Automobile door lock

Abstract

The utility model relates to the technical field of automobile locks, and provides an automobile door lock which not only achieves basic locking and unlocking functions, but also integrates multiple intelligent functions such as signal triggering, suction breaking and icebreaking through ingenious structural design, a signal triggering mechanism can feed back the state of the door lock in real time, and the safety of the door lock is improved. The vehicle safety management level is improved; the suction breaking mechanism allows quick breaking of self-suction locking in emergency, accidents such as hand pinching of a vehicle door are avoided, and the use safety of passengers is improved; the icebreaking mechanism effectively solves the problem that the door lock cannot work normally in the low-temperature freezing environment, and the environmental adaptability of the door lock is improved. According to the automobile door lock, the use scene of the door lock is enriched, the intelligent level of the door lock is improved, the door lock can make an intelligent response according to the vehicle state and the requirements of passengers, and more convenient and safer use experience is brought to users.

Description

Technical Field

[0001] The utility model relates to the technical field of automotive locks, and particularly to an automotive door lock. Background Art

[0002] With the continuous progress of automotive intelligence and electrification, as one of the key components of a vehicle, the automotive door lock is also undergoing a transformation from traditional mechanical to electronic control. This transformation not only brings improvements in the comfort and convenience of use, but also poses higher requirements for the safety of the door lock system.

[0003] Based on traditional automotive door locks, self - suction side door locks are gradually increasing in application on passenger cars due to their unique automatic suction function. The self - suction door lock improves the comfort and convenience of the door - closing process by reducing manual operation by passengers. However, while the self - suction function brings convenience, it also introduces new safety risks. Especially when the door lock is in a semi - locked state, there is a certain gap between the car door and the door frame, and there is a risk of pinching fingers or clothing during the self - suction process. Therefore, designing a door lock mechanism that can unconditionally interrupt the self - suction process in an emergency has become an important technical direction for improving the safety of automotive door locks.

[0004] In addition, with the development of vehicle intelligence and electrification, users have put forward higher requirements for the functionality and safety of automotive door locks. Especially in cold winters, the door locks and the surrounding areas are prone to icing, making it difficult to open the car door. This problem not only brings inconvenience to users, but also may pose safety hazards. Traditional car door locks usually require external force to break the ice under icing conditions, which not only easily damages the car door and the lock body, but also may cause personal injury due to improper operation.

[0005] Most automotive door locks in the prior art adopt mechanical or electric locking methods, but these methods often cannot effectively cope with icing conditions. Some products have tried to solve this problem by adding ice - breaking components, but 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 the door lock. At the same time, the ice - breaking process of some products is complex and inconvenient to operate, making it difficult to meet the actual needs of users.

[0006] Therefore, developing an automotive door lock structure with simple structure, convenient operation, high stability, and strong safety has become a technical problem that the industry urgently needs to solve. Summary of the Utility Model

[0007] In view of this, the utility model aims to propose an automotive door lock, aiming to meet users' higher requirements for the functionality and safety of automotive door locks. By integrating a signal - triggering mechanism, a suction - interruption mechanism, and an ice - breaking mechanism, it effectively solves the safety risks during the self - suction process and the problem of opening the door under icing conditions, and promotes the further development of automotive door lock technology.

[0008] To achieve the above object, the technical solution of the present utility model is realized as follows:

[0009] An automobile door lock, comprising:

[0010] A pawl assembly, rotatably arranged, which, when rotating, disengages from the lock tongue according to the rotation direction or abuts against the lock tongue to form an unlocking state, a semi-locked state, and a fully locked state;

[0011] A ratchet assembly, rotatably arranged, which can push the pawl assembly and the lock tongue to self-lock when rotating;

[0012] A housing, the housing includes a detachable base, an upper cover and a side cover, and a signal triggering mechanism and / or a suction interruption mechanism and / or an ice-breaking mechanism are arranged inside or on the housing;

[0013] Wherein, the signal triggering mechanism includes a first signal switch and a signal triggering rod. The first signal switch is fixedly arranged on the housing and is connected to the vehicle body controller. The signal triggering rod is disengaged from the first signal switch only when the door lock is in the fully locked state under the action of the rotating shaft device, the torsion spring device, the pawl assembly and the ratchet assembly, and the first signal switch performs a signal jump. Among them, the torsion spring device is arranged on the side of the signal triggering rod close to the first signal switch and makes the end rotate along the rotating shaft device towards the side away from the first signal switch;

[0014] The suction interruption mechanism includes a self-suction push rod and a release linkage rod. The self-suction push rod can drive the ratchet assembly to rotate to perform the self-suction locking function under the driving action of a first driving device. The release linkage rod can drive a self-suction interruption link rod to slide under the action of an interruption assembly. The self-suction interruption link rod disengages the self-suction push rod from the ratchet assembly during the sliding process to achieve self-suction interruption;

[0015] The ice-breaking mechanism includes an ice-breaking guide rod and an ice-breaking push rod. The ice-breaking guide rod can be driven by the release linkage rod to move towards the side close to the ratchet assembly; The ice-breaking push rod can drive the ratchet assembly to rotate to perform the ice-breaking function under the guiding and limiting action of the ice-breaking guide rod under the driving action of a first driving device.

[0016] Further, the signal trigger rod includes a ratchet crimping portion, a pawl crimping portion, and a first pin shaft hole. The first pin shaft hole is sleeved on the rotating shaft device. The ratchet crimping portion and the pawl crimping portion are disposed on opposite sides of the first pin shaft hole. The ratchet crimping portion is used for crimping and limiting the ratchet assembly during station transformation, and the pawl crimping portion is used for crimping and limiting the pawl assembly during station transformation. In the fully locked state, the ratchet crimping portion and the pawl crimping portion are disengaged from the pawl assembly and the ratchet assembly and rotate away from the first signal switch.

[0017] Further, the pawl assembly includes a pawl link pushing mechanism, and the ratchet assembly includes a ratchet link pushing mechanism. The pawl link pushing mechanism always acts on the pawl crimping portion and presses it against the first signal switch in the non-fully locked state, and the ratchet link pushing mechanism always acts on the ratchet crimping portion and drives the pawl crimping portion to press against the first signal switch in the non-fully locked state.

[0018] Further, a limiting device is provided on the housing. The limiting device is used for limiting the pawl crimping portion on the signal trigger rod when it rotates away from the first signal switch under the action of the torsion spring device.

[0019] Further, the release link is disposed on the side of the ratchet assembly away from the first driving device, and an arc-shaped abutting portion is provided on the self-suction interruption link. A self-suction interruption rivet is provided on the self-suction push rod. The arc-shaped abutting portion can push the self-suction interruption rivet to rotate away from the ratchet assembly under the driving action of the release link.

[0020] Further, the release link is rotatably arranged and can be reset under the action of a reset device. One end of it is fixedly connected to the self-suction interruption link. A first guiding chute is provided on the self-suction interruption link, and the first guiding chute can slide along the guiding convex post.

[0021] Further, the interruption assembly includes a second driving device, and the second driving device can electrically drive the release link to rotate.

[0022] Further, the interruption assembly includes an outward-opening link, and the outward-opening link is connected to the inner handle and / or the outer handle. The inner handle or the outer handle can drive the release link to rotate through the outward-opening link.

[0023] Further, the ice-breaking guiding rod and the ice-breaking push rod are guided and slidably limited by a guiding sliding post and a second guiding chute in the ice-breaking working condition.

[0024] Further, the automotive door lock is assembled on the door or the vehicle body.

[0025] Compared with the prior art, the car door of the present utility model has the following advantages:

[0026] (1) The car door lock of the present utility model, through ingenious structural design, enables the door lock to not only have the basic locking and unlocking functions, but also integrate multiple functions such as signal triggering, suction interruption, and ice breaking, enriching the usage scenarios of the door lock, enhancing its intelligent level, enabling the door lock to make intelligent responses according to the vehicle state and passenger needs, and bringing a more convenient and safe usage experience to users.

[0027] (2) The car door lock of the present utility model significantly enhances the emergency response ability and environmental adaptability of the door lock. The introduction of the suction interruption mechanism enables the self-locking to be quickly interrupted in case of emergency, avoiding accidental situations such as pinching hands by the car door and improving the safety of passengers during use. At the same time, the innovative design of the ice breaking mechanism effectively solves the problem that the door lock cannot work properly in low-temperature freezing environments, ensuring the stability and reliability of the vehicle under extreme climate conditions, and increasing the practical value and market competitiveness of the door lock.

[0028] (3) The car door lock of the present utility model realizes the diversity of functions and the convenience of operation through delicate mechanical structure designs such as connecting rods and sliding grooves. The structure is compact and the layout is reasonable, not only saving space, but also reducing the manufacturing cost and maintenance difficulty, laying a solid foundation for the wide application of the door lock. Description of the Drawings

[0029] The attached 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:

[0030] Figure 1 is a schematic structural diagram of the signal triggering mechanism of the car door lock according to the embodiment of the present utility model;

[0031] Figure 2 is a schematic structural diagram of the signal triggering mechanism of the car door lock according to the embodiment of the present utility model when the ratchet is in the open position;

[0032] Figure 3 is a schematic structural diagram of the signal triggering mechanism of the car door lock according to the embodiment of the present utility model when the ratchet is in the semi-locked position;

[0033] Figure 4 is a schematic structural diagram of the signal triggering mechanism of the car door lock according to the embodiment of the present utility model when the ratchet is in the fully locked position;

[0034] Figure 5Schematic diagram of the structure of the ratchet in the open state and the pawl in the state of pressing the first signal switch in the car door lock signal triggering mechanism according to the embodiment of the present utility model;

[0035] Figure 6 Perspective structure schematic diagram of the signal trigger rod reset in the fully locked state in the embodiment of the present utility model;

[0036] Figure 7 For Figure 6 Schematic diagram of the structure of the second perspective of the structure shown in

[0037] Figure 8 Schematic diagram of the structure of the car door lock after removing the upper cover according to the embodiment of the present utility model;

[0038] Figure 9 Schematic diagram of the structure of the ratchet in the semi-locked position starting to self-engage in the car door lock according to Embodiment 2 of the present utility model;

[0039] Figure 10 Schematic diagram of the structure of the ratchet in the car door lock being in the fully engaged state after self-engagement under the action of the self-engagement push rod according to Embodiment 2 of the present utility model;

[0040] Figure 11 Schematic diagram of the self-engagement push rod positioning mechanism in the car door lock according to Embodiment 2 of the present utility model;

[0041] Figure 12 Schematic diagram of the structure of the ratchet in the self-engagement state in the car door lock being in the fully engaged state after self-engagement under the action of the self-engagement push rod according to Embodiment 2 of the present utility model;

[0042] Figure 13 Schematic diagram of the structure of the ice-breaking mechanism pushing the ratchet to perform the ice-breaking function when the car door lock is opened according to Embodiment 3 of the present utility model;

[0043] Figure 14 For Figure 13 Schematic diagram of the structure of the ice-breaking push rod guiding and moving in the ice-breaking guide rod of the structure shown in

[0044] Figure 15 For Figure 13 Schematic diagram of the structure of the ice-breaking push rod extending into the ice-breaking groove on the ratchet of the structure shown in

[0045] Figure 16 Schematic diagram of the structure of the first signal switch, semi-lock signal switch and ratchet in the semi-locked state in the car door lock according to the embodiment of the present utility model;

[0046] Figure 17 Schematic diagram of the structure of the first signal switch, semi-lock signal switch and ratchet in the fully locked state in the car door lock according to the embodiment of the present utility model;

[0047] Figure 18 Schematic diagram of the structure of the vehicle door lock according to an embodiment of the present utility model;

[0048] Description of the reference numerals in the drawings:

[0049] 1 - Pawl assembly; 101 - Pawl; 102 - First torsion spring; 103 - First pin shaft; 104 - Pawl link; 105 - Pawl link pushing mechanism; 2 - Ratchet assembly; 201 - Ratchet; 202 - Second torsion spring; 203 - Second pin shaft; 204 - Ratchet link; 205 - Ratchet link pushing mechanism; 206 - First boss; 207 - Ice-breaking groove; 3 - Signal trigger rod; 301 - Ratchet crimping portion; 3011 - Rotating crimping portion; 3012 - First avoidance groove; 302 - Pawl crimping portion; 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; 9101 - First output shaft; 92 - First transmission mechanism; 9201 - First transmission gear; 92011 - First lower gear; 92012 - First upper gear; 9202 - Second transmission gear; 92021 - Second lower gear; 92022 - Second upper gear; 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 portion; 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 manners

[0050] In order to make the technical means, objectives 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 drawings.

[0051] It should be noted that all the terms indicating direction and position in the present utility model, such as "upper", "lower", "left", "right", "front", "rear", "vertical", "horizontal", "inner", "outer", "top", "bottom", "lateral", "longitudinal", "center", etc., are only used to explain the relative position relationship, connection situation, etc. between components in a specific state (as shown in the attached drawings), and are only for the convenience of describing the present utility model, rather than requiring the present utility model to be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present utility model. In addition, the descriptions involving "first", "second", etc. in the present utility model are only for descriptive purposes, and should not be construed as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features.

[0052] In the description of the present utility model, unless otherwise clearly defined and limited, the terms "installed", "connected", and "coupled" shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0053] In the description of this specification, the descriptions referring to terms such as "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples", etc. mean 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.

[0054] Embodiment 1

[0055] As Figures 1 - 8 shown, the present application discloses an automotive door lock signal triggering mechanism, including:

[0056] A pawl assembly 1, a ratchet assembly 2, and a first driving device 9 installed in a housing 5. The pawl assembly 1 and the ratchet assembly 2 form the position configurations of the full-lock state, semi-lock state, and full-open state of the door lock under the action of the first driving device 9;

[0057] A first signal switch 4, fixedly arranged on the housing 5 and connected to a body controller;

[0058] The signal trigger lever 3 is disengaged from the first signal switch 4 only when the door lock is in the fully locked state under the action of the rotating shaft device 6, the torsion spring device 7, the pawl assembly 1 and the ratchet assembly 2. 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 lever 3 close to the first signal switch 4 and causes the end portion to rotate along the rotating shaft device 6 away from the first signal switch 4.

[0059] The signal trigger mechanism for an automotive door lock disclosed in the present application improves the signal feedback structure for whether the existing automotive self-locking door lock structure is completely in the fully locked state. By providing a first signal switch 4, when the ratchet assembly 2 of the automotive door lock moves to the fully locked state under the action of the first driving device 9, the pressing force between the ratchet assembly 2 and the signal trigger lever 3 is disengaged. At the same time, the pawl assembly 1 resets, and the signal trigger lever 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 fully locked state to the body controller. If the pawl assembly 1 is in a non-initial position or the ratchet assembly 2 is in the fully locked state but the pawl assembly 1 fails to reset due to icing, the pawl assembly 1 can press the signal trigger lever 3 against the first signal switch 4 against the action of the torsion spring device 7, making the first signal switch 4 in a pressed state. As an example of the present application, the first signal switch 4 is in a normally connected state when pressed by the signal trigger lever 3 and jumps to a disconnected state when the signal trigger lever 3 is disengaged from the first signal switch 4, thereby realizing that through a set 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 fully locked state. The torsion spring device 7 is arranged on one side of the signal trigger lever 3 close to the first signal switch 4 and causes the end portion 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, reducing unnecessary support structures and connecting parts at the same time, better resisting the interference of 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 lever 3 accurately operates in different states (fully locked, half-locked, 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 body controller.

[0060] The signal trigger mechanism for an automotive door lock disclosed in the present application optimizes the structural design, simplifies the assembly structure of parts, reduces costs, and improves the accuracy and reliability of signal feedback.

[0061] As a preferred example of the present application, the signal trigger rod 3 includes a ratchet crimping portion 301, a pawl crimping portion 302, and a first pin shaft hole 303. The first pin shaft hole 303 is sleeved on the rotating shaft device 6. The ratchet crimping portion 301 and the pawl crimping portion 302 are disposed on opposite sides of the first pin shaft hole 303. The ratchet crimping portion 301 is used for the crimping and limiting of the ratchet assembly 2 during the working position change. The pawl crimping portion 302 is used for the crimping and limiting 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 shaft hole 303, which realizes the precise limiting and signal feedback of the ratchet assembly 2 and the pawl assembly 1. The ratchet crimping portion 301 and the pawl crimping portion 302 respectively interact with the ratchet assembly 2 and the pawl assembly 1, 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 shaft 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 entire assembly structure is relatively compact, reducing the number and complexity of components, which helps to optimize the overall design of the door lock mechanism. In the half-locked or fully open state, the ratchet crimping portion 301 and the pawl crimping portion 302 will respectively remain in contact with the ratchet assembly 2 and the pawl assembly 1. 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 feeds back the signal of the fully locked state. It has strong anti-interference ability and can maintain 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 maintenance time and costs.

[0062] Through the precise design of the signal trigger rod 3, the automotive door lock signal trigger mechanism described in the present application improves the accuracy and reliability while simplifying the design, optimizing the structure, enhancing the accuracy of signal feedback and the environmental adaptability of the system, and facilitating maintenance and adjustment, significantly improving the overall performance and user experience of the automotive door lock system.

[0063] 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 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 disengaged 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.

[0064] The above setting realizes the precise control and signal feedback of the signal trigger rod 3 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, avoids the risk of false reporting of the full-lock state, improves the reliability and safety of the system, and at the same time optimizes the structural design, enhancing the user experience and maintenance convenience.

[0065] 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 rotation of the pawl crimping portion 302 on the signal trigger rod 3 towards the side away from the first signal switch 4 under the action of the torsion spring device 7. As an example of the present application, the limiting device 8 is a boss structure provided on the housing 5. One side of the torsion spring device 7 is fixed on the limiting device 8, and the other end is fixed on the pawl crimping portion 302, which is used to limit the rotation position of the pawl crimping portion 302 in the fully locked state, prevent signal feedback errors caused by excessive or insufficient rotation of the signal trigger rod 3, avoid damage to the first signal switch 4 or other components, and improve the reliability and durability of the entire door lock signal trigger mechanism.

[0066] Through this structural design, the accuracy and stability of signal feedback are ensured, the design and installation process are simplified, the function of the torsion spring device is more effective, the anti-interference ability of the system is enhanced, the performance and user experience of the automotive door lock signal trigger mechanism are effectively improved, and accurate and reliable signal feedback can be provided under various working conditions.

[0067] 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 recessed along the tangent direction of the rotating crimping portion 3011 towards the center of the arc. When the door lock is in the fully locked state, the ratchet link pushing mechanism 205 slides into the first avoidance groove 3012 and disengages from the signal trigger rod 3. The above setting discloses a specific structure of the ratchet crimping portion 301, including the rotating crimping portion 3011 and the 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 components. The first avoidance groove 3012, which is recessed along the tangent direction of the rotating crimping portion 3011 towards the center of the arc, 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 false triggering caused by vibration or other interference in the fully locked state, improves the reliability and anti-interference ability of the system, and ensures accurate and reliable signal feedback.

[0068] As a preferred example of the present application, the pawl 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 stepped manner. The first mounting plate 3021 is used to mount and fix the torsion spring device 7. The first signal switch 4 and the pawl link pushing mechanism 105 can respectively abut against opposite sides of the crimping boss 3022 along the rotation direction of the pawl crimping portion 302. The above setting discloses a specific structure of the pawl crimping portion 302. By designing the pawl crimping portion 302 including the first mounting plate 3021 and the crimping boss 3022 arranged in a stepped manner, the first mounting plate 3021 is used to fix the torsion spring device 7, providing a stable mounting base to ensure that the torsion spring device 7 can apply force stably during operation, maintaining the normal operation of the signal trigger rod 3, and avoiding 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 stepped manner, enabling the pawl link pushing mechanism 105 and the first signal switch 4 to respectively abut against opposite sides of the crimping boss 3022 along the rotation direction of the pawl crimping portion 302, so that the force transmission path is more clear and concentrated, ensuring that the signal trigger rod 3 can rotate and be positioned accurately when receiving 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 pawl crimping portion 302 is generally diamond-shaped and has transition arcs provided at the joints of the two abutting sides.

[0069] 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 shaft 103, and a pawl link 104. The pawl 101 and the pawl link 104 are connected into one body by the first torsion spring 102 and the first pin shaft 103. The pawl link pushing mechanism 105 is integrally provided at the end of the pawl link 104 close to the pawl crimping portion 302. This design integrates the pawl 101 and the pawl link 104 into one body through the first torsion spring 102 and the first pin shaft 103 to form a complete mechanism, enhancing the overall rigidity and reliability of the assembly, reducing the number of independent components, lowering the failure rate of the system, and integrally arranging the pawl link pushing mechanism 105 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 in the working state of the pawl assembly 1, providing clear crimping or disengaging actions to ensure the accuracy of signal feedback.

[0070] As a preferred example of the present application, the ratchet assembly 2 includes a ratchet 201, a second torsion spring 202, a second pin shaft 203 and a ratchet link 204. The ratchet 201 and the ratchet link 204 are connected into one body through the second torsion spring 202 and the second pin shaft 203. The ratchet link pushing mechanism 205 is integrally arranged at the end of the ratchet link 204 close to the ratchet crimping part 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 the installation complexity, making the system design more concise and efficient. The ratchet link pushing mechanism 205 is arranged on the side close to the first signal switch 4, so that it can always apply force to the ratchet crimping part 301 of the signal trigger rod 3 in the non-full-lock state, preventing signal mis-triggering and ensuring that it will only disengage in the full-lock state, realizing accurate signal feedback.

[0071] 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 disengages from the pawl link pushing mechanism 105 and the ratchet link pushing mechanism 205, and the signal trigger rod 3 disengages from the first signal switch 4 under the action of the torsion spring device 7 and the limiting device 8.

[0072] 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 disengages from the first signal switch 4.

[0073] 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 part 302 of the signal trigger rod 3 on the first signal switch 4, as Figure 5 shown in the structure.

[0074] The automotive door lock signal trigger mechanism described in the present application can accurately and reliably feedback whether the automotive door lock is in the fully closed (fully locked) state: the ratchet assembly 2 will keep pushing the signal trigger rod 3 to press the first signal switch 4 before full locking; only when the ratchet assembly 2 is in the full-locking position and the pawl assembly 1 is in the position to prevent the pawl from opening, will the first signal switch 4 jump; otherwise, it has been pressed before (acted by the ratchet assembly 2 or the pawl assembly 1).

[0075] The ratchet assembly 2 is in the open or semi-locked position and can push the ratchet pressing part 301 of the signal trigger rod 3 through the ratchet link pushing mechanism 205 to press the first signal switch 4; during the process of the ratchet assembly 2 changing from semi-locked to fully locked, the ratchet link pushing mechanism 205 no longer presses the signal trigger rod 3 after the ratchet 201 reaches the fully locked position.

[0076] Only when the pawl link pushing mechanism 105 is in the position to prevent the ratchet 201 from opening, the first signal switch 4 will not be pressed and the signal will jump, indicating that the feedback door has been reliably closed.

[0077] The automotive door lock signal triggering mechanism disclosed in this application optimizes the structures of the ratchet assembly 2, the pawl assembly 1 and the signal trigger rod 3. Through a set of first signal switches, when the ratchet assembly 2 and the pawl assembly 1 move to the locked state normally, a locking signal can be fed back to the vehicle structure, which can accurately and reliably feedback whether the car door is in a fully closed state. The structure is compact, and the fully locked state signal can be determined with a small stroke, with high accuracy, improving the stability, reliability and user experience of the system, and providing effective guarantee for the safety and comfort of the vehicle.

[0078] Embodiment 2

[0079] As Figures 8 - 12 shown, the present application discloses an automotive door lock suction interruption mechanism, including:

[0080] A pawl assembly 1, which is rotatably arranged. When it rotates, it disengages from the lock tongue according to the rotation direction, or abuts against the lock tongue to form an unlocking state, a semi-locked state and a fully locked state;

[0081] A ratchet assembly 2, which is rotatably arranged and can push the pawl assembly 1 to self-lock with the lock tongue when it rotates;

[0082] A self-suction push rod 14, which can drive the ratchet assembly 2 to rotate to perform the self-suction locking function under the driving of the first driving device 9;

[0083] A release linkage rod 11, which 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.

[0084] In this application, a pawl assembly 1 and a ratchet assembly 2 that can rotate relative to each other are provided. Depending on the direction of rotation, it can disengage from the locking tongue (forming an unlocking state), press against the locking tongue (forming a fully locked state), or be in between (forming a semi-locked state). The above functions and implementation methods already belong to the prior art of automotive door lock structures with self-suction functions, 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 linkage rod 11 inside the housing 5 of the automotive door lock, when it is necessary to interrupt the self-suction locking (for example, when a passenger or driver realizes danger during the door closing process), an interruption component (such as an emergency release handle, a sensor, a door handle, etc.) will act, causing the release linkage rod 11 to drive the self-suction interruption link 13 to perform horizontal and / or arc-shaped sliding under the action of the interruption component. 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 to self-suction lock with the locking tongue, thereby realizing the self-suction interruption function.

[0085] The automotive door lock suction interruption mechanism disclosed in this application realizes the functions of automatic door closing, locking, and self-suction interruption in emergency situations through a simple mechanical structure, with a compact structure, reliable operation, and improved safety, reliability, and convenience of the automotive door lock.

[0086] As a preferred example of this 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-suction interruption link 13, and a self-suction interruption rivet 15 is arranged on the self-suction push rod 14. The arc-shaped abutting portion 1302 can push the self-suction interruption rivet 15 to rotate 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-suction function and the self-suction interruption function is ensured, so that when it is necessary to interrupt the self-suction locking, the release linkage rod 11 can directly and effectively interact with the self-suction interruption link 13 without being interfered by the first driving device 9, reducing the resistance during the pushing process, ensuring the accuracy and reliability of the pushing, optimizing the internal space structure layout of the automotive door lock at the same time, and making the structural design between components such as the release linkage rod 11, the self-suction interruption link 13, and the self-suction push rod 14 compact and reasonable, ensuring the realization of functions and saving space, making the entire door lock system more compact and lightweight.

[0087] 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.

[0088] 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. One end of the release linkage rod 11 is fixedly connected to the self-priming interruption linkage rod 13. A first guiding chute 1301 is arranged on the self-priming interruption linkage rod 13, and the first guiding chute 1301 can slide along the guiding convex post 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 linkage rod 13 to rotate and slide to one side. Combined with the guiding convex post 16 arranged on the housing 5, the first guiding chute 1301 arranged on the self-priming interruption linkage rod 13 is sleeved on the guiding convex post 16, so that it is limited and guided by the guiding convex post 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 arrangement, the linkage function of the release linkage rod 11 and the self-priming interruption linkage rod 13 is realized, and the guiding and sliding arrangement of the self-priming interruption linkage rod 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.

[0089] 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 linkage rod 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, a gear, etc.) and an electric release linkage rod 1003. The electric release linkage rod 1003 is driven to rotate by the second driving motor 1001 through the second transmission mechanism 1002, and the electric release linkage rod 1003 meshes with the release linkage rod 11. Specifically, when performing the self-priming interruption function, the release linkage rod 11 rotates counterclockwise under the driving action of the second driving motor 1001 and the second transmission mechanism 1002. The self-priming interruption linkage rod 13 is connected to the release linkage rod 11 at the meshing end far from the electric release linkage rod 1003, so that the self-priming interruption linkage rod 13 moves to the right, and further 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, the precise movement of the self-priming interruption linkage rod 13 and the self-priming push rod 14 can be ensured, 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.

[0090] As a preferred example of the present application, the interruption component includes an outward-opening link 12, which 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, thereby pushing the self-priming interruption rivet 15 on the self-priming push rod 14 to move to the right. The first limit 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 component 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.

[0091] As a preferred example of the present application, the outward-opening link 12 and the release link 11 are integrally connected by boss fitting. The outward-opening link 12 and the release link 11 are connected by boss fitting to form 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, and it is not easy to loosen or misalign, thereby improving the stability of the entire mechanism. In addition, this design helps when the outward-opening link 12 is operated (such as manually operating the inner handle or the outer handle), its movement can be quickly and accurately transmitted to the release link 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.

[0092] As a preferred example of the present application, the self-priming interruption rivet 15 is arranged at one end of the self-priming push rod 14 away from its rotation hinge axis. As a specific example of the present application, the self-priming interruption rivet 15 is arranged at the end of the self-priming push rod 14, and a first limit groove 1401 for abutting and connecting with the first boss 206 on the ratchet assembly 2 during the self-priming function is arranged 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 limit 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.

[0093] In the 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 combined 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.

[0094] 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. If a finger is pinched by the vehicle door when it is slightly open, there will be a risk.

[0095] The vehicle door lock suction interruption mechanism disclosed in the present application is an optimized improvement made in response to the clamping problem that occurs during the process of the vehicle door moving from slightly open to completely closed. This mechanism has two ways to interrupt the automatic suction to avoid the continuous risk of pinching hands:

[0096] 1. Electric opening drives self-priming interruption: The second driving motor 1001 drives the second transmission mechanism 1002, the electric release link 1003, and the release connection link 11 to push the self-priming interruption link 13 to drive the self-priming interruption rivet 15 on the self-priming push rod 14 to move away from the ratchet 201, thereby pushing the self-priming push rod 14 away and interrupting the suction process.

[0097] 2. Mechanical emergency handle self-priming 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 connection link 11, and push the self-priming interruption link 13 to push the self-priming push rod 14 away through the self-priming interruption rivet 15, interrupting the suction process.

[0098] The self - absorption interruption mechanism of the car door lock described in this application, through two innovative methods of electric - opening drive self - absorption interruption and mechanical emergency handle self - absorption interruption, effectively avoids the possible risk of pinching hands during the automatic self - absorption 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 of pulling the inner and outer handles, it can quickly push the self - absorption interruption connecting rod, drive the self - absorption interruption rivet on the self - absorption push rod to move towards the side away from the ratchet wheel, thereby pushing open the self - absorption push rod and interrupting the automatic self - absorption process, ensuring the safety of the car door during the closing process and the convenience of user operation. It has a compact structure and reliable use, not only improving the safety performance of the car door lock but also enhancing the user experience.

[0099] Embodiment 3

[0100] As Figures 1 - 15 shown, the present utility model discloses an ice - breaking mechanism for a car door lock, including:

[0101] A pawl assembly 1, which is rotatably arranged. When it rotates, according to the rotation direction, it disengages from the lock tongue or presses against the lock tongue, forming an unlocking state, a semi - locked state, and a fully - locked state;

[0102] A ratchet wheel assembly 2, which is rotatably arranged and can push the pawl assembly 1 to self - absorb and lock with the lock tongue when it rotates;

[0103] An ice - breaking guiding rod 18, which can be driven by a release connecting rod 11 to move towards the side close to the ratchet wheel assembly 2;

[0104] An ice - breaking push rod 17, which can be driven by a first driving device 9 to push the ratchet wheel assembly 2 to rotate for ice - breaking function under the guiding and limiting action of the ice - breaking guiding rod 18.

[0105] The present utility model discloses an ice - breaking mechanism for a car door lock. By arranging an ice - breaking device including an ice - breaking guiding rod 18 and an ice - breaking push rod 17 inside the car door lock, when it is cold in winter, there is a probability that the car door will be frozen and unable to be pushed open by the door seal strip. That is, when the car door lock cannot be normally opened due to icing, the car door lock can perform the ice - breaking working condition. In the ice - breaking working condition, the electric - opening mechanism drives the release connecting rod 11 to rotate, and then drives the ice - breaking guiding rod 18 to move towards the side close to the ratchet wheel assembly 2. The ice - breaking push rod 17 pushes the ratchet wheel assembly 2 to rotate forcibly along the limiting track formed by the ice - breaking guiding rod under the action of the first driving device 9. During this process, since the position of the lock catch is fixed, the forced rotation of the ratchet wheel assembly 2 can overcome the obstruction caused by icing, thus realizing the rapid opening of the car door.

[0106] The ice-breaking mechanism for the car 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. There is no need to rely on external force to break the ice forcibly, avoiding the risks of damage to the car door and lock body and personal injury caused by improper operation. It is easy to manufacture, install and maintain, providing users with a more convenient and safe car-using experience.

[0107] 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 the guide sliding column 1703 and the 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 link 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 for the ice-breaking working condition, and then the ice-breaking push rod 17 drives the ratchet assembly 2 to rotate forcibly along the second guide chute 1802 under the driving action of the first driving device 9.

[0108] This setting realizes the precise guiding and sliding limit between the ice-breaking push rod 17 and the ice-breaking guide rod 18 through an ingenious 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, thus achieving the purpose of ice-breaking.

[0109] As a preferred example of this application, 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 guiding and sliding along the second guide chute 1802 under the ice-breaking working condition. This setting enables the ice-breaking push rod 17 to act on the ratchet 201 more directly and effectively, realizes the concentration and amplification of force, enables the ratchet 201 to 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.

[0110] As a preferred example of the present application, the ice-breaking guide rod 18 is hinged and fixed to the housing 5, and a return spring 1804 is provided therebetween. When the release link 11 rotates counterclockwise under the ice-breaking condition, it drives the ice-breaking guide rod 18 to rotate along the hinge axis (not shown in the figure), thereby driving the second guide chute 1802 to move to the position defined by the ice-breaking condition. After the release link 11 is reset, the ice-breaking guide rod 18 is reset under the action of the return spring 1804. As a preferred example of the present application, the second guide chute 1802 is arranged in an arc shape on the ice-breaking guide rod body 1801. In the example of the present application, a hinge shaft hole 1803 is provided on the ice-breaking guide rod body 1801, and the hinge shaft hole 1803 is sleeved on the rotating hinge axis of the ice-breaking guide rod 18.

[0111] This setting discloses the specific structure of the linkage between the ice-breaking guide rod 18 and the release link 11, realizing the precise control of the position of the second guide chute 1802 under the ice-breaking condition, improving the accuracy and efficiency of the function control under the ice-breaking condition, simplifying the operation process, and improving the reliability and durability of the equipment. In addition, the second guide chute 1802 is arranged in an arc shape on the ice-breaking guide rod body 1801, and this design enables the guide 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.

[0112] 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 the third pin shaft 1702 and the 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.

[0113] As a preferred example of the present application, the automobile door lock ice-breaking mechanism further includes:

[0114] 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;

[0115] A self-suction interruption link 13, which can move or rotate towards the side close to the ratchet assembly 2 when the release link 11 performs the ice-breaking function, and disconnect the self-suction push rod 14 from the ratchet assembly 2.

[0116] Through a cleverly designed mechanical linkage structure, the integrated design of an automotive door lock with self-priming and ice-breaking working conditions is achieved. 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 connection link 11 to rotate, and finally pushes the pawl assembly 1 away, thereby opening the door. When it is cold in winter, there is a probability that the door will 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 connection link 11 pushes the self-priming interruption link 13 to move to the right, thereby pushing the self-priming push rod 14 away. At this time, the self-priming push rod 14 cannot push the ratchet assembly 2. This function is to close the self-priming function of the automotive door lock with self-priming function under the ice-breaking working condition. At the same time, the release connection link 11 drives the ice-breaking guide rod 18 to also move toward the side close to the ratchet assembly 2, and forms a guiding trajectory for the movement of the ice-breaking push rod 17. Furthermore, 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 obstacle caused by the icing of the door, thereby realizing the rapid opening of the door; in the self-priming working condition, the second drive motor 1001 in the second drive device 10 stops working, and the electric release link 1003, the release connection link 11, the self-priming 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-priming 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-priming push rod 14 abuts against the first boss 206 on the ratchet 201, thereby realizing the rotation of the ratchet 201 from the half-lock state to the full-lock state, corresponding to the process of the door closing from slightly open to fully closed.

[0117] In the example of the present 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-lock state, and the full-lock state. A half-lock signal switch 19 and a suction reset signal switch 20 are arranged in the automotive door lock. The half-lock signal of the half-lock signal switch 19 is used to feedback when the self-priming starts and when the electric release is completed; the suction reset signal of the suction reset signal switch 20 is used to feedback when the suction reset is completed.

[0118] When the automotive door lock executes the self-priming function:

[0119] 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 status to the whole vehicle, and the whole vehicle powers on the first driving device 9 (sucking motor) to start self-sucking.

[0120] Self-sucking continues until the first signal switch 4 jumps, indicating that the lock tongue is fully locked and the self-sucking stops.

[0121] 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 transmission gear 93 back to the initial position. When the sector transmission gear 93 is in the initial position, the self-sucking reset signal of the self-sucking reset signal switch 20 is not triggered. When the 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.

[0122] When the car door lock executes the electric release function:

[0123] When the car door is fully locked and someone presses the electric release touch panel (button);

[0124] The whole vehicle powers on 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.

[0125] Other structures are the same as those in Embodiment 1 or Embodiment 2.

[0126] Embodiment 4

[0127] 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 suction interruption 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.

[0128] The car door lock disclosed in this application is an improvement on the existing suction door lock. The structures of the signal triggering mechanism, suction interruption mechanism and door lock ice-breaking mechanism of the car door lock are mainly integrated inside the door lock, with a compact structure and fewer component settings.

[0129] As a preferred example of the present application, the second drive motor 1001 and the second transmission mechanism 1002 in the second drive device 10 are arranged obliquely between the side cover 502 and the upper cover 503. Among them, the axial directions of the second drive motor 1001 and the second transmission mechanism 1002 are parallel to the plane where the side cover 502 is located; the first drive motor 91, the first transmission mechanism 92, and the sector transmission gear 93 in the first drive device 9 are arranged between the upper cover 503 and the base 501.

[0130] This setting integrates all the drive motors and transmission mechanisms for the self - suction and electric opening of the car door lock inside the lock body structure, and at the same time integrates the self - suction and ice - breaking function structures, achieving the technical effects of a compact structure and reduced space occupation. At the same time, it improves the reliability of the door lock, simplifies the installation and maintenance process, and enhances the aesthetics and performance of the door lock.

[0131] As a preferred example of the present application, the axis of the first output shaft 9101 of the first drive motor 91 is arranged parallel to the plane where the length direction of the side cover 502 is located.

[0132] This optimized layout structure helps to optimize the internal space structure of the door lock, making the arrangement of each component more compact and orderly, reducing unnecessary corners and transmission paths, reducing friction and resistance, thereby reducing energy loss during transmission and improving transmission efficiency.

[0133] As a preferred example of the present application, the first transmission mechanism 92 includes two transmission gears, namely the first transmission gear 9201 and the second transmission gear 9202. Both the first transmission gear 9201 and the second transmission gear 9202 are double - series gears. Among them, the first transmission gear 9201 includes a first lower gear 92011 and a first upper gear 92012, and the first upper gear 92012 is coaxially arranged above the first lower gear 92011. The second transmission gear 9202 includes a second lower gear 92021 and a second upper gear 92022, and the second upper gear 92022 is coaxially arranged above the second lower gear 92021. Among them, the first lower gear 92011 meshes and drives with the first output shaft 9101, the first upper gear 92012 meshes and drives with the second upper gear 92022, and the second lower gear 92021 meshes and drives with the sector transmission gear 93. As a preferred example of the present application, the diameter of the first upper gear 92012 is smaller than the diameter of the first lower gear 92011, and the second upper gear 92022 is larger than the diameter of the second lower gear 92021.

[0134] This setting discloses a first transmission mechanism 92 including two double gears, which realizes a unique structural and functional design. Through the multi-stage transmission effect, it ensures the effective transmission and conversion of the power output by the first driving motor 91, guarantees the high efficiency of power transmission and the flexibility of conversion, and significantly improves the overall efficiency of the system. In addition, for the optimization of the transmission ratio of the double gears in the first transmission gear 9201 and the second transmission gear 9202, the flexibility and efficiency of the transmission are enhanced, making the overall transmission mechanism more compact and efficient.

[0135] In the example of this application, the vehicle door lock can be assembled on the vehicle door or on the vehicle body.

[0136] The vehicle door lock described in this application has made innovative improvements to the existing vehicle door locks. By integrating main structures such as a signal trigger mechanism, a suction interruption mechanism, and a door lock ice-breaking mechanism inside the door lock, it realizes a compact design of the door lock structure, significantly reduces the number of components, optimizes the space occupation, improves the reliability of the door lock, simplifies the installation and maintenance process, and enhances the aesthetics and performance of the door lock.

[0137] In addition, by optimizing the layout of key components such as the first driving motor 91, the first transmission mechanism 92, and the sector transmission gear 93 inside the housing 5, the high efficiency of power transmission and the flexibility of conversion are achieved, significantly improving the overall efficiency of the system. At the same time, the first transmission mechanism 91 including two double gears realizes a multi-stage transmission effect, further enhancing the flexibility and efficiency of the transmission, making the overall transmission mechanism more compact and efficient. These improvements enable the vehicle door lock of this application to exhibit more excellent performance and higher application value when assembled on the vehicle door or the vehicle body.

[0138] 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 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 to form an unlocking state, a semi-locked state, and a fully locked state; A ratchet assembly (2), which is rotatably arranged and can push the pawl assembly (1) to self-engage and lock with the locking tongue when it rotates; A housing (5), the housing (5) includes a detachable base (501), an upper cover (503) and a side cover (502). A signal triggering mechanism and / or a suction interruption mechanism and / or an ice-breaking mechanism are arranged inside or on the housing (5); Among them, the signal triggering mechanism includes a first signal switch (4) and a signal trigger rod (3). The first signal switch (4) is fixedly arranged on the housing (5) and is connected to the vehicle body controller. The signal trigger rod (3) is disengaged from the first signal switch (4) only when the door lock is in the fully locked state under the action of the rotating shaft device (6), the 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 makes the end of the signal trigger rod (3) close to the first signal switch (4) rotate along the rotating shaft device (6) towards the side away from the first signal switch (4); The suction interruption mechanism includes a self-suction push rod (14) and a release linkage rod (11). The self-suction push rod (14) can drive the ratchet assembly (2) to rotate to perform the self-engagement and locking function under the driving action of the first driving device (9). The release linkage rod (11) can drive the self-suction interruption link rod (13) to slide under the action of the interruption assembly. During the sliding process of the self-suction interruption link rod (13), the self-suction push rod (14) is disengaged from the ratchet assembly (2) to achieve self-suction interruption; The ice-breaking mechanism includes an ice-breaking guide rod (18) and an ice-breaking push rod (17). The ice-breaking guide rod (18) can be driven by the release linkage rod (11) to move towards the side close to the ratchet assembly (2); The ice-breaking push rod (17) can drive the ratchet assembly (2) to rotate to perform the ice-breaking function under the guiding and limiting action of the ice-breaking guide rod (18) under the driving action of the first driving device (9).

2. The car door lock according to claim 1, characterized in that, The signal trigger rod (3) includes a ratchet pressing part (301), a pawl pressing part (302) and a first pin shaft hole (303). The first pin shaft hole (303) is sleeved on the rotating shaft device (6). The ratchet pressing part (301) and the pawl pressing part (302) are arranged on opposite sides of the first pin shaft hole (303). The ratchet pressing part (301) is used for pressing and limiting when the ratchet assembly (2) changes its working position. The pawl pressing part (302) is used for pressing and limiting when the pawl assembly (1) changes its working position. In the fully locked state, the ratchet pressing part (301) and the pawl pressing part (302) are disengaged from the pawl assembly (1) and the ratchet assembly (2) and rotate towards the side away from the first signal switch (4).

3. The vehicle door lock according to claim 2, characterized in that, 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), and 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).

4. The car door lock according to claim 3, characterized in that, A limiting device (8) is provided on the housing (5), and the limiting device (8) is used to limit the rotation of the pawl crimping portion (302) on the signal trigger rod (3) away from the first signal switch (4) under the action of the torsion spring device (7).

5. The vehicle door lock according to any one of claims 1 to 4, characterized in that, The release link (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 provided on the self-suction interruption link (13), and a self-suction interruption rivet (15) is provided on the self-suction push rod (14). The arc-shaped abutting portion (1302) can drive the self-suction interruption rivet (15) to rotate away from the ratchet assembly (2) under the driving action of the release link (11).

6. The vehicle door lock according to claim 5, characterized in that, The release link (11) is rotatably arranged and can be reset under the action of a reset device. The self-suction interruption link (13) is fixedly connected to one end thereof, and a first guiding chute (1301) is provided on the self-suction interruption link (13), and the first guiding chute (1301) can slide along the guiding convex column (16).

7. The vehicle door lock according to claim 6, characterized in that, The interruption assembly includes a second driving device (10), and the second driving device (10) can electrically drive the release link (11) to rotate.

8. The vehicle door lock according to claim 7, characterized in that, 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).

9. The vehicle door lock according to claim 1 or 8, characterized in that, The ice-breaking guiding rod (18) and the ice-breaking push rod (17) are guided and slidably limited by the guiding slide column (1703) and the second guiding chute (1802) in the ice-breaking working condition.

10. The vehicle door lock according to claim 9, characterized in that, Assembled on the vehicle door or the vehicle body.

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