Car door lock

Abstract

The invention relates to the technical field of vehicle manufacturing, in particular to a vehicle door lock which specifically comprises a shell, an electric opening safety piece, a door lock body, a door lock body and a door lock body. The safety rod is movably arranged in the shell, one end of the safety rod is in transmission connection with the electric switch-on safety piece, and the other end of the safety rod is provided with a first matching block; the shifting piece is rotatably installed in the shell, a fork opening is formed in the shifting piece, the first matching block is installed in the fork opening in a sliding mode, one end of the first matching block extends out in the thickness direction of the fork opening, the bumper can slide between a first position and a second position in the fork opening, and the shifting piece is connected with the inward opening pull wire and the outward opening pull wire; the rotating disc is rotatably arranged in the shell and located on the extending side of the shifting piece, one end of the rotating disc is provided with a second matching block extending towards the shifting piece, when the bumper slides to the first position, the second matching block abuts against the first matching block, and when the bumper slides to the second position, the second matching block is separated from the first matching block; and the spring bolt is linked with the rotating disc. The car door lock is simplified in structure, low in cost and reliable in unlocking.

Description

Technical Field

[0001] This invention relates to the field of vehicle manufacturing technology, and more specifically, to a vehicle door lock. Background Technology

[0002] As a key component for vehicle safety and convenience, door locks must simultaneously achieve reliable locking and convenient unlocking. Modern vehicles generally use electronic control methods to centrally lock and unlock the doors, while retaining manual unlocking capability in emergencies through internal and external mechanical cables.

[0003] However, door locks integrating electronic safety and mechanical inward / outward opening functions are typically quite complex. The electric drive mechanism requires a series of transmission components to switch the locking state of the bolt, while the inward / outward opening cables require another linkage mechanism to unlock the bolt. These two systems are often intertwined, resulting in excessively long transmission chains and numerous components. This complex linkage not only increases the difficulty of manufacturing and assembling the mechanism but may also lead to a decrease in reliability after long-term use due to wear and jamming of individual components, such as electric locking failure or difficulty in manual opening.

[0004] Furthermore, in existing technologies, the transmission path for switching door lock states is not direct and clear enough, and there is a lack of clear and efficient mechanical coupling between the displacement of the bumper and the final locked / unlocked state of the latch, which may affect the accuracy of the system response and the user's intuitive perception.

[0005] Therefore, there is an urgent need for a simplified, reliable, and low-cost car door lock solution to improve the overall reliability, durability, and user experience of the product. Summary of the Invention

[0006] The problem solved by this invention is to provide a simplified, reliable, and low-cost car door lock solution to improve the overall reliability, durability, and user experience of the product.

[0007] To solve the above problems, the present invention adopts the following technical solution: a car door lock, including a housing, an electrically operated safety device is provided inside the housing; a safety bar, which is movably disposed inside the housing, one end of which is connected to the electrically operated safety device, and the other end of which is provided with a first mating block; a paddle, which is rotatably mounted inside the housing, and the paddle is provided with a fork, the first mating block is slidably mounted inside the fork and one end of which extends along the thickness direction of the fork, the safety bar can slide between a first position and a second position inside the fork, and the paddle is respectively connected to an inward opening cable and an outward opening cable; a rotating disk, which is rotatably disposed inside the housing and located on the protruding side of the paddle, and one end of which is provided with a second mating block extending toward the paddle, when the safety bar slides to the first position, the second mating block abuts against the first mating block, and when the safety bar slides to the second position, the second mating block separates from the first mating block; a latch, which is linked to the rotating disk, when the rotating disk and the latch are engaged, the car door lock is in a locked state, and when the rotating disk and the latch are disengaged, the car door lock is in an unlocked state.

[0008] This car door lock integrates an electric safety mechanism, a safety lever, a paddle shifter, a rotating disc, and a latch into a linked structure, creating a door locking / unlocking system that combines electric control with mechanical transmission. This achieves precise switching and stable control of the door lock's state. The sliding engagement between the first mating block on the safety lever and the paddle shifter fork allows the safety lever to switch between a first and second position. Simultaneously, the engagement between the second and first mating blocks on the rotating disc ensures that when the safety lever is in the first position, the second and first mating blocks abut against each other, limiting the rotating disc's movement and ensuring a stable locked state, effectively preventing accidental unlocking. When the safety lever is in the second position, the two separate, the rotating disc is released from its limit, and the latch can be unlocked in conjunction with the paddle shifter. Furthermore, the paddle shifter integrates a connection structure for both inward and outward opening cables, achieving unified transmission for both operations. This simplifies the internal transmission chain of the door lock, reduces clearances between components, and improves the accuracy of operational response. Through the movable cooperation and linkage design of each component, the electric safety control and mechanical unlocking operation are organically combined. The transmission path is clear and the cooperation relationship is stable, which not only ensures the reliability of the door lock in the locked state, but also realizes the convenience of the unlocking operation. This effectively improves the overall performance and structural compactness of the door lock and adapts to the installation and use requirements of vehicle doors.

[0009] Furthermore, the first mating block is provided with abutment blocks on both sides along its sliding direction. The abutment blocks abut against the end face outside the fork and are used to position the first mating block.

[0010] By setting abutment blocks on both sides of the first mating block along the sliding direction, and utilizing the mating relationship between the abutment blocks and the outer end faces of the fork, the sliding stroke of the first mating block within the fork can be precisely limited, ensuring the accuracy of the door lock safety state switching. Simultaneously, the limiting structure of the abutment blocks eliminates the need for additional positioning components, simplifying the internal mating structure of the door lock, making the sliding action of the safety lever more stable, adapting to the vibration environment during vehicle operation, and ensuring the reliable operation of the door lock safety function.

[0011] Furthermore, the electrically operated safety device includes an electrically operated connecting rod, a free-spinning protection wheel, and a drive motor. One end of the electrically operated connecting rod is connected to the safety bar for transmission, and the electrically operated connecting rod is used to connect the locking cable. The other end of the electrically operated connecting rod is connected to the free-spinning protection wheel, and the drive motor is used to drive the free-spinning protection wheel to rotate. When the electrically operated connecting rod is driven to rotate through the locking cable, relative free-spinning occurs inside the free-spinning protection wheel.

[0012] By configuring the electric safety device as a combination of an electric release linkage, a free-spinning protection wheel, and a drive motor, the drive motor can rotate the free-spinning protection wheel, which in turn drives the electric release linkage. This, in turn, transmits power to the safety lever, enabling its sliding control and completing the electric switching of the door lock's safety state. This eliminates the need for manual operation of the safety lever, improving the automation and convenience of door lock control. Simultaneously, the electric release linkage also connects to the locking cable, retaining the mechanical adjustment method for the door lock's safety state. This allows for both electric and mechanical control of the safety lever, adapting to the operational needs of different vehicle usage scenarios and enhancing the flexibility and adaptability of the door lock. Furthermore, the free-spinning protection wheel is designed to generate internal relative free spin when the locking cable is mechanically pulled, driving the electric release linkage. This effectively prevents the mechanical force from being transmitted back to the drive motor, preventing motor stalling, burnout, and other malfunctions. This provides effective protection for the drive motor and related transmission components, reducing component failures and extending the service life of the electric safety device and the entire door lock.

[0013] Furthermore, the idle protection wheel includes a transmission gear and an idle wheel arranged coaxially. The transmission gear is connected to the output end of the drive motor, and the idle wheel is linked to the electric switch linkage. The transmission gear has a mounting part at its center, and the idle wheel is rotatably mounted in the mounting part. An idle block protrudes from the mounting part toward the idle wheel, and the idle wheel has an arc-shaped idle groove that mates with the idle block. The idle block is embedded in the idle groove and can slide along the idle groove. When the idle block rotates to the position where it abuts against the groove wall, the transmission gear drives the idle wheel to rotate.

[0014] Through the coaxial transmission gear and idler wheel's mating structure, the idler block and the arc-shaped idler groove engage and slide together. The drive motor rotates the transmission gear, and when the idler block slides along the arc-shaped idler groove until it abuts against the groove wall, it drives the idler wheel to rotate synchronously. This, in turn, drives the electric switch linkage and the safety lever to complete the electric safety switching. This mating method has a small transmission gap and high power transmission efficiency, making the sliding action of the safety lever more precise and responsive. At the same time, the arc-shaped idler groove provides reasonable travel space for the idler action during mechanical operation. When the electric switch linkage is mechanically driven by the locking cable, the idler wheel drives the idler block to slide freely within the arc-shaped idler groove, creating relative idler action between the transmission gear and the idler wheel. This cuts off the reverse transmission of mechanical force to the drive motor, preventing the motor bearings from being blocked, jammed, or even burned out due to additional torque. This provides precise and reliable protection for the drive motor and effectively reduces the probability of electric switch failure. In addition, the idling protection wheel adopts a coaxial nested integrated structure design, which integrates the functions of power transmission and idling protection into the same component. There is no need to add auxiliary components such as clutch and limit, which simplifies the internal structure, reduces the number of parts and the fit clearance, and makes the overall structure more compact, which is suitable for the vibration environment during vehicle driving. At the same time, it improves the structural durability and assembly convenience of the idling protection wheel.

[0015] Furthermore, a mounting block is protruding on the idler wheel, and one end of the electric switch connecting rod is fixed to the mounting block.

[0016] By protruding a mounting block on the idler wheel and fixing one end of the electric switch connecting rod to the mounting block, a connection structure is formed between the electric switch connecting rod and the idler wheel. This ensures a closer fit and a more secure fixation, effectively preventing loosening or misalignment of the connection between the electric switch connecting rod and the idler wheel due to vibrations and bumps during vehicle operation. It also guarantees the accuracy and stability of power transmission to the electric switch connecting rod when the idler wheel rotates, ensuring timely and precise response of the bumper's sliding action. Simultaneously, the protruding mounting block provides a clear installation positioning benchmark for the electric switch connecting rod, eliminating the need for additional complex connecting grooves or positioning holes on the surface of the idler wheel. This simplifies the assembly process of the electric switch connecting rod and the idler wheel, reducing the need for excessive auxiliary connecting parts and improving assembly efficiency. In addition, the protruding mounting block allows the electric switch linkage to form a reasonable distance from the main surface of the idler wheel, preventing the electric switch linkage from colliding or interfering with the transmission gears, housing and other components around the idler wheel when it rotates with the idler wheel. This ensures the smoothness of the internal transmission action of the electric switch safety device, while reducing friction and wear between components, further extending the service life of the electric switch safety device and even the entire door lock.

[0017] Furthermore, the paddle is provided with a mounting hole, and the housing is provided with an unlocking wall, a locking wall and a rotating shaft. The paddle is mounted on the rotating shaft through the mounting hole and rotates between the unlocking wall and the locking wall.

[0018] By setting mounting holes on the paddle and cooperating with the rotating shaft on the housing, a fixed and precise rotational support reference is provided for the paddle's rotation. This ensures that the center position of the paddle does not shift during rotation, making the paddle's rotation smoother and preventing loosening or jamming of the connection with the inward and outward opening cables due to rotational wobble, thus ensuring the effectiveness of the cable transmission. Simultaneously, the unlocking and locking walls on the housing define a clear range of rotational travel for the paddle, allowing it to rotate only between preset unlocking and locking positions. This effectively prevents cable pulling damage caused by excessive paddle rotation and avoids collisions and interference between the paddle and other transmission components within the housing, reducing wear and tear on these components. Furthermore, this structure, through the design of the rotating shaft and limiting walls, achieves integrated coordination between paddle rotation and travel limitation, eliminating the need for additional limiting or positioning accessories. This simplifies the internal assembly structure of the door lock, improves the ease of component assembly, and makes the linkage action of the paddle driving the subsequent rotating disc and latch more standardized, ensuring the accuracy of door lock state switching.

[0019] Furthermore, the paddle is provided with an abutment wall, which is located on the fork and faces the rotating disk, and is used to abut against the locking wall.

[0020] By incorporating an abutment wall on the fork of the paddle shifter, facing the rotating disc and abutting against the locking wall of the housing, the locking limit position of the paddle shifter can be precisely defined based on the fork—the core position for the paddle shifter's interaction with other components. This prevents unexpected rotation of the paddle shifter when the door lock is engaged, ensuring the accuracy of the paddle shifter's locking position and thus guaranteeing the stability of the door lock's locked state. Simultaneously, the abutment wall's orientation towards the rotating disc along with the fork ensures that the force direction of the paddle shifter when in the locked position aligns with its own transmission direction, resulting in a more even force distribution. This reduces localized wear at the contact point between the paddle shifter and the locking wall, increases the contact area with the first mating block of the bumper, and extends the service life of the paddle shifter, housing, and bumper. Furthermore, placing the abutment wall directly on the fork eliminates the need for additional abutment structures in other areas of the paddle shifter, simplifying the overall structural design, reducing manufacturing processes, and allowing for a more compact paddle layout. This better accommodates the installation space within the housing, preventing interference with other transmission components and ensuring smooth internal transmission movements of the door lock.

[0021] Furthermore, the paddle is equipped with a reset element, which is located on the rotating shaft. The reset element is used to apply an elastic force to the paddle from the unlocking wall to the locking wall.

[0022] By incorporating a reset component on the rotating shaft, the integrated arrangement of the reset component is achieved using the shaft's mounting reference. This eliminates the need for an additional installation structure within the housing, simplifying the internal assembly layout of the door lock and resulting in a more compact overall structure. It also reduces the difficulty of component assembly. The reset component applies an elastic force to the paddle from the unlocking wall towards the locking wall, enabling the paddle to automatically reset to its initial position against the locking wall after completing the unlocking rotation. This ensures timely and accurate paddle reset, preventing the paddle from remaining on the unlocking side and causing the door lock to fail to reliably lock. Furthermore, this elastic force keeps the paddle's contact wall in constant contact with the locking wall, effectively preventing unexpected shaking or rotation of the paddle under vehicle vibration conditions. This reduces collisions and friction between the paddle and other components within the housing, minimizing wear and tear and ensuring the stability of the door lock's locked state.

[0023] Furthermore, the housing is also equipped with a buffer pad, which is located at the unlocking position of the latch to cushion the latch.

[0024] By incorporating a buffer pad at the unlocking position of the lock tongue on the housing, a cushioned contact is formed when the lock tongue rotates to the unlocking position, replacing the direct, rigid contact between the lock tongue and the housing. This effectively reduces the impact force when the lock tongue reaches its position, while also reducing abnormal noises caused by the collision between the lock tongue and the housing, thus improving the user experience of operating the door lock. Furthermore, the buffer pad reduces wear on the corresponding contact points of the lock tongue and housing, minimizing component wear and extending the lifespan of both the lock tongue and the housing, while ensuring the integrity of the lock tongue structure. Simultaneously, the buffer pad's cushioning effect allows the lock tongue to maintain a stable contact state in the unlocking position, preventing unexpected rebound or wobbling caused by impact, ensuring the accurate positioning of the lock tongue at the unlocking position, and guaranteeing the normal opening of the door after unlocking.

[0025] Furthermore, it also includes a status reminder device, which is set on the rotation path of the lock tongue. When the lock tongue rotates to the unlock position, the status reminder device is triggered to generate a signal indicating that the door is in the unlocked state.

[0026] By incorporating a status indicator device along the bolt's rotation path, and triggering the bolt's movement to the unlocked position, an unlocking status signal is generated. This allows for direct feedback on the actual unlocking status of the door lock, enabling users and vehicle control systems to accurately determine the door's lock / unlock status and preventing operational errors caused by misjudging the unlocking status. Furthermore, the status indicator device's triggering action is directly linked to the bolt's unlocking rotation, eliminating the need for additional transmission links and effectively reducing signal feedback errors, ensuring the accuracy and timeliness of the status indication. Moreover, the device's placement along the bolt's rotation path eliminates the need for complex triggering transmission structures within the housing. Utilizing the bolt's own movement for signal triggering simplifies the internal structure of the door lock, adapts to the installation space within the housing, and does not increase the difficulty of cooperating with other components, thus not affecting the smoothness of the original door lock's transmission operation. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the structure of the car door lock of the present invention with part of the housing removed.

[0028] Figure 2 This is a schematic diagram of the structure of the door lock of the present invention.

[0029] Figure 3 This is a schematic diagram of the structure of the car door lock of the present invention with another part of the housing removed.

[0030] Figure 4 This is a schematic diagram of the internal structure of the car door lock of the present invention.

[0031] Figure 5 This is a schematic diagram of the locking tongue of the present invention in the unlocked position.

[0032] Figure 6 This is a schematic diagram of the idling wheel of the present invention.

[0033] Figure 7 This is a schematic diagram of the transmission gear of the present invention.

[0034] Figure 8 This is a schematic diagram of the structure of the paddle of the present invention.

[0035] Figure 9 This is a schematic diagram of the transmission of the door lock of the present invention.

[0036] Explanation of reference numerals in the attached drawings: 1-Housing; 2-Electrically operated safety element; 3-Safety bar; 4-First mating block; 5-Pulley; 6-Fork; 7-Inward opening pull cable; 8-Outward opening pull cable; 9-Rotating disc; 10-Second mating block; 11-Lock tongue; 12-Abutting block; 13-Electrically operated connecting rod; 15-Drive motor; 16-Locking pull cable; 17-Transmission gear; 18-Idle wheel; 19-Mounting part; 20-Idle block; 21-Idle groove; 22-Mounting block; 23-Mounting hole; 24-Unlocking wall; 25-Locking wall; 26-Rotating shaft; 27-Abutting wall; 29-Buffer pad; 30-Status reminder device. Detailed Implementation

[0037] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this disclosure more comprehensive and complete, and to fully convey the concept of the example embodiments to those skilled in the art. The described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a full understanding of embodiments of this disclosure. However, those skilled in the art will recognize that the technical solutions of this disclosure can be practiced with one or more of the specific details omitted, or other methods, components, apparatus, steps, etc., can be employed. In other instances, well-known technical solutions are not shown or described in detail to avoid obscuring various aspects of this disclosure.

[0038] Furthermore, the accompanying drawings are merely illustrative of this disclosure and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore, repeated descriptions of them will be omitted.

[0039] See Figures 1-9This invention provides a car door lock, specifically including a housing 1, within which an electrically operated safety element 2 is disposed; a safety lever 3, movably disposed within the housing 1, one end of which is connected to the electrically operated safety element 2, and the other end of which is provided with a first mating block 4; and a paddle 5, rotatably mounted within the housing 1, the paddle 5 having a fork 6, the first mating block 4 being slidably mounted within the fork 6 with one end extending along the thickness direction of the fork 6, the safety lever 3 being able to slide between a first position and a second position within the fork 6, and the paddle 5 being respectively connected to an inward opening cable 7 and an outward opening cable 7. Pull cable 8; Rotary disc 9, which is rotatably disposed inside housing 1 and located on the protruding side of paddle 5, has a second mating block 10 extending toward paddle 5 at one end. When the bumper 3 slides to the first position, the second mating block 10 abuts against the first mating block 4. When the bumper 3 slides to the second position, the second mating block 10 separates from the first mating block 4; Lock tongue 11, which is linked to the rotating disc 9. When the rotating disc 9 and the lock tongue 11 are engaged, the door lock is in the locked state. When the rotating disc 9 and the lock tongue 11 are disengaged, the door lock is in the unlocked state.

[0040] Specifically, see Figure 1 , Figure 4 and Figure 5 The safety bar 3 and the electrically operated safety element 2 are connected by a transmission. The electrically operated safety element 2 is used to realize the electric locking and unlocking functions of the door lock. The shape of the first mating block 4 is adapted to the shape of the fork 6, preferably a cuboid shape. The first mating block 4 is installed in the fork 6 and protrudes into the housing 1 relative to the fork 6. The safety bar 3 can slide between the first position and the second position in the fork 6. The lower end of the housing 1 is equipped with a linked locking tongue 11 and a rotating disk 9. When the safety bar 3 moves to the first position of the fork 6, the first mating block 4 can abut against the second mating block 10. When the lever 5 rotates, the first mating block 4 drives the second mating block 10 to rotate, thereby unlocking the locking tongue 11. When the safety bar 3 moves to the second position of the fork 6, the first mating block 4 separates from the second mating block 10. When the lever 5 rotates, the first mating block 4 cannot drive the second mating block 10.

[0041] Preferred, see Figure 3The electrically operated safety component 2 includes an electrically operated connecting rod 13, a free-spinning protection wheel, and a drive motor 15. The drive motor 15 provides power, and its output end is connected to the free-spinning protection wheel. The free-spinning protection wheel includes a transmission gear 17 and a free-spinning wheel 18 arranged coaxially. The transmission gear 17 meshes with the output end of the drive motor 15, driving the trigger gear to rotate. The center of the transmission gear 17 has a mounting part 19, and the free-spinning wheel 18 is rotatably mounted in the mounting part 19. A free-spinning block 20 protrudes from the mounting part 19 toward the free-spinning wheel 18. Correspondingly, the free-spinning wheel 18 has an arc-shaped free-spinning groove 21 that cooperates with the free-spinning block 20. The free-spinning block 20 is embedded in the arc-shaped free-spinning groove 21 and can slide along the groove. When the drive motor 15 is running, it drives the transmission gear 17 to rotate, and the free-spinning block 20 slides in the arc-shaped free-spinning groove 21 until it abuts against the groove wall, thereby driving the free-spinning wheel 18 to rotate together. A mounting block 22 protrudes from the free-spinning wheel 18. One end of the electrically operated connecting rod 13 is fixedly connected to the mounting block 22, allowing the rotational motion of the idler wheel 18 to be converted into the swinging motion of the electrically operated connecting rod 13. The other end of the electrically operated connecting rod 13 is connected to the safety bar 3. In addition, the electrically operated connecting rod 13 is also provided with an interface for connecting the locking cable 16 to realize the manual safety state switching inside the vehicle. When the electrically operated connecting rod 13 is driven to rotate through the locking cable 16, the electrically operated connecting rod 13 will cause the idler wheel 18 to have a tendency to rotate. At this time, the idler block 20 slides in the arc-shaped idler groove 21, causing the idler wheel 18 to rotate relative to the transmission gear 17, thereby cutting off the transmission of manual operating force to the drive motor 15 and protecting the motor from being forced to reverse.

[0042] Preferred, see Figure 1 and Figure 9 The safety rod 3 is a rod-shaped component movably disposed within the housing 1. One end of it is connected to the electrically operated connecting rod 13 for transmission. Specifically, one end of the safety rod 3 is fixed to the electrically operated connecting rod 13 and can be driven by the electrically operated connecting rod 13 to slide linearly. The other end of the safety rod 3 is provided with a first mating block 4. The first mating block 4 is also provided with abutment blocks 12 on both sides along its sliding direction.

[0043] Preferred, see Figure 1 and Figure 8 as well as Figure 9The paddle 5 is a plate-shaped component rotatably mounted within the housing 1. A long, narrow fork 6 is formed on the paddle 5. A first mating block 4 at the end of the safety lever 3 is slidably mounted within the fork 6, with one end of the first mating block 4 extending along the thickness direction of the fork 6. The abutment blocks 12 on both sides of the first mating block 4 abut against the corresponding end faces outside the fork 6. This mating relationship both positions the first mating block 4 within the fork 6 and prevents it from dislodging from the fork 6. Through this structure, the safety lever 3 can drive its first mating block 4 to slide within the fork 6 of the paddle 5, having a first position and a second position defined by the structure of the fork 6. The paddle 5 is fitted onto a rotating shaft 26 provided on the housing 1 through a mounting hole 23, thereby enabling rotation around this shaft. The housing 1 also has an unlocking wall 24 and a locking wall 25, restricting the rotation of the paddle 5 between the unlocking wall 24 and the locking wall 25. The paddle 5 is also provided with an abutment wall 27, which is located on the fork 6 and faces the rotating disk 9. When the paddle 5 is rotated to the locked position, the abutment wall 27 abuts against the locking wall 25 of the housing 1 to determine the extreme position of the paddle 5. At the same time, the abutment wall 27 is also used to cooperate with the first mating block 4 to drive the first mating block 4 to rotate with the paddle 5.

[0044] To reiterate, see [link to previous text] Figure 1 , Figure 2 as well as Figure 3 The paddle 5 is also equipped with a connecting structure for connecting the inward opening cable 7 and the outward opening cable 8 respectively, so that the manual door opening operation from inside and outside the vehicle can be performed by pulling the paddle 5 through the cable. In order to achieve the reset of the paddle 5, the paddle 5 is also equipped with a reset member, which can be a spring. The reset member is not shown in the figure. The reset member is installed between the paddle 5 and the housing 1 and is used to apply an elastic reset force to the paddle 5 to rotate it from the direction of the unlocking wall 24 towards the direction of the locking wall 25.

[0045] Preferred, see Figure 4 , Figure 5 and Figure 9 The rotating disk 9 is a disc-shaped component rotatably disposed within the housing 1, located on the side of the lever 5 closest to the interior of the housing 1. A rotatable latch 11 is provided at the outer edge of the rotating disk 9, and a protruding second mating block 10 is provided on the side of the rotating disk 9 facing the lever 5. The rotating disk 9 and the latch 11 are linked, so that the rotation of the rotating disk 9 can directly drive the movement of the latch 11. The mating surfaces of the rotating disk 9 and the latch 11 form a snap-fit ​​structure, which can achieve locking of both when in the locked position. When the rotating disk 9 rotates to the position where the latch 11 extends, the door lock is in the locked state; when the rotating disk 9 rotates to the position where the latch 11 retracts, the door lock is in the unlocked state.

[0046] Specifically, in order to enable the rotating disk 9 to reset, a spring (not shown in the figure) is provided at the connection position between the rotating disk 9 and the housing 1 to apply a force to the rotating disk 9 to rotate toward its unlocked position. At the same time, another spring is provided at the connection position between the latch 11 and the housing 1 to enable the latch 11 to reset toward the unlocked position (not shown in the figure).

[0047] See Figures 1-3 as well as Figure 6 , Figure 7 , Figure 9 The working state of the door lock is determined by the position of the bumper 3, and is achieved through the linkage of the lever 5, the rotating disk 9, and the latch 11. When the door needs to be locked, the drive motor 15 starts, driving the bumper 3 through the idle protection wheel and the electric opening linkage 13, causing its first mating block 4 to slide to the second position within the fork 6 of the lever 5. In this position, the first mating block 4 of the bumper 3 separates from the second mating block 10 on the rotating disk 9. At this time, since the bumper 3 is disengaged from the rotating disk 9, and the lever 5 abuts against the locking wall 25 under the action of its reset component, the entire transmission chain is disconnected. Whether the inward opening cable 7 is pulled from inside the vehicle or the outward opening cable 8 is pulled from outside the vehicle to drive the lever 5 to rotate, the rotation of the lever 5 and the bumper 3 cannot be transmitted to the rotating disk 9, so the latch 11 remains extended, and the door is reliably locked.

[0048] When the door lock needs to be unlocked, the drive motor 15 reverses direction, driving the safety lever 3 so that its first mating block 4 slides to the first position within the fork 6 of the lever 5. In this position, the protruding end of the first mating block 4 of the safety lever 3 abuts against the second mating block 10 on the rotating disk 9. At this time, the door lock enters the unlockable state. The user operates the interior door handle or the exterior door handle, pulling the lever 5 via the inward opening cable 7 or the outward opening cable 8, causing it to overcome the spring force of the reset member and rotate from the locking wall 25 towards the unlocking wall 24. Since the first mating block 4 of the safety lever 3 abuts against the second mating block 10 of the rotating disk 9, the rotation of the lever 5 will directly transmit the force to the rotating disk 9 through the safety lever 3, driving the rotating disk 9 to rotate. The rotation of the rotating disk 9 then drives the latch 11 linked to it to move from the extended position to the retracted position, thereby unlocking the door. After releasing the cable, the lever 5 automatically resets to the locking wall 25 under the action of the reset member, but the unlocked state of the latch 11 is maintained by the rotating disk 9.

[0049] Preferred, see Figure 4The housing 1 also has a buffer pad 29 at the unlock position of the latch 11 to buffer the latch 11 when it moves into place, reducing noise and impact. The door lock also includes a status reminder device 30, which is preferably a micro switch set on the rotation trajectory of the latch 11, preferably set at the unlock position of the latch 11. When the latch 11 rotates to the unlock position, it will touch and trigger the device to generate an electrical signal indicating that the door is unlocked, which is used to provide status feedback to the vehicle system.

[0050] While the present invention has been disclosed above, it is not limited thereto. Any person skilled in the art can make various modifications and alterations without departing from the spirit and scope of the invention; therefore, the scope of protection of the present invention should be determined by the scope defined in the claims.

Claims

1. A car door lock, characterized in that, The door lock includes: The housing contains an electrical safety device. The safety bar is movably installed inside the housing, with one end connected to the electric safety switch and the other end provided with a first mating block; The paddle is rotatably mounted inside the housing. The paddle has a fork. The first mating block is slidably mounted inside the fork and one end extends out along the thickness direction of the fork. The safety bar can slide between a first position and a second position inside the fork. The paddle is connected to an inner opening pull cable and an outer opening pull cable respectively. A rotating disc is rotatably mounted inside the housing and located on the extended side of the paddle. One end of the disc is provided with a second mating block extending toward the paddle. When the safety bar slides to the first position, the second mating block abuts against the first mating block. When the safety bar slides to the second position, the second mating block separates from the first mating block. The locking tongue is linked to the rotating disc. When the rotating disc and the locking tongue are engaged, the door lock is in the locked state. When the rotating disc and the locking tongue are disengaged, the door lock is in the unlocked state.

2. The door lock according to claim 1, characterized in that, The first mating block has abutment blocks on both sides along its sliding direction. The abutment blocks abut against the end face outside the fork and are used to position the first mating block.

3. The door lock according to claim 1, characterized in that, The electrically operated safety device includes an electrically operated connecting rod, a free-spinning protection wheel, and a drive motor. One end of the electrically operated connecting rod is connected to the safety bar for transmission. The electrically operated connecting rod is used to connect the locking cable. The other end of the electrically operated connecting rod is connected to the free-spinning protection wheel. The drive motor is used to drive the free-spinning protection wheel to rotate. When the electrically operated connecting rod is driven to rotate by the locking cable, relative free spin occurs inside the free spin protection wheel.

4. The door lock according to claim 3, characterized in that, The idle protection wheel includes a transmission gear and an idle wheel arranged coaxially. The transmission gear is connected to the output end of the drive motor, and the idle wheel is linked with the electric switch linkage. The transmission gear has a mounting part at its center, and the idle wheel is rotatably mounted in the mounting part. The mounting part has an idle block protruding towards the idle wheel, and the idle wheel has an idle groove that mates with the idle block. The idle block is embedded in the idle groove and can slide along the idle groove. When the idle block rotates to the position where it abuts against the wall of the idle slot, the transmission gear drives the idle wheel to rotate.

5. The door lock according to claim 4, characterized in that, The idler wheel is provided with a mounting block, and one end of the electric switch connecting rod is fixed to the mounting block.

6. The door lock according to claim 1, characterized in that, The paddle is provided with a mounting hole, and the housing is provided with an unlocking wall, a locking wall and a rotating shaft. The paddle is mounted on the rotating shaft through the mounting hole and rotates between the unlocking wall and the locking wall.

7. The door lock according to claim 6, characterized in that, The paddle is provided with an abutment wall, which is located on the fork and faces the rotating disk, and is used to abut against the locking wall.

8. The door lock according to claim 7, characterized in that, The paddle is provided with a reset member, which is located on the rotating shaft. The reset member is used to apply an elastic force to the paddle from the unlocking wall to the locking wall.

9. The door lock according to claim 1, characterized in that, The housing is also provided with a buffer pad, which is located at the unlocking position of the latch to buffer the latch.

10. The door lock according to claim 1, characterized in that, It also includes a status reminder device, which is set on the rotation trajectory of the latch. When the latch rotates to the unlock position, the status reminder device is triggered to generate a signal indicating that the door is in the unlocked state.

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