Door lock driving device, vehicle and door lock driving control method

Abstract

The invention provides a vehicle door lock driving device, a vehicle and a vehicle door lock driving control method, and belongs to the technical field of vehicle parts. The car door lock driving device comprises a first transmission shaft, a second transmission shaft, a first transmission mechanism and a one-way clutch, and in the state that the one-way clutch is locked, a transmission path through which the first transmission shaft transmits torque to the second transmission shaft is conducted; in a state in which the one-way clutch is unlocked, a transmission path in which the second transmission shaft transmits torque to the first transmission shaft is blocked. The car door lock driving control method comprises the steps that the position state of a first locking piece is judged; if the first locking piece is located at the avoiding position, the driving unit is controlled to drive the first transmission shaft to rotate until the first locking piece is switched to the locking position from the avoiding position; if the first locking piece is located at the locking position, the second locking piece drives the second transmission shaft to rotate synchronously in the unlocking state of the one-way clutch. The normal electric suction locking function can be achieved, and the problem that the driving unit is damaged due to door closing can be solved.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicle parts, and particularly relates to a vehicle door lock driving device, a vehicle and a vehicle door lock driving control method. BACKGROUND

[0002] With the development of science and technology, an automobile has not only been used as a simple means of transportation, and users have higher and higher requirements for the automation and intelligence of the automobile. A vehicle door is an important part of the automobile, has a great influence on the appearance of the automobile, and the sealing performance and switching performance of the vehicle door directly affect the use quality of the automobile. Therefore, improving the intelligence of the vehicle door is an important topic in the current industry development.

[0003] Intelligent control of a vehicle door lock is an important part of the intelligence of the vehicle door. Some vehicle door locks have an electric suction function, but in some manual door closing scenarios (for example, suddenly closing the door with great force), the driving unit of the vehicle door lock is easily damaged, the service life of the vehicle door lock as a whole is short, and the vehicle door lock needs to be repeatedly repaired, which affects the use experience. SUMMARY

[0004] Embodiments of the present application provide a vehicle door lock driving device, a vehicle and a vehicle door lock driving control method, and aim to solve the problem that the driving unit of the vehicle door lock is easily damaged in a manual door closing scenario.

[0005] To achieve the above-mentioned purpose, the technical solution adopted by the present application is as follows:

[0006] In a first aspect, the present application provides a vehicle door lock driving device, comprising:

[0007] A first transmission shaft is connected to the driving unit;

[0008] A second transmission shaft is connected to the first locking member;

[0009] A first transmission mechanism has a first transmission wheel connected to the first transmission shaft, and a second transmission wheel connected to the second transmission shaft; and

[0010] A one-way clutch is arranged between the first transmission shaft and the first transmission wheel, or the one-way clutch is arranged between the second transmission shaft and the second transmission wheel;

[0011] In the locked state of the one-way clutch, the transmission path of the first transmission shaft to the second transmission shaft is conducted;

[0012] In the unlocked state of the one-way clutch, the transmission path of the second transmission shaft to the first transmission shaft is blocked.

[0013] In combination with the first aspect, in a possible implementation manner, the door lock driving device further includes a second transmission mechanism and an on-off controller, the second transmission mechanism has a third transmission wheel connected with the first transmission shaft, and has a fourth transmission wheel connected with the second transmission shaft;

[0014] The on-off controller is arranged between the first transmission shaft and the third transmission wheel, and / or the on-off controller is arranged between the second transmission shaft and the fourth transmission wheel;

[0015] In a connected state of the on-off controller, a transmission path between the first transmission shaft and the second transmission shaft is conducted; in a disconnected state of the on-off controller, the transmission path between the first transmission shaft and the second transmission shaft is blocked.

[0016] In some embodiments, the on-off controller is a synchronizer, which is connected between the first transmission shaft and the third transmission wheel or between the second transmission shaft and the fourth transmission wheel; the synchronizer controls whether the first transmission shaft is connected with the third transmission wheel or controls whether the second transmission shaft is connected with the fourth transmission wheel.

[0017] Compared with the prior art, the scheme shown in the embodiments of the present application can realize normal electrically-locked closing under the premise that the first locking member is in the avoiding position and the second locking member does not directly knock the second locking member during door closing, the one-way clutch is in the locked state, the torque output by the driving unit is sequentially transmitted to the first locking member through the first transmission shaft, the first transmission wheel, the second transmission wheel and the second transmission shaft, drives the first locking member to rotate from the avoiding position to the locking position, and the electrically-locked closing process is completed; under the premise that the electrically-locked closing cannot be normally performed (i.e., the first locking member is in the locking position and the second locking member directly knocks the second locking member during door closing), the one-way clutch is in the unlocked state, if the door is manually closed at this time, the second locking member directly contacts the first locking member in the process of gradually approaching the first locking member, the second locking member gradually drives the first locking member to rotate as the door is closed, the first locking member drives the second transmission shaft to rotate, since the one-way clutch is in the unlocked state at this time, the rotation torque of the second transmission shaft cannot be transmitted to the first transmission shaft through the first transmission mechanism, and the output shaft of the driving unit cannot be reversely rotated, thereby avoiding the problem that the driving unit is damaged due to door closing under the premise that the electrically-locked closing cannot be normally performed. Through optimization of the overall structure of the driving device, the present application not only can realize normal electrically-locked closing, but also can avoid the problem that the driving unit is damaged due to door closing under the premise that the electrically-locked closing cannot be normally performed (i.e., the first locking member is in the locking position and the second locking member directly knocks the second locking member during door closing), thereby reducing the maintenance frequency and cost of the door lock and prolonging the service life of the door lock.

[0018] In a second aspect, the embodiments of the present application further provide a vehicle comprising the vehicle door lock driving device.

[0019] Compared with the prior art, the scheme shown in the embodiments of the present application can not only realize normal electric latching function, but also avoid the problem of damage of the driving unit caused by closing the door under the condition that the electric latching cannot be normally performed (i.e. the first latching member is in the latching position, and the second latching member directly bumps against the second latching member during the closing process), thereby reducing the maintenance frequency and cost of the vehicle door lock, prolonging the service life of the vehicle door lock, and improving the use experience.

[0020] In a third aspect, the embodiments of the present application further provide a vehicle door lock driving control method, which is implemented based on the vehicle door lock driving device, and comprises the following steps:

[0021] judging the position state of the first latching member;

[0022] if the first latching member is in the avoidance position, controlling the driving unit to drive the first transmission shaft to rotate, and in the locked state of the one-way clutch, transmitting the torque output by the driving unit to the first latching member through the first transmission shaft, the first transmission mechanism and the second transmission shaft in sequence, until the first latching member switches from the avoidance position to the latching position;

[0023] if the first latching member is in the latching position, during the closing process, the second latching member pushes the first latching member to swing towards the avoidance position, and in the unlocked state of the one-way clutch, the second latching member drives the second transmission shaft to synchronously rotate.

[0024] In combination with the third aspect, in a possible implementation manner, if the first latching member is in the avoidance position, the driving unit is controlled to drive the first transmission shaft to rotate, and the specific implementation includes:

[0025] if the first latching member is in the avoidance position, the closing angle of the door is acquired;

[0026] if the closing angle is less than or equal to the first angle value, the driving unit is controlled to drive the first transmission shaft to rotate.

[0027] In combination with the third aspect, in a possible implementation manner, the basis for judging whether the first latching member switches from the avoidance position to the latching position is:

[0028] the rotation angle of the first latching member is acquired, and if the rotation angle is greater than or equal to the second angle value, it is judged that the first latching member switches from the avoidance position to the latching position;

[0029] if the first latching member switches from the avoidance position to the latching position, the driving unit is controlled to stop.

[0030] In a possible implementation manner of the third aspect, the vehicle door lock driving device further comprises a second transmission mechanism and an on-off controller. The second transmission mechanism has a third transmission wheel connected with the first transmission shaft, and has a fourth transmission wheel connected with the second transmission shaft. The on-off controller is arranged between the first transmission shaft and the third transmission wheel, and / or the on-off controller is arranged between the second transmission shaft and the fourth transmission wheel. In a state in which the on-off controller is connected, a transmission path between the first transmission shaft and the second transmission shaft is conducted. In a state in which the on-off controller is disconnected, the transmission path between the first transmission shaft and the second transmission shaft is blocked.

[0031] The vehicle door lock driving control method further comprises:

[0032] judging whether the door lock is triggered to open;

[0033] if the door lock is triggered to open, controlling the on-off controller to switch to the connected state;

[0034] controlling the driving unit to drive the first transmission shaft to rotate, and transmitting the torque output by the driving unit to the first locking piece through the first transmission shaft, the second transmission mechanism and the second transmission shaft in sequence, until the first locking piece switches the locking position to the avoiding position.

[0035] In some embodiments, while the torque output by the driving unit is transmitted to the first locking piece through the first transmission shaft, the second transmission mechanism and the second transmission shaft in sequence, the one-way clutch is in the unlocked state, and the transmission path of the first transmission shaft to the second transmission shaft is blocked.

[0036] In some embodiments, the basis for judging whether the door lock is triggered to open comprises:

[0037] the inside handle of the vehicle door is opened, and / or the outside handle of the vehicle door is opened.

[0038] Compared with the prior art, the scheme shown in the embodiments of the present application first judges the position state of the first locking piece. If the first locking piece is in the avoidance position, it is indicated that the second locking piece will not directly knock against the second locking piece in the process of the door, and the electric suction locking can be normal. At this time, if the motor locking is to be realized, the control driving unit drives the first transmission shaft to rotate. In the state of the one-way clutch locking, the torque output by the driving unit is transmitted to the first locking piece through the first transmission shaft, the first transmission mechanism and the second transmission shaft in turn, until the first locking piece is switched from the avoidance position to the locking position, and the electric suction locking is completed. If the first locking piece is in the locking position, it is indicated that the second locking piece will directly knock against the second locking piece in the process of the door, and the electric suction locking cannot be normal. In the process of closing the door, the second locking piece pushes the first locking piece to swing to the avoidance position and drives the second transmission shaft to rotate synchronously. Since the one-way clutch is in the unlocked state at this time, the rotating torque of the second transmission shaft cannot be transmitted to the first transmission shaft through the first transmission mechanism, and the output shaft of the driving unit cannot be reversely rotated, thereby avoiding the problem that the driving unit is damaged due to the closing of the door under the condition that the electric suction locking cannot be normal. The vehicle door lock driving control method of the embodiments has a simple process, can realize the basic electric suction locking function, can avoid damaging the driving unit in some special manual door closing scenarios (the scenario that the first locking piece is in the locking position when the door is closed, and the second locking piece directly knocks against the second locking piece in the process of closing the door), reduces the maintenance frequency and maintenance cost of the vehicle door lock, prolongs the service life of the vehicle door lock, and improves the use experience. BRIEF DESCRIPTION OF DRAWINGS

[0039] Figure 1 A structural schematic diagram of a vehicle door lock driving device provided for the first embodiment of the present application is shown in the figure.

[0040] Figure 2 A structural schematic diagram of a vehicle door lock driving device provided for the second embodiment of the present application is shown in the figure.

[0041] Figure 3 A locking schematic diagram of the first locking piece and the second locking piece adopted in the third embodiment of the present application is shown in the figure. Figure 1

[0042] Figure 4 A state schematic diagram in which the second locking piece is close to the first locking piece adopted in the third embodiment of the present application is shown in the figure. The straight arrow in the figure is the moving direction of the second locking piece.

[0043] Figure 5 A state schematic diagram in which the second locking piece is close to and presses the first locking piece adopted in the third embodiment of the present application is shown in the figure.

[0044] Figure 6 A locking schematic diagram of the first locking piece and the second locking piece adopted in the third embodiment of the present application is shown in the figure. Figure 2

[0045] ​​Figure 7 State diagram of the one-way clutch used in the fourth embodiment of the present application Figure 1

[0046] Figure 8 State diagram of the one-way clutch used in the fourth embodiment of the present application Figure 2

[0047] Figure 9 State diagram of the one-way clutch used in the fourth embodiment of the present application Figure 3

[0048] Figure 10 Modular diagram of the control method used in the fifth embodiment of the present application

[0049] BRIEF DESCRIPTION OF THE DRAWINGS

[0050] 1. first transmission shaft; 2. second transmission shaft; 3. first transmission mechanism; 310. first transmission wheel; 320. second transmission wheel; 4. one-way clutch; 410. clutch outer ring; 420. clutch inner ring; 430. ball; 440. elastic member; 450. guide chute; 460. spacing space; 5. first locking member; 501. guide slope; 6. second locking member; 601. locking space; 7. second transmission mechanism; 710. third transmission wheel; 720. fourth transmission wheel; 8. on-off controller; 810. first joint; 820. second joint; 830. control part; 9. driving housing. DETAILED DESCRIPTION

[0051] In order to make the technical problems to be solved by the present application, technical solutions and beneficial effects more clearly understood, the present application will be further described in detail below in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0052] In the claims, specification, and above drawings of the present application, unless otherwise expressly defined, the use of the terms "first", "second", or "third" etc. is intended to distinguish different objects, and is not intended to describe a particular order.

[0053] ​​​In the claims, the specification, and the drawings of the present application, terms "front", "rear", "left", "right", "upper", "lower", "top", "bottom", "inner", "outer", "clockwise", "counter-clockwise", "high", "low", etc. mean the positions and orientations shown in the drawings and are used only for the convenience of specifying the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation or be constructed and operated in a particular orientation, and therefore cannot be construed as limiting the specific protection scope of the present application.

[0054] In the claims, the specification, and the drawings of the present application, unless otherwise explicitly defined, such as the use of the term "fixedly connected" or "fixedly connected", should be broadly understood as any connection mode between the two without displacement relationship and relative rotation relationship, that is, it includes non-detachable fixed connection, detachable fixed connection, integration and fixed connection through other devices or elements.

[0055] In the claims, the specification, and the drawings of the present application, the terms "including", "having" and their variants are intended to mean "containing but not limited to".

[0056] The inventor found that the main reason for the damage of the driving motor in the existing vehicle door lock driving mechanism is that the lock catch of the vehicle door lock pushes the lock hook to rotate, the lock hook drives the transmission shaft to rotate, and the torque is transmitted to the driving motor. The output shaft of the driving motor is forced to rotate, which will damage the internal structure of the motor, affect the service life of the driving motor, and ultimately affect the use reliability of the driving device as a whole.

[0057] In order to solve the above problems, the present application provides a vehicle door lock driving device, please refer to Figure 1 and Figure 2 , the vehicle door lock driving device provided by the present application will be described. The vehicle door lock driving device comprises a first transmission shaft 1, a second transmission shaft 2, a first transmission mechanism 3 and a one-way clutch 4; the first transmission shaft 1 is connected to the output shaft of the driving unit; the second transmission shaft 2 is connected to the first locking member 5; the first transmission mechanism 3 has a first transmission wheel 310 connected with the first transmission shaft 1, and a second transmission wheel 320 connected with the second transmission shaft 2; the one-way clutch 4 is arranged between the first transmission shaft 1 and the first transmission wheel 310, or the one-way clutch 4 is arranged between the second transmission shaft 2 and the second transmission wheel 320; in the locked state of the one-way clutch 4, the transmission path of the torque transmitted from the first transmission shaft 1 to the second transmission shaft 2 is conducted; in the unlocked state of the one-way clutch 4, the transmission path of the torque transmitted from the second transmission shaft 2 to the first transmission shaft 1 is blocked.

[0058] In this embodiment, the one-way clutch 4 can be arranged between the first transmission shaft 1 and the first transmission wheel 310, or between the second transmission wheel 320 and the second transmission shaft 2. Either of the two arrangements can achieve torque transmission in the locked state and block the transmission path in the unlocked state.

[0059] Referring to Figures 3 to 6 In this embodiment, the first locking member 5 is exemplarily shown as a hook, and the second locking member 6 is shown as a U-shaped lock. The hook can rotate the hook head into or out of the locking space 601 of the lock in the process of rotation. After the hook head is completely rotated into the locking space 601, the hook and the lock are in the locked state. After the hook head is completely rotated out of the locking space 601, the hook and the lock are in the unlocked state. It should be understood that the first locking member 5 and the second locking member 6 can also be other forms of cooperation, for example, the first locking member 5 is a swingable locking pin, and the second locking member 6 is a locking groove body. They can adapt to the vehicle door drive device of this embodiment and meet the vehicle door locking requirement. The remaining examples are not listed one by one here.

[0060] In this embodiment, the distribution mode of the first locking member 5 and the second locking member 6 includes the following modes: 1) the first locking member 5 is arranged on the vehicle body, the second locking member 6 is arranged on the vehicle door, and the vehicle door lock drive device is arranged on the vehicle body together with the first locking member 5; 2) the first locking member 5 is arranged on the vehicle door, the second locking member 6 is arranged on the vehicle body, and the vehicle door lock drive device is arranged on the vehicle door together with the first locking member 5. Based on the distribution mode 1), under the premise that the first locking member 5 is a hook and the second locking member 6 is a U-shaped lock, the extension surface of the hook is substantially perpendicular to the second transmission shaft 2, the second transmission shaft 2 extends in the up-down direction, and the U-shaped lock is also arranged on the plane parallel to the up-down direction. The first locking member 5 can rotate in the plane perpendicular to the up-down direction to achieve locking or unlocking. If the vehicle door is closed when the first locking member 5 is in the locked position, the lock pushes the hook to rotate the hook and simultaneously drive the second transmission shaft 2 to rotate synchronously. Figure 4 Figure 5 Based on the distribution mode 2), under the premise that the first locking member 5 is a hook and the second locking member 6 is a U-shaped lock, the extension surface of the hook is substantially perpendicular to the second transmission shaft 2, the second transmission shaft 2 extends in the up-down direction, and the U-shaped lock is also arranged on the plane parallel to the up-down direction. The first locking member 5 can rotate in the plane perpendicular to the up-down direction to achieve locking or unlocking. If the vehicle door is closed when the first locking member 5 is in the locked position, the lock pushes the hook to rotate the hook and simultaneously drive the second transmission shaft 2 to rotate synchronously, as shown in the processes of

[0061] ​In the embodiment, in order to close the door when the first locking member 5 is in the locked position, the first locking member 5 can be smoothly rotated, and a guide slope 501 is arranged on the side of the first locking member 5 facing the second locking member 6 when the first locking member 5 is in the locked position, so that the first locking member 5 can be smoothly swung from the locked position to the avoiding position after the second locking member 6 contacts the first locking member 5.

[0062] In the embodiment, the spatial layout mode of the first transmission shaft 1 and the second transmission shaft 2 is exemplified as follows: 1) the first transmission shaft 1 is parallel to the second transmission shaft 2, the input end (the end connected with the driving unit) of the first transmission shaft 1 is arranged opposite to the output end (the end connected with the first locking member 5) of the second transmission shaft 2, the embodiment realizes the compact design of the overall structure of the device in the radial direction of the first transmission shaft 1, the driving unit and the locking hook are arranged on opposite sides of the device respectively, mutual interference is avoided, and the space utilization is more reasonable; 2) the first transmission shaft 1 is parallel to the second transmission shaft 2, the input end (the end connected with the driving unit) of the first transmission shaft 1 and the output end (the end connected with the first locking member 5) of the second transmission shaft 2 are located on the same side of the device; 3) the first transmission shaft 1 and the second transmission shaft 2 are arranged at an angle (for example, a right angle), the input end (the end connected with the driving unit) of the first transmission shaft 1 and the output end (the end connected with the first locking member 5) of the second transmission shaft 2 are located on adjacent sides of the device; the remaining examples are not enumerated one by one here. It should be noted that the spatial position relationship between the first transmission shaft 1 and the second transmission shaft 2 is related to the arrangement mode of the first transmission mechanism 3, and is not limited here.

[0063] Compared with the prior art, under the premise that the electric latching can be normally performed (i.e., the first latching piece 5 is in the avoiding position, and the second latching piece 6 will not directly knock against the second latching piece 6 in the process of closing the door), the one-way clutch 4 is in the locked state, and the torque output by the driving unit is transmitted to the first latching piece 5 through the first transmission shaft 1, the first transmission wheel 310, the second transmission wheel 320 and the second transmission shaft 2 in turn, drives the first latching piece 5 to rotate from the avoiding position to the latching position, and until the first latching piece 5 is completely latched with the second latching piece 6, the electric latching process is completed. Under the premise that the electric latching cannot be normally performed (i.e., the first latching piece 5 is in the latching position, and the second latching piece 6 will directly knock against the second latching piece 6 in the process of closing the door), the one-way clutch 4 is in the unlocked state, if the door is manually closed at this time, the second latching piece 6 will directly contact the first latching piece 5 in the process of gradually approaching the first latching piece 5, and as the door is closed, the second latching piece 6 gradually pushes the first latching piece 5 to rotate, and the first latching piece 5 drives the second transmission shaft 2 to rotate. Since the one-way clutch 4 is in the unlocked state at this time, the rotating torque of the second transmission shaft 2 cannot be transmitted to the first transmission shaft 1 through the first transmission mechanism 3, and the output shaft of the driving unit cannot be reversely rotated, thereby avoiding the problem that the driving unit is damaged due to closing the door under the premise that the electric latching cannot be normally performed. Through the optimization of the overall structure of the driving device, the embodiment not only can realize the normal electric latching function, but also can avoid the problem that the driving unit is damaged due to closing the door under the premise that the electric latching cannot be normally performed (i.e., the first latching piece 5 is in the latching position, and the second latching piece 6 will directly knock against the second latching piece 6 in the process of closing the door), thereby reducing the maintenance frequency and cost of the door lock and prolonging the service life of the door lock.

[0064] In some embodiments, the implementation mode of the first transmission mechanism 3 includes but is not limited to a belt transmission mechanism, a chain transmission mechanism and a gear transmission mechanism. Taking the belt transmission mechanism as an example, the first transmission wheel 310 and the second transmission wheel 320 are both belt wheels, and the outer periphery of the two is provided with a transmission belt; taking the chain transmission mechanism as an example, the first transmission wheel 310 and the second transmission wheel 320 are both sprockets, and the outer periphery of the two is provided with a transmission chain; taking the gear transmission mechanism as an example, the first transmission wheel 310 and the second transmission wheel 320 are both gears, and the first transmission wheel 310 and the second transmission wheel 320 can be directly meshed (as shown in Figure 1 and Figure 2 , or the torque can be transmitted between the first transmission wheel 310 and the second transmission wheel 320 through an intermediate gear. In the above embodiment, the first transmission shaft 1 and the second transmission shaft 2 are preferably parallel to each other, and the setting is simpler.

[0065] In some embodiments, referring to Figure 2The vehicle door lock driving device further comprises a second transmission mechanism 7 and an on-off controller 8. The second transmission mechanism 7 has a third transmission wheel 710 connected with the first transmission shaft 1 and a fourth transmission wheel 720 connected with the second transmission shaft 2. The on-off controller 8 is arranged between the first transmission shaft 1 and the third transmission wheel 710 and / or between the second transmission shaft 2 and the fourth transmission wheel 720. In the connected state of the on-off controller 8, the transmission path between the first transmission shaft 1 and the second transmission shaft 2 is open. In the disconnected state of the on-off controller 8, the transmission path between the first transmission shaft 1 and the second transmission shaft 2 is blocked.

[0066] In the door opening process, if the inner handle or the outer handle has been opened (the opening of the inner handle means opening the door from inside the vehicle, and the opening of the outer handle means opening the door from outside the vehicle), in the unlocked state of the one-way clutch 4 and the on-off controller 8 has been switched to the connected state, the driving unit drives the first transmission shaft 1 to rotate, and the torque output by the driving unit is transmitted to the first locking piece 5 through the first transmission shaft 1, the second transmission mechanism 7 and the second transmission shaft 2 in turn. The first locking piece 5 is switched from the locking position to the avoiding position, the vehicle door is unlocked, and the vehicle door can be pushed or pulled open. In the door closing process, the on-off controller 8 is in the disconnected state, and the rotation of the second transmission shaft 2 cannot be transmitted to the third transmission wheel 710 through the fourth transmission wheel 720, thereby ensuring the singleness and reliability of the transmission path.

[0067] The first transmission mechanism 3, the second transmission mechanism 7, the one-way clutch 4 and the on-off controller 8 cooperate to form the scenes of normal electric latching, door closing in abnormal state and electric release unlocking, meet the control and adaptation requirements of various states of the vehicle door lock, realize the integration of electric latching and electric release, are more convenient to use, provide more convenience for passengers to get in and out of the passenger cabin compared with traditional vehicle doors, and are more economical in manufacturing and use.

[0068] In some specific embodiments, the implementation mode of the second transmission mechanism 7 includes but is not limited to a belt transmission mechanism, a chain transmission mechanism and a gear transmission mechanism. Taking the belt transmission mechanism as an example, the third transmission wheel 710 and the fourth transmission wheel 720 are both belt wheels, and transmission belts are arranged around the outer peripheries of the two. Taking the chain transmission mechanism as an example, the third transmission wheel 710 and the fourth transmission wheel 720 are both sprockets, and transmission chains are arranged around the outer peripheries of the two. Taking the gear transmission mechanism as an example, the third transmission wheel 710 and the fourth transmission wheel 720 are both gears, and the third transmission wheel 710 and the fourth transmission wheel 720 can be directly meshed (as shown in FIG. 8) or transmit torque between the third transmission wheel 710 and the fourth transmission wheel 720 through an intermediate gear. Figure 2 In the above embodiments, the first transmission shaft 1 and the second transmission shaft 2 are preferably parallel to each other, and the arrangement is simpler.

[0069] In some embodiments, the on-off controller 8 can adopt the structure as shown in Figure 2 The on-off controller 8 is a synchronizer, which is connected between the first transmission shaft 1 and the third transmission wheel 710 or between the second transmission shaft 2 and the fourth transmission wheel 720. The synchronizer controls whether the first transmission shaft 1 is engaged with the third transmission wheel 710 or whether the second transmission shaft 2 is engaged with the fourth transmission wheel 720. In this embodiment, the on-off controller 8 can be arranged between the first transmission shaft 1 and the third transmission wheel 710 or between the second transmission shaft 2 and the fourth transmission wheel 720. The two arrangements can be used separately or in combination, and both can achieve the effect of torque transmission in the engaged state and the blocking of the transmission path in the disengaged state. It should be noted that if the on-off controller 8 is arranged between the first transmission shaft 1 and the third transmission wheel 710 and between the second transmission shaft 2 and the fourth transmission wheel 720, the on-off controllers 8 at the two positions need to be switched to the engaged state synchronously to maintain the transmission of torque, while in other cases, the on-off controllers 8 at the two positions can be disengaged separately or all at once to block the transmission path.

[0070] When the second transmission shaft 2 is engaged with the fourth transmission wheel 720 (or when the first transmission shaft 1 is engaged with the third transmission wheel 710), the rotational speeds of the second transmission shaft 2 and the fourth transmission wheel 720 (or the rotational speeds of the first transmission shaft 1 and the third transmission wheel 710) need to be the same, so that the engaged state can be switched smoothly. Similarly, when the second transmission shaft 2 is disengaged from the fourth transmission wheel 720 (or when the first transmission shaft 1 is disengaged from the third transmission wheel 710), the rotational speed difference between the second transmission shaft 2 and the fourth transmission wheel 720 (or the rotational speed difference between the first transmission shaft 1 and the third transmission wheel 710) should be minimized, so that the disengaged state can be switched smoothly. The synchronizer can keep the rotational speeds of the second transmission shaft 2 and the fourth transmission wheel 720 (or the rotational speeds of the first transmission shaft 1 and the third transmission wheel 710) consistent before engagement, thereby smoothly switching the state and improving the reliability of the on-off control.

[0071] In some specific embodiments of the on-off controller 8, taking the case where the on-off controller 8 is arranged between the first transmission shaft 1 and the third transmission wheel 710 as an example: Figure 2The on-off controller 8 has a first joint part 810, a second joint part 820 and a control part 830. The first joint part 810 is sleeved on the outer periphery of the first transmission shaft 1 along the axial direction of the first transmission shaft 1 and is circumferentially limited between the first transmission shaft 1 and the second joint part 820. The second joint part 820 is arranged on the third transmission wheel 710. The control part 830 is used to control the first joint part 810 to move close to or away from the second joint part 820, and then control whether the first joint part 810 is engaged with the second joint part 820. If the first joint part 810 is engaged with the second joint part 820, the first transmission shaft 1 and the third transmission wheel 710 are in the engaged state and rotate synchronously. If the first joint part 810 is away from the second joint part 820, the first transmission shaft 1 and the third transmission wheel 710 are in the disengaged state.

[0072] It should be noted that the on-off controller 8 is arranged between the second transmission shaft 2 and the fourth transmission wheel 720, which is similar to the above example, and will not be described here.

[0073] In some embodiments, referring to Figure 1 and Figure 2 The door lock driving device further comprises a driving housing 9. The first transmission shaft 1 and the second transmission shaft 2 are arranged through the driving housing 9. The driving housing 9 is connected with the first rotating shaft and the second rotating shaft through a bearing or other rotating support member. The driving unit and the first locking member 5 are arranged outside the driving housing 9. The first transmission mechanism 3 and the second transmission mechanism 7 are arranged inside the driving housing 9. The door lock driving device of the embodiment forms a whole structure through the driving housing 9. The driving housing 9 is installed on the vehicle body or the door, so that the whole device is box-shaped with the vehicle body or the door, and the modular installation is realized. The installation efficiency is higher and the operation is more convenient. In specific implementation, at least one of the mounting hole, the glue groove and the welding rib is arranged on the driving housing 9 to realize the connection with the vehicle body.

[0074] In some embodiments, the driving unit comprises a driving motor (for example, a servo motor). The output shaft of the driving motor is directly connected with the first transmission shaft 1 through a shaft coupling, or a speed change mechanism is arranged between the output shaft of the driving motor and the first transmission shaft 1 to adjust the output torque. The speed change mechanism includes but is not limited to a gear transmission mechanism, a worm gear transmission mechanism, a chain transmission mechanism, a belt transmission mechanism and the like, which will not be enumerated one by one here.

[0075] In some embodiments, the one-way clutch 4 can be a mechanical clutch. Referring to Figures 7 to 9For example, the one-way clutch 4 includes a clutch outer ring 410, a clutch inner ring 420, a ball 430, and a spring 440. The clutch outer ring 410 is coaxially sleeved on the outer periphery of the clutch inner ring 420, and a plurality of guide slides 450 are formed between the clutch outer ring 410 and the clutch inner ring 420. The inner wall surface of the guide slide 450 is an arc surface coaxial with the clutch inner ring 420, and the outer wall surface of the guide slide 450 is a bevel surface arranged in a tangential direction at a corresponding position on the clutch inner ring 420, so that the guide slide 450 forms a slide structure gradually decreasing in the circumferential width of the clutch inner ring 420. The width of the narrow end of the guide slide 450 is not less than the diameter of the ball 430, and the narrow end surface of the guide slide 450 can limit the displacement of the ball 430 in the circumferential direction of the clutch inner ring 420. The spring 440 is arranged between the ball 430 and the wide end surface of the guide slide 450, and is configured to have a pre-tightening force to move the ball 430 close to the narrow end of the guide slide 450.

[0076] For example, the one-way clutch 4 includes a clutch outer ring 410, a clutch inner ring 420, a ball 430, and a spring 440. The clutch outer ring 410 is coaxially sleeved on the outer periphery of the clutch inner ring 420, and a plurality of guide slides 450 are formed between the clutch outer ring 410 and the clutch inner ring 420. The inner wall surface of the guide slide 450 is an arc surface coaxial with the clutch inner ring 420, and the outer wall surface of the guide slide 450 is a bevel surface arranged in a tangential direction at a corresponding position on the clutch inner ring 420, so that the guide slide 450 forms a slide structure gradually decreasing in the circumferential width of the clutch inner ring 420. The width of the narrow end of the guide slide 450 is not less than the diameter of the ball 430, and the narrow end surface of the guide slide 450 can limit the displacement of the ball 430 in the circumferential direction of the clutch inner ring 420. The spring 440 is arranged between the ball 430 and the wide end surface of the guide slide 450, and is configured to have a pre-tightening force to move the ball 430 close to the narrow end of the guide slide 450. Figures 7 to 9 For example, the one-way clutch 4 includes a clutch outer ring 410, a clutch inner ring 420, a ball 430, and a spring 440. The clutch outer ring 410 is coaxially sleeved on the outer periphery of the clutch inner ring 420, and a plurality of guide slides 450 are formed between the clutch outer ring 410 and the clutch inner ring 420. The inner wall surface of the guide slide 450 is an arc surface coaxial with the clutch inner ring 420, and the outer wall surface of the guide slide 450 is a bevel surface arranged in a tangential direction at a corresponding position on the clutch inner ring 420, so that the guide slide 450 forms a slide structure gradually decreasing in the circumferential width of the clutch inner ring 420. The width of the narrow end of the guide slide 450 is not less than the diameter of the ball 430, and the narrow end surface of the guide slide 450 can limit the displacement of the ball 430 in the circumferential direction of the clutch inner ring 420. The spring 440 is arranged between the ball 430 and the wide end surface of the guide slide 450, and is configured to have a pre-tightening force to move the ball 430 close to the narrow end of the guide slide 450.

[0077] Scenario 1), refer to Figure 7 If it is necessary to switch the first locking member 5 from the avoidance position to the locking position, the driving unit drives the first transmission shaft 1 to rotate, and the first transmission shaft 1 transmits torque to the second transmission wheel 320, and synchronously rotates the second transmission wheel 320 and the clutch outer ring 410 counterclockwise. At this time, the ball 430 gradually moves to the narrow end of the guide slide 450, and forms a squeezing locking effect between the clutch inner ring 420 and the clutch outer ring 410. The clutch inner ring 420 and the clutch outer ring 410 can synchronously rotate counterclockwise, and the first locking member 5 can be swung from the avoidance position to the locking position by the driving unit.

[0078] Scenario 2), refer to Figure 8 If the first locking member 5 is in the locking position and is in the door closing process, after the second locking member 6 contacts the first locking member 5, the first locking member 5 drives the second transmission shaft 2 to synchronously rotate counterclockwise. The ball 430 gradually moves to the wide end of the guide channel, the locking effect between the ball 430, the clutch inner ring 420 and the clutch outer ring 410 is released, and the clutch inner ring 420 is in an unlocked state. The counterclockwise rotation of the clutch inner ring 420 will not be transmitted to the clutch outer ring 410.

[0079] Scenario 3), refer to Figure 9If the door needs to be unlocked (the first locking member 5 needs to be switched from the locking position to the avoiding position), the driving unit drives the first transmission shaft 1 to rotate, the first transmission shaft 1 transmits the torque to the second transmission wheel 320 through the first transmission wheel 310, and also transmits the torque to the fourth transmission wheel 720 through the third transmission wheel 710; the second transmission wheel 320 drives the clutch outer ring 410 to rotate clockwise, the ball 430 moves to the wide end of the guide channel, and the one-way clutch 4 is in the unlocking state, and the clockwise rotation of the clutch outer ring 410 will not be transmitted to the clutch inner ring 420; the fourth transmission wheel 720 drives the second transmission shaft 2 to rotate clockwise, and then the first locking member 5 can be swung from the locking position to the avoiding position through the driving unit.

[0080] In specific implementation, in order to ensure that the ball 430 has a proper sliding distance, the length of the guide slide 450 is defined as S, and the diameter of the ball 430 is defined as D, and 2D≤S≤4D. Furthermore, in order to reduce the friction between the clutch inner ring 420 and the clutch outer ring 410, a spacing space 460 is formed between the clutch inner ring 420 and the clutch outer ring 410, and the spacing space 460 and the guide slide 450 are alternately distributed along the circumference of the clutch inner ring 420.

[0081] In specific implementation, the implementation mode of the elastic member 440 includes but is not limited to a spring, an elastic block, an elastic strip, an elastic sleeve, etc., and can meet the assembly and use requirements. In order to better adapt to the moving track of the ball 430, the elastic member 440 is exemplarily set as a spring in this embodiment.

[0082] In other embodiments, the one-way clutch 4 can be an electrically controlled clutch. For example, the one-way clutch 4 includes a clutch outer ring 410, a clutch inner ring 420, a positioning insert, and a positioning driving member, the clutch outer ring 410 is coaxially sleeved on the outer circumference of the clutch inner ring 420; the positioning insert is slidably inserted on the clutch outer ring 410 along the radial direction of the clutch outer ring 410, and the outer circumferential surface of the clutch inner ring 420 is provided with a positioning groove corresponding to the positioning insert; the positioning driving member is connected with the positioning insert to drive the positioning insert to extend out of the inner circumferential surface of the clutch outer ring 410 or to retract into the inner circumferential surface of the clutch outer ring 410. The positioning driving member is an electrically controlled structure, if the first locking member 5 needs to be switched from the avoiding position to the locking position, the positioning driving member controls the positioning insert to extend out of the clutch outer ring 410 and be clamped into the positioning groove, so as to realize the synchronous rotation of the clutch inner ring 420 and the outer ring, and achieve the locking state of the one-way clutch 4; if the first locking member 5 is in the locking position and in the process of closing the door, the positioning driving member controls the positioning insert to retract into the clutch outer ring 410, so as to achieve the unlocking state of the one-way clutch 4, and the clutch inner ring 420 and the clutch outer ring 410 can rotate freely.

[0083] In the above embodiment, the one-way clutch 4 (specifically, the clutch inner ring 420) and the second transmission shaft 2, or the one-way clutch 4 (specifically, the clutch inner ring 420) and the first transmission shaft 1 are fixedly connected through splines or keys; at the same time, the clutch outer ring 410 is fixedly connected with the first transmission wheel 310 or the second transmission wheel 320. The embodiment exemplarily shows an implementation mode in which the clutch inner ring 420 and the second transmission shaft 2 are fixedly connected through keys, and the clutch outer ring 410 is fixedly connected with the second transmission wheel 320.

[0084] Based on the same inventive concept, the embodiment of the present application further provides a vehicle comprising the vehicle door lock driving device.

[0085] Compared with the prior art, the vehicle provided by the embodiment can not only realize normal electric latch function, but also avoid the problem of damage of the driving unit caused by closing the door under the premise that the normal electric latch function cannot be realized (i.e., the first latching member 5 is in the latching position, and the second latching member 6 directly bumps against the second latching member 6 in the process of closing the door), thereby reducing the maintenance frequency and cost of the vehicle door lock, prolonging the service life of the vehicle door lock, and improving the use experience.

[0086] Based on the same inventive concept, the embodiment of the present application further provides a vehicle door lock driving control method, which is realized based on the vehicle door lock driving device and comprises the following steps.

[0087] judging the position state of the first latching member 5;

[0088] If the first latching member 5 is in the avoidance position, the driving unit is controlled to rotate the first transmission shaft 1, and in the locked state of the one-way clutch 4, the torque output by the driving unit is transmitted to the first latching member 5 through the first transmission shaft 1, the first transmission mechanism 3 and the second transmission shaft 2 in sequence, until the first latching member 5 is switched from the avoidance position to the latching position.

[0089] If the first latching member 5 is in the latching position, the second latching member 6 pushes the first latching member 5 to swing toward the avoidance position in the process of closing the door, and in the unlocked state of the one-way clutch 4, the second latching member 6 drives the second transmission shaft 2 to rotate synchronously.

[0090] In the embodiment, the position state of the first latching member 5 can be realized by a position sensor, and the position sensor and the driving unit are respectively communicatively connected with a data processing module to feed back the position state of the first latching member 5 to the data processing module, and the data processing module controls the driving unit to start and stop according to the position state. In the embodiment, the implementation mode of the data processing module includes but is not limited to an electronic control unit (ECU) and a processing module independent of the electronic control unit.

[0091] In the embodiment, the implementation modes of the position sensor include but are not limited to the following forms: 1) The position sensor is divided into a locking position sensor and an avoiding position sensor, both of which are infrared sensors. When the first locking member 5 is in the locking position, the light path of the locking position sensor is blocked, causing a change in the signal. When the first locking member 5 is in the avoiding position, the light path of the avoiding position sensor is blocked, also causing a change in the signal. In this way, the position of the first locking member 5 can be determined by the changes in the signals of the locking position sensor and the avoiding position sensor. 2) The position sensor is a laser displacement sensor, which is arranged on the vehicle body or the vehicle door and can emit laser to the first locking member 5, and then determine the displacement by the reflection of the laser. It should be understood that the above-mentioned infrared sensor and laser displacement sensor can be obtained by purchase, and are not limited in detail herein.

[0092] Compared with the prior art, the vehicle door lock driving control method provided in the embodiment first determines the position state of the first locking member 5. If the first locking member 5 is in the avoiding position, it indicates that the second locking member 6 will not directly knock the second locking member 6 during the door closing process, and the electrically-locked closing can be normally performed. At this time, if the motor locking is to be realized, the driving unit is controlled to drive the first transmission shaft 1 to rotate. In the locked state of the one-way clutch 4, the torque output by the driving unit is transmitted to the first locking member 5 through the first transmission shaft 1, the first transmission mechanism 3 and the second transmission shaft 2 in sequence, until the first locking member 5 is switched from the avoiding position to the locking position, and the electrically-locked closing is completed. If the first locking member 5 is in the locking position, it indicates that the second locking member 6 will directly knock the second locking member 6 during the door closing process, and the electrically-locked closing cannot be normally performed. During the door closing process, the second locking member 6 pushes the first locking member 5 to swing to the avoiding position and drives the second transmission shaft 2 to rotate synchronously. Since the one-way clutch 4 is in the unlocked state at this time, the rotating torque of the second transmission shaft 2 cannot be transmitted to the first transmission shaft 1 through the first transmission mechanism 3, and the output shaft of the driving unit cannot be reversely rotated, thereby avoiding the problem that the driving unit is damaged due to the door closing under the condition that the electrically-locked closing cannot be normally performed. The vehicle door lock driving control method of the embodiment is simple in process, can realize the basic electrically-locked closing function, can avoid the damage of the driving unit in some special manual door closing scenarios (the scenario in which the first locking member 5 is in the locking position during the door closing, and the second locking member 6 directly knocks the second locking member 6 during the door closing process), reduces the maintenance frequency and cost of the vehicle door lock, prolongs the service life of the vehicle door lock, and improves the use experience.

[0093] In some embodiments, if the first locking member 5 is in the avoiding position, the driving unit is controlled to drive the first transmission shaft 1 to rotate, specifically including:

[0094] If the first locking member 5 is in the avoiding position, the closing angle of the door is obtained.

[0095] If the closing angle is less than or equal to the first angle value, the driving unit is controlled to drive the first transmission shaft 1 to rotate.

[0096] The closing angle of the vehicle door is used as a basis for verifying the closing state of the vehicle door in this embodiment, which can more accurately determine the starting time of the driving unit and avoid premature starting, which causes the first locking member 5 to move to the locking position while the second locking member 6 is not at the designated locking position. The closing angle in this embodiment is obtained by a door opening degree sensor, which is arranged at the vehicle door hinge and is used to detect the angle of the vehicle door. The door opening degree sensor is in communication connection with a data processing module to feed back the sensed closing angle to the data processing module. The data processing module can generate a starting command according to the closing angle, and the driving unit starts to output torque according to the starting command to move the first locking member 5 from the avoidance position to the locking position.

[0097] In this embodiment, the implementation mode of the door opening degree sensor includes but is not limited to a Hall angle sensor, a magnetoresistance effect angle sensor, etc. The above-mentioned sensors can be obtained by purchase, and are not specifically limited here.

[0098] In some embodiments, the basis for determining whether the first locking member 5 switches from the avoidance position to the locking position is:

[0099] The rotation angle of the first locking member 5 is obtained, and if the rotation angle is greater than or equal to the second angle value, it is determined that the first locking member 5 switches from the avoidance position to the locking position.

[0100] If the first locking member 5 switches from the avoidance position to the locking position, the driving unit is controlled to stop, so as to avoid that the rotation angle of the first locking member 5 is too large to deviate from the locking position, causing locking failure, or to avoid that the rotation angle of the first locking member 5 is too large to interfere with the second locking member 6 or other components and damage the driving unit.

[0101] In this embodiment, the rotation angle of the first locking member 5 is realized by a position sensor, which is an angle sensor (the specific implementation mode can refer to the aforementioned door opening degree sensor), and the second angle value is a standard angle value for the first locking member 5 to rotate from the avoidance position to the locking position.

[0102] In some embodiments, the vehicle door lock driving device further comprises a second transmission mechanism 7 and an on-off controller 8, the second transmission mechanism 7 has a third transmission wheel 710 connected with the first transmission shaft 1, and has a fourth transmission wheel 720 connected with the second transmission shaft 2; the on-off controller 8 is arranged between the first transmission shaft 1 and the third transmission wheel 710, and / or the on-off controller 8 is arranged between the second transmission shaft 2 and the fourth transmission wheel 720; in the connected state of the on-off controller 8, the transmission path between the first transmission shaft 1 and the second transmission shaft 2 is connected; in the disconnected state of the on-off controller 8, the transmission path between the first transmission shaft 1 and the second transmission shaft 2 is disconnected. Based on this, the vehicle door lock driving control method further comprises:

[0103] judging the door lock triggering state;

[0104] if the door lock is triggered to be opened, controlling the on-off controller 8 to switch to the connected state;

[0105] controlling the driving unit to drive the first transmission shaft 1 to rotate, and transmitting the torque output by the driving unit to the first locking piece 5 through the first transmission shaft 1, the second transmission mechanism 7 and the second transmission shaft 2 in sequence, until the locking position of the first locking piece 5 is switched to the avoiding position.

[0106] In the door opening process, if the inner handle or the outer handle has been opened (the opening of the inner handle means opening the door from the inside of the vehicle, and the opening of the outer handle means opening the door from the outside of the vehicle), under the premise that the on-off controller 8 has been switched to the connected state, the driving unit drives the first transmission shaft 1 to rotate, and the torque output by the driving unit is transmitted to the first locking piece 5 through the first transmission shaft 1, the second transmission mechanism 7 and the second transmission shaft 2 in sequence, the locking position of the first locking piece 5 is switched to the avoiding position, and the vehicle door is unlocked, so that the vehicle door can be pushed or pulled open. This embodiment forms the scene of normal electric suction locking, abnormal state door closing, and electric release unlocking, meets the control and adaptation requirements of various states of the vehicle door lock, realizes the integration of electric suction and electric release, is more convenient to use, provides more convenience for passengers to get in and out of the passenger compartment compared with traditional vehicle doors, and is more economical in manufacturing and use.

[0107] In this embodiment, the on-off controller 8 is switched between the connected state and the disconnected state, which is actually realized by adjusting the state of the control part 830, and the control part 830 can drive the first engaging part 810 to approach or move away from the second engaging part 820.

[0108] On the basis of the above-mentioned embodiments, the basis for judging whether the first locking piece 5 is switched from the locking position to the avoiding position is:

[0109] the rotation angle of the first locking piece 5 is obtained, and if the rotation angle is greater than or equal to a third angle value, it is judged that the first locking piece 5 is switched from the locking position to the avoiding position;

[0110] If the first locking member 5 is switched from the locking position to the avoiding position, the control driving unit is stopped, and the vehicle door is unlocked.

[0111] In the embodiment, the third angle value is equal to the second angle value.

[0112] In some embodiments, while the torque output by the driving unit is transmitted to the first locking member 5 through the first transmission shaft 1, the second transmission mechanism 7 and the second transmission shaft 2 in turn, the one-way clutch 4 is in the unlocked state, and the transmission path of the torque transmitted from the first transmission shaft 1 to the second transmission shaft 2 is blocked, so as to avoid the rotation of the second transmission shaft 2 driven by the first transmission mechanism 3 from affecting the movement of the first locking member 5.

[0113] On the basis of the above-mentioned embodiments, the basis for judging whether the door lock is triggered to be opened includes that the inner handle of the vehicle door is opened, and / or the outer handle of the vehicle door is opened.

[0114] In the embodiment, whether the inner handle of the vehicle door is opened is realized by the inner handle switch, and whether the outer handle of the vehicle door is opened is realized by the outer handle switch.

[0115] Referring to Figure 10 , the control flow of the vehicle door lock driving control method of the present application is as follows:

[0116] 1) Realize electrically absorbing locking:

[0117] Judge the position state of the first locking member 5;

[0118] If the first locking member 5 is in the avoiding position, the closing angle of the vehicle door is obtained;

[0119] If the closing angle is less than or equal to the first angle value, the driving unit is controlled to rotate the first transmission shaft 1, and in the locked state of the one-way clutch 4, the torque output by the driving unit is transmitted to the first locking member 5 through the first transmission shaft 1, the first transmission mechanism 3 and the second transmission shaft 2 in turn;

[0120] The rotation angle of the first locking member 5 is obtained, and if the rotation angle is greater than or equal to the second angle value, it is judged that the first locking member 5 is switched from the avoiding position to the locking position;

[0121] If the first locking member 5 is switched from the avoiding position to the locking position, the control driving unit is stopped, and the electrically absorbing locking is realized;

[0122] 2) Driving unit protection:

[0123] If the first locking piece 5 is in the locking position, the second locking piece 6 pushes the first locking piece 5 to swing to the avoiding position during the door closing process (for example, closing the door with great force), and in the state of unlocking of the one-way clutch 4, the second locking piece 6 drives the second transmission shaft 2 to rotate synchronously, but the torque of the second transmission shaft 2 cannot be transmitted to the second transmission wheel 320, thereby protecting the driving unit;

[0124] 3) Unlocking and opening the door:

[0125] Judging the door lock triggering state;

[0126] If the door lock is triggered to be opened, the on-off controller 8 is switched to the connection state;

[0127] The driving unit drives the first transmission shaft 1 to rotate, and the torque output by the driving unit is transmitted to the first locking piece 5 through the first transmission shaft 1, the second transmission mechanism 7 and the second transmission shaft 2 in sequence;

[0128] The rotation angle of the first locking piece 5 is obtained, and if the rotation angle is greater than or equal to the third angle value, it is judged that the first locking piece 5 is switched from the locking position to the avoiding position;

[0129] If the first locking piece 5 is switched from the locking position to the avoiding position, the driving unit is stopped, and the door is unlocked.

[0130] The above only describes the preferred embodiments of the present application and is not used to limit the present application, and any modification, equivalent replacement and improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims

1. A door lock drive device, characterized in that, include: The first drive shaft (1) is connected to the drive unit; The second drive shaft (2) is connected to the first locking member (5); A first transmission mechanism (3) has a first transmission wheel (310) connected to the first transmission shaft (1) and a second transmission wheel (320) connected to the second transmission shaft (2); as well as One-way clutch (4), the one-way clutch (4) is disposed between the first drive shaft (1) and the first drive wheel (310), or the one-way clutch (4) is disposed between the second drive shaft (2) and the second drive wheel (320); When the one-way clutch (4) is locked, the transmission path for transmitting torque from the first drive shaft (1) to the second drive shaft (2) is open; When the one-way clutch (4) is unlocked, the transmission path of torque from the second drive shaft (2) to the first drive shaft (1) is blocked.

2. The door lock drive device as described in claim 1, characterized in that, The door lock drive device further includes a second transmission mechanism (7) and an on / off controller (8). The second transmission mechanism (7) has a third transmission wheel (710) connected to the first transmission shaft (1) and a fourth transmission wheel (720) connected to the second transmission shaft (2). The on / off controller (8) is located between the first transmission shaft (1) and the third transmission wheel (710), and / or the on / off controller (8) is located between the second transmission shaft (2) and the fourth transmission wheel (720); When the on / off controller (8) is engaged, the transmission path between the first drive shaft (1) and the second drive shaft (2) is open; when the on / off controller (8) is disengaged, the transmission path between the first drive shaft (1) and the second drive shaft (2) is blocked.

3. The door lock drive device as described in claim 2, characterized in that, The on / off controller (8) is a synchronizer, which is connected between the first drive shaft (1) and the third drive wheel (710) or between the second drive shaft (2) and the fourth drive wheel (720). The synchronizer controls whether the first drive shaft (1) is connected to the third drive wheel (710) or whether the second drive shaft (2) is connected to the fourth drive wheel (720).

4. A vehicle, characterized in that, Includes the door lock drive device as described in any one of claims 1-3.

5. A door lock drive control method, implemented based on the door lock drive device as described in any one of claims 1-3, characterized in that, The door lock drive control method includes the following steps: Determine the position and state of the first locking element (5); If the first locking member (5) is in the off position, the control drive unit drives the first transmission shaft (1) to rotate. In the state of the one-way clutch (4) being locked, the torque output by the drive unit is transmitted to the first locking member (5) in sequence through the first transmission shaft (1), the first transmission mechanism (3) and the second transmission shaft (2) until the first locking member (5) switches from the off position to the locked position. If the first locking member (5) is in the locked position, during the closing process, the second locking member (6) pushes the first locking member (5) to swing to the avoidance position. When the one-way clutch (4) is unlocked, the second locking member (6) drives the second transmission shaft (2) to rotate synchronously.

6. The door lock drive control method as described in claim 5, characterized in that, If the first locking member (5) is in the avoidance position, the control drive unit drives the first transmission shaft (1) to rotate, specifically including: If the first locking member (5) is in the avoidance position, the closing angle of the door is obtained; If the closing angle is less than or equal to the first angle value, the control drive unit drives the first transmission shaft (1) to rotate.

7. The door lock drive control method as described in claim 5, characterized in that, The criterion for determining whether the first locking component (5) has switched from the off position to the locked position is as follows: Obtain the rotation angle of the first locking member (5). If the rotation angle is greater than or equal to the second angle value, determine that the first locking member (5) has switched from the off position to the locking position. If the first locking member (5) switches from the avoidance position to the locking position, the control drive unit stops.

8. The door lock drive control method as described in claim 5, characterized in that, The door lock drive device further includes a second transmission mechanism (7) and an on / off controller (8). The second transmission mechanism (7) has a third transmission wheel (710) connected to the first transmission shaft (1) and a fourth transmission wheel (720) connected to the second transmission shaft (2). The on / off controller (8) is located between the first transmission shaft (1) and the third transmission wheel (710), and / or, the on / off controller (8) is located between the second transmission shaft (2) and the fourth transmission wheel (720). When the on / off controller (8) is engaged, the transmission path between the first transmission shaft (1) and the second transmission shaft (2) is open. When the on / off controller (8) is disengaged, the transmission path between the first transmission shaft (1) and the second transmission shaft (2) is blocked. The door lock drive control method further includes: Determine the door lock trigger status; If the door lock is triggered to open, the on / off controller (8) switches to the connected state; The control drive unit drives the first transmission shaft (1) to rotate, and transmits the torque output by the drive unit to the first locking member (5) in sequence through the first transmission shaft (1), the second transmission mechanism (7) and the second transmission shaft (2) until the locking position of the first locking member (5) switches to the avoidance position.

9. The door lock drive control method as described in claim 8, characterized in that, The torque output by the drive unit is transmitted to the first locking member (5) in sequence through the first drive shaft (1), the second drive mechanism (7), and the second drive shaft (2). At the same time, the one-way clutch (4) is in the unlocked state, and the transmission path of the torque from the first drive shaft (1) to the second drive shaft (2) is blocked.

10. The door lock drive control method as described in claim 8, characterized in that, The criteria for determining whether a door lock has been triggered to open include: The interior door handle is opened, and / or the exterior door handle is opened.

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