A latch that automatically unlatches upon loss of power

Abstract

The application provides a latch with automatic unlocking when power is off. When the latch is in the state of being locked, even if the power is suddenly off, the latch can be restored to the state of being unlocked by the normal mechanical unlocking action through the power-off unlocking mechanism, so as to open the latch. When the latch is in the state of being powered, the unlocking action of the power-off unlocking mechanism can be disabled through the control of the electric control transmission module. Thus, the latch has the required locking function when the electric control system of the latch is in the normal working state, and the latch can be opened through the normal mechanical unlocking operation when the electric control system of the latch is abnormal, thereby completely solving the problem of being unable to unlock due to power off. Compared with the prior art, the safety and reliability of the latch are greatly improved.

Description

Technical Field

[0001] This invention relates to the field of door locks, and more specifically, to a latch that automatically disengages when power is lost. Background Technology

[0002] With the development of the electric vehicle market, the requirements for car door lock security are becoming increasingly stringent. Existing car door locks cannot solve the problem of automatic unlocking of the central locking system after a power outage, currently only relying on a double-pull unlocking solution using the inner handle. However, this solution sacrifices safety for occupants, allowing them to unlock the door at any time by double-pulling the inner handle. This is a last resort solution that sacrifices occupant safety while the vehicle is in motion to address the locking issue; furthermore, if occupants lose their ability to rescue themselves, they cannot use the outer handle alone to unlock the door and provide assistance. Summary of the Invention

[0003] The purpose of this invention is to provide a latch that automatically releases its safety mechanism in the event of a power outage. This latch can be unlocked by relying solely on the normal unlocking action of the outer or inner handle in the event of a power outage, while still meeting the normal application requirements of the vehicle.

[0004] In order to solve the problems existing in the prior art, the present invention provides a latch that automatically releases the fuse when the power is off, including a transmission component (2), a safety rod (3), a safety stop rod (4), a clutch rod (5), an electric control transmission module (6), and a fuse release mechanism when the power is off (7). The transmission component (2) can drive the safety bar (3) to move under the action of external driving force, so that the safety bar (3) moves from the upper safety position to the unsafe position; When the safety stop lever (4) is in the latched position, it can keep the safety lever (3) in the unlocked position, while when the safety stop lever (4) is in the unlocked position, it cannot keep the safety lever (3) in the unlocked position. When the electronic transmission module (6) controls the safety stop rod (4) to be in the unlocked position, the electronic transmission module (6) is also in its own unlocked position; and when the electronic transmission module (6) releases control of the safety stop rod (4) and the safety stop rod (4) returns from the unlocked position to the locked position, or when the electronic transmission module (6) controls the safety stop rod (4) to be in the locked position, the electronic transmission module (6) is also in its own locked position. When the electric drive module (6) is in a power-off state, the power-off unlocking mechanism (7) is responsible for driving the electric drive module (6), or the power-off unlocking mechanism (7) is responsible for driving the safety stop rod (4), so that the electric drive module (6) and the safety stop rod (4) eventually move from the unlocked position to the locked position; When the safety bar (3) is held in the unlocked position by the safety stop bar (4), the transmission member (2) is connected to the mechanical locking mechanism of the latch through the clutch bar (5). The transmission member (2) can drive the mechanical locking mechanism of the latch to move through the clutch bar (5) under the action of external driving force, thereby unlocking the latch. When the safety lever (3) is in the upper safety position, it drives the clutch lever (5), thereby disengaging the transmission member (2) from the mechanical locking mechanism of the latch, thus making it impossible to unlock the latch through the transmission member (2).

[0005] Optionally, the power-off release mechanism (7) refers to the release push rod (701) controlled by the transmission member (2). After the transmission component (2) is driven, it will drive the release push rod (701), which in turn drives the electric control transmission module (6) in the power-off state or directly drives the safety stop rod (4) through the release push rod (701), thereby causing the electric control transmission module (6) and the safety stop rod (4) to move from the unlock position to the latch position; Alternatively, the power-off release mechanism (7) refers to the reset elastic element (702), which is used to drive the reset elastic element (702) to store reset elastic force during the process of the electric control transmission module (6) being energized and moving the safety stop rod (4) to the unlock position; subsequently, when the electric control transmission module (6) is in the power-off state, the reset elastic element (702) drives the electric control transmission module (6) or directly drives the safety stop rod (4) through the stored reset elastic force, thereby causing the electric control transmission module (6) and the safety stop rod (4) to move from the unlock position to the lock position.

[0006] Optionally, the electronically controlled transmission module (6) includes a first motor (601), a gear (602), a first transmission gear (603), and a release push rod (604); the gear (602) is mounted on the transmission shaft of the first motor (601); The electronically controlled transmission module (6) controls the safety stop rod (4) to be in the unlocked position, which means: The first motor (601) drives the gear (602) to drive the first transmission gear (603) to rotate, and the rotation of the first transmission gear (603) drives the release push rod (604) to move. After the release push rod (604) moves in the first direction to the release position, it drives the safety stop rod (4) to be in the release position. When the power-off release mechanism (7) is the release push rod (701), the release push rod (701) driving the electric control transmission module (6) in the power-off state means that when the first motor (601) is in the power-off state, the release push rod (701) drives the first transmission gear (603) or the release push rod (604) in the release position, so that the first transmission gear (603) or the release push rod (604) moves in the second direction, thereby moving the first transmission gear (603) or the release push rod (604) from the release position to the lock position; Alternatively, when the power-off release mechanism (7) is the reset elastic element (702), during the process of the first motor (601) being energized and moving the safety stop rod (4) to the unlock position, the first transmission gear (603) or the unlock push rod (604) moves in the first direction, driving the reset elastic element (702) to store the reset elastic force; subsequently, when the first motor (601) is de-energized, the reset elastic element (702) drives the first transmission gear (603) or the unlock push rod (604) to move in the second direction through the stored reset elastic force, thereby causing the electronic control transmission module (6) and the safety stop rod (4) to move from the unlock position to the lock position.

[0007] Optionally, the power-off safety mechanism (7) includes a limit rod (703), which controls the limit rod (703) when the transmission member (2) is not driven and is in the initial position, so that the limit rod (703) does not restrict the movement of the electric transmission module (6) or the safety stop rod (4); After the transmission component (2) leaves the initial position, and the electric control transmission module (6) puts the safety stop rod (4) in the unlocked position, the limit rod (703) keeps the electric control transmission module (6) or / and the safety stop rod (4) in the unlocked position even when it is in a power-off state; until the transmission component (2) returns to the initial position and the limit rod (703) is controlled again, the limit rod (703) will release the restriction on the electric control transmission module (6) or the safety stop rod (4).

[0008] Optionally, when the power-off and safety release mechanism (7) is the safety release push rod (701), there is an avoidance mechanism between the safety release push rod (701) and the electronic control transmission module (6); After the release push rod (701) is driven by the transmission component (2) to move the electronic transmission module (6) from the release position to the latch position, the release push rod (701) and the electronic transmission module (6) are disconnected. When the electronically controlled transmission module (6) is in the unlocked position again, during the process of the unlocking push rod (701) returning to the initial position, the electronically controlled transmission module (6) automatically avoids the movement trajectory of the unlocking push rod (701); or during the process of the unlocking push rod (701) returning to the initial position, its movement trajectory avoids the electronically controlled transmission module (6) in the unlocked position, so that the electronically controlled transmission module (6) remains in the unlocked position.

[0009] Optionally, when the power-off and safety release mechanism (7) is the safety release push rod (701), a movable clearance rod (6042) is installed on the release push rod (604). When the transmission component (2) is driven by an external force, the release push rod (701) drives the relief rod (6042) to move the release push rod (604) from the release position to the latch position; During the process of the transmission component (2) returning to its initial position, the release push rod (701) presses against the avoidance rod (6042) on the release push rod (604) which is in the release position, and causes the avoidance rod (6042) to move to avoid the running trajectory of the release push rod (701) until the release push rod (701) returns to its initial position with the transmission component (2), and then the avoidance rod (6042) returns to its original state; during this process, the release push rod (604) always remains in the release position.

[0010] Optionally, the release push rod (604) includes a first drive structure and a second drive structure spaced apart from each other; When the first motor (601) is energized and drives the release push rod (604) to move in the first direction to the release position, the first drive structure drives the safety stop rod (4) to the release position; When the release push rod (604) is in the latching position, the first drive structure and the second drive structure will not restrict the movement of the safety stop rod (4), and the safety stop rod (4) is in the latching position. When the first motor (601) is powered in reverse, it drives the release push rod (604) to move in the second direction and over the latch position. At this time, the second drive structure of the release push rod (604) will drive the safety stop rod (4) to the unlock position again. The electric control transmission module (6) will not be driven to the latch position or the unlock position by the power-off unlocking mechanism (7). At this time, the electric control transmission module (6) is also in the locked position.

[0011] Optionally, the latch further includes an electric unlocking module (8), which includes a second motor (801), a worm gear (802), and a second transmission gear (803), wherein the worm gear (802) is mounted on the transmission shaft of the second motor (801), and the second transmission gear (803) meshes with the worm gear (802) for transmission. The second motor (801) drives the worm gear (802) to drive the second transmission gear (803) to rotate, and the rotation of the second transmission gear (803) drives the transmission component (2) to rotate to drive the bumper (3) or the clutch lever (5).

[0012] Optionally, the latch further includes an inner opening rocker arm (13) connected to an internal mechanical unlocking mechanism and / or an outer opening rocker arm (14) connected to an external mechanical unlocking mechanism. The transmission member (2) is capable of driving the safety bar (3) to move under the action of an external driving force, meaning: The external driving force drives the internal opening rocker arm (13) to move through the internal mechanical unlocking mechanism, thereby driving the transmission component (2) to move. The movement of the transmission component (2) then drives the bumper (3) to move. Alternatively, an external driving force can drive the external opening rocker arm (14) to move through the external mechanical unlocking mechanism, thereby driving the transmission component (2) to move, and the movement of the transmission component (2) will drive the bumper (3) to move.

[0013] Optionally, when the safety bar (3) is held in the unlocked position by the safety stop bar (4), the safety bar applies a first force to the clutch bar (5) to establish a connection between the transmission member (2) and the mechanical locking mechanism of the latch through the clutch bar (5). The transmission member (2) can drive the mechanical locking mechanism of the latch to move through the clutch bar (5) under the action of external driving force, thereby realizing the unlocking of the latch; The safety lever (3) in the upper safety position applies a second force to the clutch lever (5), thereby disengaging the transmission member (2) from the mechanical locking mechanism of the latch, thus preventing the latch from being unlocked by the transmission member (2).

[0014] This invention provides a latch with automatic unlocking upon power failure. When the latch is in the locked state, even in the event of a sudden power outage, the latch can be unlocked by a normal mechanical unlocking action via the designed power-off unlocking mechanism. Conversely, when the latch is energized, the unlocking action of the power-off unlocking mechanism can be disabled by the control of the electronic transmission module. This ensures that the latch has the necessary locking function when the latch's electronic control system is functioning normally, and that it can be unlocked simply by normal mechanical unlocking if the electronic control system malfunctions, completely solving the problem of being unable to unlock due to power failure. Compared to existing technologies, this significantly improves the safety and reliability of the latch. Attached Figure Description

[0015] The following description should not be considered as limiting.

[0016] Figure 1 This is a schematic diagram of the structure of a latch provided in an embodiment of the present invention; Figure 2 yes Figure 1 A schematic diagram of the housing and each fixed shaft after removing the top cover of the latch; Figure 3 yes Figure 1 Bottom view of the latch after the base plate has been removed; Figure 4 yes Figure 1 A diagram showing the latch after the front cover has been removed; Figure 5 yes Figure 1 A schematic diagram of the structure after part of the housing has been removed from the latch; Figure 6 yes Figure 5 A schematic diagram of the structure in which the latch is disengaged when the transmission wheel is opened externally and the rocker arm is rotated to the disengaged position; Figure 7 yes Figure 6 Bottom view of the latch; Figure 8 yes Figure 5 A partial structural diagram of the latch in the middle when the safety bar is in the unlocked position and the stop bar is in the latched position; Figure 9 yes Figure 8 Bottom view of the latch; Figure 10 yes Figure 5 A partial structural diagram of the latch when the clutch lever is in a coupled state; Figure 11 yes Figure 10 Bottom view of the latch; Figure 12 Yes, yes Figure 5A partial structural diagram showing the avoidance lever avoiding the safety release push rod when the latch is in the unlocked position; Figure 13 yes Figure 12 Bottom view of the latch; Figure 14 yes Figure 5 A partial structural diagram of the latch in the locked position; Figure 15 This is a schematic diagram of the bumper structure in the embodiment; Figure 16A This is a schematic diagram of the transmission component in Embodiment 1; Figure 16B This is a schematic diagram of the transmission component in Embodiment 2; Figure 17 This is a schematic diagram of the safety stop bar in the embodiment; Figure 18 This is an exploded schematic diagram of the release push rod, the avoidance rod, and the avoidance rod torsion spring in Embodiment 1; Figure 19 This is a schematic diagram of the structure of the first transmission gear in the embodiment; Figure 20 This is a schematic diagram of the latch with a return torsion spring and a limit rod in the latched position; Figure 21 yes Figure 19 A schematic diagram of the structure when the latch is in the unlocked position.

[0017] The reference numerals in the accompanying drawings are as follows: 100. Latch; 1. Housing; 101. Top cover; 102. Bottom cover; 103. Front cover; 104. Base plate; 1011, First motor mounting slot; 1012, Second motor mounting slot; 1021. V-shaped through channel; 1022. Through hole; 1023. Abutting protrusion; 1024. Abutting sidewall; 1025. Concave hole; 1026. Positioning groove; 2. Transmission component; 201. Inclined surface structure; 202. Protrusion; 203. Through groove; 204. Push block; 205. Trigger sidewall; 206. Pressing protrusion; 3. Bumper arm; 301. Blocking arm; 302. Drive arm; 303. Locking arm; 4. Safety stop lever; 401. Stop lever; 402. Rotary cam; 4021. Disc-shaped structure; 4022. Long strip-shaped structure; 5. Clutch lever; 501. Cylindrical body; 6. Electrically controlled transmission module; 601. First motor; 602. Gear; 603. First transmission gear; 6031. First tooth; 6032. Second tooth; 6033. Push block; 6034. Positioning groove; 60341. Locking position positioning groove; 60342. Buckle position positioning groove; 60343. Unbuckle position positioning groove; 604. Unlocking push rod; 6041. Rack; 6042. Clearing rod; 6043. Limiting protrusion; 6044. Pushing wall; 6045. Actuating protrusion; 6046. Triggering protrusion; 6047. Positioning groove; 6048. Compression spring protrusion; 6049. Locking protrusion; 7. Power-off fuse release mechanism; 701. Fuse release push rod; 7011. Push rod end; 702. Reset torsion spring; 7021. Long lead; 703. Limit rod; 7031. Pressurized end; 7032. Locking end; 8. Electric unlocking module; 801. Second motor; 802. Worm gear; 803. Second transmission gear; 8031. Transmission gear; 8032. Push rod; 8033. Actuating rod; 901. First fixed axis; 902. Second fixed axis; 903. Third fixed axis; 904. Fourth fixed axis; 905. Fifth fixed axis; 906. Sixth fixed axis; 907. Seventh fixed axis; 908. Eighth fixed axis; 909. Ninth fixed axis; 910. Tenth fixed axis; 1001, First sensor switch; 1002, Second sensor switch; 1003, Third sensor switch; 1004, Fourth sensor switch; 1005, Fifth sensor switch; 1006, Sixth sensor switch; 1007, Seventh sensor switch; 1101. Pawl torsion spring; 1102. Locking tongue torsion spring; 1103. Clutch lever torsion spring; 1104. Transmission component torsion spring; 1105. Inward-opening rocker arm torsion spring; 1106. Outward-opening rocker arm torsion spring; 1107. Safety bar torsion spring; 1108. Stop lever torsion spring; 1109. Clearance lever torsion spring; 1111. Positioning spring; 1112. Positioning torsion spring; 1113. Trigger lever torsion spring; 1114. Limit lever torsion spring; 1115. Emergency knob torsion spring; 1201. Pawl; 1202. Locking tongue; 1204. Positioning bead; 1205. Cable; 1206. Mechanical emergency knob; 1207. Knob lever; 1211. First trigger lever; 1212. Second trigger lever; 1213. Third trigger lever; 1214. Actuating arm; 1215. Trigger arm; 13. Internal opening rocker arm; 1301. Push arm; 14. Externally opening rocker arm; 1401. Pushing protrusion; 1402. Pressing block. Detailed Implementation

[0018] To make the technical problems solved by the present invention, the technical solutions, and the beneficial effects clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the present invention and are not intended to limit the present invention.

[0019] Example 1: A latch that automatically disengages upon power failure, such as... Figure 1 The lock housing shown includes an upper cover 101, a lower cover 102, a front cover 103, and a base plate 104. The upper cover 101, lower cover 102, and front cover 103 are all made of plastic, while the base plate 104 is made of stainless steel.

[0020] like Figure 2 The diagram shows the housing and the positions of each fixed shaft after the top cover has been removed.

[0021] like Figure 3 As shown, a pawl 1201 and a latch 1202 structure are installed between the lower cover 102 and the base plate 104. The latch 1202 is used to restrict the latch located outside the latch, while the pawl 1201 is used to restrict the latch 1202. When the latch engages in the latch 1202 and pushes the latch 1202 to rotate inward toward the latch, the latch 1202 is restricted by the pawl 1201, and the latch is locked. When the pawl 1201 releases its restriction on the latch 1202, the latch 1202 can rotate outward under the drive of the latch torsion spring 1102, thereby releasing the latch and opening the latch.

[0022] like Figure 4 , Figure 5 As shown, the electronically controlled transmission module 6 is composed of a first motor 601, a gear 602, a first transmission gear 603, and a release push rod 604. The first motor 601 is mounted in the first motor mounting groove 1011 on the front end face of the upper cover 101. The gear 602 is mounted on the transmission shaft of the first motor 601. The first transmission gear 603 is pivotally mounted on the second fixed shaft 902 fixed to the lower cover 102. The release push rod 604 is restricted to move left and right within a certain range by both the lower cover 102 and the upper cover 101.

[0023] like Figure 19As shown in the diagram, the first transmission gear 603 is composed of a first tooth 6031 and a second tooth 6032. The first tooth 6031 meshes with the gear 602, while the second tooth 6032 meshes with the rack 6041 on the release push rod 604. When the first motor 601 rotates clockwise, it drives the first transmission gear 603 to rotate clockwise, thereby driving the release push rod 604 to move to the left (in the first direction) to its leftmost position, where it is then stopped by the lower cover 102. At this point, all components in the electronic transmission module 6 are in the unlocked position. Figure 3 , Figure 5 As shown. It can be understood that the first transmission gear 603 and the release push rod 604 can also be driven by other means, such as a protrusion on the first transmission gear and a groove on the release push rod. The protrusion drives the groove, thereby enabling the release push rod to move left and right when the first transmission gear rotates. For example... Figure 2 , Figure 18 As shown, the lower cover 102 has a raised positioning groove 1026, and the release push rod 604 has a corresponding positioning slide groove 6047 below it, so that the release push rod 604 can slide more smoothly on the positioning groove 1026 of the lower cover 102 and achieve a limited position.

[0024] like Figure 5 , Figure 16A , Figure 18 As shown, the transmission component 2 is a disc-shaped structure; it is mounted on the first fixed shaft 901 on the upper surface of the lower cover 102 on the other side of the first transmission gear 603. The first fixed shaft 901 is axially perpendicular to the plane of the pawl 1201, and the transmission component 2 rotates about the first fixed shaft 901. The upper end face of the transmission component 2 has a release push rod 701 extending towards the release push rod 604. The lower end face of the release push rod 701 is located directly above the upper end face of the release push rod 604, and the right end face of the release push rod 701 is located to the left of the clearance rod 6042 movably mounted on the upper end face of the release push rod 604. The push rod end 7011 of the release push rod 701 and the end of the clearance rod 6042 facing the release push rod 6042 are both on the same plane, and the right side wall of the push rod end 7011 is nearly perpendicular to the approach end head of the clearance rod 6042. The clearance rod 6042 is driven by the clearance rod torsion spring 1109, which is also mounted on the release push rod, and has a tendency to rotate clockwise. However, the other end of the clearance rod 6042 away from the release push rod 701 abuts against the limiting protrusion 6043 on the release push rod 604 and cannot rotate clockwise, thus maintaining a horizontal state. Figure 8 As shown.

[0025] like Figure 6 , Figure 7As shown, when the transmission component 2 rotates counterclockwise, the right side wall of the push rod end 7011 of the release push rod 701 contacts and pushes the relief rod 6042. Because the relief rod 6042 is restricted by the limiting protrusion 6043, it cannot rotate clockwise. Therefore, the relief rod 6042 can only move to the right, that is, the second direction, together with the release push rod 604. Until the contact position between the push rod end 7011 and the relief rod 6042 gradually moves upward after the release push rod 701 rotates with the transmission component 2 until the two are completely disengaged. During this process, the first transmission gear 603 will also rotate counterclockwise as the release push rod 604 moves to the right. At this time, the positions of the first transmission gear 603 and the release push rod 604 are the latching positions, and the rotation angle of the transmission component 2 is about 20 degrees. The position of the transmission component 2 at this time is the disengagement position of the transmission component 2. This position means that the release push rod 701 on the transmission component 2 is disengaged from the release push rod 604 which is in the latching position.

[0026] If the first motor 601 rotates clockwise at this time, driving the release push rod 604 to move in the first direction, i.e., to the left, and return to the release position, the release push rod 701 on the transmission component 2 will not restrict the avoidance rod 6042 in any way. After the external force is released, when the transmission component 2 rotates clockwise from the disengaged position to the initial position under the action of the coaxially mounted transmission component torsion spring 1104, the release push rod 701 will contact the approach end of the avoidance rod 6042 from the upper right during the clockwise rotation, and will push the avoidance rod 6042 to swing counterclockwise to avoid the movement trajectory of the release push rod 701. Until the transmission component 2 completely returns to the initial position, the release push rod 701 and the avoidance rod 6042 disengage, and the avoidance rod 6042 rotates clockwise under the action of the avoidance rod torsion spring 1109 to return to the initial horizontal state. Figure 12 As shown.

[0027] It is understandable that the release lever 701 can also be a structure independent of the transmission component 2 and separately mounted on the lower cover 102. When the transmission component 2 rotates, it drives the release lever 701 to rotate or move accordingly, thereby driving the avoidance lever 6042 to move the release lever 604 to the right. Alternatively, the contact position between the release lever 701 and the release lever 604 may have a similar avoidance function to the avoidance lever 6042. When it rotates clockwise with the transmission component 2, it can avoid the release lever 604 in the unlocked position. This can be achieved through the structure on the lower or upper cover, so that the release lever 701 has completely different movement trajectories when rotating clockwise or counterclockwise.

[0028] like Figure 5As shown, the latch also includes an electric unlocking module (8), which is composed of a second motor 801, a worm gear 802, and a second transmission gear 803. The worm gear 802 is mounted on the transmission shaft of the second motor 801, and the transmission teeth 8031 ​​on the second transmission gear 803 mesh with the worm gear 802. The second transmission gear 803 extends downward to form a push rod 8032, which engages with the inclined surface structure 201 on the transmission component 2. When the second motor 801 drives the worm gear 802 to rotate the second transmission gear 803 clockwise, the push rod 8032 contacts the inclined surface structure 201 of the transmission component 2 and drives the transmission component 2 to rotate counterclockwise. The second motor 801 is also mounted in the second motor mounting groove 1012 on the front end face of the upper cover 101, and the second transmission gear 803 is mounted on the third fixed shaft 903 fixed to the front end face of the upper cover 101 and the extended surface bent upward from the bottom plate.

[0029] like Figure 5 As shown, one end of the inner opening rocker arm 13 is connected to the mechanical unlocking mechanism inside the vehicle via a cable 1205. The inner opening rocker arm 13 is also mounted on the third fixed shaft 903, and its other end, relative to the fixed cable, extends downward to form a push arm 1301, which also engages with the inclined surface structure 201 on the transmission component. When the cable drives the inner opening rocker arm 13 to rotate clockwise, the push arm 1301 will also drive the transmission component 2 to rotate counterclockwise by driving the inclined surface structure 201. When the external force is released, the inner opening rocker arm 13 returns to its initial position under the action of the coaxially mounted inner opening rocker arm torsion spring 1105.

[0030] like Figure 5 , Figure 6 and Figure 7 As shown, the lower cover 102, located on the upper left side of the transmission component 2, also has an external opening rocker arm 14 connected to a mechanical unlocking mechanism outside the vehicle via a cable 1205. The external opening rocker arm 14 is pivotally fixed on a fourth fixed shaft 904 mounted on a shaft that penetrates the lower cover 102 and is fixed between the base plate 104 and the upper cover 101. When the external opening rocker arm 14 is driven by the cable 1205 to rotate clockwise, the pushing protrusion 1401 extending to the lower end face of the transmission component 2 pushes the protrusion 202 on the lower end face of the transmission component 2, thereby enabling the transmission component 2 to rotate counterclockwise. The external opening rocker arm torsion spring 1106 is fitted on the fourth fixed shaft 904 and located on the lower end face of the lower cover 102. One pin of the external opening rocker arm torsion spring 1106 is fixedly connected to the external opening rocker arm 14, so that the external opening rocker arm 14 can return to its initial position after losing external driving force.

[0031] It is understandable that one end of the clutch lever 5 is pivotally fixed to the pin on the upper end face of the pawl 1201; as Figure 8As shown, the other end of the clutch lever 5 away from the pin of the pawl 1201 extends upward into a columnar body 501. The columnar body 501 penetrates the lower cover 102 and extends to be flush with the upper end surface of the transmission member 2. The clutch lever torsion spring 1103 installed between the clutch lever 5 and the pawl 1201 gives the columnar body 501 a tendency to always move toward the first fixed shaft 901.

[0032] like Figure 5 , Figure 6 , Figure 8 and Figure 16A As shown, on the side wall of the columnar body 501 near the clutch lever 5 of the transmission component 2, there is a through groove 203 that matches the columnar body 501; when the transmission component 2 is in the initial position, when the clutch lever 5 is only acted upon by the clutch lever torsion spring 1103, the columnar body 501 will swing into the through groove 203. At this time, the transmission component 2 establishes a connection with the pawl 1201 through the clutch lever 5, and the clutch lever 5 is in a coupled state, as shown. Figure 10 As shown in the diagram; correspondingly, when the columnar body 501 of the clutch lever 5 is outside the through groove 203 of the transmission component 2, the clutch lever 5 is in a decoupled state, as shown in the diagram. Figure 5 , Figure 6 , Figure 8 As shown in the diagram. When the clutch lever 5 is in the coupled state, the transmission component 2 rotates counterclockwise, driving the columnar body 501 to move counterclockwise through the rear end sidewall of the through groove 203. Correspondingly, the lower cover 102 has a V-shaped through groove 1021 that limits the movement of the columnar body 501, preventing it from escaping the trajectory of the through groove 203 when rotating with the transmission component 2. Figure 2 As shown in the diagram; thus, the counterclockwise rotation of the transmission component 2 will synchronously drive the pawl 1201 to rotate clockwise via the clutch lever 5, thereby releasing the pawl 1201 from the restraint of the locking tongue 1202, and the latch can be opened. When the clutch lever 5 is in the decoupled state, the transmission component 2 will not be able to drive the pawl 1201 to rotate via the clutch lever 5, and the latch will remain in the locked state.

[0033] It is understandable that the clutch lever 5 can also be fixed on the transmission component 2. The other end of the clutch lever 5 is in a decoupled or coupled movable connection with the pawl 1201. When the two are coupled, the transmission component 2 can drive the pawl 1201 to rotate clockwise through the clutch lever 5 to unlock. When the two are decoupled, the pawl 1201 cannot be driven, and the latch can be locked.

[0034] like Figure 3 , Figure 7 , Figure 8 As shown, the bumper 3 and the bumper torsion spring 1107 are pivotally mounted on the fifth fixed shaft 905 fixed between the lower end face of the lower cover 102 and the base plate 104, which is located below the transmission member 2. Figure 15As shown, the bumper 3 extends a blocking arm 301 from the axis between the first fixed shaft 901 and the columnar body 501; when unaffected by other factors, the bumper torsion spring 1107 has the ability to rotate the blocking arm 301 of the bumper 3 clockwise, thereby driving the columnar body 501 to overcome the action of the clutch lever torsion spring 1103 and disengage from the through groove 203 on the transmission component 2, that is, the clutch lever 5 is in a decoupled state, and this position is the upper safety position of the bumper 3. Figure 7 , Figure 12 , Figure 14 As shown in the diagram; correspondingly, after the bumper 3 completely releases its restriction on the column 501, the bumper 3 is in the unlocked position, as shown in the diagram. Figure 8 , Figure 9 , Figure 10 , Figure 11 As shown.

[0035] It can be understood that the bumper 3 is driven by the bumper torsion spring 1107, which enables the bumper 3 to drive the clutch lever 5 to disengage from the transmission component 2; and the bumper torsion spring 1107 can also actually engage with the bumper 3, such as by installing an elastic element like a spring plate on the bumper 3 to achieve the same function as the bumper torsion spring 1107. Therefore, the bumper 3 and the bumper torsion spring 1107 can actually be regarded as a single component.

[0036] The safety lever 3 extends a drive arm 302 to the left from its axis. The lower end of the transmission component 2 extends a push block 204 that penetrates the lower cover, corresponding to the position of the drive arm 302. When the transmission component 2 rotates counterclockwise, the push block 204 contacts the drive arm 302, thereby driving the safety lever 3 to rotate counterclockwise. This completely releases the blocking arm 301 of the safety lever 3 from the restriction of the columnar body 501. At this point, the position of the safety lever 3 is the unlocked position. Figure 8 , Figure 9 As shown in the diagram. It can be understood that when the safety lever 3 is in the upper safety position, that is, when the blocking arm 301 forces the clutch lever 5 into a decoupled state, initially, the transmission component 2 rotates counterclockwise. After the through groove 203 rotates, the side wall of the transmission component 2 will seal the corresponding V-shaped through groove 1021 on the lower cover 102. The transmission component 2 then drives the safety lever 3 to rotate, releasing the restriction on the columnar body 501. At this time, the columnar body 501 will be restricted by the side wall of the transmission component 2, thus maintaining a decoupled state, as shown in the diagram. Figure 8 As shown.

[0037] A safety stop bar 4 is also installed on the lower cover 102, which is composed of a stop bar 401 located on the lower end face of the lower cover 102 and a rotating cam 402 located on the upper end face of the lower cover 102. Figure 17As shown. Through the through hole 1022 on the lower cover 102, the stop rod 401 is fixed to the lower end of the rotating cam 402. The rotation of the rotating cam 402 drives the stop rod 401 to rotate coaxially around the central axis of the through hole 1022. The stop rod torsion spring 1108, mounted on the lower end face of the lower cover 102, is used to drive the stop rod 401 to rotate counterclockwise, such as... Figure 8 , Figure 9 , Figure 10 As shown. Under the action of the stop rod torsion spring 1108, the stop rod 401 rotates counterclockwise until it abuts against the abutment protrusion 1023 on the lower end face of the lower cover 102.

[0038] The safety lever 3 also has a locking arm 303 extending to the right from the axis. When the safety lever 3 rotates counterclockwise and is in the unlocked position, the stop lever 401 can rotate counterclockwise under the action of the stop lever torsion spring 1108 and abut against the abutment protrusion 1023 of the lower cover 102. Thus, when the safety lever 3 begins to rotate clockwise under the action of the safety lever torsion spring 1107, the rear side wall of its locking arm 303 will be limited by the stop lever 401, thus preventing the safety lever 3 from always being in the unlocked position and from rotating clockwise to the locked position under the action of the safety lever torsion spring 1107. At this time, the safety stop lever 4 is in the latched position. Figure 8 , Figure 9 , Figure 10 , Figure 11 As shown; when the safety stop lever 4 rotates clockwise, the stop lever 401 will disengage from the rotation trajectory of the safety lever locking arm 303, meaning it can no longer restrict the locking arm 303, thus preventing the safety lever 3 from being locked in the unlocked position. At this time, the safety stop lever 4 is in the unlocked position, as shown. Figure 3 , Figure 12 , Figure 13 , Figure 14 As shown. It can be understood that when the safety lever 3 is in the upper locked position, and the safety stop lever 4 is only driven by the stop lever torsion spring 1108, the safety stop lever 4 will not restrict the counterclockwise rotation of the safety lever 3 to the unlocked position. In this embodiment, when the safety lever 3 is in the upper locked position, the side wall of the stop lever 401 abuts against the end of the locking arm 303 under the action of the stop lever torsion spring 1108, as shown. Figure 7 As shown. When the safety lever 3 rotates counterclockwise until the locking arm 303 disengages from the stop lever 401, the stop lever 401, under the action of the stop lever torsion spring 1108, rotates counterclockwise and abuts against the abutment protrusion 1023 of the lower cover 102, thus preventing the locking arm 303 from returning to its initial position, as shown. Figure 8 , Figure 9 , Figure 10 , Figure 11 As shown.

[0039] As can be seen, the lower part of the rotary cam 402 located on the upper surface of the lower cover 102 is a disc-shaped structure 4021, which serves as a limiting function on the upper surface of the lower cover. Its upper part is a slender strip-shaped structure 4022, with its center point located at the axis of the rotary cam 402. The strip-shaped structure 4022 is located at the lower end of the release push rod 604, and the axis of the rotary cam 402 is precisely located on the center line of the release push rod 604 in the left-right direction. When the safety stop rod 4 is in the latched position, the strip-shaped structure 4022 is perpendicular to the left-right movement direction of the release push rod 604. A clearance area is provided at the position of the rotary cam 402 corresponding to the left-right movement of the release push rod 604. A push wall 6044 extends downwards from the front and rear sides of this area, with a sufficient gap between the two push walls 6044 to accommodate the strip-shaped structure in the latched position. This constitutes the first and second drive structures of the release push rod. When the release push rod 604 is in the leftmost position, i.e., the release position, the push wall 6044 located behind it, i.e., the first drive structure, pushes the elongated structure 4022, causing the rotating cam 402 to rotate clockwise, thereby driving the stop rod 401 to the release position. Figure 12 , Figure 13 As shown; when the release push rod 604 is in the latched position, the elongated structure 4022 is exactly in the gap between the first driving structure and the second driving structure, that is, the gap in the middle area of ​​the two push walls 6044. The release push rod 604 does not affect the swing of the elongated structure 4022. Figure 6 , Figure 7 , Figure 8 , Figure 9 , Figure 10 As shown in the image.

[0040] When it is necessary to turn off the engine and lock the vehicle, the first motor 601 drives the first transmission gear 603 to rotate counterclockwise, thereby driving the release push rod 604 to move to the right, that is, in the second direction, until it reaches the rightmost position, which has exceeded the latching position of the release push rod 604. At this time, the release push rod 604, located on the front push wall 6044, that is, the second drive structure, will push the long strip structure 4022 of the safety stop rod 4, thereby causing the rotating cam 402 to rotate clockwise again, and the safety stop rod 4 is once again in the unlocked position, as shown. Figure 14 As shown. At this time, even if the transmission component 2 rotates counterclockwise, it will not be able to contact the release push rod 701 and the avoidance rod 6042 to return the release push rod 604 to the latch position or the unlock position, and the latch will be in a fully locked state. At this time, even if the whole vehicle is completely de-energized, it will not be possible to drive the inner opening rocker arm or the outer opening rocker arm to drive the transmission component 2 to rotate and unlock the latch through the mechanical unlocking action of the mechanical unlocking mechanism inside and outside the vehicle. At this time, all components in the electronic transmission module 6 are in the locked position.

[0041] It is understood that in this embodiment, the rotation of the inner opening rocker arm 13 or the outer opening rocker arm 14 drives the transmission component 2 to rotate. However, in practical applications, other methods can also be used. For example, when the inner opening rocker arm 13 or the outer opening rocker arm 14 rotates, it drives the transmission component 2 to move in parallel rather than rotate. Then, the parallel movement of the transmission component 2 drives the release push rod 701 to drive the release push rod 604 to move, or the transmission component 2 directly drives the release push rod 604 to move. All of these should be considered within the scope of protection of this invention.

[0042] It is understood that the transmission structure between the safety stop rod 4 and the release push rod 604 can also be constructed using other structural methods. For example, the release push rod 604 can drive the safety stop rod 4 through two different connecting rods; when the release push rod 604 is in the unlocked position, the safety stop rod 4 can be driven to rotate clockwise through the first connecting rod structure; when the release push rod 604 is in the locked position, neither the first nor the second connecting rod structure can drive the safety stop rod 4; and when the release push rod 604 is in the locked position, the first connecting rod structure does not drive the safety stop rod 4, but the second connecting rod structure drives the safety stop rod 4 to rotate clockwise, thus achieving the transmission method between the release push rod 604 and the safety stop rod 4. Even the safety stop rod 4 can be directly mounted on the release push rod 604, and directly driven by the release push rod 604 to be between the unlocked and locked positions. Such transmission relationships between the release push rod 604 and the safety stop rod 4 should all be considered within the scope of protection of this invention.

[0043] It is understood that in this embodiment, when the transmission component 2 rotates, it drives the avoidance rod 6042 via the release push rod 701, thereby causing the release push rod 604 to move from the release position to the latch position. In practical applications, the transmission component 2 can also directly drive the safety stop rod via the release push rod 701, thereby causing the release push rod 701 to move together from the release position to the latch position; or the transmission component 2 can drive the first transmission gear 603 via the release push rod 701, thereby driving the release push rod 604. All of these should be considered within the scope of protection of this invention.

[0044] It is understood that in this embodiment, the inner opening rocker arm 13 or the outer opening rocker arm 14 drives the transmission component 2 to move under the action of external force. The transmission component 2 then drives the safety bar 3 and, through the clutch lever 5, drives the pawl 1201 to achieve the unlocking and deactivation actions. In practical applications, the inner opening rocker arm 13 or the outer opening rocker arm 14 can also directly serve as the transmission component 2. For example, in a simplified lock that only requires the function of controlling the unlocking of the inner handle or the unlocking of the outer handle, the inner opening rocker arm 13 or the outer opening rocker arm 14 replaces the function of the transmission component 2 to drive the safety bar 3 and the clutch lever 5 and other structural components to achieve the unlocking and deactivation functions. Alternatively, an additional transmission structure can be added between the inner opening rocker arm 13 or the outer opening rocker arm 14 and the pawl. The inner opening rocker arm 13 or the outer opening rocker arm 14 drives this transmission structure through the clutch lever 5, and then this transmission structure drives the pawl to achieve unlocking. All of these should be considered within the scope of protection of this invention.

[0045] It is understood that in this embodiment, the bumper 3, under the action of the bumper torsion spring 1107, disengages the clutch lever 5 from the transmission component 2 via the blocking arm 301. However, in practical applications, the blocking arm 301 of the bumper 3 can also be made of an elastic body, such as a torsion spring connected to the clutch lever 5, with its two pins connected to the columnar body 501 of the clutch lever 5 and the bumper 3, respectively. When the safety lever 3 is in the engaged position, the blocking arm 301, made of an elastic body, applies a second force to the clutch lever 5, causing it to remain disengaged from the transmission member 2, i.e., driving the clutch lever 5 away from the transmission member 2. The blocking arm 301 keeps the clutch lever 5 in a decoupled state. When the transmission member 2 drives the safety lever 3 to the disengaged position, the blocking arm 301 of the safety lever 3 changes position relative to the clutch lever 5, no longer applying the second force to disengage the clutch lever 5 from the transmission member 2, and instead applies the first force to couple the clutch lever 5 with the transmission member 2, i.e., driving the clutch lever 5 closer to the transmission member 2. When the transmission member 2 returns to its initial position, and the safety lever 3 is held in the disengaged position by the safety stop lever 4, the clutch lever 5 is coupled to the transmission member 2 by the force applied by the safety lever 3 in the disengaged position. The transmission member 2 then uses the clutch lever 5 to rotate the pawl 1201, thereby unlocking the safety lever. All of these actions should be considered within the scope of protection of this invention.

[0046] Furthermore, to prevent vehicle vibration from affecting the position of the electronically controlled transmission module 6, a recessed hole 1025 is located on the upper surface of the lower cover 102 below the first transmission gear 603. A positioning bead 1204 and a positioning spring 1111 are installed inside the recessed hole. Three positioning grooves 6034 are arranged separately on the lower surface of the first transmission gear 603. When the first transmission gear 603 is in the locked position, latched position, and unlocked position, the locking position positioning groove 60341, latched position positioning groove 60342, and unlocked position positioning groove 60343 are respectively located above the recessed hole 1024. The positioning bead 1204 is pushed by the positioning spring 1111 and partially falls into each positioning groove 6034. Thus, by acting on the first transmission gear 603, the vibration-damping positioning function of the electronically controlled transmission module 6 is achieved. Figure 12 , Figure 10 , Figure 14 As shown in the diagram. Of course, a positioning torsion spring can also be added to position the first transmission gear 603 or the release push rod 604, as shown in the diagram. Figure 7 , Figure 8 , Figure 9 , Figure 10 , Figure 11 As shown.

[0047] like Figure 5 , Figure 8 As shown, a mechanical emergency knob 1206 is installed on the right rear end of the lower cover 102, below the release push rod 604. An emergency knob torsion spring 1115 is installed between the rear end of the mechanical emergency knob 1206 and the lower cover, which is used to automatically return the mechanical emergency knob 1206 to its initial position after rotation. It can be seen that the emergency knob torsion spring 1115 is fitted on the protruding central shaft at the rear end of the mechanical emergency knob 1206, and its two legs extend parallel to both sides to the end face of the lower cover 102. When the mechanical emergency knob 1206 is driven to rotate by an external force, it will drive one leg of the emergency knob torsion spring 1115 to rotate accordingly. Thus, after the external force is released, the emergency knob torsion spring 1115 will drive the mechanical emergency knob 1206 to reset.

[0048] like Figure 18 As shown, the rightmost rear end face of the release push rod 604 has a rearwardly extending toggle protrusion 6045; the mechanical emergency knob 1206 extends axially upward from the position of the toggle protrusion 6045 to form two protruding knob levers 1207. When the release push rod 604 moves left and right, the toggle protrusion 6045 is always between the two knob levers 1207.

[0049] It is understandable that when the mechanical emergency knob 1206 is driven by an external force to rotate clockwise by about 60 degrees, the knob lever 1207 on the left can push the actuating protrusion 6045, thereby driving the release push lever 604 to move to the far right, that is, the locking position, thus achieving vehicle locking through purely mechanical operation. Figure 14 As shown in the diagram. When the mechanical emergency knob 1206 is rotated counterclockwise by approximately 60 degrees, the knob lever 1207 on the right side can push the actuating protrusion 6045, thereby causing the release push lever 604 to move to the leftmost position, i.e., the release position, as shown. Figure 12 As shown in the diagram; then, by driving the transmission component 2 with external force, the release push rod 604 is moved to the latch position, thereby unlocking the lock through purely mechanical operation, as shown in the diagram. Figure 10 Alternatively, rotating the mechanical emergency knob 1206 counterclockwise by approximately 30 degrees will push the release lever 604 to the latch position, thus unlocking the vehicle. This ensures that even in the event of a failure in the latch's electrical control system, emergency mechanical operation, such as using a mechanical key to rotate the mechanical emergency knob 1206, can still lock and unlock the vehicle.

[0050] It is understandable that, in order to more accurately determine the position of each structural component during movement, corresponding inductive switches can be added to the latch. For example, to detect the three different positions of the electronically controlled transmission module, a first inductive switch 1001 for sensing that the first transmission gear is in the locked position is installed on the upper cover. A push block 6033 is located on the lower end face of the first transmission gear 603; a first trigger rod 1211 and a trigger rod torsion spring 1113 are mounted on the sixth fixed shaft 906 on the lower cover 102. When the first transmission gear 603 rotates counterclockwise to the locked position, the push block 6033 pushes the actuating arm 1214 on one side of the first trigger rod 1211, thereby causing the first trigger rod 1211 to rotate clockwise, and the trigger arm 1215 on the other side moves away from the contact of the first inductive switch 1001. Figure 14 As shown; when the first transmission gear 603 rotates clockwise and disengages from the locked position, the actuating arm 1214 of the first trigger lever 1211 rotates counterclockwise under the action of the trigger lever torsion spring 1113, thereby causing the trigger arm 1215 to press the contact of the first inductive switch 1001, and the first inductive switch 1001 is triggered, as shown. Figure 3 , Figure 7 As shown in the image.

[0051] The top cover is also equipped with a second sensor switch 1002 in the unlocked position, where the sensor push rod 604 is in the unlocked position. When the unlock push rod 604 is at its leftmost position, i.e., in the unlocked position, the trigger protrusion 6046 at the front end of the unlock push rod 604 presses against the contact of the second sensor switch 1002, thus triggering the second sensor switch 1002. Figure 5 , Figure 12 As shown in the diagram. When the release push rod 604 is in the latched position, the trigger protrusion 6046 disengages from the contact of the second inductive switch 1002, but the first inductive switch 1001 is still triggered by the first trigger rod 1211. The latching control system can then determine that the release push rod 604 is in the latched position. Figure 6 , Figure 7 , Figure 8 As shown in the image.

[0052] A third sensor switch 1003 is also installed on the top cover 101 to detect whether the safety bar 3 is in the unlocked position. Figure 5 As shown in the diagram. When the drive arm 302 of the safety bar 3 is driven to the unlocked position by the push block 204 of the transmission member 2, the top of the drive arm 302 presses against the contact of the third inductive switch 1003, thereby triggering the third inductive switch 1003, as shown in the diagram. Figure 9 , Figure 11 As shown in the diagram. When the safety lever 3 returns to the upper safety position, the top of the drive arm 302 disengages from the contact of the third inductive switch 1003, as shown in the diagram. Figure 3 , Figure 7 As shown in the image.

[0053] A fourth sensor switch 1004 for sensing that the transmission component 2 is in the disengaged position and a fifth sensor switch 1005 for sensing that the transmission component 2 is at its maximum stroke are also installed on the upper cover 101, such as Figure 5 As shown in the diagram, when the transmission component 2 rotates, its trigger side wall 205 sequentially presses the contacts of the fourth and fifth inductive switches 1004, thereby enabling the latching control system to accurately determine the position of the transmission component, as shown in the diagram. Figure 5 , Figure 6 , Figure 7 , Figure 8 , Figure 9 As shown in the image.

[0054] A sixth inductive switch 1006 is also installed on the upper cover 101 to sense when the second transmission gear 803 disengages from its initial position, such as... Figure 5 As shown, the second trigger rod 1212 and the trigger rod torsion spring 1113 are pivotally fixed on the seventh fixed shaft 907, which is installed between the front end face of the upper cover 101 and the upwardly bent side wall of the front end of the base plate 104. When the second transmission gear 803 is in the initial position, the actuating rod 8033 on the second transmission gear 803 presses the actuating arm 1214 of the second trigger rod 1212, thereby moving the trigger arm 1215 of the second trigger rod 1212 away from the contact of the sixth inductive switch 1006. When the second transmission gear 803 begins to rotate clockwise, the actuating rod 8033 releases the pressure on the second trigger rod 1212, and the trigger arm 1215 of the second trigger rod 1212 rotates under the action of the trigger rod torsion spring 1113, thereby pressing the sixth inductive switch 1006, thus triggering the sixth inductive switch 1006.

[0055] A seventh inductive switch 1007 is also installed on the upper cover 101 to sense when the externally opening rocker arm 14 is disengaged from its initial position, such as... Figure 5As shown. The third trigger rod 1213 and the trigger rod torsion spring 1113 are pivotally fixed on the eighth fixed shaft 908, which is installed between the upper end face of the lower cover 102 and the lower end face of the upper cover 101. When the external opening rocker arm 14 is in the initial position, the pressing block 1402 at the end of the fourth fixed shaft 904 contacts the actuating arm 1214 of the third trigger rod 1213 and forces the trigger arm 1215 of the third trigger rod 1213 away from the contact of the seventh inductive switch 1007, as shown. Figure 3 As shown; once the externally opening rocker arm 14 rotates clockwise, the third trigger rod 1213 rotates clockwise synchronously under the action of the trigger rod torsion spring 1113, and the trigger arm 1215 presses against the contact of the seventh inductive switch 1007, thus triggering the seventh inductive switch 1007, as shown. Figure 7 As shown. By combining the seventh sensor switch 1007 and the fourth sensor switch 1004, the latching control system can determine whether the inner opening rocker arm 13 or the outer opening rocker arm 14 drives the transmission component 2 to rotate.

[0056] In this embodiment, a specific control method for the latch is as follows: When the latch needs to be fully locked, the first motor 601 drives the release push rod 604 to move to the rightmost locking position. The first transmission gear 603 then pushes the first trigger rod 1211, releasing the first inductive switch 1001, thus de-energizing the first motor 601. After this, the release push rod 604 and the safety stop rod 4 will always be in the unlocked position; the safety lever 3 will be in the upper safety position, and the clutch lever 5 will always be in the decoupled state; the latch will then be in the fully locked state. Figure 14 As shown.

[0057] When it is necessary to release the fully locked state, the first motor 601 drives the release push rod 604 to move to the left to the release position. After the second inductive switch 1002 is triggered, the first motor 601 is de-energized. At this time, the release push rod 604 and the safety stop rod 4 will be in the release position, while the safety rod will still be in the upper safety position. The clutch rod 5 is in the decoupled state, which allows the latch to return from the fully locked state to the upper safety state. Figure 3 , Figure 5 As shown.

[0058] Furthermore, the latch control system drives the second transmission gear 803 to rotate clockwise via the second motor 801, thereby driving the transmission component 2 to rotate counterclockwise until the fifth inductive switch 1005 is triggered and the second motor 801 is de-energized. During this process, the transmission component 2 drives the release push rod 604 and the safety stop rod 4 to the latching position, and simultaneously drives the safety rod 3 to the unlocked position. The second motor 801 rotates in the reverse direction until the sixth inductive switch 1006 is released by the second trigger rod 1212, and the second motor 801 is de-energized. At this time, the transmission component 2 is restored to its initial position by the transmission component torsion spring, while the safety rod 3 is restricted to the unlocked position by the safety stop rod 4 in the latching position; the clutch rod 5, under the action of the clutch rod torsion spring 1103, rotates its cylindrical body 501 into the through groove 203 of the transmission component 2, and the latch is then electrically unlocked. Figure 10 As shown.

[0059] If automatic unlocking of the latch is required, the latch control system drives the second transmission gear 803 to rotate clockwise for the second time, and pushes the transmission component 2 to rotate counterclockwise again. Then, the clutch lever 5 drives the pawl 1201 to rotate clockwise to release the restriction on the latch tongue 1202, thus realizing the electric automatic unlocking function of the latch.

[0060] When the latch is in the locked state under the control of the latch electronic control system for both internal and external mechanical unlocking operations, the release push rod 604 is in the unlocked position, and both the first motor 601 and the second motor 801 are de-energized; the transmission component 2 and the second transmission gear 803 are in their initial positions; the safety lever 3 is in the locked position, the safety stop lever 4 is in the unlocked position, and the clutch lever 5 is restricted by the safety lever 3 and is in a decoupled state. Figure 3 , Figure 5 As shown.

[0061] When the inner opening rocker arm 13 or the outer opening rocker arm 14 is driven by an external force, it will drive the transmission component 2 to rotate counterclockwise. This will drive the release push rod 701 of the transmission component 2 to drive the clearance rod 6042 on the release push rod 604, causing the release push rod 604 to move to the latching position. As a result, the safety stop rod 4 will also be in the latching position. During this process, the safety rod 3 has not yet been driven by the transmission component 2 or has not yet been driven to the release position. The third inductive switch 1003 has not yet been triggered. The clutch rod 5 is kept in a decoupled state by the blocking arm 301 of the safety rod 3 or by the side wall of the transmission component 2. Figure 6 , Figure 7 As shown.

[0062] When the transmission component 2 is in the disengaged position, the states of the second sensor switch 1002 and the fourth sensor switch 1004 both change during this process. The latch control system can then determine that an illegal mechanical unlocking operation is being performed externally, and thus control the first motor 601 to drive the first transmission gear 603 to rotate clockwise, driving the release push rod 604 to the unlock position. The safety stop rod 4 is also driven by the release push rod 604 and is also in the unlock position, triggering the second sensor switch 1002 again. The latch control system can then cut off the power to the first motor 601, thereby preventing the first motor 601 from stalling and burning out.

[0063] Afterwards, the transmission component 2 continues to rotate counterclockwise and begins to contact the drive arm 302 of the safety rod 3 through the push block 204, causing the safety rod 3 to rotate counterclockwise to the unlocked position. At this time, the safety stop rod 4 is restricted by the unlock push rod 604 and is in the unlocked position. During this process, although the safety rod 3 has lost control of the clutch rod 5, the clutch rod 5 is still in a decoupled state because it is blocked by the side wall of the transmission component 2.

[0064] When the external force is released, transmission component 2 begins to rotate clockwise under the action of transmission component torsion spring 1104. Because the safety stop rod 4 is in the unlocked position, the safety rod 3 will also rotate clockwise to the upper safety position under the action of safety rod torsion spring 1107, restoring the restriction on the columnar body 501 of clutch rod 5. Clutch rod 5 is still in the decoupled state. When the safety release push rod 701 rotates with transmission component 2, it will drive the clearance rod 6042, which is in the unlocked position, to clear and return to its initial position. Figure 12 As shown. This achieves the function of restricting the latch from external unlocking actions.

[0065] When a vehicle malfunctions, such as a power outage, and the transmission component 2 is driven by an external force to move the release push rod 604 to the latching position, the latching control system cannot drive the first motor 601 to rotate, thus the release push rod 604 will remain in the latching position. Figure 6 , Figure 7 As shown; when the transmission component 2 rotates to its maximum stroke, the safety lever 3 is pushed to the unlocked position; the safety stop lever 4, under the action of the stop lever torsion spring 1108, rotates into the rotation trajectory of the locking arm 303 of the safety lever 3, as shown. Figure 8 , Figure 9 As shown.

[0066] After the external force is released, the transmission component 2 rotates clockwise under the action of the transmission component torsion spring 1104, and the safety lever 3 is locked in place by the safety stop lever 4, thus remaining in the released position; after the transmission component 2 returns to its initial position, the clutch lever 5 swings into the through groove 203 of the transmission component 2 under the action of the clutch lever torsion spring 1103, as... Figure 10 , Figure 11As shown. When external force drives the transmission component 2 again, the transmission component 2 drives the clutch lever 5, which in turn drives the pawl 1201 to rotate clockwise, thereby realizing the mechanical unlocking of the latch in the power-off state.

[0067] In this embodiment, a latch that automatically disengages upon power failure works by rotating a disengagement push rod 701 mounted on a transmission component 2. This causes the disengagement push rod 604, initially in the disengagement position, to move to the latched position, at which point the safety stop rod 4 automatically moves to the latched position. During rotation, the transmission component 2 moves the safety rod 3 to the disengagement position, ensuring that the safety rod 3 is held in the disengagement position by the safety stop rod 4 in the latched position. This achieves the function of automatically disengaging the latch when power is off, allowing the latch in the engaged state to be unlocked via normal mechanical unlocking.

[0068] Example 2: Another type of latch that automatically releases the safety latch upon power failure. To better address the control mechanism and timing of the first motor 601 when the transmission component is illegally driven by external force, the release push rod 604 no longer has a transmission mechanism like the safety release push rod 701 between it and the transmission component 2.

[0069] like Figure 20 As shown, a reset elastic element 702, composed of a torsion spring, is installed on the ninth fixed shaft 909 between the lower cover 102 and the upper cover 101. One end pin of the reset elastic element 702 is fixed to the lower cover, and the other end long pin 7021 extends over the upper surface of the release push rod 604 and finally abuts against the blocking side wall 1024 of the lower cover 102. The release push rod 604 has a pressing spring protrusion 6048 on its upper end surface. When the release push rod 604 is in the latched position, the pressing spring protrusion 6048 is close to and located to the right of the long pin 7021 of the reset elastic element 702. When the release push rod 604 is driven by the first motor 601 to move from the latched position to the unlocked position, the pressing spring protrusion 6048 will drive the long pin 7021 of the reset elastic element 702, thereby causing the reset elastic element 702 to be compressed and twisted, as shown. Figure 21 As shown. When the release push rod 604 moves to the release position, the first motor 601 is de-energized, and the long pin 7021 of the reset elastic element 702 can drive the release push rod 604 to move to the right from the release position by driving the pressure spring protrusion 6048, until the long pin 7021 of the reset elastic element 702 is once again limited by the blocking side wall 1024 of the lower cover 102. At this time, the release push rod 604 will also return to the lock position.

[0070] A limit rod 703 and a limit rod torsion spring 1114 are installed on the tenth fixed shaft 910 on the upper end face of the lower cover 102, located on the right side of the transmission component 2. The end of the limit rod 703 closest to the transmission component 2 is the pressure end 7031, which is subjected to pressure... Figure 16BThe transmission component 2 shown is limited by the pressing protrusion 206 on the transmission component 2. When the transmission component 2 is in the initial position, the pressing protrusion 206 on the upper end face of the transmission component 2 presses against the pressure end 7031, thereby causing the limiting rod 703 to rotate counterclockwise against the action of the limiting rod torsion spring 1114, as shown. Figure 20 As shown; when the transmission component 2 rotates counterclockwise, the pressing protrusion 206 releases its pressure on the pressure-bearing end 7031, and the limiting rod 703 can rotate clockwise under the action of the limiting rod torsion spring 1114, as shown. Figure 21 As shown.

[0071] The upper surface of the release push rod 604 has a locking protrusion 6049, and the end of the limiting rod 703 away from the transmission component is a hook-shaped locking end 7032. When the transmission component 2 rotates counterclockwise, the pressing protrusion 206 releases its pressure on the pressed end 7031. However, if the release push rod 604 is driven by the first motor 601 and is in the unlocked position at this time, after the limiting rod 703 rotates clockwise, the hook-shaped locking end 7032 of the limiting rod 703 can enter the movement trajectory of the locking protrusion 6049 and be positioned to its right to limit it, thereby preventing the locking protrusion 6049 from moving to the right, and thus limiting the release push rod 604 to the unlocked position. Figure 21 As shown. When the first motor 601 is de-energized, even the reset elastic element 702 will not be able to disengage the release push rod 604 from the unlocked position. Only when the transmission component 2 returns to its initial position will the pressing protrusion 206 press against the pressure end 7031 of the limiting rod 703 again, causing the limiting rod 703 to rotate counterclockwise. The hook-shaped locking end 7032 will then release its restriction on the locking protrusion 6049. Under the action of the reset elastic element 702, the release push rod 604 will return to the latched position, as shown. Figure 20 As shown.

[0072] It is understandable that when the transmission component 2 is in the initial position, the pressing protrusion 206 will continuously press against the pressure end 7031 of the limiting rod 703, thereby causing the limiting rod 703 to be pressed and in the current position. Figure 20 As shown in the diagram, the limiting rod 703 will not restrict the movement of the release push rod 604; this position is also the release position of the limiting rod. Regardless of whether the transmission member 2 is in the initial position, as long as the release push rod 604 remains in the latched or locked position, the reset elastic member 702 will not be compressed and twisted by the pressure spring protrusion 6048. That is, the long pin 7021 of the reset elastic member 702 always abuts against the side wall 1024 and does not exert force on the release push rod 604, thus not affecting the release push rod 604 from remaining in the latched or locked position.

[0073] It is understandable that the reset elastic element 702 can be used in many ways, such as by using a compression spring or torsion spring to perform a similar reset drive on the first transmission gear 603; or even to perform a similar reset drive on the safety stop rod 4; or even to directly use the stop rod torsion spring 1108 to realize that the reset elastic element 702 pushes the safety stop rod 4 to the latching position, thereby driving the release push rod when the first motor 601 is in the de-energized state to also move from the release position to the latching position. All of these should be considered within the scope of protection of this invention.

[0074] It is understandable that the limiting function of the limiting rod 703 for the release push rod 604 can also be applied to the first transmission gear 603 or the safety stop rod 4. It is only necessary to de-energize the first motor 601 after it drives the release push rod 604 to the unlocked position. The limiting rod 703, by restricting the first transmission gear or even the safety stop rod 4, can thus prevent the release push rod from overcoming the reset force of the reset elastic element 702 and remain in the unlocked position. The specific configuration of the limiting rod 703 can take many forms. For example, it can be constrained by the transmission element 2 and inserted into the movement trajectory of the release push rod 604 perpendicular to its left-right movement direction. The limiting rod 703 can also be directly restricted by the pressure of the inner opening rocker arm 13 or the outer opening rocker arm 14.

[0075] It is understandable that the function of the limiting rod 703 can also be applied to the latch in Embodiment 1. When the transmission member 2 is in the initial position, the limiting rod 703 is pressed by the transmission member 2 and will not restrict the release push rod 604. When the transmission member 2 is driven by an external force, it will drive the release push rod 604 to the latching position before completely releasing the restriction on the limiting rod 703. When the release push rod 604 is driven by the first motor 601 to move to the unlocking position again, the limiting rod 703 will limit the release push rod 604. At this time, after the first motor 601 is de-energized, the release push rod 604 will be limited to the unlocking position by the limiting rod 703, thereby preventing the release push rod 604 from accidentally disengaging from the unlocking position.

[0076] The advantage of this embodiment compared to Embodiment 1 is that no transmission mechanism is needed between the transmission component 2 and the electronically controlled transmission module 6. Furthermore, at the first moment of rotation of the transmission component 2, such as when the seventh inductive switch 1007 is triggered, or when the fourth inductive switch 1004 senses the release of pressure from the transmission component 2 on the pressure end 7031 of the limiting rod 703, the first motor 601 is controlled to drive the release push rod 604 to the unlocked position. Simultaneously, the second inductive switch 1002 is triggered, the first motor 601 is de-energized, and the limiting rod 703 limits the release push rod 604. After the transmission component 2 resets, the limiting rod 703 releases the limit on the release push rod 604, and the reset elastic element 702 drives the release push rod 604 to the latched position. This eliminates the complex transmission relationship between the transmission component 2 and the release push rod 604, effectively improving the overall response time of the latch control system and greatly promoting the effective application of this latch.

[0077] In summary, this invention provides a latch with automatic unlocking upon power failure. Through the design of the power-off unlocking mechanism, the latch can be unlocked via normal mechanical unlocking when power is off. However, when the electronic control system is functioning normally, the electronic transmission module can disable the unlocking operation of the power-off unlocking mechanism, thus ensuring that the latch's normal function is unaffected. The application of this technology completely solves the problem of latches failing to unlock when power is off, greatly improving safety and user experience, and benefiting the development of the electric vehicle industry.

[0078] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0079] In the description of this invention, it should be understood that the terms "center," "axial," "radial," "clockwise," "counterclockwise," "left," "right," "front," "rear," "up," "down," "positive," "negative," "first direction," and "second direction," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0080] The technical solution provided by the present invention has been described in detail above. Specific examples have been used to illustrate the principle and implementation of the present invention. At the same time, for those skilled in the art, there will be different changes in the specific implementation and application scope based on the principle and implementation of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A latch that automatically disengages upon power failure, characterized in that, It includes a transmission component (2), a safety bar (3), a safety stop bar (4), a clutch bar (5), an electronically controlled transmission module (6), and a power-off release mechanism (7); The transmission component (2) can drive the safety bar (3) to move under the action of external driving force, so that the safety bar (3) moves from the upper safety position to the unsafe position; When the safety stop lever (4) is in the latch position, it can keep the safety lever (3) in the unlocked position, while when the safety stop lever (4) is in the unlocked position, it cannot keep the safety lever (3) in the unlocked position. When the electronic transmission module (6) controls the safety stop rod (4) to be in the unlocked position, the electronic transmission module (6) is also in its own unlocked position; and when the electronic transmission module (6) releases control of the safety stop rod (4) and the safety stop rod (4) returns from the unlocked position to the locked position, or when the electronic transmission module (6) controls the safety stop rod (4) to be in the locked position, the electronic transmission module (6) is also in its own locked position. When the electric drive module (6) is in a power-off state, the power-off unlocking mechanism (7) is responsible for driving the electric drive module (6), or the power-off unlocking mechanism (7) is responsible for driving the safety stop rod (4), so that the electric drive module (6) and the safety stop rod (4) eventually move from the unlocked position to the locked position; When the safety bar (3) is held in the unlocked position by the safety stop bar (4), the transmission member (2) is connected to the mechanical locking mechanism of the latch through the clutch bar (5). The transmission member (2) can drive the mechanical locking mechanism of the latch to move through the clutch bar (5) under the action of external driving force, thereby unlocking the latch. When the safety lever (3) is in the upper safety position, it drives the clutch lever (5), thereby disengaging the transmission member (2) from the mechanical locking mechanism of the latch, thus making it impossible to unlock the latch through the transmission member (2).

2. The latch that automatically disengages upon power failure according to claim 1, characterized in that, The power-off safety release mechanism (7) refers to the safety release push rod (701) controlled by the transmission component (2). After the transmission component (2) is driven, it will drive the release push rod (701), which in turn drives the electric control transmission module (6) in the power-off state or directly drives the safety stop rod (4) through the release push rod (701), thereby causing the electric control transmission module (6) and the safety stop rod (4) to move from the unlock position to the latch position; Alternatively, the power-off release mechanism (7) refers to the reset elastic element (702), which is used to drive the reset elastic element (702) to store reset elastic force during the process of the electric control transmission module (6) being energized and moving the safety stop rod (4) to the unlock position; subsequently, when the electric control transmission module (6) is in the power-off state, the reset elastic element (702) drives the electric control transmission module (6) or directly drives the safety stop rod (4) through the stored reset elastic force, thereby causing the electric control transmission module (6) and the safety stop rod (4) to move from the unlock position to the lock position.

3. The latch that automatically disengages upon power failure according to claim 2, characterized in that, The electronically controlled transmission module (6) includes a first motor (601), a gear (602), a first transmission gear (603), and a release push rod (604); the gear (602) is mounted on the transmission shaft of the first motor (601); The electronically controlled transmission module (6) controls the safety stop rod (4) to be in the unlocked position, which means: The first motor (601) drives the gear (602) to drive the first transmission gear (603) to rotate, and the rotation of the first transmission gear (603) drives the release push rod (604) to move. After the release push rod (604) moves in the first direction to the release position, it drives the safety stop rod (4) to be in the release position. When the power-off release mechanism (7) is the release push rod (701), the release push rod (701) driving the electric control transmission module (6) in the power-off state means that when the first motor (601) is in the power-off state, the release push rod (701) drives the first transmission gear (603) or the release push rod (604) in the release position, so that the first transmission gear (603) or the release push rod (604) moves in the second direction, thereby moving the first transmission gear (603) or the release push rod (604) from the release position to the lock position; Alternatively, when the power-off release mechanism (7) is the reset elastic element (702), during the process of the first motor (601) being energized and moving the safety stop rod (4) to the unlock position, the first transmission gear (603) or the unlock push rod (604) moves in the first direction, driving the reset elastic element (702) to store the reset elastic force; subsequently, when the first motor (601) is de-energized, the reset elastic element (702) drives the first transmission gear (603) or the unlock push rod (604) to move in the second direction through the stored reset elastic force, thereby causing the electronic control transmission module (6) and the safety stop rod (4) to move from the unlock position to the lock position.

4. The latch that automatically disengages upon power failure according to claim 2, characterized in that, The power-off safety mechanism (7) includes a limit rod (703). When the transmission component (2) is not driven and is in the initial position, the limit rod (703) is controlled so that the limit rod (703) does not restrict the movement of the electric transmission module (6) or the safety stop rod (4). After the transmission component (2) leaves the initial position, and the electric control transmission module (6) puts the safety stop rod (4) in the unlocked position, the limit rod (703) keeps the electric control transmission module (6) or / and the safety stop rod (4) in the unlocked position even when it is in a power-off state; until the transmission component (2) returns to the initial position and the limit rod (703) is controlled again, the limit rod (703) will release the restriction on the electric control transmission module (6) or the safety stop rod (4).

5. The latch that automatically disengages upon power failure according to claim 2, characterized in that, When the power-off and safety release mechanism (7) is the safety release push rod (701), there is an avoidance mechanism between the safety release push rod (701) and the electric control transmission module (6); After the release push rod (701) is driven by the transmission component (2) to move the electronic transmission module (6) from the release position to the latch position, the release push rod (701) and the electronic transmission module (6) are disconnected. When the electronically controlled transmission module (6) is in the unlocked position again, during the process of the unlocking push rod (701) returning to the initial position, the electronically controlled transmission module (6) automatically avoids the movement trajectory of the unlocking push rod (701); or during the process of the unlocking push rod (701) returning to the initial position, its movement trajectory avoids the electronically controlled transmission module (6) in the unlocked position, so that the electronically controlled transmission module (6) remains in the unlocked position.

6. The latch that automatically disengages upon power failure according to claim 3, characterized in that, When the power-off safety release mechanism (7) is the safety release push rod (701), a movable clearance rod (6042) is installed on the release push rod (604). When the transmission component (2) is driven by an external force, the release push rod (701) drives the relief rod (6042) to move the release push rod (604) from the release position to the latch position; During the process of the transmission component (2) returning to its initial position, the release push rod (701) presses against the avoidance rod (6042) on the release push rod (604) which is in the release position, and causes the avoidance rod (6042) to move to avoid the running trajectory of the release push rod (701) until the release push rod (701) returns to its initial position with the transmission component (2), and then the avoidance rod (6042) returns to its original state; during this process, the release push rod (604) always remains in the release position.

7. The latch that automatically disengages upon power failure according to claim 3, characterized in that, The release push rod (604) includes a first drive structure and a second drive structure; When the first motor (601) is energized and drives the release push rod (604) to move in the first direction to the release position, the first drive structure drives the safety stop rod (4) to the release position; When the release push rod (604) is in the latching position, the first drive structure and the second drive structure will not restrict the movement of the safety stop rod (4), and the safety stop rod (4) is in the latching position. When the first motor (601) is powered in reverse, it drives the release push rod (604) to move in the second direction and over the latch position. At this time, the second drive structure of the release push rod (604) will drive the safety stop rod (4) to the unlock position again. The electric control transmission module (6) will not be driven to the latch position or the unlock position by the power-off unlocking mechanism (7). At this time, the electric control transmission module (6) is also in the locked position.

8. The latch that automatically disengages upon power failure according to claim 1, characterized in that, The latch also includes an electric unlocking module (8), which includes a second motor (801), a worm gear (802), and a second transmission gear (803), wherein the worm gear (802) is mounted on the transmission shaft of the second motor (801), and the second transmission gear (803) meshes with the worm gear (802) for transmission. The second motor (801) drives the worm gear (802) to drive the second transmission gear (803) to rotate, and the rotation of the second transmission gear (803) drives the transmission component (2) to rotate to drive the bumper (3) or the clutch lever (5).

9. A latch that automatically disengages upon power failure according to claim 1, characterized in that, The latch also includes an inner opening rocker arm (13) connected to an internal mechanical unlocking mechanism and / or an outer opening rocker arm (14) connected to an external mechanical unlocking mechanism. The transmission member (2) is capable of driving the safety bar (3) to move under the action of an external driving force, which means: The external driving force drives the internal opening rocker arm (13) to move through the internal mechanical unlocking mechanism, thereby driving the transmission component (2) to move. The movement of the transmission component (2) then drives the bumper (3) to move. Alternatively, an external driving force can drive the external opening rocker arm (14) to move through the external mechanical unlocking mechanism, thereby driving the transmission component (2) to move, and the movement of the transmission component (2) will drive the bumper (3) to move.

10. A latch that automatically disengages upon power failure according to claim 1, characterized in that, When the safety bar (3) is held in the unlocked position by the safety stop bar (4), the transmission member (2) is connected to the mechanical locking mechanism of the latch through the clutch bar (5). The transmission member (2) can drive the mechanical locking mechanism of the latch to move through the clutch bar (5) under the action of external driving force, thereby unlocking the latch. When the safety lever (3) is in the upper safety position, it drives the clutch lever (5), thereby disengaging the transmission member (2) from the mechanical locking mechanism of the latch, thus preventing the latch from being unlocked via the transmission member (2); this means: When the safety bar (3) is held in the unlocked position by the safety stop bar (4), the safety bar applies a first force to the clutch bar (5) to establish a connection between the transmission member (2) and the mechanical locking mechanism of the latch through the clutch bar (5). The transmission member (2) can drive the mechanical locking mechanism of the latch to move through the clutch bar (5) under the action of external driving force, thereby realizing the unlocking of the latch. The safety lever (3) in the upper safety position applies a second force to the clutch lever (5), thereby disengaging the transmission member (2) from the mechanical locking mechanism of the latch, thus preventing the latch from being unlocked by the transmission member (2).

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