non-circular connecting hole (2042) is a non-circular recessed hole.

3. The deadbolt mechanism of claim 1, wherein, The gear lock core mechanism further comprises a middle clutch transmission assembly arranged between the front transmission core (204) and the gear (103), and the middle clutch transmission assembly comprises a front transmission piece (301). The front transmission piece (301) and the front transmission core (204) are in transmission connection, and the front transmission piece (301) and the gear (103) are in transmission connection.

4. The deadbolt mechanism of claim 3, wherein, The middle clutch transmission assembly further comprises a first front protruding stop point (302) and a second front protruding stop point (303). The first front protruding stop point (302) is arranged on the outer peripheral side wall surface of the front transmission piece (301) facing the gear (103), and the second front protruding stop point (303) is arranged on the inner peripheral side wall surface of the gear (103) facing the front transmission piece (301).

5. The deadbolt mechanism of claim 3, wherein, The front transmission core (204) is provided with an axial protrusion (2043) at one end facing the gear (103), and the axial protrusion (2043) is arranged in a flat circular shape. The front transmission piece (301) has a non-circular inner hole for sleeving the axial protrusion (2043), and the gear (103) is provided with a circular hole suitable for assembling the front transmission piece (301).

6. The deadbolt mechanism of claim 3, wherein, The gear lock core mechanism further comprises a transmission tail bar (104), and further comprises a rear clutch transmission assembly arranged between the gear (103) and the transmission tail bar (104). The rear clutch transmission assembly comprises a rear transmission piece (401), a first rear transmission core (402), a rear clutch block (403), a rear clutch push rod (404), and a rear clutch rod compression spring (405). The gear (103) is arranged between the front transmission piece (301) and the rear transmission piece (401). The rear transmission piece (401) is sleeved and transmitted on the first rear transmission core (402). The first rear transmission core (402) is in transmission connection with the rear clutch block (403). The rear clutch push rod (404) is in abutment with the rear clutch block (403) at one end, and in abutment with the front clutch block (201) at the other end. The rear clutch rod compression spring (405) is sleeved on the rear clutch push rod (404). One end of the rear clutch rod compression spring (405) is in elastic abutment with the front transmission core (204), and the other end of the rear clutch rod compression spring (405) is in elastic abutment with the rear clutch push rod (404). The rear clutch rod compression spring (405) is adapted to apply a biasing force to the rear clutch push rod (404) towards the front clutch block (201).

7. The deadbolt mechanism of claim 6, wherein, The rear transmission piece (401) is sleeved on the first rear transmission core (402) on the side facing the gear (103) through a non-circular shaft. The first rear transmission core (402) is provided with a non-circular recess on the side away from the rear transmission piece (401) to embed part of the rear clutch block (403). The rear clutch push rod (404) is arranged in the front transmission core (204) and the first rear transmission core (402). The gear lock core mechanism further comprises a first rear protruding stop point (408) and a second rear protruding stop point (409). The first rear protruding stop point (408) is arranged on the inner circumferential side wall surface of the gear (103) facing the rear transmission piece (401). The second rear protruding stop point (409) is arranged on the outer circumferential side wall surface of the rear transmission piece (401) facing the gear (103).

8. The deadbolt mechanism of claim 6, wherein, The lock shell (101) comprises a front lock shell (1011) and a rear lock shell (1012) which are detachably connected. The rear clutch transmission assembly further comprises a second rear transmission core (406) and a rear clutch block compression spring (407). The second rear transmission core (406) is arranged in the rear lock shell (1012). One side of the second rear transmission core (406) is provided with a non-circular hole adapted to accommodate the rear clutch block (403). The rear clutch block compression spring (407) is elastically arranged between the second rear transmission core (406) and the rear clutch block (403). The transmission tail bar (104) is fixed on the second rear transmission core (406) through a tail bar fixing pin (105).

9. The deadbolt mechanism of claim 8, wherein, The gear lock core mechanism further comprises a bearing piece (107), an inner wall of the bearing piece (107) is sleeved and fitted on an outer periphery of the rear lock shell (1012) (101), and an outer wall of the bearing piece (107) abuts against the second rear transmission core (406).

10. A lock, characterized in that The gear lock core mechanism comprises the gear lock core mechanism according to any one of claims 1-9.

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