Drive mechanism and electric door system for electric doors

Abstract

This application discloses a drive device and system for an electric door. The drive device includes a drive unit and a clutch unit. The drive unit has an output shaft, and the clutch unit includes a clutch body and a clutch control assembly. The first end of the clutch body is engaged with the output shaft and disengaged from it. The second end of the clutch body is driven by the electric door. The clutch control assembly is connected to the clutch body and includes a control knob. When the control knob is in a first state, the first end of the clutch body is engaged with the output shaft. When the control knob is rotated to a second state, the first end of the clutch body is disengaged from the output shaft, thereby cutting off the power transmission between the drive unit and the electric door. The opening or closing process of the electric door is no longer constrained by the drive unit, and the electric door can be opened or closed manually.

Description

Technical Field

[0001] This application relates to the field of electric door technology, and in particular to a drive device and electric door system for electric doors. Background Technology

[0002] With the continuous improvement of living standards, electric gates are widely used in residential, community, office building, shopping mall and other usage scenarios due to their advantages such as convenience, safety and aesthetics.

[0003] In related technologies, electric doors are typically driven by a drive unit to open and close. This drive unit mainly consists of a geared motor, a drive gear, and a driven gear. When the drive unit is powered normally, the electric door can be controlled remotely or manually. However, in the event of a power outage or malfunction, the electric door must be opened or closed manually. Because the geared motor has a reverse self-locking characteristic, it is difficult to open or close the electric door manually, causing significant inconvenience to the user. Utility Model Content

[0004] This application discloses a drive device and electric door system for electric doors, in order to solve the problem that in related technologies, the drive device is difficult to open or close the electric door manually when encountering power outages, malfunctions, or other situations.

[0005] To solve the above-mentioned technical problems, this application is implemented as follows:

[0006] In a first aspect, this application discloses a drive device for an electric door, the disclosed drive device comprising: a drive unit and a clutch unit;

[0007] The drive unit has an output shaft, and the clutch unit includes a clutch body and a clutch control assembly. The first end of the clutch body has an engaged state and a disengaged state with the output shaft, and the second end of the clutch body is used to cooperate with the electric door drive.

[0008] The clutch control assembly is connected to the clutch body. The clutch control assembly includes a control knob. When the control knob is in a first state, the first end of the clutch body is engaged with the output shaft. When the control knob is rotated to a second state, the first end of the clutch body is disengaged from the output shaft.

[0009] Secondly, this application discloses an electric door system, which includes an electric door and the aforementioned drive device, wherein the second end of the clutch body of the drive device is connected to the electric door in a transmission manner.

[0010] The technical solution adopted in this application can achieve the following technical effects:

[0011] The drive device for electric doors disclosed in this application improves upon related technologies. The drive unit has an output shaft, and the clutch unit includes a clutch body and a clutch control assembly. The first end of the clutch body is engaged with the output shaft and disengaged from it. The second end of the clutch body is used for transmission cooperation with the electric door. The clutch control assembly is connected to the clutch body and includes a control knob. When the control knob is in the first state, the first end of the clutch body is engaged with the output shaft. At this time, the drive unit can normally output power to the clutch unit and drive the electric door to open or close. In the event of a power outage or malfunction, the control knob can be rotated to the second state. At this time, the first end of the clutch body is disengaged from the output shaft, thereby cutting off the power transmission between the drive unit and the electric door. The opening or closing process of the electric door is no longer constrained by the drive unit, allowing the electric door to be opened or closed manually, avoiding the problem of the electric door failing to open or close, which would cause inconvenience to the user. Furthermore, the clutch unit disclosed in this application has advantages such as simple structure and stable reliability, reducing the manufacturing and maintenance costs of electric doors to a certain extent. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the clutch pin in the first position as disclosed in the embodiments of this application;

[0013] Figure 2 for Figure 1 Cross-sectional view along the AA direction;

[0014] Figure 3 This is a schematic diagram of the control knob in its first state as disclosed in an embodiment of this application;

[0015] Figure 4 This is a schematic diagram of the clutch pin in the second position as disclosed in the embodiments of this application;

[0016] Figure 5 for Figure 4 Cross-sectional view along the BB direction;

[0017] Figure 6 This is a schematic diagram of the control knob in its second state as disclosed in an embodiment of this application;

[0018] Figure 7 This is one of the exploded views of the driving device disclosed in the embodiments of this application;

[0019] Figure 8 This is a second exploded view of the driving device disclosed in the embodiments of this application;

[0020] Figure 9 This is a schematic diagram of the drive unit disclosed in the embodiments of this application;

[0021] Figure 10 This is a schematic diagram of the clutch shaft structure disclosed in an embodiment of this application;

[0022] Figure 11 This is one of the structural schematic diagrams of the control knob disclosed in the embodiments of this application;

[0023] Figure 12 This is a second schematic diagram of the control knob disclosed in the embodiments of this application;

[0024] Figure 13 This is a schematic diagram of the clutch fork disclosed in the embodiments of this application;

[0025] Figure 14 This is a schematic diagram of the structure of the pressure ring disclosed in the embodiments of this application;

[0026] Figure 15 This is a schematic diagram of the structure of the inner shell and the stop member disclosed in the embodiments of this application;

[0027] Figure 16 This is a schematic diagram of the structure of the driving device disclosed in the embodiments of this application;

[0028] Figure 17 This is a schematic diagram of the structure of the electric door system disclosed in the embodiments of this application.

[0029] Explanation of reference numerals in the attached figures:

[0030] 100-Drive device, 110-Drive section, 111-Output shaft, 112-Slot, 120-Clutch section, 121-Clutch shaft, 1211-First strip hole, 1212-Second strip hole, 122-Clutch pin, 123-Control knob, 1231-Groove, 1232-Rotating shaft, 1233-First arc-shaped drive section, 1234-Second arc-shaped drive section, 1235-Stop mating structure, 1236-Protrusion 124-Clutch fork, 1241-Connecting rod, 1242-First fork finger, 1243-Second fork finger, 1244-Pressure ring, 1245-First lug, 1246-Second lug, 125-Stop, 126-Elastic element, 127-First gear, 130-Transmission part, 131-Second gear, 140-Housing, 141-Outer shell, 1411-Allowing hole, 142-Inner shell, 1421-Third slotted hole

[0031] 200-key,

[0032] 300 - Electric gate, 310 - First gate body, 320 - Second gate body

[0033] 400 - Loading material. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below in conjunction with specific embodiments and corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0035] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and are not used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and are not limited in number; for example, a first object can be one or more.

[0036] The technical solutions disclosed in the various embodiments of this application are described in detail below with reference to the accompanying drawings.

[0037] Please refer to Figures 1 to 17 This application discloses a drive device 100 for an electric door 300, which can be a swing door, sliding door, etc. The drive device 100 may include a drive unit 110 and a clutch unit 120. The drive unit 110 is in transmission engagement with the electric door 300 through the clutch unit 120. The transmission engagement method may be gear transmission, belt transmission, etc. In an optional embodiment of this application, the drive device 100 may further include a transmission unit 130, which is used to connect the electric door 300. The clutch unit 120 is disposed between the drive unit 110 and the transmission unit 130 and is used to control the power transmission between the drive unit 110 and the transmission unit 130.

[0038] Specifically, the drive unit 110 can be a geared motor, cylinder, etc., and the drive unit 110 has an output shaft 111. The clutch unit 120 can include a clutch body and a clutch control assembly. The first end of the clutch body and the output shaft 111 of the drive unit 110 have an engaged state and a disengaged state. When the first end of the clutch body and the output shaft 111 are in the engaged state, the drive unit 110 can transmit power to the clutch body through the output shaft 111. The way the clutch body and the output shaft 111 transmit power can be a spline connection, a pin connection, etc. When the clutch body and the output shaft 111 are in the disengaged state, the power transmission path between the output shaft 111 of the drive unit 110 and the clutch body is cut off.

[0039] The second end of the clutch body engages with the electric door 300 via a transmission mechanism 130. This engagement can be achieved through gear transmission, belt transmission, or similar methods. The clutch control assembly is connected to the clutch body. To facilitate operator control of the engagement between the clutch body and the output shaft 111, the clutch control assembly may include a control knob 123. The state of the control knob 123 corresponds to the position of the clutch pin 122 as follows:

[0040] like Figures 1 to 3 As shown, when the control knob 123 is in the first state, the first end of the clutch body is engaged with the output shaft 111. When the output shaft 111 of the drive unit 110 rotates, it drives the clutch body to rotate synchronously, thereby transmitting power to the transmission unit 130, which in turn drives the electric door 300 to open or close. When the drive device 100 experiences a power outage or malfunction, the control knob 123 can be rotated to the second state. Correspondingly, the first end of the clutch body is disengaged from the output shaft 111, thereby cutting off the power transmission between the drive unit 110 and the transmission unit 130.

[0041] It should be noted that there is a mechanical linkage between the clutch control component and the clutch body. For example, the clutch control component can be a linkage between the control knob 123 and the lever. The control knob 123 can control the clutch body and the output shaft 111 to switch between the engaged and disengaged states through the lever.

[0042] In terms of specific usage scenarios, under normal usage, the control knob 123 can be in the first state. At this time, the first end of the clutch body is engaged with the output shaft 111. Taking the geared motor as the drive unit 110 as an example, the geared motor can transmit power to the clutch body through the output shaft 111, thereby transmitting power to the transmission unit 130, which in turn drives the electric door 300 to open or close.

[0043] When the drive unit 100 experiences a power outage or a geared motor malfunction, the geared motor has a reverse self-locking characteristic. In simpler terms, driving the electric door 300 by rotating the output shaft 111 of the geared motor requires only a small force or torque. Conversely, applying force or torque to the electric door 300 to rotate the output shaft 111 of the geared motor is not so easy. Therefore, it is difficult for the operator to manually open or close the electric door 300. In this situation, the control knob 123 can be rotated to the second state. Correspondingly, the first end of the clutch body is disengaged from the output shaft 111, thereby cutting off the power transmission between the drive unit 110 and the transmission unit 130. That is, the force or torque applied to the electric door 300 is no longer transmitted in reverse to the output shaft 111 of the geared motor through the clutch body. Without the constraint of the geared motor, the electric door 300 can be easily opened or closed manually.

[0044] As described above, the drive device 100 for the electric door 300 disclosed in this application improves upon related technologies by providing a clutch 120 between the drive unit 110 and the transmission unit 130. When the control knob 123 is in the first state, the first end of the clutch body is engaged with the output shaft 111. At this time, the drive unit 110 can normally output power to the transmission unit 130 and drive the electric door 300 to open or close. In the event of a power outage, malfunction, or other similar situation, the control knob 123 can be rotated to the second state. When the clutch body is in a disengaged state from the output shaft 111, the power transmission between the drive unit 110 and the transmission unit 130 is cut off. The opening or closing process of the electric door 300 is no longer constrained by the drive unit 110, so the electric door 300 can be opened or closed manually, avoiding the problem of the electric door 300 failing to open or close and causing inconvenience to the user. In addition, the clutch unit 120 disclosed in this application also has the advantages of simple structure and stable reliability, which reduces the manufacturing cost and maintenance cost of the electric door 300 to a certain extent.

[0045] like Figures 1 to 6 As shown, the output shaft 111 of the drive unit 110 described above has a groove 112 on its end face. The clutch body may include a clutch shaft 121 and a clutch pin 122. The clutch shaft 121 is a hollow structure with an inner cavity. At least a portion of the clutch pin 122 is disposed in the inner cavity of the clutch shaft 121. The clutch pin 122 is slidably connected to the clutch shaft 121 and can slide relative to the clutch shaft 121 along the axial direction of the clutch shaft 121. A groove, a slotted hole, or other structure may be provided on the clutch shaft 121. The end of the clutch pin 122 cooperates with the groove, slotted hole, or other structure to realize the sliding connection between the clutch pin 122 and the clutch shaft 121.

[0046] The clutch shaft 121 has a first end and a second end that are opposite to each other. The first end of the clutch shaft 121 is an open end that communicates with the inner cavity of the clutch shaft 121. The end of the output shaft 111 of the drive unit 110 can extend into the clutch shaft 121 through the open end of the clutch shaft 121. The second end of the clutch shaft 121 is in transmission cooperation with the electric door 300, which can be transmitted through the transmission unit 130.

[0047] Along the axial direction of the clutch shaft 121, the clutch pin 122 has a first position close to the output shaft 111 and a second position away from the output shaft 111. The clutch pin 122 can switch between the first position and the second position by sliding relative to the clutch shaft 121. It should be noted that the power for the clutch pin 122 to slide between the first position and the second position can be manual. For example, the clutch pin 122 can be pulled by hand by pulling a cable to switch between the first position and the second position, or it can be turned by a tool such as an operating lever to switch between the first position and the second position. Of course, the power for the clutch pin 122 to slide between the first position and the second position can also come from a driving device such as a motor or cylinder, as long as the sliding switching of the clutch pin 122 between the first position and the second position can be controlled. This application embodiment does not limit this.

[0048] Under normal use, the control knob 123 can be in the first state. At this time, the clutch pin 122 is in the first position, and the slot 112 of the output shaft 111 of the drive unit 110 engages with the clutch pin 122, so that the output shaft 111 and the clutch shaft 121 are in an engaged state, thereby transmitting power to the transmission unit 130, which in turn drives the electric door 300 to open or close. When the drive unit 100 experiences a power outage or a geared motor failure, the control knob 123 can be rotated to the second state. At this time, the clutch pin 122 slides to the second position, and the slot 112 of the output shaft 111 separates from the clutch pin 122, thereby cutting off the power transmission between the drive unit 110 and the transmission unit 130.

[0049] like Figures 7 to 10 As shown, to facilitate the installation of the clutch pin 122, a first strip-shaped hole 1211 and a second strip-shaped hole 1212 can be respectively opened on the side wall of the clutch shaft 121. The first strip-shaped hole 1211 and the second strip-shaped hole 1212 are arranged opposite to each other and both extend along the axial direction of the clutch shaft 121. The two ends of the clutch pin 122 pass through the first strip-shaped hole 1211 and the second strip-shaped hole 1212 respectively and extend out of the clutch shaft 121. The two ends of the clutch pin 122 are slidably engaged with the first strip-shaped hole 1211 and the second strip-shaped hole 1212 respectively, so that it can slide and switch between the first position and the second position.

[0050] The clutch pin 122 extends out of the clutch shaft 121 at both ends. On the one hand, this can improve the stability of the assembly between the clutch pin 122 and the clutch shaft 121. On the other hand, the clutch control component can also cooperate with the part of the clutch pin 122 that extends out of the clutch shaft 121. The clutch control component can control the clutch pin 122 to switch between the first position and the second position without extending into the clutch shaft 121, thereby simplifying the assembly relationship between the clutch control component and the clutch pin 122.

[0051] like Figure 7 and Figure 8 As shown, the drive device 100 may also include a housing 140, which is the structural basis of the drive device 100. The housing 140 has a cavity, and the drive unit 110, clutch shaft 121 and clutch pin 122 are all located in the cavity of the housing 140. Since the transmission unit 130 needs to rotate relative to the housing 140 during the power transmission process, the transmission unit 130 and the housing 140 can be assembled by a rotatable connection.

[0052] The control knob 123 is rotatably connected to the shell wall of the housing 140. The control knob 123 can be located inside or outside the housing 140. For ease of operation, the control knob 123 can be located outside the housing 140. The control knob 123 can be rotatably connected to the shell wall of the housing 140 via a rotating shaft 1232 or via a flexible connector. The shell wall of the housing 140 has a third slotted hole 1421 extending axially along the clutch shaft 121. The clutch control assembly may also include a clutch fork 124, which is located within and rotatably connected to the housing 140. The first end of the clutch fork 124 is connected to the clutch pin 122, and the second end extends outside the housing 140 through the third slotted hole 1421 and engages with the control knob 123. The clutch fork 124 and the housing 140... The rotation connection point of 40 is located between the first end and the second end of the clutch fork 124, so that the first end and the second end of the clutch fork 124 can rotate relative to each other around the rotation connection point. According to the lever principle, the rotation connection point can be regarded as the fulcrum of the lever. When the second end of the clutch fork 124 is raised, the first end of the clutch fork 124 is lowered; similarly, when the second end of the clutch fork 124 is lowered, the first end of the clutch fork 124 is raised.

[0053] When the control knob 123 switches between the first and second states, it can cause the second end of the clutch fork 124 to rotate relative to the first end of the clutch fork 124 around the rotation connection point, thereby controlling the clutch pin 122 to switch between the first and second positions. In specific scenarios, such as... Figures 1 to 3 As shown, when the control knob 123 is in the first state, the clutch pin 122 is in the first position, and the slot 112 of the output shaft 111 of the drive unit 110 is engaged with the clutch pin 122. At this time, the drive unit 110 and the transmission unit 130 can transmit power normally.

[0054] In cases where it is necessary to disconnect the power transmission between the drive unit 110 and the transmission unit 130, such as Figures 4 to 6 As shown, the control knob 123 can be rotated to the second state. During the rotation of the control knob 123 to the second state, the second end of the clutch fork 124 will be raised, and the first end of the clutch fork 124 will be lowered accordingly. The first end of the clutch fork 124 will press down on the clutch pin 122, causing it to slide to the second position. At this time, the slot 112 of the output shaft 111 separates from the clutch pin 122, thereby cutting off the power transmission between the drive unit 110 and the transmission unit 130.

[0055] The interaction between the control knob 123 and the clutch fork 124 can include traction, lifting, etc., as described in a specific embodiment of this application. Figure 3 , Figure 6 , Figure 11 , Figure 12 As shown, the control knob 123 has a groove 1231, and the bottom wall of the groove 1231 is provided with a rotating shaft 1232. The control knob 123 can be rotatably connected to the shell wall of the housing 140 through the rotating shaft 1232. The side wall of the groove 1231 has a first arc-shaped drive section 1233. The control knob 123 can be disc-shaped. The first arc-shaped drive section 1233 extends along the circumference of the control knob 123 and gradually approaches or moves away from the rotating shaft 1232. The second end of the clutch fork 124 extends into the groove 1231 of the control knob 123 and is slidably connected to the first arc-shaped drive section 1233. When the control knob 123 switches between the first state and the second state, the second end of the clutch fork 124 slides along the first arc-shaped drive section 1233.

[0056] For example, such as Figure 3 As shown, the control knob 123 is in the first state, and the second end of the clutch fork 124 is located at the bottom of the first arc-shaped drive section 1233. At this time, the second end of the clutch fork 124 is in a lower position, and correspondingly, the clutch pin 122 is in the first position; Figure 3For reference, the portion of the first arc-shaped drive segment 1233 near the second gear 131 is defined as the bottom of the first arc-shaped drive segment 1233, and the portion of the first arc-shaped drive segment 1233 away from the second gear 131 is defined as the top of the first arc-shaped drive segment 1233. From its bottom to its top, the first arc-shaped drive segment 1233 gradually approaches the rotating shaft 1232. Therefore, during the rotation of the control knob 123 to the second state, the second end of the clutch fork 124 will gradually slide from the bottom of the first arc-shaped drive segment 1233 to the top of the first arc-shaped drive segment 1233. Figure 6 As shown, the second end of the clutch fork 124 gradually rises, and the first end of the clutch fork 124 correspondingly falls. The first end of the clutch fork 124 will press down on the clutch pin 122, causing it to slide to the second position. At this time, the slot 112 of the output shaft 111 separates from the clutch pin 122, thereby cutting off the power transmission between the drive unit 110 and the transmission unit 130.

[0057] To improve operational efficiency, the control knob 123 can control the clutch fork 124 and clutch pin 122 during both clockwise and counterclockwise rotation. The side wall of the groove 1231 also has a second arc-shaped drive section 1234, which is connected to the first arc-shaped drive section 1233. The first arc-shaped drive section 1233 and the second arc-shaped drive section 1234 are symmetrically distributed in the groove 1231, forming an approximately U-shaped structure. When the control knob 123 is in the first state, the second end of the clutch fork 124 can be located at the connection between the first arc-shaped drive section 1233 and the second arc-shaped drive section 1234. During the rotation of the control knob 123 to the second state, the second end of the clutch fork 124 can adaptably slide relative to the first arc-shaped drive section 1233 or relative to the second arc-shaped drive section 1234, depending on the rotation direction of the control knob 123.

[0058] like Figure 8 and Figure 11 As shown, to prevent the second end of the clutch fork 124 from disengaging from the first arc-shaped drive section 1233 or the second arc-shaped drive section 1234 due to excessive rotation of the control knob 123, the clutch control assembly may further include a stop member 125. The stop member 125 is connected to the shell wall of the housing 140 and remains relatively fixed to the shell wall of the housing 140. The side of the control knob 123 with the groove 1231 faces the stop member 125. At least a portion of the stop member 125 can extend into the groove 1231. The bottom wall of the groove 1231 is provided with a stop engagement structure 1235. The stop engagement structure 1235 can be a raised strip structure, a columnar structure, etc. When the control knob 123 is in the second state, the stop member 125 and the stop engagement structure 1235 mutually limit each other, thereby preventing the control knob 123 from being excessively rotated.

[0059] It should be noted that the control knob 123 can rotate clockwise or counterclockwise. Regardless of whether it rotates clockwise or counterclockwise, the stop 125 can be limited by the stop cooperation structure 1235.

[0060] like Figure 8 As shown, the housing 140 may include an outer shell 141 and an inner shell 142. The outer shell 141 covers the inner shell 142. The drive unit 110, clutch shaft 121, and clutch pin 122 are all located in the inner shell 142. To facilitate the assembly of the components in the inner shell 142, the inner shell 142 can be assembled from multiple sub-shells by bolting, snap-fitting, or other methods. The control knob 123 is rotatably connected to the shell wall of the inner shell 142 and is located on the side of the inner shell 142 near the outer shell 141. A third strip-shaped hole 1421 is formed in the shell wall of the inner shell 142. The outer shell 141 has a clearance hole 1411, and the control knob 123 is positioned opposite to the clearance hole 1411. The operator can perform corresponding operations on the control knob 123 on the inner shell 142 through the clearance hole 1411.

[0061] like Figure 8 and Figure 12 As shown, the surface of the control knob 123 facing away from the inner shell 142 has a protrusion 1236. The shape of the protrusion 1236 can be a triangular prism, a quadrangular prism, etc. The protrusion 1236 can be used to cooperate with the key 200. Correspondingly, the opening at the end of the key 200 can be fitted outside the protrusion 1236, and the shape of the opening at the end of the key 200 matches the shape of the protrusion 1236 to ensure that the key 200 and the protrusion 1236 will not rotate relative to each other. After the operator fits the end of the key 200 onto the protrusion 1236, by turning the key 200, the control knob 123 can be rotated to switch between the first state and the second state, thereby controlling the clutch pin 122 to switch between the first position and the second position.

[0062] In one optional embodiment of this application, the clutch fork 124 may include a connecting rod 1241, a first fork finger 1242, a second fork finger 1243, and a pressure ring 1244. The middle portion of the connecting rod 1241 is rotatably connected to the housing 140. Specifically, a shaft hole may be provided in the middle portion of the connecting rod 1241, through which a shaft is passed, and then both ends of the shaft are rotatably connected to the housing 140. The first fork finger 1242 and the second fork finger 1243 are respectively connected to the first end of the connecting rod 1241 to form a clamping space at the first end of the connecting rod 1241. The first fork finger 1242, the second fork finger 1243, and the connecting rod 1241 may be an integral structure or may be manufactured separately and then assembled together by means of bonding, welding, bolting, etc. The second end of the connecting rod 1241 extends beyond the housing 140 through a third slotted hole 1421 and cooperates with the control knob 123. The pressure ring 1244 is sleeved outside the clutch shaft 121 and contacts the clutch pin 122. The outer ring surface of the pressure ring 1244 has a protruding first ear 1245 and a second ear 1246. When the pressure ring 1244 is in the clamping space, the first forked finger 1242 engages with the first ear 1245, and the second forked finger 1243 engages with the second ear 1246. When the second end of the connecting rod 1241 is raised and the first end is lowered, the first forked finger 1242 and the second forked finger 1243 can drive the pressure ring 1244 to move downward and press the clutch pin 122 down to the second position, so that the clutch pin 122 separates from the slot 112 of the output shaft 111.

[0063] The above-mentioned scheme of using the pressure ring 1244 to drive the clutch pin 122 can improve the stability of driving the clutch pin 122 because the pressure ring 1244 can apply force evenly to both ends of the clutch pin 122.

[0064] In addition, the clutch part 120 may also include an elastic element 126, which may be a metal spring, a silicone spring, etc. The second end of the clutch shaft 121 is a closed end. The elastic element 126 is disposed inside the clutch shaft 121 and elastically supported between the clutch shaft 121 and the clutch pin 122. The elastic element 126 can provide an elastic preload to the clutch pin 122 to maintain the first position. That is, when the clutch pin 122 is in the first position, the elastic element 126 is still in a compressed state and can provide elastic force to the clutch pin 122 so that the clutch pin 122 can be stably engaged with the output shaft 111 of the drive part 110, thereby ensuring the stability of the engagement between the output shaft 111 and the clutch shaft 121.

[0065] In an optional embodiment of this application, the elastic element 126 may not be provided between the clutch shaft 121 and the clutch pin 122. Specifically, at least one of the sliding between the clutch pin 122 and the clutch shaft 121, the rotation between the control knob 123 and the housing 140, and the rotation between the connecting rod 1241 and the housing 140 can be designed to have a large frictional force, so that it can be driven to stay in a position, thereby allowing the clutch pin 122 to be held in the first position and the second position under the action of friction.

[0066] In one optional embodiment of this application, the clutch 120 and the electric door 300 can be connected by a transmission part 130. The clutch 120 and the transmission part 130 can be connected by gears or a belt. For example, the clutch 120 may also include a first gear 127 connected to the second end of the clutch shaft 121. The transmission part 130 includes a second gear 131, and the first gear 127 and the second gear 131 mesh with each other. The output shaft 111 of the drive part 110 can drive the clutch shaft 121 to rotate. At the same time, the clutch shaft 121 drives the first gear 127 to rotate synchronously. The first gear 127 drives the second gear 131 to rotate through meshing, and finally the power can be transmitted to the electric door 300.

[0067] like Figure 17 As shown in the figure, this application embodiment also discloses an electric door system, which may include an electric door 300 and the aforementioned drive device 100. The second end of the clutch body of the drive device 100 is in transmission cooperation with the electric door 300. Specifically, the transmission cooperation can be achieved through the transmission part 130. The transmission part 130 is connected to the electric door 300, and the specific connection method can be bolt connection, welding, etc.

[0068] As described above, the drive device 100 for the electric door 300 disclosed in this application improves upon related technologies by providing a clutch 120 between the drive unit 110 and the transmission unit 130. When the control knob 123 is in the first state, the first end of the clutch body is engaged with the output shaft 111. At this time, the drive unit 110 can normally output power to the transmission unit 130 and drive the electric door 300 to open or close. In case of power outages, malfunctions, or other situations, the control knob 123 can be rotated to the second state. In the second state, the first end of the clutch body is separated from the output shaft 111, thereby cutting off the power transmission between the drive unit 110 and the transmission unit 130. The opening or closing process of the electric door 300 is no longer constrained by the drive unit 110, so the electric door 300 can be opened or closed manually, avoiding the problem of the electric door 300 being unable to open or close, which would cause inconvenience to the user. In addition, the clutch unit 120 disclosed in this application also has the advantages of simple structure and stable reliability, which reduces the manufacturing cost and maintenance cost of the electric door 300 to a certain extent.

[0069] In an optional embodiment of this application, the electric door 300 described above can be a swing door, which may include a first door body 310 and a second door body 320. The first door body 310 and the second door body 320 are respectively used for rotatable connection with a load-bearing object 400. The load-bearing object 400 may be a structural component such as a wall or column of a building. The aforementioned driving device 100 is provided between the first door body 310 and the load-bearing object 400. The connection method between the driving device 100 and the first door body 310 and the load-bearing object 400 may be bolt connection, welding, etc. Similarly, the aforementioned driving device 100 is also provided between the second door body 320 and the load-bearing object 400. The connection method between the driving device 100 and the second door body 320 and the load-bearing object 400 may be bolt connection, welding, etc. Under the combined action of the two driving devices 100, the first door body 310 and the second door body 320 can be driven to switch between an open state and a closed state.

[0070] The above embodiments of this application focus on describing the differences between the various embodiments. As long as the different optimization features between the various embodiments are not contradictory, they can be combined to form a better embodiment. For the sake of brevity, they will not be described in detail here.

[0071] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A drive device for an electric door, characterized in that, include: Drive unit (110) and clutch unit (120); The drive unit (110) has an output shaft (111), and the clutch unit (120) includes a clutch body and a clutch control assembly. The first end of the clutch body has an engaged state and a disengaged state with the output shaft (111), and the second end of the clutch body is used for transmission cooperation with the electric door (300). The clutch control assembly is connected to the clutch body. The clutch control assembly includes a control knob (123). When the control knob (123) is in a first state, the first end of the clutch body is engaged with the output shaft (111). When the control knob (123) is rotated to a second state, the first end of the clutch body is disengaged from the output shaft (111).

2. The driving device according to claim 1, characterized in that, The output shaft (111) has a slot (112) on its end face. The clutch body includes a clutch shaft (121) and a clutch pin (122). The clutch shaft (121) is a hollow structure. At least a portion of the clutch pin (122) is located inside the clutch shaft (121) and can slide relative to the clutch shaft (121) along the axial direction of the clutch shaft (121). The clutch control component is connected to the clutch pin (122). The first end of the clutch shaft (121) is an open end. The end of the output shaft (111) extends into the clutch shaft (121) through the open end. The second end of the clutch shaft (121) is used for transmission cooperation with the electric door (300). When the control knob (123) is in the first state, the clutch pin (122) is in the first position so that the slot (112) of the output shaft (111) engages with the clutch pin (122); When the control knob (123) is rotated to the second state, the clutch pin (122) slides to the second position so that the slot (112) of the output shaft (111) is separated from the clutch pin (122).

3. The driving device according to claim 2, characterized in that, The sidewall of the clutch shaft (121) is provided with a first strip hole (1211) and a second strip hole (1212), the first strip hole (1211) and the second strip hole (1212) are arranged opposite to each other and both extend along the axial direction of the clutch shaft (121); The two ends of the clutch pin (122) pass through the first strip hole (1211) and the second strip hole (1212) respectively and extend out of the clutch shaft (121), and slide in cooperation with the first strip hole (1211) and the second strip hole (1212). The clutch control component cooperates with the part of the clutch pin (122) that extends out of the clutch shaft (121) to control the clutch pin (122) to switch between the first position and the second position.

4. The driving device according to claim 3, characterized in that, The drive device (100) also includes a housing (140), the drive unit (110), the clutch shaft (121) and the clutch pin (122) are all located in the housing (140), the control knob (123) is rotatably connected to the shell wall of the housing (140), and the shell wall of the housing (140) is provided with a third strip hole (1421). The clutch control assembly also includes a clutch fork (124), which is disposed in the housing (140) and rotatably connected to the housing (140). The first end of the clutch fork (124) is connected to the clutch pin (122), and the second end of the clutch fork (124) extends out of the housing (140) through the third slot (1421) and cooperates with the control knob (123). The rotatable connection point between the clutch fork (124) and the housing (140) is located between the first end of the clutch fork (124) and the second end of the clutch fork (124). When the control knob (123) switches between the first state and the second state, the control knob (123) drives the second end of the clutch fork (124) to rotate relative to the first end of the clutch fork (124) around the rotation connection point, so as to control the clutch pin (122) to switch between the first position and the second position.

5. The driving device according to claim 4, characterized in that, The control knob (123) has a groove (1231), and the bottom wall of the groove (1231) is provided with a rotating shaft (1232). The control knob (123) is rotatably connected to the shell wall of the housing (140) through the rotating shaft (1232). The groove sidewall of the groove body (1231) has a first arc-shaped drive section (1233), which extends circumferentially along the control knob (123) and gradually approaches or moves away from the rotating shaft (1232). The second end of the clutch fork (124) extends into the groove body (1231) and is slidably connected to the first arc-shaped drive section (1233). When the control knob (123) switches between the first state and the second state, the second end of the clutch fork (124) slides along the first arc-shaped drive section (1233).

6. The driving device according to claim 5, characterized in that, The sidewall of the groove (1231) also has a second arc-shaped driving section (1234), which is connected to the first arc-shaped driving section (1233), and the first arc-shaped driving section (1233) and the second arc-shaped driving section (1234) are symmetrically distributed in the groove (1231).

7. The driving device according to claim 6, characterized in that, The clutch control assembly also includes a stop (125), which is connected to the shell wall of the housing (140) and extends at least partially into the groove (1231). The bottom wall of the groove (1231) is provided with a stop engagement structure (1235). When the control knob (123) is in the second state, the stop (125) and the stop engagement structure (1235) limit each other.

8. The driving device according to claim 4, characterized in that, The housing (140) includes an outer shell (141) and an inner shell (142). The outer shell (141) covers the inner shell (142). The drive unit (110), the clutch shaft (121), and the clutch pin (122) are all located in the inner shell (142). The control knob (123) is rotatably connected to the shell wall of the inner shell (142) and is located on the side of the inner shell (142) near the outer shell (141). The third strip hole (1421) is opened in the shell wall of the inner shell (142). The outer casing (141) has a clearance hole (1411), and the control knob (123) is arranged opposite to the clearance hole (1411).

9. The driving device according to claim 8, characterized in that, The control knob (123) has a protrusion (1236) on the surface opposite to the inner shell (142), the protrusion (1236) being used to engage with a key (200) to control the control knob (123) to rotate between the first state and the second state via the key (200).

10. The driving device according to claim 4, characterized in that, The clutch fork (124) includes a connecting rod (1241), a first fork finger (1242), a second fork finger (1243), and a pressure ring (1244). The middle part of the connecting rod (1241) is rotatably connected to the housing (140). The first fork finger (1242) and the second fork finger (1243) are respectively connected to the first end of the connecting rod (1241) to form a clamping space at the first end of the connecting rod (1241). The second end of the connecting rod (1241) extends out of the housing (140) through the third strip hole (1421) and cooperates with the control knob (123). The pressure ring (1244) is sleeved outside the clutch shaft (121) and contacts the clutch pin (122). The outer ring surface of the pressure ring (1244) is provided with a first ear (1245) and a second ear (1246). When the pressure ring (1244) is located in the clamping space, the first interdigitated finger (1242) engages with the first ear (1245), and the second interdigitated finger (1243) engages with the second ear (1246).

11. The driving device according to claim 2, characterized in that, The clutch part (120) further includes an elastic element (126). The second end of the clutch shaft (121) is a closed end. The elastic element (126) is disposed inside the clutch shaft (121) and elastically supported between the clutch shaft (121) and the clutch pin (122), and is used to provide the clutch pin (122) with an elastic preload force to maintain the first position.

12. An electric door system, characterized in that, include: The electric door (300) and the drive device (100) according to any one of claims 1-11, wherein the second end of the clutch body of the drive device (100) is connected to the electric door (300) in a transmission manner.

13. The electric door system according to claim 12, characterized in that, The electric door (300) is a swing door and includes a first door body (310) and a second door body (320). The first door body (310) and the second door body (320) are respectively used to rotately connect with the carrier (400). The driving device (100) is correspondingly connected to the first door body (310) and the carrier (400), and the second door body (320) and the carrier (400), so as to drive the first door body (310) and the second door body (320) to switch between the open state and the closed state.

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