External tension actuator for a vehicle lock

Abstract

The application relates to a vehicle lock external pulling force executor, and belongs to the mechanical lock field. The vehicle lock external pulling force executor comprises a panel installed in a vehicle door, the panel is provided with a lock column sliding groove and a lock tongue in rotary connection, the lock tongue is provided with a clamping groove and is clamped with the lock column, and a rotating shaft, a connecting seat, a pulling rope and a power execution mechanism are further arranged. The lock tongue is provided with a switch trigger piece matched with a switch on the panel, and an automatic reset mechanism is arranged close to the connecting seat. The application further comprises a power execution mechanism, an automatic reset mechanism and various optional structures and an automatic clutch mechanism. The application can realize automatic attraction when the door is gently closed, avoid invalid action when the door is forcibly closed, improve the convenience, quietness and reliability of the door opening and closing, prolong the service life of the vehicle lock, and realize automatic unlocking when the pulling rope is clamped and stuck.

Description

Technical Field

[0001] This application relates to the technical field of car door locks, and in particular to an external pull actuator for car locks. Background Technology

[0002] As a core component ensuring vehicle safety and ease of use for passengers, the structural design and locking performance of car door locks directly affect the overall vehicle's safety, sealing, and user experience. Currently, traditional car door locks generally adopt a purely mechanical locking structure, mainly consisting of a latch on the door side and a lock body on the body side. The lock body integrates core mechanical transmission components such as ratchet and pawl.

[0003] In the traditional door lock locking process, the driver and passengers need to apply the impact force of closing the door, causing the latch on the door to actively strike the lock body, pushing the ratchet inside the lock body to rotate. Then, through the engagement of the pawl and the ratchet, the door is partially locked and then fully locked. The fully locked state is the effective locking state of the door lock, which can ensure that the door will not accidentally open while the vehicle is in motion, thus ensuring driving safety. However, this purely mechanical locking method has inherent technical defects: on the one hand, the effective locking of the door lock relies entirely on the impact force of closing the door, requiring the driver and passengers to forcefully slam the door to push the latch into the lock body and achieve full engagement. This is not only laborious to operate and unfriendly to people with less strength, such as the elderly and children, but the violent impact generated when closing the door is accompanied by loud noise, reducing the driving and riding experience; on the other hand, long-term repeated forceful closing of the door will cause continuous impact on the door lock mechanism, door hinges and door sealing strips, accelerating the mechanical wear of these components, which can easily lead to problems such as door lock jamming, hinge loosening, and aging and deformation of sealing strips. This can result in abnormal noise from the door, reduced sealing performance, and even the safety hazard of the door lock not being fully engaged, affecting the reliability and service life of the vehicle.

[0004] With the advancement of intelligent and comfortable automotive development, drivers and passengers have placed higher demands on the convenience, quietness, and safety of car door opening and closing. Traditional purely mechanical door locks can no longer meet the current market's demand for a high-end driving experience. Therefore, developing a car door lock actuator that can reduce the closing force, improve locking stability, and enhance user comfort has become a pressing technical problem for the industry. Summary of the Invention

[0005] In order to improve the convenience, quietness, and reliability of car door opening and closing, as well as extend the service life of car locks, this application provides an external pull actuator for car locks.

[0006] The external tension actuator for vehicle locks provided in this application adopts the following technical solution: An external pull actuator for a car lock includes a panel for installation inside a car door. The panel has a lock pin groove, a lock tongue is rotatably connected to the panel, a slot is provided on the lock tongue, a rotating shaft is provided on the panel, a connecting hole for the rotating shaft to be inserted into the lock tongue is provided on the lock tongue, a connecting seat is connected to the lock tongue, a through hole is provided on the connecting seat, a pull rope is passed through the through hole, one end of the pull rope passes through the through hole and is fixedly connected to a limit ball, and the other end of the pull rope is connected to a power actuator. A switch trigger piece is provided on the lock tongue, and a switch one and a switch two are correspondingly provided on the panel. When the switch trigger piece triggers switch one, switch one is released and outputs a trigger signal to control the power actuator to wind the pull rope, and the pull rope drives the lock tongue to rotate. When the switch trigger piece triggers switch two, switch two is activated and outputs a locked position signal, the lock tongue and the lock buckle are locked and engaged, and the power actuator is controlled to reverse to unwind the pull rope, so that the pull rope (31) is in a naturally slack state. An automatic reset mechanism is provided near the connecting seat on the lock tongue.

[0007] By adopting the above technical solution, in the initial state, the slot on the latch and the slide groove of the lock pin coincide, the latch is in the unlocked position, and the switch trigger plate does not trigger any switch. When closing the door, the lock pin on the vehicle body is inserted into the slot and the slide groove of the lock pin. When the lock pin slides into the slide groove of the lock pin, the lock pin pushes the latch to rotate. The lock pin transmits driving force through the slot, pushing the latch to rotate. The switch trigger plate moves synchronously with the latch to the first switch, first touching the first switch on the panel, making the first switch conduct and outputting a trigger signal. After receiving this signal, the power actuator retracts the pull rope. The tension generated by the pull rope drives the latch to rotate continuously around the pivot. During the rotation of the latch, the switch trigger plate moves synchronously with the latch. When the latch rotates to the fully locked position, at this time, the latch and the latch are fully engaged. The switch trigger plate accurately touches the second switch on the panel, making the second switch activate and output a locked position signal. After receiving the signal from the second switch, the power actuator... The control cord reverses its winding motion, releasing the cord into a free and slack state. When the door is closed lightly, the latch triggers switch one, and the power actuator automatically winds up the cord, locking the latch without requiring additional force. This achieves automatic engagement when the door is closed lightly, making operation convenient. When the door is closed forcefully, the latch moves rapidly, triggering switch one and starting the motor. The cord assists the latch in precisely locking, preventing latch rebound, jamming, or incomplete locking due to impact. This eliminates ineffective actions and ensures reliable locking. The dual-switch linkage achieves a closed-loop control of "start-to-lock." Switch one controls the power actuator to wind up the cord, while switch two precisely stops, ensuring the latch rotates to the fully locked position without over-rotation or incomplete locking. This stable locking state guarantees automatic engagement when the door is closed lightly and avoids ineffective actions when the door is closed forcefully, improving the convenience, quietness, and reliability of door operation, extending the lock's lifespan, and making the lock more stable and intelligent.

[0008] Optionally, the power actuator includes a protective box, a drive motor fixedly connected inside the protective box, a worm gear fixedly connected to the output shaft of the drive motor, a worm wheel meshing on the worm gear, a protective cover covering the worm gear and the worm wheel, the protective cover fixedly connected inside the protective box, a transmission shaft fixedly connected to the center of the worm wheel, a gear one fixedly connected to the transmission shaft, a gear two rotatably connected inside the protective box, gear two meshing with gear one, a power shaft rotatably connected inside the protective box, a take-up reel and a gear three rotatably connected to the power shaft, gear three meshing with gear two, an arc-shaped baffle fixedly connected to the take-up reel, a groove provided on the arc-shaped baffle, the end of the pull rope passing through the groove and fixedly connected to an anti-detachment ball.

[0009] By adopting the above technical solution, when the user uses the lock tongue, after the switch trigger plate engages with switch one, a trigger signal is sent to the drive motor. Upon receiving the trigger signal, the drive motor drives the worm gear to rotate, which in turn drives gear one, gear two, and gear three in sequence, thereby driving the winding wheel to rotate and winding the pull rope. The pull rope causes the lock tongue to rotate automatically, causing the switch trigger plate to automatically rotate from switch one to switch two, thus automatically locking the car door. This ensures automatic engagement when the door is closed lightly, requiring minimal effort and providing convenience for the elderly, children, and other people with limited strength.

[0010] Optionally, the automatic reset mechanism includes a latch return spring, a connecting post fixedly connected to the top of the connecting seat, a reset post fixedly connected to the panel, and the two ends of the latch return spring connected to the connecting post and the reset post respectively; the automatic reset mechanism also includes a pull rope return spring, a locking ring fixedly connected to the limit ball, a return post fixedly connected to the panel, and the two ends of the pull rope return spring connected to the locking ring and the return post respectively.

[0011] By adopting the above technical solution, when the user uses the lock, the lock cylinder pushes the lock tongue to rotate, the lock tongue pulls the lock tongue return spring to stretch, and when the pull rope drives the lock tongue to rotate automatically, it stretches the pull rope return spring. At the same time, the lock tongue return spring continues to stretch. That is, after the door lock is closed, both the lock tongue return spring and the pull rope return spring are in a stretched state. When the car door is opened, the drive motor unwinds the pull rope, and the tension of the pull rope return spring drives the pull rope to move, so that the tension of the pull rope on the lock tongue disappears. The lock tongue rotates in the opposite direction under the tension of the lock tongue return spring. When the lock tongue's slot rotates to coincide with the lock cylinder's slide groove, the lock cylinder can disengage from the slot, and the unlocking is completed.

[0012] Optionally, the panel has multiple mounting holes for fixing the panel and the door lock, and rubber sleeves are provided inside the mounting holes.

[0013] By adopting the above technical solution, the rubber sleeve can absorb the impact force between the latch and the mounting plate when the user is using it, reduce wear, absorb vibration during vehicle operation, reduce rigid collisions between the lock and the metal parts of the door, and reduce noise.

[0014] Optionally, the panel is fixedly connected with a pin, and the latch has an arc-shaped guide groove. The pin is inserted into the guide groove and can slide within the guide groove. The pin is made of hard rubber material.

[0015] By adopting the above technical solution, when the user uses the lock, the arc-shaped guide groove and the pin slide together to limit the movement trajectory of the lock tongue, avoid lock tongue deviation and jamming, ensure smooth lock tongue rotation, ensure precise engagement of the lock tongue and the lock pin, and improve locking reliability. The hard rubber pin has both rigidity and elasticity. When the lock tongue moves into position or is impacted by external force, the pin can elastically deform to absorb the impact, reduce rigid collisions and stress concentration of components such as lock tongue, panel, and lock pin, reduce the risk of component deformation and breakage, extend the life of the lock, and the damping characteristics of the rubber material can effectively absorb vibration and collision noise.

[0016] Optionally, the locking tongue includes a locking plate one and a locking plate two. The connecting seat and the switch trigger piece are located on the locking plate one, and the locking slot is located on the locking plate two. An automatic clutch mechanism is provided between the locking plate one and the locking plate two. A limit switch is provided on the panel at the maximum stroke of the pull rope during unlocking. During normal unlocking, the pull rope drives the locking tongue to touch the limit switch, and the switch closes to indicate successful unlocking. If the pull rope is stuck, the locking tongue cannot reach the designated position, the limit switch remains open, and the limit switch sends a signal to the automatic clutch mechanism to control the automatic clutch mechanism to drive the locking plate two to rotate relative to the locking plate one to unlock.

[0017] By adopting the above technical solution, when the user uses the device and unlocks, the drive motor receives the unlocking signal and drives the winding wheel to rotate in the opposite direction to unwind the pull rope. When the pull rope is stuck, the pulling force of the pull rope on the locking tongue keeps the locking tongue in a locked state. The locking tongue cannot reach the designated position, the limit switch remains open, and the limit switch sends a signal to the automatic clutch mechanism to control the automatic clutch mechanism to drive the second locking plate to rotate while the first locking plate remains stationary. When the slot on the second locking plate rotates to coincide with the lock pin slide groove, the lock pin automatically disengages from the slot and lock pin slide groove, thus unlocking the device.

[0018] Optionally, the automatic clutch mechanism includes a positioning box fixedly connected to the second clamping plate. The positioning box is open on one side facing the connecting seat. Two clamping rods are provided inside the positioning box. The clamping rods have hooks facing each other at one end facing the connecting seat. The hooks have inclined surfaces. The other end is hinged to the second clamping plate. A latching rod is fixedly connected to the first clamping plate. A limiting plate for latching the hooks is fixedly connected to the end of the latching rod. The limiting plate is perpendicular to the latching rod and has inclined surfaces. A power component that drives the clamping rods to rotate around the hinge point is connected to the positioning box. The power component is controlled by a limit switch.

[0019] By adopting the above technical solution, when the user pulls the rope and it becomes stuck, the limit switch controls the power component to drive the locking rod to rotate around the hinge point in opposite directions, so that the hook and the limit plate separate. Then the locking rod automatically disengages from the clamping rod, and the power component drives the second locking plate to rotate while the first locking plate remains stationary, so that the locking groove rotates to coincide with the locking column slide groove, and the car door can be opened.

[0020] Optionally, the power assembly includes a power motor controlled by a limit switch. A power wheel is fixedly connected to the output shaft of the power motor, and a traction rope is fixedly connected to the power wheel. Two connecting ropes are fixedly connected to the end of the traction rope, and the connecting ropes are respectively fixed to the ends of two clamping rods away from their ends. A buffer return spring is fixedly connected between the two clamping rods.

[0021] By adopting the above technical solution, when the user uses the vehicle, after the power motor receives the signal from the limit switch, it drives the power wheel to rotate. The power wheel winds up the traction rope, thereby pulling the connecting rope to move towards the center. This causes the clamping rod to rotate around the hinge point, causing the locking rod to automatically disengage from the clamping rod. The power of the traction rope pulls the second locking plate to rotate, while the first locking plate remains stationary. When the slot of the second locking plate rotates to coincide with the lock pin slide groove, the car door can be opened.

[0022] Optionally, the snap-fit ​​rod has a cavity, and a pull rod is slidably connected inside the cavity. A fixing rope is fixedly connected to the end of the pull rod. One end of the fixing rope is fixedly connected to the pull rod, and the other end is fixedly connected to a compression ring. The end of the compression ring away from the fixing rope is fixedly connected to the inner wall of the through hole. Connecting rod one is hinged to the two symmetrical sides of the pull rod, and connecting rod two is hinged to the opposite end of connecting rod one. The side wall of the snap-fit ​​rod has symmetrical discharge ports. The end of connecting rod two extends from the discharge port and abuts against the snap hook. A limiting groove is opened inside the snap-fit ​​rod. A limiting ring is fixedly connected to the middle of the pull rod. A compression spring is sleeved on the pull rod. Both the limiting ring and the compression spring are located in the limiting groove.

[0023] By adopting the above technical solution, when the user uses the device, the tension of the compression spring pushes the pull rod to slide into the positioning box, which in turn drives the first connecting rod to push the second connecting rod to slide outward. The second connecting rod abuts against the inclined surface on the outside of the hook, and the limiting plate hooks the inside of the hook, so that the locking rod clamps the hook from the outside and inside of the hook, making the connection between the first and second locking plates more stable. When the pull rope is stuck, the limiting ball on the tension moves into the through hole, and the limiting ball squeezes the compression ring. The compression ring pulls the pull rod to one side of the positioning box through the fixed rope, thereby driving the first and second connecting rods to move synchronously, so that the second connecting rod separates from the outer wall of the hook, and the pressure of the second connecting rod on the hook disappears, making it easy for the locking rod to separate from the clamping rod. Attached Figure Description

[0024] Figure 1This is a schematic diagram of the overall structure of Embodiment 1 of this application; Figure 2 This is a schematic diagram of the panel, latch, and automatic reset mechanism in Embodiment 1 of this application; Figure 3 This is an exploded view of the power actuator in Embodiment 1 of this application; Figure 4 This is a schematic diagram of the panel, locking tongue, automatic reset mechanism, and automatic clutch mechanism in Embodiment 2 of this application; Figure 5 This is a schematic diagram of the panel, locking tongue, and automatic clutch mechanism in Embodiment 2 of this application; Figure 6 This is an exploded view of the panel, latch, and automatic clutch mechanism in Embodiment 2 of this application; Figure 7 This is a cross-sectional view of the automatic clutch mechanism in Embodiment 2 of this application; Figure 8 yes Figure 7 Enlarged view of part A; Figure 9 This is a schematic diagram of the separation of the first card plate from the second card plate under the drive of the automatic clutch mechanism in Embodiment 2 of this application.

[0025] Explanation of reference numerals in the attached diagram: 1. Panel; 11. Lock pin slide groove; 12. Switch 1; 13. Switch 2; 14. Reset pin; 15. Return pin; 16. Clearance groove; 17. Mounting hole; 171. Rubber sleeve; 18. Pin; 19. Mounting base; 191. Clearance hole; 192. Rubber protective sleeve; 2. Lock tongue; 20. Connecting hole; 21. Connecting base; 211. Through hole; 212. Connecting pin; 22. Switch trigger piece; 221. Rubber pad; 23. Slot; 24. Slot plate 1; 25. Slot plate 2; 26. Rubber anti-collision pad; 27. Rubber protective sleeve; 28. Rubber wear-resistant sleeve; 29. ​​Guide groove; 3. Power actuator; 31. Pull rope; 311. Limit ball; 312. Anti-detachment ball; 32. Protective box; 33. Drive motor; 34. Worm gear; 35. Worm wheel 351. Drive shaft; 352. Protective cover; 36. Gear 1; 37. Gear 2; 38. Gear 3; 39. Rewinding wheel; 391. Arc-shaped baffle; 392. Baffle groove; 4. Automatic reset mechanism; 41. Locking tongue reset spring; 42. Pull rope reset spring; 43. Snap ring; 5. Automatic clutch mechanism; 51. Positioning box; 52. Pressing rod; 521. Hook; 53. Snap rod; 531. Cavity; 532. Pull rod; 533. Fixing rope; 5331. Compression ring; 534. Connecting rod 1; 535. Connecting rod 2; 536. Discharge port; 537. Limiting groove; 538. Limiting ring; 539. Pressing spring; 54. Limiting plate; 55. Power motor; 551. Power wheel; 552. Traction rope; 553. Connecting rope; 56. Buffer reset spring. Detailed Implementation

[0026] The following is in conjunction with the appendix Figure 1-9 This application will be described in further detail.

[0027] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0028] In this application, unless otherwise expressly specified and limited, the "above" or "below" of the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. In the description of this specification, references to terms such as "an embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples. Example

[0029] This application provides an embodiment of an external tension actuator for a vehicle lock, referring to... Figure 1The system includes a panel 1 for installation inside the vehicle door, a latch 2 rotatably connected to the panel 1, a connecting seat 21 connected to the latch 2, a pull rope 31 extending through the connecting seat 21, a power actuator 3 connected to the other end of the pull rope 31, a switch trigger piece 22 disposed on the latch 2, a switch 12 and a switch 23 correspondingly disposed on the panel 1, and an automatic reset mechanism 4 disposed on the latch 2. The panel 1 has a lock pin slide groove 11, and the latch 2 has a slot 23. The latch 2 engages with the lock pin through the slot 23, and the pull rope 31 passes through the connecting seat... 21 drives the bolt 2 to rotate. The switch trigger piece 22, together with switch one 12 and switch two 13, controls the action of the power actuator 3. The automatic reset mechanism 4 enables the bolt 2 to automatically reset when the door is opened. This achieves the effect of ensuring automatic engagement when the door is closed lightly and avoiding ineffective action when the door is closed forcefully. This improves the convenience, quietness, reliability of the door opening and closing and extends the service life of the door lock. This is because the dual switch linkage realizes the "start-to-end" closed-loop control, which can accurately control the rotation of the bolt 2. At the same time, the automatic reset mechanism 4 ensures the automatic reset function of the bolt 2.

[0030] Specifically, panel 1 serves as the mounting base for the entire actuator. It is typically made of metal, offering good strength and stability. The locking pin groove 11 on panel 1 is generally elongated, providing a guiding and limiting movement channel for the locking pin. In some special designs, the inner wall of the locking pin groove 11 can be polished to reduce friction during locking pin sliding. The function of the locking pin groove 11 is to constrain the movement trajectory of the locking pin, ensuring precise and reliable locking action. Besides the common elongated shape, the locking pin groove 11 can also be designed with a certain curvature to adapt to the needs of different vehicle models.

[0031] A pin 18 is fixedly connected to the panel 1. An arc-shaped guide groove 29 is provided on the latch 2. The pin 18 is inserted into the guide groove 29 and can slide within the guide groove 29. The pin 18 is made of hard rubber. The arc-shaped guide groove 29 and the pin 18 slide together, limiting the movement trajectory of the latch 2, preventing the latch 2 from deviating or jamming, ensuring smooth rotation of the latch 2, ensuring precise engagement between the latch 2 and the lock pin, and improving locking reliability. The hard rubber pin 18 has both rigidity and elasticity. When the latch 2 moves into position or is impacted by external force, the pin 18 can elastically deform to absorb the impact, reducing rigid collisions and stress concentrations of components such as the latch 2, panel 1, and lock pin, reducing the risk of component deformation and breakage, and extending the life of the lock. The damping characteristics of the rubber material can effectively absorb vibration and collision noise.

[0032] Reference Figure 2The panel 1 has multiple mounting holes 17 for securing the panel 1 to the door lock. A rubber sleeve 171 is installed inside each mounting hole 17. The rubber sleeve 171 absorbs the impact force between the latch and the panel 1, reducing wear, absorbing vibrations during vehicle operation, reducing rigid collisions between the lock and the door's metal components, and lowering noise. A mounting base 19 is fixedly connected to the panel 1. A clearance hole 191 for the pull cord 31 to pass through is fixedly connected to the mounting base 19. A rubber protective sleeve 192 is fixedly connected to the inner wall of the clearance hole 191 to reduce wear between the pull cord 31 and the inner wall of the clearance hole 191.

[0033] The latch 2 is a key component for achieving the locking function. It is rotatably connected to the pivot on the panel 1 via the connecting hole 20. The slot 23 on the latch 2 is used to engage with the lock pin to transmit driving force and ultimately lock the lock pin. The inner wall shape of the slot 23 usually matches the shape of the lock pin to ensure the stability of the engagement. The latch 2 is generally made of high-strength alloy steel to ensure its durability. In addition, the latch 2 can also undergo surface heat treatment to improve its hardness and wear resistance.

[0034] A rubber anti-collision pad 26 is fixedly connected to the inner wall of the slot 23 of the latch 2. A rubber protective sleeve 27 is installed on the inner wall of the through hole 211 of the connecting seat 21. A rubber wear-resistant sleeve 28 is snapped into the connecting hole 20. The rotating shaft is rotatably connected to the rubber wear-resistant sleeve 28. The rubber anti-collision pad 26 has a certain elasticity and can absorb the impact force when the latch 2 and the lock pin are engaged, reducing the noise and vibration generated by direct collision of metal parts. At the same time, hard rubber has better wear resistance than pure metal, which can effectively reduce the wear on the inner wall of the slot 23 or the surface of the lock pin during long-term frequent locking and closing, and extend the service life of the lock. The rubber protective sleeve 27 has elasticity and wear resistance, which can reduce the wear of the inner wall of the through hole 211 on the pull rope 31. The rubber wear-resistant sleeve 28 between the connecting hole 20 and the rotating shaft can reduce the wear between the inner wall of the connecting hole 20 and the rotating shaft, and reduce noise.

[0035] The connecting seat 21 is connected to the locking tongue 2 and has a through hole 211 for threading the pull rope 31. The connecting seat 21 can be made of plastic or metal. Plastic connecting seats 21 have the advantages of being lightweight and low-cost, while metal connecting seats 21 have higher strength. A rubber protective sleeve 27 can be installed on the inner wall of the through hole 211. The rubber protective sleeve 27 is elastic and wear-resistant, which can reduce the wear of the inner wall of the through hole 211 on the pull rope 31. In addition to the rubber protective sleeve 27, a graphite lubricating coating can also be used to reduce the friction between the pull rope 31 and the inner wall of the through hole 211.

[0036] One end of the pull rope 31 passes through the through hole 211 and is fixedly connected to a limiting ball 311. The radius of the limiting ball 311 is larger than the inner diameter of the through hole 211 to prevent the pull rope 31 from coming out of the through hole 211. The pull rope 31 can be made of high-strength steel wire rope or fiber rope. Steel wire rope has high strength and wear resistance, while fiber rope has the advantages of light weight and good flexibility. The other end of the pull rope 31 is connected to a power actuator 3, which is used to wind and unwind the pull rope 31, thereby driving the locking tongue 2 to rotate.

[0037] Reference Figure 2 and Figure 3 The power actuator 3 includes a protective box 32, a drive motor 33 fixedly connected inside the protective box 32, a worm gear 34 fixedly connected to the output shaft of the drive motor 33, a worm wheel 35 meshing on the worm gear 34, a protective cover 352 covering the worm gear 34 and the worm wheel 35, the protective cover 352 fixedly connected inside the protective box 32, a transmission shaft 351 fixedly connected to the center of the worm wheel 35, a gear 36 fixedly connected to the transmission shaft 351, a gear 37 rotatably connected inside the protective box 32, the gear 37 meshing with the gear 36, a power shaft rotatably connected inside the protective box 32, a winding wheel 39 and a gear 38 rotatably connected to the power shaft, the gear 38 meshing with the gear 37, an arc-shaped baffle 391 fixedly connected to the winding wheel 39, a groove 392 opened on the arc-shaped baffle 391, the end of the pull rope 31 passes through the groove 392 and is fixedly connected to an anti-detachment ball 312. When the latch 2 rotates until the switch trigger plate 22 engages with switch 12, it sends a trigger signal to the drive motor 33. Upon receiving the trigger signal, the drive motor 33 drives the worm gear 34 to rotate, which in turn drives the worm wheel 35 to rotate. This, in turn, drives gear 1 36, gear 2 37, and gear 3 38 in sequence, thereby driving the winding wheel 39 to rotate and winding the pull rope 31. The pull rope 31 then drives the latch 2 to rotate automatically, causing the switch trigger plate 22 to automatically rotate from switch 12 to switch 2 13, thus automatically locking the door. This multi-stage transmission structure of the power actuator 3 effectively reduces the load on the drive motor 33 and improves the efficiency of power transmission.

[0038] A switch trigger plate 22 is mounted on the latch 2 and moves synchronously with the rotation of the latch 2. A rubber pad 221 is fitted over the switch trigger plate 22. An arc-shaped clearance groove 16 is provided on the panel 1 corresponding to the position of the switch trigger plate 22. Switch 12 and switch 23 are correspondingly mounted on the panel 1. A switch pressure plate is bolted to the panel 1 to fix switch 12 and switch 23, ensuring their accurate positioning. When the switch trigger plate 22 triggers switch 12, switch 12 releases and outputs a trigger signal, controlling the power actuator 3 to wind up the pull rope 31. When the switch trigger plate 22 triggers switch 23, switch 23 engages and outputs a locking signal. At this time, the latch 2 and the latch on the vehicle body are locked, and simultaneously, the power actuator 3 unwinds the pull rope 31, causing it to automatically slack. Switch 12 and switch 23 can be microswitches or Hall sensors. Microswitches have the advantages of simple structure and low cost, while Hall sensors have the advantages of fast response speed and high reliability.

[0039] The automatic reset mechanism 4 includes a latch return spring 41 and a pull cord return spring 42. A connecting post 212 is fixedly connected to the top of the connecting seat 21, and a reset post 14 is fixedly connected to the panel 1. The two ends of the latch return spring 41 are respectively connected to the connecting post 212 and the reset post 14. A locking ring 43 is fixedly connected to the limiting ball 311, and a return post 15 is fixedly connected to the panel 1. The return post 15 is located on the side of the reset post 14 near the lock post slide groove 11. The two ends of the pull cord return spring 42 are respectively connected to the locking ring 43 and the return post 15. When the lock post pushes the latch 2 to rotate, the latch 2 pulls the latch return spring 41 to stretch. When the pull cord 31 drives the latch 2 to rotate automatically, it stretches the pull cord return spring 42. At the same time, the latch return spring 41 continues to stretch. That is, after the door lock is closed, both the latch return spring 41 and the pull cord return spring 42 are in the stretched state. When the car door is opened, the drive motor 33 unwinds the pull rope 31. The tension of the pull rope return spring 42 drives the pull rope 31 to move, causing the tension of the pull rope 31 on the latch 2 to disappear. The latch 2 rotates in the opposite direction under the tension of the latch return spring 41. When the latch 2's slot 23 rotates to coincide with the lock pin slide groove 11, the lock pin can disengage from the slot 23, thus unlocking is complete. The automatic reset mechanism 4 allows the latch 2 to automatically return to its initial position after the car door is opened, preparing for the next closing.

[0040] The implementation principle of this embodiment is as follows: Through a reasonable structural design, this embodiment utilizes a dual-switch linkage and a power actuator 3 to achieve automatic closing and reliable locking of the car door when lightly closed. During the closing process, whether the door is closed lightly or forcefully, the latch 2 is guaranteed to be accurately in place, avoiding the defects of traditional door locks. At the same time, the automatic reset mechanism 4 ensures the automatic reset function of the latch 2, improving the convenience of use. In addition, the coordination and optimized design between various components, such as the use of rubber anti-collision pads 26, rubber protective sleeves 27, rubber wear-resistant sleeves 28, and rubber covers, reduce noise and wear, extend the service life of the car lock, and provide users with a more comfortable and reliable user experience, representing a significant improvement and enhancement compared to traditional purely mechanical door locks. Example

[0041] The difference between this embodiment and the above embodiments is that: (Refer to...) Figure 4 The locking tongue 2 includes a first locking plate 24 and a second locking plate 25. The connecting seat 21 and the switch trigger piece 22 are located on the first locking plate 24, and the locking slot 23 is located on the second locking plate 25. An automatic clutch mechanism 5 is provided between the first locking plate 24 and the second locking plate 25. A limit switch is provided on the panel 1 at the maximum stroke of the pull rope 31 during unlocking. During normal unlocking, the pull rope 31 drives the locking tongue 2 to touch the limit switch, and the switch closes to indicate successful unlocking. If the pull rope 31 is stuck, the locking tongue 2 cannot reach the designated position, the limit switch remains open, and the limit switch sends a signal to the automatic clutch mechanism 5 to control the automatic clutch mechanism 5 to drive the second locking plate 25 to rotate relative to the first locking plate 24 to unlock.

[0042] Reference Figure 5 and Figure 6 The automatic clutch mechanism 5 includes a positioning box 51 fixedly connected to the second clamping plate 25. The positioning box 51 is open on one side facing the connecting seat 21. Two clamping rods 52 are provided inside the positioning box 51. A hook 521 is provided opposite to one end of the clamping rod 52 facing the connecting seat 21. The hook 521 has an inclined surface. The other end is hinged to the second clamping plate 25. A buffer return spring 56 is fixedly connected between the two clamping rods 52. A latching rod 53 is fixedly connected to the first clamping plate 24. The end of the latching rod 53 is fixedly connected to... A limiting plate 54 for engaging the hook 521 is provided. The limiting plate 54 is set perpendicular to the engaging rod 53 and has an inclined surface. A power motor 55 is connected to the positioning box 51. The power motor 55 is controlled by a limit switch. A power wheel 551 is fixedly connected to the output shaft of the power motor 55. A traction rope 552 is fixedly connected to the power wheel 551. Two connecting ropes 553 are fixedly connected to the end of the traction rope 552. The connecting ropes 553 are respectively fixed to the ends of the two clamping rods 52 away from their ends.

[0043] Reference Figure 7 and Figure 8A cavity 531 is provided inside the snap-fit ​​rod 53. A pull rod 532 is slidably connected inside the cavity 531. A fixing rope 533 is fixedly connected to the end of the pull rod 532. One end of the fixing rope 533 is fixedly connected to the pull rod 532, and the other end is fixedly connected to a compression ring 5331. The end of the compression ring 5331 away from the fixing rope 533 is fixedly connected to the inner wall of the through hole 211. Connecting rods 534 are hinged symmetrically on both sides of the pull rod 532. A connecting rod 535 is hinged to one end of rod 534 opposite to the other. A discharge port 536 is symmetrically opened on the side wall of the snap-fit ​​rod 53. The end of the connecting rod 535 extends from the discharge port 536 and abuts against the snap hook 521. A limiting groove 537 is opened in the snap-fit ​​rod 53. A limiting ring 538 is fixedly connected to the middle of the pull rod 532. A compression spring 539 is sleeved on the pull rod 532. Both the limiting ring 538 and the compression spring 539 are located in the limiting groove 537.

[0044] The implementation principle of this embodiment is as follows: (Refer to...) Figure 9 This embodiment adds an automatic clutch mechanism 5 and a limit switch to the original embodiment. When the pull cord 31 gets stuck, it can be detected in time and unlocked through the automatic clutch mechanism 5, improving the reliability and security of the car lock. The automatic clutch mechanism 5, through its ingenious structural design, uses the power unit motor 55 to drive the flipping of the clamping rod 52, realizing the separation of the first clamping plate 24 and the second clamping plate 25, thereby completing the unlocking action. Simultaneously, the combination of the pull rod 532, connecting rod one 534, and connecting rod two 535 within the clamping rod 53, as well as the setting of the clamping spring 539, further ensures the stability of the connection between the first clamping plate 24 and the second clamping plate 25. This design ensures that when the pull cord 31 is working normally, the first clamping plate 24 and the second clamping plate 25 are tightly connected and work together; when the pull cord 31 malfunctions, it can quickly unlock, preventing the car door from being unable to open, providing users with more reliable usage protection. Compared with traditional door locks and the original embodiment, this represents a further improvement and enhancement.

[0045] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. An external tension actuator for a vehicle lock, characterized in that: Includes a panel (1) for installation inside the car door, a lock pin groove (11) is provided on the panel (1), a lock tongue (2) is rotatably connected to the panel (1), a slot (23) is provided on the lock tongue (2), a rotating shaft is provided on the panel (1), a connecting hole (20) for the rotating shaft to be inserted is provided on the lock tongue (2), a connecting seat (21) is connected to the lock tongue (2), a through hole (211) is provided on the connecting seat (21), a pull rope (31) is passed through the through hole (211), one end of the pull rope (31) passes through the through hole (211) and is fixedly connected to a limit ball (311), and the other end of the pull rope (31) is connected to a power actuator (3); The latch (2) is provided with a switch trigger piece (22), and the panel (1) is provided with switch one (12) and switch two (13). When the switch trigger piece (22) triggers switch one (12), switch one (12) is released and outputs a trigger signal, which controls the power actuator (3) to wind up the pull rope (31). The pull rope (31) drives the latch (2) to rotate. When the switch trigger piece (22) triggers switch two (13), switch two (13) is attracted and outputs a locking signal. The latch (2) and the lock are locked and engaged. The power actuator (3) is controlled to reverse and unwind the pull rope (31), so that the pull rope (31) is in a naturally slack state. An automatic reset mechanism (4) is provided on the latch (2) near the connecting seat (21).

2. The external tension actuator for a vehicle lock according to claim 1, characterized in that: The power actuator (3) includes a protective box (32), a drive motor (33) is fixedly connected inside the protective box (32), a worm gear (34) is fixedly connected to the output shaft of the drive motor (33), a worm wheel (35) meshes on the worm gear (34), a protective cover (352) is fitted over the worm gear (34), the protective cover (352) is fixedly connected inside the protective box (32), a transmission shaft (351) is fixedly connected to the center of the worm wheel (35), and a gear (36) is fixedly connected to the transmission shaft (351). Gear 2 (37) is rotatably connected inside the protective box (32). Gear 2 (37) meshes with gear 1 (36). A power shaft is rotatably connected inside the protective box (32). A winding wheel (39) and gear 3 (38) are rotatably connected on the power shaft. Gear 3 (38) meshes with gear 2 (37). An arc-shaped baffle (391) is fixedly connected to the winding wheel (39). A groove (392) is provided on the arc-shaped baffle (391). The end of the pull rope (31) passes through the groove (392) and is fixedly connected to an anti-detachment ball (312).

3. The external tension actuator for a vehicle lock according to claim 1, characterized in that: The automatic reset mechanism (4) includes a latch reset spring (41), a connecting post (212) is fixedly connected to the top of the connecting seat (21), and a reset post (14) is fixedly connected to the panel (1). The two ends of the latch reset spring (41) are respectively connected to the connecting post (212) and the reset post (14). The automatic reset mechanism (4) also includes a pull rope reset spring (42), a locking ring (43) is fixedly connected to the limiting ball (311), and a return post (15) is fixedly connected to the panel (1). The two ends of the pull rope reset spring (42) are respectively connected to the locking ring (43) and the return post (15).

4. The external tension actuator for a vehicle lock according to claim 1, characterized in that: The panel (1) has multiple mounting holes (17) for fixing the panel (1) and the door lock. A rubber sleeve (171) is provided inside the mounting hole (17).

5. The external tension actuator for a vehicle lock according to claim 1, characterized in that: The panel (1) is fixedly connected with a pin (18), and the latch (2) is provided with an arc-shaped guide groove (29). The pin (18) is inserted into the guide groove (29) and can slide in the guide groove (29). The pin (18) is made of hard rubber material.

6. The external tension actuator for a vehicle lock according to claim 1, characterized in that: The locking tongue (2) includes a first locking plate (24) and a second locking plate (25). The connecting seat (21) and the switch trigger piece (22) are located on the first locking plate (24), and the slot (23) is located on the second locking plate (25). An automatic clutch mechanism (5) is provided between the first locking plate (24) and the second locking plate (25). A limit switch is provided on the panel (1) at the maximum stroke of the pull rope (31) when unlocking. When unlocking normally, the pull rope (31) drives the locking tongue (2) to touch the limit switch. The switch closes to indicate successful unlocking. If the pull rope (31) is stuck, the locking tongue (2) cannot reach the specified position. The limit switch remains open and sends a signal to the automatic clutch mechanism (5) to control the automatic clutch mechanism (5) to drive the second locking plate (25) to rotate relative to the first locking plate (24) to unlock.

7. The external tension actuator for a vehicle lock according to claim 6, characterized in that: The automatic clutch mechanism (5) includes a positioning box (51) fixedly connected to the second clamping plate (25). The positioning box (51) is open on one side facing the connecting seat (21). Two clamping rods (52) are provided inside the positioning box (51). A hook (521) is provided opposite to one end of the clamping rod (52) facing the connecting seat (21). The hook (521) has a bevel. The other end is hinged to the second clamping plate (25). A clamping rod (53) is fixedly connected to the first clamping plate (24). A limiting plate (54) for clamping the hook (521) is fixedly connected to the end of the clamping rod (53). The limiting plate (54) is perpendicular to the clamping rod (53). The limiting plate (54) has a bevel. A power component is connected to the positioning box (51) to drive the clamping rod (52) to rotate around the hinge point. The power component is controlled by a limit switch.

8. The external tension actuator for a vehicle lock according to claim 7, characterized in that: The power assembly includes a power motor (55), which is controlled by a limit switch. A power wheel (551) is fixedly connected to the output shaft of the power motor (55), and a traction rope (552) is fixedly connected to the power wheel (551). Two connecting ropes (553) are fixedly connected to the end of the traction rope (552), and the connecting ropes (553) are respectively fixed to the ends of two clamping rods (52) away from the ends. A buffer return spring (56) is fixedly connected between the two clamping rods (52).

9. The external tension actuator for a vehicle lock according to claim 7, characterized in that: The snap-fit ​​rod (53) has a cavity (531) inside, and a pull rod (532) is slidably connected inside the cavity (531). A fixing rope (533) is fixedly connected to the end of the pull rod (532). One end of the fixing rope (533) is fixedly connected to the pull rod (532), and the other end is fixedly connected to a compression ring (5331). The end of the compression ring (5331) away from the fixing rope (533) is fixedly connected to the inner wall of the through hole (211). Connecting rods (534) are hinged to the two symmetrical sides of the pull rod (532). One end of the first (534) is hinged to the second (535), and the side wall of the snap-fit ​​rod (53) is symmetrically provided with a discharge port (536). The end of the second (535) extends from the discharge port (536) and abuts against the hook (521). A limit groove (537) is provided in the snap-fit ​​rod (53). A limit ring (538) is fixedly connected to the middle of the pull rod (532). A compression spring (539) is sleeved on the pull rod (532). The limit ring (538) and the compression spring (539) are both located in the limit groove (537).

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