Vehicle door opening and closing device and vehicle

Abstract

The invention discloses a vehicle door opening and closing device and a vehicle, and relates to the technical field of vehicle door locks. The device specifically comprises a handle assembly and an electronic mechanical lock. The handle assembly is used for being installed on the side of a vehicle door trim panel and comprises a base, a triggering element and a movable shuttling piece. The electronic mechanical lock is used for being installed in a vehicle door locking area, and a locking mechanism, an electric driving unit and a one-way clutch arranged on a transmission path of the locking mechanism and the electric driving unit are integrated in the electronic mechanical lock. The vehicle door inhaul cable is connected between the shuttling piece and the locking mechanism. Wherein the shuttle piece sequentially triggers the triggering element and the traction vehicle door inhaul cable in the moving stroke; when the vehicle door inhaul cable is pulled, the electric driving unit blocks reverse transmission of movement of the locking mechanism through separation of the one-way clutch. And through a one-way transmission decoupling mechanism, circuit damage caused by reverse driving resistance and reverse electromotive force of the motor during mechanical emergency opening is effectively avoided, and the safety and convenience of vehicle door opening are ensured.

Description

Technical Field

[0001] This invention relates to the field of automotive door lock technology, and in particular to a door opening and closing device and a vehicle. Background Technology

[0002] With the increasing electrification and intelligence of automobiles, electronic door locks are becoming more and more common. In order to ensure that the doors can still be opened in the event of a power outage, an accident, or electronic system failure, vehicles must be equipped with mechanical emergency opening mechanisms.

[0003] In existing technologies, there are two main ways to implement mechanical emergency locks: one is to independently place the electronic unlocking button and the mechanical emergency handle in different positions on the door trim panel; the other is to integrate the two into a single operating handle, using the travel difference for segmented control. For the integrated solution, a rotating shaft with a travel groove or a simple linkage mechanism is usually used. That is, in the initial travel of the handle, a microswitch is triggered to send an electrical signal. After the handle is pulled to the later travel to eliminate the free travel gap, the locking mechanism is directly driven to unlock via the mechanical linkage.

[0004] However, the aforementioned existing technologies have the following drawbacks: For solutions where the electronic switch and mechanical handle are separated, in emergency situations such as fires or power outages due to collisions, the interior of the vehicle may be dimly lit and chaotic. Users are often in a state of extreme panic, making it difficult to quickly locate and identify the mechanical emergency switch, which is located differently from its usual operating position and is usually more concealed. This can lead to missed opportunities for optimal escape and poses serious safety hazards. For existing integrated solutions, while the location problem is solved, the connection between the internal mechanical transmission and the electric actuator lacks an isolation mechanism. When the user performs a large mechanical emergency pull, the mechanical transmission components can easily reverse the rotation of the motor rotor via the gearbox or connecting rod. This reverse drive of the motor rotor significantly increases the resistance when the mechanical mechanism is opened, resulting in a heavy, stiff, or even jammed feel for the user. If the motor rotor rotates at high speed, it can generate a back electromotive force, which can easily break down or burn out the control chip connected in the circuit, causing permanent damage to the electronic control system and even secondary electrical faults such as overheating of the wiring.

[0005] Therefore, this application aims to improve the ease of opening vehicle doors in emergency situations, ensuring that users can complete emergency unlocking through a single operating position, while also ensuring effective power decoupling from the electric actuator during mechanical opening operations, preventing circuit damage and excessive operating resistance caused by motor stalling or reversal. Summary of the Invention

[0006] The main objective of this invention is to provide a door opening and closing device and vehicle that ensures that users can complete emergency unlocking through a single operating position, while also ensuring decoupling from the electric actuator during mechanical opening operations, thus protecting the safety of the electronic control system.

[0007] To achieve the above objectives, the present invention provides a vehicle door opening and closing device, including a handle assembly and an electromechanical lock; The handle assembly, for mounting on the side of the door trim panel, includes: Base; A trigger element is disposed on the base; A shuttle is movably mounted on the base; The electromechanical lock is installed in the door locking area and spaced apart from the handle assembly, and integrates the following internally: Locking mechanism and electric drive unit; A one-way clutch is provided on the transmission path between the electric drive unit and the locking mechanism; The door cable connects the shuttle and the locking mechanism. Specifically, when the shuttle sequentially touches the trigger element and pulls the door cable during its travel, when the trigger element is touched, the electric drive unit drives the locking mechanism to unlock through the engagement of the one-way clutch; when the door cable is pulled, the electric drive unit blocks the movement of the locking mechanism from being transmitted to the electric drive unit through the disengagement of the one-way clutch.

[0008] Furthermore, the electric drive unit includes a motor body and a reduction gear set connected to the motor body. The one-way clutch is located at the output end of the reduction gear set and is used to transmit the torque of the reduction gear set unidirectionally to the locking mechanism.

[0009] Furthermore, the electromechanical lock is also equipped with an isolation plate inside, which is disposed on the transmission link between the one-way clutch and the locking mechanism.

[0010] Furthermore, one end of the isolation plate is connected to the output side of the one-way clutch, and the other end is connected to the input side of the locking mechanism.

[0011] Furthermore, the handle assembly also includes a trigger, which is movably connected to the base and connected to the shuttle. When the trigger is rotated under force, it causes the shuttle to slide along a straight line on the base.

[0012] Furthermore, the handle assembly also includes an elastic element, one end of which is disposed on the base, and the other end of which abuts against the side wall of the shuttle and pushes the shuttle away from the trigger element.

[0013] Furthermore, the triggering element is a micro switch, and the shuttle has an actuating part on the side facing the micro switch, and the shuttle makes tangential contact with the spring of the micro switch through the actuating part.

[0014] Furthermore, the inner wall of the base is provided with a rack extending in the sliding direction, and a rotary damper is fixedly installed on the shuttle, the gear of the rotary damper meshing with the rack for transmission.

[0015] Furthermore, the end of the shuttle is provided with a hook groove, which is connected to the door cable, and the end of the door cable is axially limited within the hook groove.

[0016] This application discloses a vehicle, including a door body and a door switch device installed in the door body, wherein the handle assembly is fixed to the interior panel of the door body, and the electromechanical lock is fixed to the door lock mounting sheet metal of the door body.

[0017] The above technical solution has the following advantages: This invention achieves power decoupling between mechanical emergency unlocking and normal electric unlocking by incorporating a one-way clutch in the transmission path of the electromechanical lock, and coordinating with a shuttle component in the handle assembly that first triggers the trigger element and then pulls the door cable. When the user performs a mechanical emergency unlock, the one-way clutch is disengaged, preventing the reverse transmission of the locking mechanism's motion to the electric drive unit. This effectively solves the problem of excessive operating resistance caused by the reverse drive motor in existing technologies, as well as the safety hazard of the back electromotive force generated by the high-speed passive rotation of the motor causing breakdown of the drive circuit, ensuring escape safety under extreme conditions.

[0018] This invention adopts a spatially separate layout for the handle assembly and the electromechanical lock, which are connected only by a flexible cable and wiring harness. This allows for flexible adaptation to the compact interior layout requirements of vehicles, while effectively isolating the vibration and noise generated during the operation of the locking mechanism from being transmitted to the interior panels, thus improving the user's driving and riding comfort.

[0019] By setting an actuating part on the side of the shuttle facing the micro switch and making it tangentially contacting the reed of the micro switch, the vertical impact is transformed into a smooth sliding press. This avoids impact damage to the micro switch reed during rapid reset or strong pulling, extends the service life of the triggering element, and ensures the stability of the electrical signal state during long-stroke mechanical pulling. Attached Figure Description

[0020] The present invention will now be described in detail with reference to specific embodiments and accompanying drawings, wherein: Figure 1 This is a structural diagram of the vehicle door of the present invention; Figure 2 This is a wiring harness structure diagram of the handle assembly and electromechanical lock of the present invention; Figure 3 This is a structural diagram of the handle assembly of the present invention; Figure 4 This is a structural diagram of the base of the present invention; Figure 5 This is a diagram showing the internal structure of the base of the present invention; Figure 6 This is a structural diagram of the electromechanical lock of the present invention; Figure 7 This is a diagram showing the internal structure of the electromechanical lock of the present invention; Figure 8 This is a logic block diagram of the unlocking mechanism of the present invention.

[0021] In the picture: 100. Handle assembly; 101. Base; 102. Trigger element; 103. Shuttle; 1031. Actuating part; 1032. Rotary damper; 1033. Limiting element; 1034. Slot; 104. Elastic element; 105. Guide post; 106. Hook; 107. Rack; 108. Trigger; 1081. Insertion block; 200. Electromechanical lock; 201. Electric drive unit; 202. Locking mechanism; 203. Cable; 204. Door cable; 205. One-way clutch; 206. Isolation plate. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the following specific embodiments are only used to explain the invention and do not constitute a limitation thereof.

[0023] In existing electronic door lock (E-Latch) technology, the industry commonly suffers from problems such as a heavy mechanical emergency opening feel and back electromotive force damaging the circuit. This is mainly because traditional electronic locks keep the motor, reduction gearbox, and locking actuator in a constantly engaged state. When the vehicle is powered off, if the user pulls the locking mechanism 202 directly via the door cable 204, they must overcome the resistance of the high reduction ratio gear set and reverse-drive the motor rotor to rotate at high speed. This process not only results in a stiff and heavy operating feel for the user, but may also prevent the elderly or children from opening the door due to excessive resistance. In addition, in the electrical system, the reverse high-voltage electromotive force generated by the passive high-speed rotation of the motor can easily break down the driver chip, causing permanent damage to the electronic system.

[0024] Therefore, based on the above problems, this application proposes a door opening and closing device based on a power decoupling mechanism. A split architecture solves the problems of space layout and installation convenience, and a one-way clutch transmission ensures the decoupling of the motor and locking mechanism 202 during mechanical opening, guaranteeing the ease of opening both the electronic and mechanical door locks. Simultaneously, the two do not experience coupling interference, ensuring the stability and safety of mechanical emergency opening.

[0025] The following explanations and definitions are provided for the terminology used in the scheme: The handle assembly 100 refers to the human-machine interface terminal installed on the side of the door interior panel, which is responsible for converting the user's pulling action into an electrical signal or mechanical displacement.

[0026] Electromechanical lock 200 refers to the actuator installed inside the sheet metal of the car door, which is responsible for locking and unlocking the car door.

[0027] The shuttle 103 is a linear slider structure that serves as the power transmission medium between the handle input and the door cable 204 output, and can be operated by the user.

[0028] A one-way clutch 205 refers to a mechanical component that only allows torque to be transmitted from the motor side to the locking mechanism 202 side, while blocking the reverse transmission of torque from the locking mechanism 202 side to the motor side, such as an overrunning clutch or a roller clutch.

[0029] Please see Figures 1 to 6 This embodiment discloses a vehicle door opening and closing device, including a handle assembly 100 and an electromechanical lock 200; the handle assembly 100 is used to be installed on the side of the vehicle door interior panel, and includes a base 101, a trigger element 102 and a shuttle 103, the trigger element 102 is disposed on the base 101; the shuttle 103 is movably disposed on the base 101; An electromechanical lock 200 is installed in the door locking area and spaced apart from the handle assembly 100. It integrates a locking mechanism 202, an electric drive unit 201, a one-way clutch 205, and a door cable 204. The one-way clutch 205 is located on the transmission path between the electric drive unit 201 and the locking mechanism 202. The door cable 204 is connected between the shuttle 103 and the locking mechanism 202. Specifically, when the shuttle 103 sequentially touches the trigger element 102 and the traction door cable 204 during its travel, when the trigger element 102 is touched, the electric drive unit 201 unlocks through the engagement of the one-way clutch 205 and the locking mechanism 202; when the door cable 204 is pulled, the movement of the electric drive unit 201 is transmitted to the electric drive unit 201 through the disengagement of the one-way clutch 205 and the blocking locking mechanism 202.

[0030] The door opening and closing device of this embodiment includes a handle assembly 100 and an electromechanical lock 200. The handle assembly 100 is mounted on the side of the door interior panel. To adapt to the streamlined interior design of modern electric vehicles, the handle assembly 100 adopts a thin design and is fixed to the door interior panel frame by screws or hot riveting. The electromechanical lock 200 is mounted in the door locking area, typically the door lock at the rear of the door, and is mounted on the sheet metal, spatially spaced from the handle assembly 100. The two are connected by a wiring harness and a door cable 204, wherein the wiring harness is used to transmit electrical signals, and the door cable 204 is used to transmit mechanical force. The separate design effectively blocks the vibration and noise of the lock body during operation from being transmitted to the user's operating end.

[0031] The handle assembly 100 mainly includes a base 101, a trigger element 102 disposed on the base 101, and a shuttle 103 movably disposed on the base 101. The electromechanical lock 200 integrates a locking mechanism 202, an electric drive unit 201, and a one-way clutch 205 disposed on the transmission path between the electric drive unit 201 and the locking mechanism 202.

[0032] When the shuttle 103 moves on the base 101, it can be slidably disposed in the groove of the base 101, and the ribs on the surface of the shuttle 103 and the groove on the base 101 cooperate to slide, thereby improving the stability of the shuttle 103's stroke. In addition, this application preferably provides a guide post 105 on the base 101, the axis of the guide post 105 being the stroke direction of the shuttle 103, so that the shuttle 103 slides along the axis of the guide post 105, and the shuttle 103 is also slidably connected to the base 101, thereby providing more leverage points for the shuttle 103 and ensuring stability during the sliding process.

[0033] like Figure 3 , Figures 5 to 8 As shown, a limiting member 1033 is further provided on the base 101. The limiting member 1033 can be provided with a groove on the base 101. An elastic column is provided on the shuttle 103. The elastic column is a sleeve, and a spring and a column are integrated inside the sleeve, so that the column extends outward and can be inserted into the groove, so that the shuttle 103 can be stably restricted to the initial position each time. When the shuttle 103 is manually moved, the column overcomes the groove and moves along the axis of the guide column 105. After the shuttle 103 is unloaded, the column extends into the groove again and achieves the limiting.

[0034] When the shuttle 103 moves on the base 101, it first contacts the trigger element 102 during its travel, thus preferentially opening the locking mechanism 202 via the trigger element 102 of the door. If an electronic malfunction occurs, personnel can continue to move the shuttle 103, thereby opening the locking mechanism 202 a second time via the pull cable, achieving a mechanical opening mechanism. The above is divided into two stages of travel: Phase 1: The user gently pulls and moves the shuttle 103, which first triggers the trigger element 102. If the vehicle's power supply is normal, the trigger element 102 sends a signal to the controller, which then activates the electric drive unit 201. The electric drive unit 201 outputs torque, and the one-way clutch 205 is engaged, transmitting the torque from the electric drive unit 201 to the locking mechanism 202, thus unlocking the vehicle. During this process, the user only needs to overcome a very small spring force, resulting in a light touch.

[0035] Second stage: If the vehicle loses power or the electronic system fails, the user continues to pull the handle significantly. The shuttle 103 moves past the trigger element 102, and after eliminating the free travel of the door cable 204, it directly pulls the door cable 204, causing the locking mechanism 202 to actuate. At this time, the movement of the locking mechanism 202 attempts to be transmitted in the reverse direction to the electric drive unit 201, but due to the presence of the one-way clutch 205, it is automatically disengaged, cutting off the transmission chain to the electric drive unit 201. Therefore, the user does not need to reverse the drive motor rotor, which not only greatly reduces the operating force but also avoids the generation of back electromotive force, ensuring the safety of the electric drive unit 201. Figure 8 As shown, the door cable 204 drives the locking mechanism 202 to unlock, and simultaneously, due to the disengagement of the one-way clutch 205, the locking mechanism 202 is unable to transmit torque to the electric drive unit 201. Figure 8 A dashed arrow marks the distance between the one-way clutch 205 and the electric drive unit 201.

[0036] like Figure 2 and Figure 6 As shown, the electric drive unit 201 includes a motor body and a reduction gear set connected to the motor body. A one-way clutch 205 is disposed at the output end of the reduction gear set and is used to transmit the torque of the reduction gear set to the locking mechanism 202 in one direction.

[0037] The electric drive unit 201 includes a motor body and a reduction gear set connected to the motor body. The motor body can be a DC brushed motor, and the reduction gear set is usually a worm gear or planetary gear. A one-way clutch 205 is located at the output end of the reduction gear set and is used to transmit the torque of the reduction gear set to the locking mechanism 202 in one direction.

[0038] In this embodiment, the one-way clutch 205 is located at the output end of the reduction gear set to minimize the inertial load during mechanical opening. If it were located at the motor body end, the user would still need to drive the entire reduction gear set in reverse, resulting in significant resistance. Located at the output end of the reduction gear set, it isolates the motor body from the reduction gear set.

[0039] like Figure 2 , Figures 6 to 8 As shown, the electromechanical lock 200 also has an isolation plate 206 inside. The isolation plate 206 is disposed on the transmission link between the one-way clutch 205 and the locking mechanism 202. One end of the isolation plate 206 is connected to the output side of the one-way clutch 205, and the other end is connected to the input side of the locking mechanism 202.

[0040] The electromechanical lock 200 also includes an isolating plate 206, which is located on the transmission link between the one-way clutch 205 and the locking mechanism 202. In addition, the door cable 204 is also connected to the isolating plate 206, and the torque is transmitted to the locking mechanism 202 through the isolating plate 206. Specifically, the isolating plate 206 can be designed as a linkage structure with a fork or groove to ensure that the thrust from the motor body and the tension from the door cable 204 can act independently on the locking mechanism 202 without interference.

[0041] The bottom of the electromechanical lock 200 is also provided with a cable section 203. The cable section 203 is independent of the electric drive unit 201 and is directly connected to the door cable 204, so that mechanical unlocking and electronic unlocking are separated from each other, ensuring that the electronic unlocking and locking mechanism 202 and the mechanical unlocking and locking mechanism 202 are decoupled from each other.

[0042] like Figure 7 As shown, the electromechanical lock 200 also includes a built-in spring that acts on the locking mechanism 202 to ensure that after the electronic unlocking and mechanical unlocking actions are completed, the spring can push the locking mechanism 202 to reset. The spring is preferably C-shaped to provide greater pushing force and ensure that the overall space of the electromechanical lock is compact, while also avoiding the one-way clutch 205 and the isolating plate 206 to prevent coupling.

[0043] like Figures 3 to 5 As shown, the handle assembly 100 also includes a trigger 108, which is movably connected to the base 101 and connected to the shuttle 103. When the trigger 108 is rotated under force, it drives the shuttle 103 to slide in a straight line on the base 101.

[0044] The handle assembly 100 also includes a trigger 108, which is the handle held by the user. The trigger 108 is movably connected to the base 101 via a pivot and is connected to the shuttle 103. When the trigger 108 is rotated under force, it engages with a slot 1034 on the shuttle 103 via a plug 1081, using a lever principle to drive the shuttle 103 to slide linearly along the guide post 105 on the base 101. This structure converts the user's rotational pulling into internal linear displacement.

[0045] like Figure 3 and Figure 5 As shown, the handle assembly 100 also includes an elastic element 104, one end of which is disposed on the base 101, and the other end of which abuts against the side wall of the shuttle 103 and pushes the shuttle 103 away from the trigger element 102.

[0046] The handle assembly 100 also includes an elastic element 104. In this embodiment, the elastic element 104 is a helical compression spring, sleeved on the guide path of the shuttle 103. One end of the elastic element 104 abuts against the limiting wall of the base 101, and the other end abuts against the side wall of the shuttle 103. When the external force is removed, the elastic element 104 pushes the shuttle 103 to the end away from the trigger element 102, i.e., the initial position, thereby causing the trigger 108 to reset, ensuring that the door cable 204 is not under stress.

[0047] like Figure 3 and Figure 5 As shown, the trigger element 102 is a micro switch, and the shuttle 103 has an actuating part 1031 on the side facing the micro switch. The shuttle 103 makes tangential contact with the spring of the micro switch through the actuating part 1031.

[0048] The trigger element 102 is preferably a micro switch with a cantilevered reed. The shuttle 103 has an actuating portion 1031 on the side facing the micro switch. The actuating portion 1031 is designed as a raised rib with a smoothly transitioned bevel. The shuttle 103 makes tangential contact with the reed of the micro switch through the actuating portion 1031, ensuring that the reed is subjected to uniform force when the shuttle 103 moves at high speed, avoiding reed breakage due to stress concentration. Simultaneously, the length of the actuating portion 1031 is designed to cover the subsequent stroke of the mechanical opening, ensuring that the micro switch signal remains stable throughout the entire mechanical pulling process, providing the correct position state even if the circuit has been de-energized, at the moment the system is powered back on.

[0049] In addition, the actuating part 1031 preferably adopts an arc-shaped profile, not a standard arc, but an involute or a cam curve with a variable radius of curvature. In the initial stage of contact with the microswitch reed, the radius of curvature is larger, and the thrust is gentle; as it approaches the trigger point, the radius of curvature decreases, and the rate of displacement change increases. This allows the user to clearly perceive the difference in force feedback between the idle travel segment and the trigger segment, improving the tactile feedback during operation.

[0050] like Figure 3 and Figure 5 As shown, the inner wall of the base 101 is provided with a rack 107 extending in the sliding direction, and a rotary damper 1032 is fixedly installed on the shuttle 103. The gear of the rotary damper 1032 meshes with the rack 107 for transmission.

[0051] To enhance the handling feel of the high-end vehicle, a rack 107 extending along the sliding direction is provided on the inner wall of the base 101. A rotary damper 1032 is fixedly mounted on the shuttle 103 by a clip or screw. The gear of the rotary damper 1032 meshes with the rack 107 for transmission. When the user pulls or releases the handle, the silicone oil shear force inside the rotary damper 1032 generates gentle resistance, enabling the handle to slowly return to its original position and preventing impacts during handle reset.

[0052] like Figures 3 to 5 As shown, the end of the shuttle 103 is provided with a hook groove 106, which is connected to the door cable 204. The end of the door cable 204 is axially limited in the hook groove 106.

[0053] The shuttle 103 has a mounting groove 106 at its end, which connects to the door cable 204. In practice, the end of the door cable 204 is typically a die-cast cylindrical or ball-shaped head made of lead-zinc alloy. The inner wall shape of the mounting groove 106 matches the shape of the cable end, creating a dead stop in the direction of cable force to prevent the cable end from being pulled off. Simultaneously, to prevent the cable from falling off during bumps after installation, the mounting groove 106 can be equipped with a flexible barb or additional plastic clips for locking. The end of the door cable 204 slides laterally into the mounting groove 106, and the cable's steel wire core passes through the slit in the mounting groove 106, transmitting tension through structural interference. No additional screws are required for fixing, facilitating assembly and maintenance.

[0054] This application also discloses a vehicle, including automobiles, trucks, forklifts, etc., which includes a door body and a door opening and closing device installed in the door body. The handle assembly 100 is fixed to the interior panel of the door body, and the electromechanical lock 200 is fixed to the door lock mounting sheet metal of the door body, thereby decoupling the electronic unlocking and mechanical unlocking of the door and ensuring independence and stability.

[0055] Based on the above embodiments, the one-way clutch 205 is a mechanical overrunning clutch. In this embodiment, the one-way clutch 205 can also be replaced by an electromagnetic friction clutch. The electromagnetic clutch is connected in series between the motor and the locking mechanism 202. In electronic unlocking mode, the controller simultaneously energizes the motor and the electromagnetic clutch coil, and the clutch engages to transmit torque; in power-off or mechanical mode, the electromagnetic clutch de-energizes and naturally disengages, realizing the function of decoupling upon power failure.

[0056] The trigger element 102 can be replaced with a non-contact Hall sensor. A permanent magnet is embedded at the corresponding position on the shuttle 103, and a Hall chip is placed at the corresponding position on the base 101. When the shuttle 103 moves, the change in the magnetic field triggers a signal, eliminating mechanical wear and further improving the lifespan of the component and its waterproof and dustproof performance.

[0057] The rotational damper 1032 and the rack 107 can be replaced with a linear damping grease structure. High-viscosity damping grease is applied to the sliding contact surfaces of the shuttle 103 and the base 101, and labyrinthine sealing grooves are provided to prevent grease loss, allowing for lower costs and providing a smooth feel.

[0058] The above description is merely a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention's specification and drawings under the inventive concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A vehicle door opening and closing device, characterized in that, Including handle assembly and electromechanical lock; The handle assembly, for mounting on the side of the door trim panel, includes: Base; A trigger element is disposed on the base; A shuttle is movably mounted on the base; The electromechanical lock is installed in the door locking area and spaced apart from the handle assembly, and integrates the following internally: Locking mechanism and electric drive unit; A one-way clutch is provided on the transmission path between the electric drive unit and the locking mechanism; The door cable connects the shuttle and the locking mechanism. Specifically, when the shuttle sequentially touches the trigger element and pulls the door cable during its travel, when the trigger element is touched, the electric drive unit drives the locking mechanism to unlock through the engagement of the one-way clutch; when the door cable is pulled, the electric drive unit blocks the movement of the locking mechanism from being transmitted to the electric drive unit through the disengagement of the one-way clutch.

2. The door opening and closing device as described in claim 1, characterized in that, The electric drive unit includes a motor body and a reduction gear set connected to the motor body. The one-way clutch is located at the output end of the reduction gear set and is used to transmit the torque of the reduction gear set to the locking mechanism in one direction.

3. The door opening and closing device as described in claim 1, characterized in that, The electromechanical lock also has an isolation plate inside, which is located on the transmission link between the one-way clutch and the locking mechanism.

4. The door opening and closing device as described in claim 3, characterized in that, One end of the isolation plate is connected to the output side of the one-way clutch, and the other end is connected to the input side of the locking mechanism.

5. The door opening and closing device as described in claim 1, characterized in that, The handle assembly also includes a trigger, which is movably connected to the base and connected to the shuttle. When the trigger is rotated under force, it causes the shuttle to slide in a straight line on the base.

6. The door opening and closing device as described in claim 1, characterized in that, The handle assembly also includes an elastic element, one end of which is disposed on the base, and the other end of which abuts against the side wall of the shuttle and pushes the shuttle away from the trigger element.

7. The door opening and closing device as described in claim 1, characterized in that, The triggering element is a micro switch, and the shuttle has an actuating part on the side facing the micro switch. The shuttle makes tangential contact with the spring of the micro switch through the actuating part.

8. The door opening and closing device as described in claim 1, characterized in that, The inner wall of the base is provided with a rack extending in the sliding direction, and a rotary damper is fixedly installed on the shuttle, the gear of the rotary damper meshing with the rack for transmission.

9. The door opening and closing device as described in claim 1, characterized in that, The end of the shuttle is provided with a hook groove, which is connected to the door cable, and the end of the door cable is axially limited in the hook groove.

10. A vehicle, characterized in that, The device includes a door body and a door opening and closing device as described in any one of claims 1 to 9, which is installed within the door body. The handle assembly is fixed to the interior panel of the door body, and the electromechanical lock is fixed to the door lock mounting sheet metal of the door body.

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