Door lock structure of electric vehicle

Abstract

According to the technical scheme, the electric vehicle door lock structure is characterized in that the electric vehicle door lock structure comprises a vehicle door lock body and a shell, the vehicle door lock body comprises a spring bolt and a locking check block, the shell is provided with a locking device, and the locking device comprises an electric driving part, a first locking part and a second locking part; the first locking part and the second locking part are close to the electric driving part, the electric driving part has a first driving state and a second driving state, the electric driving part makes contact with and drives the first locking part in the first driving state, and the electric driving part makes contact with and drives the second locking part in the second driving state. The first locking part is close to the locking stop block, and the second locking part is close to the spring bolt. The electric driving part can respectively contact with and drive the first locking part and the second locking part, the locking check block is locked through the first locking part, the spring bolt is locked through the second locking part, when parts fail, the automobile door lock body can still be locked, and safety and reliability are achieved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle door lock technology, and more specifically to an electric vehicle door lock structure. Background Technology

[0002] Currently, with the continuous improvement of people's living standards, automobiles have become a common means of transportation. Consequently, consumers are increasingly knowledgeable about cars and have higher demands for cost, safety, and operational performance. Electric door locks have become widespread on vehicle hoods and doors, and ensuring the reliability of locking and the real-time speed of unlocking are the biggest challenges faced by technicians.

[0003] However, there are still some defects in the existing technologies mentioned above. The existing car central control side door locks basically use two components to unlock in a linked manner, which can easily cause the linkage to fail. There is a risk that the door may be opened accidentally or unintentionally when the door is locked, which poses certain safety hazards. Utility Model Content

[0004] In view of the shortcomings of the existing technology, the present invention provides an electric vehicle door lock structure.

[0005] To achieve the above objectives, this utility model provides the following technical solution: It includes a door lock body and a housing. The door lock body includes a latch and a locking stop. The housing is provided with a locking device, which includes an electric drive unit, a first locking unit, and a second locking unit. The first and second locking units are close to the electric drive unit. The electric drive unit has two states: a first drive state and a second drive state. In the first drive state, the electric drive unit contacts and drives the first locking unit. In the second drive state, the electric drive unit contacts and drives the second locking unit. The first locking unit is close to the locking stop, and the second locking unit is close to the latch.

[0006] The present invention is further configured such that: the electric drive unit includes a drive motor, a drive gear A, an I-beam gear B, a conversion motor, a conversion gear C, and a movable connecting plate; the drive motor is connected to the drive gear A; the drive gear A meshes with the upper edge teeth of the I-beam gear B; the movable connecting plate is movably connected to the housing; the I-beam gear B is movably connected to the movable connecting plate; the conversion motor is connected to the conversion gear C; the conversion gear C is provided with a guide rail groove; and the movable connecting plate is provided with a corresponding protrusion A.

[0007] The present invention is further configured such that: the I-beam gear B is provided with a reinforcing rib, and the reinforcing rib is provided with a reinforcing hoop.

[0008] The present invention is further configured such that: the first locking part includes a locking washer and a locking rod, the locking rod is fixedly connected to a transmission gear D, the transmission gear D is close to the I-beam gear B, the locking rod is provided with a protrusion B, the protrusion B is close to the locking washer, and the locking washer is close to the locking stop.

[0009] The present invention is further configured such that: the second locking part is provided with a transmission wheel E, the transmission wheel E is close to the I-beam gear B, the transmission wheel E is provided with a reversing gear F, the reversing gear F meshes with the upper part of the gear E, the reversing gear E is fixedly connected to a transmission rod provided with a protrusion C, the transmission rod is close to the locking tongue, and the locking tongue is provided with a protrusion D that corresponds to the protrusion C.

[0010] The present invention is further configured such that: the upper and lower end faces of the upper edge gear of the I-beam gear B are provided with symmetrical inclined surfaces.

[0011] The present invention is further configured such that: the housing is provided with a sensor adapted to the locking tongue and the locking stop.

[0012] The present invention is further configured such that: the conversion gear C and the reversing gear E are provided with buffer pads, and the buffer pads are located at the front end of the movement direction.

[0013] In summary, this utility model has the following beneficial effects: the electric drive unit can respectively contact and drive the first locking part and the second locking part. By switching the electric drive unit, the first locking part locks the locking block, and the second locking part locks the locking tongue. When either the first or second locking part fails, there is still a component that can lock the door lock body, ensuring safety and reliability. The sensor settings enable the automatic operation of each component, making it simple and convenient to use. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of this embodiment;

[0015] Figure 2 This is a first-view structural diagram of the shell-free embodiment;

[0016] Figure 3 This is a second-view structural diagram of the shell-free embodiment;

[0017] Figure 4 This is a third-view structural diagram of the unshelled version of this embodiment;

[0018] Reference numerals: 1. Door lock body; 11. Lock tongue; 111. Protrusion D; 12. Locking stop; 2. Electric drive unit; 21. Drive motor; 22. Drive gear A; 23. I-beam gear B; 231. Inclined surface; 232. Reinforcing rib; 233. Reinforcing hoop; 24. Conversion motor; 25. Conversion gear C; 251. Guide rail groove; 26. Movable connecting plate; 261. Protrusion A; 3. First locking part; 31. Locking washer; 32. Locking rod; 321. Protrusion B; 33. Transmission gear D; 4. Second locking part; 41. Transmission wheel E; 42. Reversing gear F; 43. Transmission rod; 431. Protrusion C; 5. Buffer pad; 6. Housing; 61. Sensor. Detailed Implementation

[0019] The present invention will be further described in detail below with reference to the accompanying drawings.

[0020] This embodiment discloses an electric vehicle door lock structure, such as Figures 1 to 4 As shown, the door lock includes a main body 1 and a housing 6. The main body 1 includes a latch 11 and a locking stop 12. The housing 6 is equipped with a locking device, which includes an electric drive unit 2, a first locking part 3, and a second locking part 4. The first locking part 3 and the second locking part 4 are close to the electric drive unit 2. The electric drive unit 2 has two driving states: a first driving state and a second driving state. In the first driving state, the electric drive unit 2 contacts and drives the first locking part 3. In the second driving state, the electric drive unit 2 contacts and drives the second locking part 4. The first locking part 3 is close to the locking stop 12, and the second locking part 4 is close to the latch 11. The electric drive unit 2 moves back and forth between the first locking part 3 and the second locking part 4, respectively contacting and driving the first locking part 3 and the second locking part 4.

[0021] Further improvements include an electric drive unit 2 comprising a drive motor 21, a drive gear A22, an I-beam gear B23, a conversion motor 24, a conversion gear C25, and a movable connecting plate 26. The drive motor is connected to the drive gear A22, which meshes with the upper edge teeth of the I-beam gear B23, causing it to rotate. The drive motor 21 drives the drive gear A22, which transmits the rotation to the I-beam gear B23. The movable connecting plate 26 is movably connected to the housing 6 and can reciprocate within a certain range. The I-beam gear B23 is movably connected to the movable connecting plate 26, and its movement drives the I-beam gear. B23 moves, and the movable connecting plate 26 interferes with the rotation of the I-beam gear B23; the conversion motor 24 is connected to the conversion gear C25, the conversion gear C25 is provided with a guide rail groove 251, and the movable connecting plate 26 is provided with a corresponding protrusion A261. The conversion motor 24 drives the conversion gear C25 to rotate, and the rotating conversion gear C25 pushes the movable connecting plate 26 with the protrusion A261, thereby driving the I-beam gear B23; the guide rail groove 251 provides a free stroke when the I-beam gear B23 switches working states, allowing the transmission system time to adjust and adapt to the change when the I-beam gear B23 disengages from the meshing gear, thus avoiding component deformation, damage, and other malfunctions caused by overload.

[0022] To further improve the design, the I-beam gear B23 is provided with reinforcing ribs 232, and the reinforcing ribs 232 are provided with reinforcing hoop 233. The reinforcing ribs 232 can share these external loads and prevent excessive deformation of the shaft. The reinforcing hoop 233 is made of metal, which can effectively increase the support for the reinforcing ribs 232 and significantly improve the rigidity of the I-beam gear B23.

[0023] Further improvements include the first locking part 3 comprising a locking washer 31 and a locking rod 32. The locking rod 32 is fixedly connected to a transmission gear D33, which is located near the I-beam gear B23. The locking rod 32 is provided with a protrusion B321, which is located near the locking washer 31. The locking washer 31 is located near the locking stop 12. When the locking part is in the first driving state, the I-beam gear B23 contacts and pushes the transmission gear D33. The transmission gear rotates the locking rod 32, which drives the protrusion B321. The protrusion B321 pushes the locking washer 31 to contact and push the locking stop 12. At the extreme position, the protrusion B321 locks the locking washer 31 to fix the locking stop 12, thus enabling the first locking part 3 to achieve self-locking.

[0024] Further improvements include a transmission wheel E41 on the second locking part 4, which is located near the I-beam gear B23. The transmission wheel E41 is also equipped with a reversing gear F42, which meshes with the upper part of gear E. The reversing gear E is fixedly connected to a transmission rod 43 with a protrusion C431. The transmission rod 43 is located near the locking tongue 11, which has a protrusion D111 corresponding to protrusion C431. When the locking part is in the second driving state, the I-beam gear B23 contacts and pushes the transmission wheel E41, driving the reversing gear F42. The transmission rod 43 rotates under the rotation of the reversing gear F42, causing protrusion C431 to move closer to protrusion D111, thus fixing the locking tongue 11.

[0025] To further improve the design, the upper and lower end faces of the upper edge gear of the I-beam gear B23 are provided with symmetrical inclined surfaces 231. The inclined surfaces 231 ensure that when the I-beam gear B23 switches between the first driving state and the second driving state, the upper and lower end faces of the upper edge gear of the I-beam gear B23 can avoid collision with the driving gear A22 and the housing 6, making the use of this utility model smoother.

[0026] To further improve the design, the housing 6 is equipped with a sensor 61 that corresponds to the locking tongue 11 and the locking stop 12. The sensor 61 is used to detect the positions of the locking tongue 11 and the locking stop 12. When the locking tongue 11 is in the closed state, the locking device is activated to lock the device. When the locking stop 12 is locked, the conversion motor 24 is activated to switch the drive device from the first drive state to the second drive state.

[0027] To further improve the design, the conversion gear C25 and the reversing gear E are equipped with buffer pads 5, which are located at the front end in the direction of movement. The buffer pads 5 contact the collision housing 6 at the rotating ends of the conversion gear C25 and the reversing gear E, reducing the impact on the conversion gear C25 and the reversing gear E through a flexible collision, thereby increasing their service life.

[0028] Working principle of this utility model

[0029] When the latch engages with the door lock body 1 and pushes the bolt 11 to rotate, the sensor 61 on the bolt 11 is activated, the locking device is started, and the I-beam gear B23 is in the first driving state. The drive motor 21 drives the drive gear A22, which in turn drives the I-beam gear B23 to rotate. In the first driving state, the I-beam gear B23 meshes with the transmission gear D33. The rotation of the I-beam gear B23 drives the transmission gear D33 to rotate, causing the locking rod 32 to rotate. The protrusion B321 on the bolt pushes the locking washer 31, causing the locking washer 31 to approach and lock the locking stop. Block 12, the protrusion B will lock the locking washer 31, so that the locking washer 31 is fixed. The conversion motor 24 drives the conversion gear C25 to rotate. The rotation of the conversion gear C25 will drive the movable connecting plate to rotate, so that the I-beam gear B23 and the transmission gear D33 are separated. The drive device switches to the second drive state. The I-beam gear B23 meshes with the transmission wheel E41. The I-beam gear B23 will push the transmission wheel E41 to rotate. The rotating transmission wheel E41 will cause the transmission rod 43 to rotate. The protrusion C431 provided on the transmission rod 43 will press the protrusion D111 to fix the locking tongue 11.

[0030] When unlocking, the motor rotates in the reverse direction, and the drive device switches from the second drive state to the first drive state. The I-gear B23 and the transmission wheel E41 separate and mesh with the transmission gear D33, causing the protrusion B to rotate. This causes the locking washer 31 to loosen and release the pressure on the locking stop 12, allowing the latch 11 to rotate. Furthermore, the reversing gear F42 is unloaded, and the protrusion C431 does not obstruct the movement of the latch 11. The latch can then be easily removed from the lock.

[0031] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the design concept of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An electric vehicle door lock structure, comprising a door lock body (1) and a housing (6), wherein the door lock body (1) includes a latch (11) and a locking stop (12), characterized in that: The housing (6) is provided with a locking device, which includes an electric drive part (2), a first locking part (3), and a second locking part (4). The first locking part (3) and the second locking part (4) are close to the electric drive part (2). The electric drive part (2) has two states: a first driving state and a second driving state. In the first driving state, the electric drive part (2) contacts and drives the first locking part (3). In the second driving state, the electric drive part (2) contacts and drives the second locking part (4). The first locking part (3) is close to the locking stop (12), and the second locking part (4) is close to the locking tongue (11).

2. The electric vehicle door lock structure according to claim 1, characterized in that: The electric drive unit (2) includes a drive motor (21), a drive gear A (22), an I-beam gear B (23), a conversion motor (24), a conversion gear C (25), and a movable connecting plate (26). The drive motor is connected to the drive gear A (22), and the drive gear A (22) meshes with the upper edge teeth of the I-beam gear B (23). The movable connecting plate (26) is movably connected to the housing (6), and the I-beam gear B (23) is movably connected to the movable connecting plate (26). The conversion motor (24) is connected to the conversion gear C (25), and the conversion gear C (25) is provided with a guide rail groove (251). The movable connecting plate (26) is provided with a corresponding protrusion A (261).

3. The electric vehicle door lock structure according to claim 2, characterized in that: The I-beam gear B (23) is provided with a reinforcing rib (232), and the reinforcing rib (232) is provided with a reinforcing hoop (233).

4. The electric vehicle door lock structure according to claim 2, characterized in that: The first locking part (3) includes a locking washer (31) and a locking rod (32). The locking rod (32) is fixedly connected to a transmission gear D (33). The transmission gear D (33) is close to the I-beam gear B (23). The locking rod (32) is provided with a protrusion B (321). The protrusion B (321) is close to the locking washer (31). The locking washer (31) is close to the locking stop (12).

5. The electric vehicle door lock structure according to claim 2, characterized in that: The second locking part (4) is provided with a transmission wheel E (41), the transmission wheel E (41) is close to the I-beam gear B (23), the transmission wheel E (41) is provided with a reversing gear F (42), the reversing gear F (42) meshes with the upper part of the gear E, the reversing gear E is fixedly connected to a transmission rod (43) provided with a protrusion C (431), the transmission rod (43) is close to the locking tongue (11), the locking tongue (11) is provided with a protrusion D (111) that is compatible with the protrusion C (431).

6. The electric vehicle door lock structure according to claim 2, characterized in that: The upper and lower end faces of the I-beam gear B (23) are provided with symmetrical inclined surfaces (231).

7. The electric vehicle door lock structure according to claim 1, characterized in that: The housing (6) is provided with a sensor (61) adapted to the locking tongue (11) and the locking stop (12).

8. The electric vehicle door lock structure according to claim 4, characterized in that: The conversion gear C (25) and the reversing gear E are provided with buffer pads (5), which are located at the front end of the movement direction.

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