Automobile door lock ice breaking mechanism and automobile door lock

Abstract

The utility model relates to the technical field of automobile locks, and provides an automobile door lock icebreaking mechanism and an automobile door lock, the automobile door lock icebreaking mechanism comprises: a pawl assembly, which enables the pawl assembly to be separated from a spring bolt or abut against the spring bolt according to the rotation direction during rotation to form an unlocking state, a semi-locking state and a full-locking state; the ratchet wheel assembly can push the pawl assembly to be locked with the spring bolt in a self-suction mode when rotating. The icebreaking guide rod can be driven by the release association rod; and the icebreaking push rod can push the ratchet wheel assembly to execute rotation with the icebreaking function under the driving action of the first driving device and the guiding and limiting action of the icebreaking guide rod. According to the ice breaking mechanism for the automobile door lock, the normal locking function, the opening function and the ice breaking function of the door lock are integrated through the simple and ingenious mechanical structure design, the ice does not need to be forcibly broken by means of external force, and the risks of damage to an automobile door and a lock body and personal injury caused by misoperation are avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile locks, in particular to an automobile door lock ice-breaking mechanism and an automobile door lock. Background Art

[0002] In the field of car door lock technology, with the rapid development of vehicle intelligence and electrification, users have put forward higher requirements for the functionality and safety of car door locks. Especially in the cold winter, when the vehicle is parked outdoors, the door locks and surrounding areas are prone to ice, making it difficult to open the door, which not only brings inconvenience to users, but also may cause safety hazards. Traditional door locks usually need to use external force to break the ice under icy conditions, which is not only easy to damage the door and lock body, but also may cause personal injury due to improper operation.

[0003] In the prior art, most car door locks use mechanical or electric locking methods, but these locking methods are often ineffective in icy conditions. Although some products try to solve this problem by adding ice-breaking components, most of these products have problems such as complex structural design, poor linkage, and poor stability, resulting in poor ice-breaking effects and even affecting the normal use of door locks. In addition, some products also have problems such as complex ice-breaking process and inconvenient operation, which are difficult to meet the actual needs of users.

[0004] Therefore, developing an automobile door lock ice-breaking mechanism with simple structure, convenient operation and high stability has become a technical problem that needs to be solved urgently in the industry. Utility Model Content

[0005] In view of this, the utility model aims to provide an automobile door lock ice-breaking mechanism and an automobile door lock, so as to solve the technical problem that the automobile door lock cannot be opened normally due to freezing under extremely cold conditions.

[0006] In order to achieve the above object, the technical solution of the utility model is implemented as follows:

[0007] An automobile door lock ice-breaking mechanism, comprising:

[0008] The pawl assembly is rotatably arranged, and when it rotates, it is separated from the lock tongue or pressed against the lock tongue according to the rotation direction, forming an unlocked state, a semi-locked state and a fully locked state;

[0009] The ratchet assembly is rotatably arranged, and when rotating, it can push the pawl assembly and the lock tongue to self-absorb and lock;

[0010] An ice-breaking guide rod capable of being driven by a release-related rod;

[0011] The ice-breaking push rod, driven by the first driving device, can push the ratchet assembly to rotate to perform the ice-breaking function under the guiding and limiting action of the ice-breaking guide rod.

[0012] Furthermore, the ice-breaking guiding rod and the ice-breaking push rod are guided and slidably limited by a guiding sliding column and a second guiding chute under the ice-breaking working condition.

[0013] Furthermore, the ice-breaking push rod includes an ice-breaking push rod body, a guiding sliding column is arranged on the ice-breaking push rod body, the ice-breaking guiding rod includes an ice-breaking guiding rod body, a second guiding chute is arranged on the ice-breaking guiding rod body, and the guiding sliding column is slidably limited in the second guiding chute.

[0014] Furthermore, under the ice-breaking working condition, the release connecting rod pushes the ice-breaking guiding rod to rotate or move towards the side close to the ratchet assembly.

[0015] Furthermore, the ratchet assembly includes a ratchet, an ice-breaking groove is arranged on the ratchet, and the ice-breaking push rod abuts against the ice-breaking groove when guiding and sliding along the second guiding chute under the ice-breaking working condition.

[0016] Furthermore, the ice-breaking guiding rod is hinged and fixed on the housing, and a return spring is arranged between the two. When the release connecting rod rotates counterclockwise under the ice-breaking working condition, it drives the ice-breaking guiding rod to rotate along the hinge axis, and then drives the second guiding chute to move to the ice-breaking working condition limiting position. After the release connecting rod is reset, the ice-breaking guiding rod is reset under the action of the return spring.

[0017] Furthermore, the second guiding chute is arranged in an arc shape on the ice-breaking guiding rod body.

[0018] Furthermore, the ice-breaking push rod body is hinged and rotated with the sector transmission gear in the first driving device through a third pin shaft and a third torsion spring.

[0019] Furthermore, it further includes:

[0020] A self-priming push rod, which is hinged and rotated with the sector transmission gear in the first driving device, and can drive the ratchet assembly to rotate to perform the self-priming locking function under the driving action of the first driving device;

[0021] A self-priming interruption connecting rod, which can move or rotate towards the side close to the ratchet assembly when the release connecting rod performs the ice-breaking function, and disconnects the self-priming push rod from the ratchet assembly.

[0022] Compared with the prior art, the automobile door lock ice-breaking mechanism of the present utility model has the following advantages:

[0023] (1) The ice-breaking mechanism of the vehicle door lock described in the present utility model is provided with an ice-breaking push rod and an ice-breaking guide rod, and realizes guiding sliding limit between the two, so that driven by the first driving device, the ice-breaking push rod can accurately push the ratchet assembly to rotate to perform the ice-breaking function, thereby effectively breaking the ice on the door lock and ensuring that the door lock can be opened smoothly.

[0024] (2) The ice-breaking mechanism of the vehicle door lock described in the present utility model integrates the normal locking, opening functions and ice-breaking function of the door lock through a simple and ingenious mechanical structure design, without the need to rely on external force to break the ice forcibly, avoiding the risks of damage to the vehicle door and lock body and personal injury caused by improper operation, being easy to manufacture, install and maintain, and providing a more convenient and safe vehicle use experience for users.

[0025] Another object of the present utility model is to propose a vehicle door lock, on which the ice-breaking mechanism of the vehicle door lock as described above is provided.

[0026] The advantages of the vehicle door lock and the above-mentioned ice-breaking mechanism of the vehicle door lock relative to the prior art are the same, and will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The drawings constituting a part of the present utility model are used to provide a further understanding of the present utility model. The schematic embodiments of the present utility model and their descriptions are used to explain the present utility model and do not constitute an improper limitation to the present utility model. In the drawings:

[0028] Figure 1 is a schematic structural diagram of the signal triggering mechanism of the vehicle door lock according to the embodiment of the present utility model;

[0029] Figure 2 is a schematic structural diagram of the ratchet in the open position in the signal triggering mechanism of the vehicle door lock according to the embodiment of the present utility model;

[0030] Figure 3 is a schematic structural diagram of the ratchet in the semi-locked position in the signal triggering mechanism of the vehicle door lock according to the embodiment of the present utility model;

[0031] Figure 4 is a schematic structural diagram of the ratchet in the fully locked position in the signal triggering mechanism of the vehicle door lock according to the embodiment of the present utility model;

[0032] Figure 5 is a schematic structural diagram of the ratchet in the open state and the pawl in the state of pressing the first signal switch in the signal triggering mechanism of the vehicle door lock according to the embodiment of the present utility model;

[0033] Figure 6 is a perspective structural diagram of the signal triggering rod reset in the fully locked state according to the embodiment of the present utility model;

[0034] Figure 7 It is Figure 6 a schematic structural view of the second perspective of the structure shown in

[0035] Figure 8 a schematic structural view of the automotive door lock according to the embodiment of the present utility model after removing the upper cover;

[0036] Figure 9 a schematic structural view of the ratchet wheel in the automotive door lock starting to self - absorb at the half - locked position in Embodiment 2 of the present utility model;

[0037] Figure 10 a schematic structural view of the ratchet wheel in the automotive door lock being in the self - absorbed and completed state under the action of the self - absorption push rod in Embodiment 2 of the present utility model;

[0038] Figure 11 a schematic structural view of the self - absorption push rod positioning mechanism in the automotive door lock in Embodiment 2 of the present utility model;

[0039] Figure 12 a schematic structural view of the ratchet wheel in the self - absorption of the automotive door lock being in the self - absorbed and completed state under the action of the self - absorption push rod in Embodiment 2 of the present utility model;

[0040] Figure 13 a schematic structural view of the ice - breaking mechanism pushing the ratchet wheel to perform the ice - breaking function when the automotive door lock is opened in Embodiment 3 of the present utility model;

[0041] Figure 14 It is Figure 13 a schematic structural view of the ice - breaking push rod guidingly moving in the ice - breaking guiding rod of the structure shown in

[0042] Figure 15 It is Figure 13 a schematic structural view of the ice - breaking push rod extending into the ice - breaking groove on the ratchet wheel of the structure shown in

[0043] Figure 16 a schematic structural view of the first signal switch, the half - lock signal switch and the ratchet wheel in the half - locked state in the automotive door lock according to the embodiment of the present utility model;

[0044] Figure 17 a schematic structural view of the first signal switch, the half - lock signal switch and the ratchet wheel in the fully - locked state in the automotive door lock according to the embodiment of the present utility model;

[0045] Figure 18 a schematic structural view of the automotive door lock according to the embodiment of the present utility model;

[0046] Explanation of reference numerals:

[0047] 1 - Pawl assembly; 101 - Pawl; 102 - First torsion spring; 103 - First pin shaft; 104 - Pawl link; 105 - Pawl link driving mechanism; 2 - Ratchet assembly; 201 - Ratchet; 202 - Second torsion spring; 203 - Second pin shaft; 204 - Ratchet link; 205 - Ratchet link driving mechanism; 206 - First boss; 207 - Ice-breaking groove; 3 - Signal trigger rod; 301 - Ratchet crimping part; 3011 - Rotating crimping part; 3012 - First avoidance groove; 302 - Pawl crimping part; 3021 - First mounting plate; 3022 - Crimping boss; 303 - First pin shaft hole; 4 - First signal switch; 5 - Housing; 501 - Base; 502 - Side cover; 503 - Upper cover; 6 - Rotating shaft device; 7 - Torsion spring device; 8 - Limiting device; 9 - First driving device; 91 - First driving motor; 92 - First transmission mechanism; 93 - Sector transmission gear; 10 - Second driving device; 1001 - Second driving motor; 1002 - Second transmission mechanism; 1003 - Electric release link; 11 - Release associated link; 12 - Outer opening link; 13 - Self-suction interruption link; 1301 - First guiding chute; 1302 - Arc-shaped abutting part; 14 - Self-suction push rod; 1401 - First limiting groove; 15 - Self-suction interruption rivet; 16 - Guiding convex column; 17 - Ice-breaking push rod; 1701 - Ice-breaking push rod body; 1702 - Third pin shaft; 1703 - Guiding sliding column; 1704 - Third torsion spring; 18 - Ice-breaking guiding rod; 1801 - Ice-breaking guiding rod body; 1802 - Second guiding chute; 1803 - Hinge shaft hole; 1804 - Return spring; 19 - Half-lock signal switch; 20 - Suction reset signal switch. Detailed implementation mode

[0048] In order to make the technical means, achieved purposes and effects of the present utility model easy to understand, the embodiments of the present utility model will be described in detail below with reference to specific illustrations.

[0049] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0050] Embodiment 1

[0051] As Figures 1 - 8 shown, this application discloses a signal trigger mechanism for an automotive door lock, including:

[0052] A pawl assembly 1, a ratchet assembly 2, and a first driving device 9 installed in a housing 5, wherein the pawl assembly 1 and the ratchet assembly 2 form the position configurations of the full-lock state, semi-lock state, and fully-open state of the door lock under the action of the first driving device 9;

[0053] A first signal switch 4, fixedly arranged on the housing 5 and connected to a vehicle body controller;

[0054] A signal trigger rod 3, which is disengaged from the first signal switch 4 only when the door lock is in the full-lock state under the action of a rotating shaft device 6, a torsion spring device 7, the pawl assembly 1, and the ratchet assembly 2, and the first signal switch 4 undergoes a signal jump. Among them, the torsion spring device 7 is arranged on one side of the signal trigger rod 3 close to the first signal switch 4 and causes this end to rotate along the rotating shaft device 6 away from the first signal switch 4.

[0055] The signal trigger mechanism for an automotive door lock disclosed in this application improves the signal feedback structure for whether the existing self-locking automotive door lock structure is completely in the full-lock state. By setting a first signal switch 4, when the ratchet assembly 2 of the automotive door lock moves to the full-lock state under the action of the first driving device 9, the pressing force between the ratchet assembly 2 and the signal trigger rod 3 is disengaged. At the same time, the pawl assembly 1 resets, and the signal trigger rod 3 is disengaged from the first signal switch 4 under the action of the torsion spring device 7, realizing the jump of the first signal switch 4, thereby outputting a signal feedback that the automotive door lock is in the full-lock state to the vehicle body controller. If the pawl assembly is in a non-initial position or the ratchet assembly 2 is in the full-lock state but the pawl assembly 1 fails to reset due to icing, the pawl assembly 1 can press the signal trigger rod 3 against the first signal switch 4 against the action of the torsion spring device 7, causing the first signal switch 4 to be in a pressed state. As an example of this application, the first signal switch 4 is in a normally connected state when pressed by the signal trigger rod 3 and jumps to a disconnected state when the signal trigger rod 3 is disengaged from the first signal switch 4, thereby realizing that through a group of first signal switches 4, it is possible to achieve signal feedback on whether the pawl assembly 1 and the ratchet assembly 2 in the automotive door lock are in a completely closed state in the full-lock state. The torsion spring device 7 is arranged on one side of the signal trigger rod 3 close to the first signal switch 4 and causes this end to rotate along the rotating shaft device 6 away from the first signal switch 4, making the layout of the entire trigger mechanism more compact, helping to optimize the use of the internal space, while reducing unnecessary support structures and connecting parts, better resisting interference from environmental factors, optimizing the overall design, improving the accuracy and reliability of the signal trigger mechanism. Through the elastic force of the torsion spring device 7, it is ensured that the signal trigger rod 3 performs precise actions in different states (full-lock, semi-lock, fully-open), ensuring that the jump of the first signal switch 4 is accurate and error-free, and transmitting the correct door lock state information to the vehicle body controller.

[0056] The automotive door lock signal triggering mechanism disclosed in this application optimizes the structural design, simplifies the component assembly structure, reduces costs, and improves the accuracy and reliability of signal feedback.

[0057] As a preferred example of this application, the signal trigger rod 3 includes a ratchet crimping portion 301, a pawl crimping portion 302, and a first pin hole 303. The first pin hole 303 is sleeved on the rotating shaft device 6. The ratchet crimping portion 301 and the pawl crimping portion 302 are arranged on opposite sides of the first pin hole 303. The ratchet crimping portion 301 is used for the crimping limit of the ratchet assembly 2 during the working position change, and the pawl crimping portion 302 is used for the crimping limit of the pawl assembly 1 during the working position change. In the fully locked state, the ratchet crimping portion 301 and the pawl crimping portion 302 are relatively disengaged from the pawl assembly 1 and the ratchet assembly 2 and rotate away from the first signal switch 4. This design discloses a specific structure of the signal trigger rod 3, including a ratchet crimping portion 301, a pawl crimping portion 302, and a first pin hole 303, realizing the precise limit and signal feedback of the ratchet assembly 2 and the pawl assembly 1. The ratchet crimping portion 301 and the pawl crimping portion 302 interact with the ratchet assembly 2 and the pawl assembly 1 respectively, so as to establish a precise detection of whether the ratchet assembly 2 and the pawl assembly 1 are in the fully locked state under the fully locked condition of the door lock through a set of first signal switches 4. At the same time, the signal trigger rod 3 is fixed on the rotating shaft device 6 through the first pin hole 303, so that the ratchet crimping portion 301 and the pawl crimping portion 302 can move stably and precisely during operation, reducing the errors caused by component loosening or misalignment. The whole component structure is relatively compact, reducing the number and complexity of components, helping to optimize the overall design of the door lock mechanism. In the semi-locked or fully open state, the ratchet crimping portion 301 and the pawl crimping portion 302 will keep in contact with the ratchet assembly 2 and the pawl assembly 1 respectively, and the signal trigger rod 3 always remains non-rotating, and the first signal switch 4 remains in the normal connected state until in the fully locked state, the ratchet crimping portion 301 and the pawl crimping portion 302 are relatively disengaged from the pawl assembly 1 and the ratchet assembly 2, and the signal trigger rod 3 rotates and moves away from the first signal switch 4, triggering a signal jump, ensuring that the first signal switch 4 timely and accurately feedbacks the signal of the fully locked state, with strong anti-interference ability, capable of maintaining a stable working state under various environmental conditions (such as vibration, icing, etc.), providing accurate signal feedback, facilitating maintenance personnel to conduct inspections, repairs and replacements, and reducing the maintenance time and costs.

[0058] Through the precise design of the signal trigger rod 3, the automotive door lock signal triggering mechanism described in this application improves the accuracy and reliability while simplifying the design, optimizing the structure, improving the accuracy of signal feedback and the environmental adaptability of the system, and facilitating maintenance and adjustment, significantly enhancing the overall performance and user experience of the automotive door lock system.

[0059] As a preferred example of the present application, the pawl assembly 1 includes a pawl link pushing mechanism 105, the ratchet assembly 2 includes a ratchet link pushing mechanism 205. The pawl link pushing mechanism 105 always acts on the pawl crimping portion 302 in the non-full-lock state and crimps it to the first signal switch 4. The ratchet link pushing mechanism 205 always acts on the ratchet crimping portion 301 in the non-full-lock state and drives the pawl crimping portion 302 to crimp to the first signal switch 4. In the example of the present application, in the full-lock state, the pawl crimping portion 302 and the ratchet crimping portion 301 on the signal trigger rod 3 are disengaged from the pawl link pushing mechanism 105 and the ratchet link pushing mechanism 205, and the signal trigger rod 3 is disengaged from the first signal switch 4 under the action of the rotating shaft device 6 and the torsion spring device 7. As a specific example of the present application, by providing a ratchet link pushing mechanism 205 on the ratchet assembly 2, when the ratchet assembly 2 moves from the fully open state or the semi-lock state to the full-lock state under the action of the first driving device 9, the ratchet link pushing mechanism 205 is always crimped on the ratchet crimping portion 301 of the signal trigger rod 3 under the rotation of the ratchet assembly 2, and presses the signal trigger rod 3 against the first signal switch 4 against the acting force of the torsion spring device 7 until the ratchet assembly 2 moves to the full-lock state, and the ratchet link pushing mechanism 205 is relatively disengaged from the ratchet crimping portion 301. At this time, if the pawl assembly 1 is reset, the pawl link pushing mechanism 105 on the pawl assembly 1 is disengaged from the pawl crimping portion 302 of the signal trigger rod 3. When the signal trigger rod 3 is in a disengaged state from both the pawl link pushing mechanism 105 and the ratchet link pushing mechanism 205, the pawl crimping portion 302 can rotate away from the first signal switch 4 under the action of the rotating shaft device 6 and the torsion spring device 7, and then disengage from the first signal switch 4. Otherwise, the pawl crimping portion 302 is always in a state of being pressed tightly on the first signal switch 4 and no signal jump will occur.

[0060] By respectively providing a pawl link pushing mechanism 105 and a ratchet link pushing mechanism 205 on the pawl assembly 1 and the ratchet assembly 2, the above settings achieve precise control and signal feedback of the signal trigger rod 3, avoid the risk of false reporting of the full-lock state, improve the reliability and safety of the system, and at the same time optimize the structural design, enhancing the user experience and maintenance convenience.

[0061] As a preferred example of the present application, a limiting device 8 is provided on the housing 5. The limiting device 8 is used to limit the pawl crimping portion 302 on the signal trigger rod 3 when it rotates away from the first signal switch 4 under the action of the torsion spring device 7. Through this structural design, the accuracy and stability of signal feedback are ensured, the design and installation processes are simplified, the function of the torsion spring device is more effective, the anti-interference ability of the system is enhanced, the performance of the automotive door lock signal trigger mechanism and the user experience are effectively improved, and accurate and reliable signal feedback can be provided under various working conditions.

[0062] As a preferred example of the present application, the ratchet crimping portion 301 includes a rotating crimping portion 3011 and a first avoidance groove 3012. The rotating crimping portion 3011 is arc-shaped. The first avoidance groove 3012 is an avoidance portion that is recessed along the tangent direction of the rotating crimping portion 3011 towards the arc center. When the door lock is in the fully locked state, the ratchet link pushing mechanism 205 slides into the first avoidance groove 3012 and is relatively disengaged from the signal trigger rod 3. The above setting discloses a specific structure of the ratchet crimping portion 301, including a rotating crimping portion 3011 and a first avoidance groove 3012. The rotating crimping portion 3011 is arc-shaped, so that the ratchet link pushing mechanism 205 always maintains a crimping contact with the rotating crimping portion 3011 in the non-fully locked state, ensuring that the signal trigger rod 3 is crimped on the first signal switch 4 in the non-fully locked state, guaranteeing the smooth movement of the signal trigger rod 3 during rotation, reducing friction and wear, and improving the durability and stability of the component. The first avoidance groove 3012 designed to be recessed along the tangent direction of the rotating crimping portion 3011 towards the arc center realizes the avoidance of the ratchet link pushing mechanism 205 when the ratchet assembly 2 moves to the fully locked state of the door lock, realizes the relative disengagement of the ratchet link pushing mechanism 205 and the signal trigger rod 3, prevents mis-triggering caused by vibration or other interferences in the fully locked state, improves the reliability and anti-interference ability of the system, and ensures accurate and reliable signal feedback.

[0063] As a preferred example of the present application, the ratchet crimping portion 302 includes a first mounting plate 3021 and a crimping boss 3022, the first mounting plate 3021 and the crimping boss 3022 are arranged in a step shape, the first mounting plate 3021 is used to install and fix the torsion spring device 7, the first signal switch 4 and the ratchet connecting rod pushing mechanism 105 can respectively abut against the opposite sides of the crimping boss 3022 along the rotation direction of the ratchet crimping portion 302. The above-mentioned setting discloses a specific structure of a ratchet crimping portion 302, by designing a ratchet crimping portion 302 including a first mounting plate 3021 and a crimping boss 3022 arranged in a step shape, the first mounting plate 3021 is used to fix the torsion spring device 7, and provides a stable mounting base, ensuring that the torsion spring device 7 can stably apply force during operation, maintain the normal operation of the signal trigger rod 3, and avoid unstable operation caused by loosening or displacement of the torsion spring device 7; the crimping boss 3022 and the first mounting plate 3021 are arranged in a step shape, so that the ratchet connecting rod pushing mechanism 105 and the first signal switch 4 can respectively abut against the opposite sides of the crimping boss 3022 along the rotation direction of the ratchet crimping portion 302, thereby making the force transmission path clearer and more concentrated, ensuring that the signal trigger rod 3 can accurately rotate and position when subjected to force, improving the working accuracy of the signal trigger rod 3, further simplifying the overall design, and reducing the complexity of manufacturing and assembly. As an example of the present application, the ratchet crimping portion 302 is roughly rhombus-shaped, and a transition arc is provided at the connection between the abutting edges on both sides.

[0064] As a preferred example of the present application, the pawl assembly 1 further includes a pawl 101, a first torsion spring 102, a first pin 103 and a pawl link 104. The pawl 101 and the pawl link 104 are connected as a whole through the first torsion spring 102 and the first pin 103. The pawl link pushing mechanism 105 is integrally arranged on the pawl link 104 at the end close to the pawl crimping portion 302. This design integrates the pawl 101 and the pawl link 104 through the first torsion spring 102 and the first pin 103 to form a complete mechanism, thereby enhancing the overall rigidity and reliability of the assembly, reducing the number of independent components, and reducing the failure rate of the system. The pawl link pushing mechanism 105 is integrally arranged on the pawl link 104 to ensure that the pawl link pushing mechanism 105 can accurately act on the pawl crimping portion 302 of the signal trigger rod 3 when the pawl assembly 1 is in the working state, providing a clear crimping or disengagement action, and ensuring the accuracy of the signal feedback.

[0065] As a preferred example of the present application, the ratchet assembly 2 includes a ratchet wheel 201, a second torsion spring 202, a second pin shaft 203, and a ratchet link 204. The ratchet wheel 201 and the ratchet link 204 are connected as a whole through the second torsion spring 202 and the second pin shaft 203. The ratchet link pushing mechanism 205 is integrally provided at an end of the ratchet link 204 close to the ratchet crimping portion 301. This design discloses a specific structure of the ratchet assembly 2, improving the overall rigidity and reliability of the ratchet assembly 2. The modular integrated design reduces the number of independent components and installation complexity, making the system design more concise and efficient. The ratchet link pushing mechanism 205 is arranged on one side close to the first signal switch 4, so that it can always apply force to the ratchet crimping portion 301 of the signal trigger rod 3 in the non-full-lock state, preventing signal mis-triggering and ensuring detachment only in the full-lock state, achieving accurate signal feedback.

[0066] The automotive door lock signal trigger mechanism disclosed in the present application mainly includes a ratchet assembly 2, a pawl assembly 1, a signal trigger rod 3, and a first signal switch 4. The pawl assembly 1 includes a pawl link pushing mechanism 105, and the ratchet assembly 2 includes a ratchet link pushing mechanism 205. In the full-lock state, the signal trigger rod 3 is disengaged from the pawl link pushing mechanism 105 and the ratchet link pushing mechanism 205, and the signal trigger rod 3 is disengaged from the first signal switch 4 under the action of the torsion spring device 7 and the limiting device 8.

[0067] When the door lock is in the full-lock state, the ratchet link pushing mechanism 205 in the ratchet assembly 2 slides into the first avoidance groove 3012 in the signal trigger rod 3, the pawl link pushing mechanism 105 in the pawl assembly 1 rotates counterclockwise, and the signal trigger rod 3 rotates counterclockwise under the action of the torsion spring device 7 and is disengaged from the first signal switch 4.

[0068] When the door lock self-sucks from the half-lock state to the full-lock state, if the pawl link pushing mechanism 105 in the pawl assembly 1 does not move to the locked working condition position, the pawl link pushing mechanism 105 in the pawl assembly 1 presses on the signal trigger rod 3 and presses the pawl crimping portion 302 of the signal trigger rod 3 on the first signal switch 4, as Figure 5 shown in the structure.

[0069] Embodiment 2

[0070] As Figures 8 - 12 shown, the present application discloses an automotive door lock suction interruption mechanism, including:

[0071] A pawl assembly 1, rotatably arranged, which, when rotating, disengages from the lock tongue according to the rotation direction or presses against the lock tongue to form an unlocked state, a half-lock state, and a full-lock state;

[0072] The ratchet assembly 2 is rotatably arranged and can push the pawl assembly 1 and the lock tongue to be self-suction locked when rotating;

[0073] The self-suction push rod 14 can drive the ratchet assembly 2 to rotate to perform the self-suction locking function under the driving action of the first driving device 9;

[0074] The release link 11 can drive the self-suction interruption link 13 to slide under the action of the interruption assembly. During the sliding process of the self-suction interruption link 13, the self-suction push rod 14 is disengaged from the ratchet assembly 2 to achieve self-suction interruption.

[0075] In this application, a pawl assembly 1 and a ratchet assembly 2 that can rotate relative to each other are provided. According to different rotation directions, it can disengage from the lock tongue (forming an unlocking state), abut against the lock tongue (forming a full-lock state), or be between the two (forming a semi-lock state). The above functions and implementation methods already belong to the prior art of the automotive door lock structure with self-suction function, and will not be elaborated here. The automotive door lock suction interruption mechanism described in this application optimizes and improves the above structure. By arranging a release link 11 in the housing 5 of the automotive door lock, when it is necessary to interrupt the self-suction locking (for example, when a passenger or a driver realizes danger during the door closing process), the interruption assembly (such as an emergency release handle or a sensor or a door handle, etc.) will act, causing the release link 11 to drive the self-suction interruption link 13 to perform horizontal and / or arc sliding under the action of the interruption assembly. During the sliding process of the self-suction interruption link 13, the self-suction push rod 14 is disengaged from the ratchet assembly 2, so that the ratchet assembly 2 no longer pushes the pawl assembly 1 and the lock tongue to be self-suction locked, thereby realizing the self-suction interruption function.

[0076] The automotive door lock suction interruption mechanism disclosed in this application realizes the automatic closing, locking of the door and the self-suction interruption function in an emergency through a simple mechanical structure, with a compact structure, reliable action, and improves the safety, reliability and convenience of the automotive door lock.

[0077] As a preferred example of the present application, the release linkage rod 11 is arranged on the side of the ratchet assembly 2 away from the first driving device 9, and an arc-shaped abutting portion 1302 is arranged on the self-priming interruption link 13, and a self-priming interruption rivet 15 is arranged on the self-priming push rod 14. The arc-shaped abutting portion 1302 can drive the self-priming interruption rivet 15 to rotate toward the side away from the ratchet assembly 2 under the driving action of the release linkage rod 11. By arranging the release linkage rod 11 on the side of the ratchet assembly 2 away from the first driving device 9, the reliability of the execution of the self-priming function and the self-priming interruption function is ensured, so that when it is necessary to interrupt the self-priming lock, the release linkage rod 11 can directly and effectively interact with the self-priming interruption link 13 without being interfered by the first driving device 9, which can reduce the resistance during the pushing process, ensure the accuracy and reliability of the pushing, and at the same time optimize the spatial structure layout inside the automotive door lock. The structural design among components such as the release linkage rod 11, the self-priming interruption link 13, and the self-priming push rod 14 is compact and reasonable, which not only ensures the realization of the function but also saves space, making the entire door lock system more compact and lightweight.

[0078] The above settings achieve effects such as efficient interruption, compact structure, and good stability through reasonable layout and delicate design, providing a strong guarantee for the safety of automotive door locks.

[0079] As a preferred example of the present application, the release linkage rod 11 is rotatably arranged and can be reset under the action of a reset device. The self-priming interruption link 13 is fixedly connected to one end thereof, and a first guiding chute 1301 is arranged on the self-priming interruption link 13, and the first guiding chute 1301 can slide along the guiding convex column 16. As a specific example of the present application, the release linkage rod 11 is hinged and fixed on the housing 5 and a reset torsion spring is arranged on its hinge shaft. The release linkage rod 11 rotates under the action of the interruption assembly and drives the self-priming interruption link 13 to rotate and slide to one side. Combined with the guiding convex column 16 arranged on the housing 5, the first guiding chute 1301 arranged on the self-priming interruption link 13 is sleeved on the guiding convex column 16, so that it is limited and guided by the guiding convex column 16 during rotation and sliding. After the self-priming interruption function ends, the interruption assembly stops working, and the release linkage rod 11 returns to its original position under the action of the reset torsion spring. Through the above structural settings, the linkage function of the release linkage rod 11 and the self-priming interruption link 13 is realized, and the guiding and sliding setting of the self-priming interruption link 13 ensures that it can move along a predetermined path during rotation and sliding, thereby increasing the stability and accuracy of the mechanism. The structure is ingenious and the use is reliable.

[0080] As a preferred example of the present application, the interruption assembly includes a second driving device 10, and the second driving device 10 can electrically drive the release link 11 to rotate. As a specific example of the present application, the second driving device 10 includes a second driving motor 1001, a second transmission mechanism 1002 (such as a motor worm, gear, etc.), and an electric release link 1003. The electric release link 1003 is driven to rotate by the second driving motor 1001 through the second transmission mechanism 1002, and the electric release link 1003 meshes with the release link 11. Specifically, when performing the self-priming interruption function, the release link 11 rotates counterclockwise under the driving action of the second driving motor 1001 and the second transmission mechanism 1002. The self-priming interruption link 13 is connected to the release link 11 at the meshing end far from the electric release link 1003, so that the self-priming interruption link 13 moves to the right, and then pushes the self-priming interruption rivet 15 on the self-priming push rod 14 to move to the right. The first limiting groove 1401 on the self-priming push rod 14 is relatively disengaged from the first boss 206 on the ratchet assembly 2, realizing self-priming interruption and ending the self-priming function. This setting discloses a structure of an electrically driven interruption assembly. Through the precise control of the motor and the transmission mechanism, it can ensure the precise movement of the self-priming interruption link 13 and the self-priming push rod 14, thereby improving the accuracy and reliability of the interruption. At the same time, this structure can quickly respond to control signals, realize the rapid interruption of the self-priming function, and improve the automation level of the system.

[0081] As a preferred example of the present application, the interruption assembly includes an outward-opening link 12, and the outward-opening link 12 is connected to the inner handle and / or the outer handle. The inner handle or the outer handle can drive the release link 11 to rotate through the outward-opening link 12. In the example of the present application, the inner handle or the outer handle can drive the outward-opening link 12 to rotate counterclockwise, and the outward-opening link 12 drives the release link 11 to rotate counterclockwise, so that the self-priming interruption link 13 moves to the right, and then pushes the self-priming interruption rivet 15 on the self-priming push rod 14 to move to the right. The first limiting groove 1401 on the self-priming push rod 14 is relatively disengaged from the first boss 206 on the ratchet assembly 2. This setting discloses an interruption assembly with a mechanical structure associated with the door handle. In an emergency, the user can manually control the self-priming interruption function by directly operating the inner handle or the outer handle, which can be reliably used in harsh environments or when the electric function fails, and has the advantages of fast response, high reliability, and good safety.

[0082] As a preferred example of the present application, the outward-opening connecting rod 12 and the release-associated rod 11 are integrally connected by means of boss fitting. Connecting the outward-opening connecting rod 12 and the release-associated rod 11 by means of boss fitting forms an integrated structure, making the entire mechanism more compact in structure, reducing unnecessary space occupation. At the same time, the boss-fitting connection method can ensure the firm connection between the two components, making it not easy to loosen or misalign, thereby improving the stability of the entire mechanism. In addition, this design helps when the outward-opening connecting rod 12 is operated (such as manually operating the inner handle or outer handle), its movement can be quickly and accurately transmitted to the release-associated rod 11, reducing the transmission loss in the intermediate link, improving the transmission efficiency, making the response speed of the entire mechanism faster, and being able to quickly respond to operation instructions.

[0083] As a preferred example of the present application, the self-priming interruption rivet 15 is provided at one end of the self-priming push rod 14 away from its rotating hinge shaft. As a specific example of the present application, the self-priming interruption rivet 15 is provided at the end of the self-priming push rod 14, and a first limiting groove 1401 for abutting and connecting with the first boss 206 on the ratchet assembly 2 when performing the self-priming function is provided near this end. This setting realizes a direct and effective self-priming interruption mechanism by optimizing the positions and layouts of the self-priming interruption rivet 15 and the first limiting groove 1401, improves the stability of the self-priming function, simplifies the structure and operation, optimizes the space utilization, as well as improves the response speed and sensitivity, and enhances the performance and user experience of the entire mechanism.

[0084] In an example of the present application, the first driving device 9 includes a first driving motor 91, a first transmission mechanism 92, and a sector transmission gear 93. The self-priming push rod 14 is hinged and fixed on the side of the sector transmission gear 93 away from the sector engagement. The sector transmission gear 93 rotates under the driving action of the first driving motor 91 and the first transmission mechanism 92. This setting realizes the precise control and efficient power transmission of the self-priming push rod 14 through the coordinated use of the first driving motor 91, the first transmission mechanism 92, and the sector transmission gear 93, simplifies the structure, and has good stability.

[0085] The vehicle door lock pushes the self-priming push rod 14 under the action of the first driving device 9. The first driving device 9 includes a first driving motor 91 (self-priming motor). When the first driving motor 91 works, it pushes the self-priming push rod 14 through the first transmission mechanism 92 (self-priming gear set) and the sector transmission gear 93. The self-priming push rod 14 pushes the ratchet 201 from the half-lock position to the full-lock position. During the process of the ratchet 201 moving from the half-lock position to the full-lock position, it corresponds to the process of the vehicle door moving from slightly open to completely closed. When the door is slightly open, there is a risk if a finger is pinched by the door.

[0086] The car door lock suction interruption mechanism disclosed in this application is an optimized improvement aimed at the clamping problem that occurs during the process of the car door closing from a slightly open state to a fully closed state. This mechanism has two ways to interrupt the automatic suction to avoid the risk of pinching hands:

[0087] 1. Electric opening drive self-suction interruption: The second drive motor 1001 drives the second transmission mechanism 1002, the electric release link 1003, and the release associated link 11, thereby pushing the self-suction interruption link 13 to drive the self-suction interruption rivet 15 on the self-suction push rod 14 to move towards the side away from the ratchet wheel 201, and then pushing the self-suction push rod 14 away to interrupt the suction process.

[0088] 2. Mechanical emergency handle self-suction interruption: The inner handle or the outer handle is connected to the outer opening link 12. Pulling the outer opening link 12 can drive the release associated link 11, and pushing the self-suction interruption link 13 to push the self-suction push rod 14 away through the self-suction interruption rivet 15 to interrupt the suction process.

[0089] The car door lock suction interruption mechanism described in this application, through two innovative ways of electric opening drive self-suction interruption and mechanical emergency handle self-suction interruption, effectively avoids the possible risk of pinching hands during the automatic suction process of the car door from slightly open to fully closed. Whether it is the electric opening method driven by the second drive motor or the mechanical method driven by pulling the inner and outer handles, it can quickly push the self-suction interruption link, drive the self-suction interruption rivet on the self-suction push rod to move towards the side away from the ratchet wheel, thereby pushing the self-suction push rod away and interrupting the automatic suction process, ensuring the safety of the car door during the closing process and the convenience of user operation. The structure is compact and reliable in use, not only improving the safety performance of the car door lock but also enhancing the user experience.

[0090] Embodiment 3

[0091] As Figures 1 - 15 shown, the present utility model discloses a car door lock ice-breaking mechanism, including:

[0092] The pawl assembly 1 is rotatably arranged. When it rotates, according to the rotation direction, it disengages from the lock tongue or abuts against the lock tongue to form an unlocking state, a semi-locked state, and a fully locked state;

[0093] The ratchet wheel assembly 2 is rotatably arranged. When it rotates, it can push the pawl assembly 1 to self-suction lock with the lock tongue;

[0094] The ice-breaking guide rod 18 can be driven by the release associated link 11 to move towards the side close to the ratchet wheel assembly 2;

[0095] The ice-breaking push rod 17, under the driving action of the first driving device 9, can be guided and limited by the ice-breaking guide rod 18 to push the ratchet wheel assembly 2 to rotate to perform the ice-breaking function.

[0096] The utility model discloses an ice-breaking mechanism for an automobile door lock. By arranging an ice-breaking device including an ice-breaking guide rod 18 and an ice-breaking push rod 17 inside the automobile door lock, when it is cold in winter, the car door may be frozen and unable to be pushed open by the door seal strip. That is, when the door lock cannot be normally opened due to icing, the automobile door lock can execute the ice-breaking working condition. Under the ice-breaking working condition, the electric opening mechanism drives the release connecting rod 11 to rotate, and then drives the ice-breaking guide rod 18 to move towards the side close to the ratchet assembly 2. The ice-breaking push rod 17 is pushed by the first driving device 9 to force the ratchet assembly 2 to rotate along the limiting track formed by the ice-breaking guide rod. In this process, since the position of the lock catch is fixed, the forced rotation of the ratchet assembly 2 can overcome the obstruction caused by icing, thereby realizing the rapid opening of the car door.

[0097] The ice-breaking mechanism for the automobile door lock described in this application integrates the normal locking, opening functions and ice-breaking function of the door lock through a simple and ingenious mechanical structure design, without the need to break the ice by external force, avoiding the risks of damage to the car door and lock body and personal injury caused by improper operation, and is easy to manufacture, install and maintain, providing a more convenient and safe vehicle use experience for users.

[0098] As a preferred example of this application, the ice-breaking guide rod 18 and the ice-breaking push rod 17 are guided and slidably limited by the cooperation of a guide sliding column 1703 and a second guide chute 1802 under the ice-breaking working condition. In the example of this application, the ice-breaking push rod 17 includes an ice-breaking push rod body 1701, and a guide sliding column 1703 is arranged on the ice-breaking push rod body 1701. The ice-breaking guide rod 18 includes an ice-breaking guide rod body 1801, and a second guide chute 1802 is arranged on the ice-breaking guide rod body 1801. Under the ice-breaking working condition, the release connecting rod 11 pushes the ice-breaking guide rod 18 to rotate or move towards the side close to the ratchet assembly 2, so that the second guide chute 1802 moves to the movement track of the guide sliding column 1703 to execute the ice-breaking working condition, and then the ice-breaking push rod 17 is driven by the first driving device 9 to push the ratchet assembly 2 to rotate forcefully along the second guide chute 1802.

[0099] This setting realizes the precise guiding and sliding limit between the ice-breaking push rod 17 and the ice-breaking guide rod 18 through a clever mechanical structure design, enables the ice-breaking push rod 17 to move along a predetermined track under the ice-breaking working condition, and effectively drives the ratchet assembly 2 to rotate, thereby achieving the purpose of ice-breaking.

[0100] As a preferred example of the present application, the ratchet assembly 2 includes a ratchet 201, on which an ice-breaking groove 207 is provided. When the ice-breaking push rod 17 slides along the second guiding chute 1802 under the ice-breaking condition, it abuts against the ice-breaking groove 207. This setting enables the ice-breaking push rod 17 to act on the ratchet 201 more directly and effectively, realizing the concentration and amplification of force, so that the ratchet 201 can rotate more easily when being pushed by the ice-breaking push rod 17, thereby enhancing the ice-breaking effect and speed, and improving the stability and durability of the device.

[0101] As a preferred example of the present application, the ice-breaking guiding rod 18 is hinged and fixed on the housing 5, and a return spring 1804 is provided therebetween. When the release linkage rod 11 rotates counterclockwise under the ice-breaking condition, it drives the ice-breaking guiding rod 18 to rotate along the hinge axis (not shown in the figure), and then drives the second guiding chute 1802 to move to the ice-breaking condition limiting position. After the release linkage rod 11 is reset, the ice-breaking guiding rod 18 is reset under the action of the return spring 1804. As a preferred example of the present application, the second guiding chute 1802 is arranged in an arc shape on the ice-breaking guiding rod body 1801. In the example of the present application, a hinge shaft hole 1803 is provided on the ice-breaking guiding rod body 1801, and the hinge shaft hole 1803 is sleeved on the rotation hinge axis of the ice-breaking guiding rod 18.

[0102] This setting discloses the specific structure of the linkage between the ice-breaking guiding rod 18 and the release linkage rod 11, realizes the precise control of the position of the second guiding chute 1802 under the ice-breaking condition, improves the accuracy and efficiency of the ice-breaking condition function control, simplifies the operation process, and improves the reliability and durability of the equipment. In addition, the second guiding chute 1802 is arranged in an arc shape on the ice-breaking guiding rod body 1801. This design enables the guiding sliding column 1703 in the ice-breaking push rod 17 to be guided more smoothly during the ice-breaking function execution, thereby improving the smoothness and efficiency of the ice-breaking process.

[0103] As a preferred example of the present application, the ice-breaking push rod body 1701 is hinged and rotated with the sector transmission gear 93 in the first driving device 9 through a third pin shaft 1702 and a third torsion spring 1704. In the example of the present application, the specific structure of the first driving device 9 has been specifically described in Embodiment 2 and will not be repeated here.

[0104] As a preferred example of the present application, the automobile door lock ice-breaking mechanism further includes:

[0105] A self-suction push rod 14, which is hinged and rotated with the sector transmission gear 93 in the first driving device 9, and can drive the ratchet assembly 2 to rotate to perform the self-suction locking function under the driving action of the first driving device 9;

[0106] The self - suction interruption link 13 can move or rotate towards the side close to the ratchet assembly 2 when releasing the associated link 11 to perform the ice - breaking function, and disconnect the self - suction push rod 14 from the ratchet assembly 2.

[0107] Through a cleverly designed mechanical linkage structure, the integrated design of an automotive door lock with self - suction and ice - breaking working conditions is realized. Specifically, when the door is fully closed, the door lock can be opened through an electric release mechanism. That is, the second drive motor 1001 in the second drive device 10 drives the second transmission mechanism 1002, the electric release link 1003, and the release associated link 11 to rotate, and finally pushes the pawl assembly 1 away, thereby opening the door. When it is cold in winter, the door may be frozen and cannot be pushed open by the door seal. When the door lock cannot be normally opened due to icing, when the second drive device 10 works, the release associated link 11 pushes the self - suction interruption link 13 to move to the right, thereby pushing the self - suction push rod 14 away. At this time, the self - suction push rod 14 cannot push the ratchet assembly 2. This function is to turn off the self - suction function of the automotive door lock with self - suction function under the ice - breaking working condition. At the same time, the release associated link 11 drives the ice - breaking guide rod 18 to also move towards the side close to the ratchet assembly 2, and forms a guiding trajectory for the movement of the ice - breaking push rod 17. Then, under the driving action of the first drive device 9, the ice - breaking push rod 17 moves along the movement trajectory defined by the ice - breaking guide rod 18, and pushes the ratchet assembly 2 to rotate forcibly. In this process, the rotation of the ratchet assembly 2 can overcome the obstruction caused by the icing of the door, thereby realizing the rapid opening of the door; in the self - suction working condition, the second drive motor 1001 in the second drive device 10 stops working, and the electric release link 1003, the release associated link 11, the self - suction interruption link 13, and the ice - breaking guide rod 18 are reset. The first drive motor 91 of the first drive device 9 works, and drives the self - suction push rod 14 hinged on the sector drive gear 93 to rotate through the first transmission mechanism 92 and the sector drive gear 93. During this process, the first limit groove 1401 on the self - suction push rod 14 abuts against the first boss 206 on the ratchet 201, thereby realizing the rotation of the ratchet 201 from the half - locked state to the fully - locked state, corresponding to the process of the door closing from slightly open to fully closed.

[0108] In the example of this application, as Figure 8 、 Figures 16 - 17 shown, the pawl assembly 1 of the automotive door lock has three states: the unlocking state, the half - locked state, and the fully - locked state. A half - locked signal switch 19 and a suction and reset signal switch 20 are arranged in the automotive door lock. The half - locked signal of the half - locked signal switch 19 is used to feedback when to start self - suction and when the electric release is completed; the suction and reset signal of the suction and reset signal switch 20 is used to feedback when the suction and reset are completed.

[0109] When the automotive door lock performs the self - suction function:

[0110] When the car door is opened, the half-lock signal switch 19 is triggered by the ratchet link 204; when the car door is closed to the half-lock state (slightly open), the ratchet link 204 no longer triggers the half-lock signal switch 19, and the signal of the half-lock signal switch 19 jumps, feeding back the signal change state to the whole vehicle, and the whole vehicle energizes the first driving device 9 (sucking motor) to start self-sucking.

[0111] Self-sucking stops until the first signal switch 4 jumps, indicating that the lock tongue is fully locked.

[0112] After each self-sucking is completed, it is required that the first driving motor 91 of the first driving device 9 rotates reversely to drive the first transmission mechanism 92 and the sector driving gear 93 back to the initial position. When the sector driving gear 93 is in the initial position, the self-sucking reset signal of the self-sucking reset signal switch 20 is not triggered. When self-sucking starts, it is triggered. When the self-sucking reset is completed and the signal becomes no longer triggered, the self-sucking reset is completed and stops.

[0113] When the car door lock performs the electric release function:

[0114] When the car door is fully locked, if someone presses the electric release touch panel (button);

[0115] The whole vehicle energizes the second driving motor 1001 (electric release motor) of the second driving device 10 to open the door lock. When the car door is opened to the half-lock state (slightly open), the half-lock signal switch 19 changes from not being triggered to being triggered by the ratchet link 204. The jump of the half-lock signal indicates that the car door has been opened, and the power supply can be stopped.

[0116] Other structures are the same as those in Embodiment 1 or Embodiment 2.

[0117] Embodiment 4

[0118] As Figures 1 - 18 shown, the present utility model discloses a car door lock, which includes a housing 5 formed by detachably connecting a base 501, an upper cover 503 and a side cover 502. Inside and outside the housing 5, a car door lock sucking and interrupting mechanism as described in Embodiment 2 and / or a car door lock signal triggering mechanism as in Embodiment 1 and / or a car door lock ice-breaking mechanism as described in Embodiment 3 are installed.

[0119] The car door lock disclosed in this application is an improvement on the existing car door lock. The structure of the car door lock ice-breaking mechanism is mainly integrated inside the door lock, with a compact structure and fewer component settings. The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. An ice-breaking mechanism for an automobile door lock, characterized in that, Comprising: A pawl assembly (1), which is rotatably arranged. When it rotates, it disengages from the locking tongue according to the rotation direction, or abuts against the locking tongue, forming an unlocking state, a semi-locked state, and a fully locked state; A ratchet assembly (2), which is rotatably arranged. When it rotates, it can push the pawl assembly (1) to self-lock with the locking tongue; An ice-breaking guide rod (18), which can be driven by a release link rod (11); An ice-breaking push rod (17), which can be driven by a first driving device (9) to push the ratchet assembly (2) to rotate for ice-breaking function under the guiding and limiting action of the ice-breaking guide rod (18).

2. The ice-breaking mechanism for an automotive door lock according to claim 1, wherein The ice-breaking guide rod (18) and the ice-breaking push rod (17) are guided and slidably limited by a guiding slide column (1703) and a second guiding chute (1802) under ice-breaking working conditions.

3. The ice-breaking mechanism of the vehicle door lock according to claim 2, characterized in that, The ice-breaking push rod (17) includes an ice-breaking push rod body (1701), and a guiding slide column (1703) is arranged on the ice-breaking push rod body (1701). The ice-breaking guide rod (18) includes an ice-breaking guide rod body (1801), and a second guiding chute (1802) is arranged on the ice-breaking guide rod body (1801). The guiding slide column (1703) is slidably limited in the second guiding chute (1802).

4. The ice-breaking mechanism for an automotive door lock according to claim 3, wherein Under ice-breaking working conditions, the release link rod (11) pushes the ice-breaking guide rod (18) to rotate or move towards the side close to the ratchet assembly (2).

5. The ice-breaking mechanism for an automobile door lock according to claim 4, wherein, The ratchet assembly (2) includes a ratchet (201), and an ice-breaking groove (207) is arranged on the ratchet (201). The ice-breaking push rod (17) abuts against the ice-breaking groove (207) when it is guided and slid along the second guiding chute (1802) under ice-breaking working conditions.

6. The ice-breaking mechanism for an automotive door lock according to claim 5, characterized in that, The ice-breaking guide rod (18) is hinged and fixed on the housing (5), and a return spring (1804) is arranged between the two. When the release link rod (11) rotates counterclockwise under ice-breaking working conditions, it drives the ice-breaking guide rod (18) to rotate along the hinge axis, and then drives the second guiding chute (1802) to move to the ice-breaking working condition limiting position. After the release link rod (11) resets, the ice-breaking guide rod (18) resets under the action of the return spring.

7. The ice-breaking mechanism for an automobile door lock according to claim 6, characterized in that, The second guiding chute (1802) is arranged in an arc shape on the ice-breaking guide rod body (1801).

8. The ice-breaking mechanism for an automotive door lock according to claim 7, characterized in that, The ice-breaking push rod body (1701) is hinged and rotated with a sector transmission gear (93) in the first driving device (9) through a third pin shaft (1702) and a third torsion spring (1704).

9. The ice-breaking mechanism for an automotive door lock according to any one of claims 2 to 8, characterized in that, Further comprising: A self-suction push rod (14), which is hinged and rotated with a sector transmission gear (93) in the first driving device (9). When driven by the first driving device (9), it can push the ratchet assembly (2) to rotate for self-locking function; A self-suction interruption link (13), which can move or rotate towards the side close to the ratchet assembly (2) when the release link rod (11) performs the ice-breaking function, and disengages the self-suction push rod (14) from the ratchet assembly (2).

10. An automotive door lock, characterized in that, An ice-breaking mechanism for an automotive door lock as described in any one of claims 1 to 9 is provided on the automotive door lock.

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