Electrically controlled clutch device and door lock having the same

Abstract

The utility model discloses an electric control clutch device and a door lock with the device, through setting up pull -over wheel, transmission wheel, transmission pin to and control clutch drive spare of transmission pin, and control clutch drive spare's electric element, to make door lock system can carry out effective control when necessary, and once again can realize unlocking alone depending on normal mechanical unlocking action when the electronic function exception of door lock system appears, make the reliability, security of door lock system get the great promotion, avoid the accident of personnel unable to get out of danger because of unable to open the door in time effectively.

Description

Technical Field

[0001] This utility model relates to the field of door lock technology, specifically to an electronically controlled clutch device and a door lock having this device. Background Technology

[0002] In recent years, with economic development, the ownership rate of automobiles has been increasing, and electric vehicles, due to their high intelligence, compliance with stringent environmental protection requirements, and low operating costs, have accounted for an increasingly larger share of total automobile sales. However, this has also led to a growing number of problems with car door locks. When an electric vehicle experiences a complete power outage due to an abnormality, it often results in the inability to open the doors, preventing occupants from leaving the vehicle in time, and even leading to serious incidents.

[0003] Patent application number 202310372522.3, "Door Locking Device and Vehicle," describes a typical electronic door lock for vehicles that controls the opening of the interior / exterior door handles. In case of an malfunction, occupants can unlock the door by pulling the interior handle twice. While this solution allows occupants to quickly exit the vehicle, it still has the following problems: 1) Even while the vehicle is in normal motion, occupants can still open the door by pulling the inner handle twice, posing a safety hazard; 2) If the occupants inside the vehicle lose consciousness or are unable to operate the vehicle, rescuers outside the vehicle will not be able to open the door using the outside handle to carry out the rescue. Utility Model Content

[0004] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide a door lock control system that can control all mechanical unlocking actions when the system is functioning normally; and that unlocking can be achieved through normal mechanical unlocking actions only when the system malfunctions.

[0005] The purpose of this utility model is to provide an electronically controlled clutch device, which includes: The system includes a pull wheel, a transmission wheel, and an electronically controlled clutch mechanism consisting of a transmission pin, a clutch drive component, and an electric component. The pull wheel is connected to the transmission wheel via the transmission pin. The electric component is used to limit the clutch drive component. When the pull wheel moves, it drives the clutch drive component to move in one direction. The pull wheel is provided with a drive groove and a clearance groove that are interconnected; the transmission wheel is provided with a connecting groove; the transmission pin passes through the connecting groove and passes through the area formed by the drive groove and the clearance groove. Alternatively, the pull wheel may be provided with a drive groove; the transmission wheel may be provided with a connecting groove and a clearance groove that are interconnected; the transmission pin may pass through the drive groove and within the area formed by the connecting groove and the clearance groove. The transmission pin is driven by the clutch drive and is located in or out of the clearance groove; when the transmission pin is moved out of the clearance groove and is simultaneously located in the drive groove and the connecting groove, the pull wheel and the transmission wheel are fixedly connected, and the pull wheel can drive the transmission wheel to move together; when the transmission pin is located in the clearance groove, the pull wheel and the transmission wheel are de-fixed, and the pull wheel will not be able to drive the transmission wheel to move. The electric component includes a locked coupling state and a decoupled state; When the electric component is in a locked coupling state, the clutch drive component can be limited by it, and the clutch drive component will then be able to move the transmission pin out of the clearance groove. When the electric component is in the decoupled state, the clutch drive component cannot be limited by it, and thus the clutch drive component will keep the transmission pin in the clearance groove. The electronically controlled clutch mechanism includes a clutch engagement mode, a clutch disengagement mode, and a disengagement failure mode; When the electronic clutch mechanism is in the unlocking failure mode, the electric components are in a decoupled state, the transmission pin is always confined in the clearance groove, and the pull wheel is disengaged from the transmission wheel; the pull wheel can drive the clutch drive component but cannot be locked by the electric components, that is, the electronic clutch mechanism will always remain in the unlocking failure mode. When the electronically controlled clutch mechanism is in the clutch disengagement mode, the electric components are locked and coupled, limiting the clutch drive component. The transmission pin is moved out of the clearance slot by the clutch drive component, and the transmission pin will be simultaneously in the drive slot and the connecting slot. The pull wheel is fixedly connected to the transmission wheel, and the pull wheel can drive the transmission wheel to move through the transmission pin. When the electronically controlled clutch mechanism is in clutch mode, the electric components are in a locked coupling state; the transmission pin is limited by the clutch drive component and is located in the clearance groove, and the pull wheel is released from the fixed connection with the transmission wheel; however, the pull wheel can make the clutch drive component move and the clutch drive component can be limited by the electric components that are still in a locked coupling state, so the clutch drive component can move the transmission pin out of the clearance groove, and the electronically controlled clutch mechanism can then be switched to clutch release mode.

[0006] Furthermore, the electronically controlled clutch device also includes an unlocking pull plate, which rotates in one direction when the transmission wheel moves.

[0007] Furthermore, the electric component is an electromagnet with a movable iron core; When the movable iron core remains in the extended state, the electric component is in a locked coupling state. When the movable iron core remains in the retracted state, the electric component is in the decoupled state.

[0008] Furthermore, the clutch drive component also includes a clutch elastic element and a transmission elastic element; The clutch elastic element is used to enable the clutch drive element to have a force that keeps the transmission pin in the clearance groove when it is not limited by the electric component; the transmission elastic element has a force that moves the transmission pin out of the clearance groove and slides into the drive groove or connecting groove.

[0009] Furthermore, the clutch drive component in the electronically controlled clutch mechanism is a drive torsion spring, and the electric component is a motor with a worm gear; the first pin of the drive torsion spring is attached to the worm gear and can slide on the worm gear; the second pin of the drive torsion spring has a fork-shaped structure, which is engaged with the transmission pin and drives them to move together. The locked coupling state of the electric component refers to the fact that when the motor is powered off or rotates in one direction, the first pin of the drive torsion spring is kept in a high position, so that the second pin of the drive torsion spring always maintains the force on the transmission pin, keeping it always simultaneously located in the drive groove and the connecting groove. The decoupling state of the electric component refers to the situation where, when the motor drives the worm to rotate in the opposite direction, the first pin of the drive torsion spring is kept in a low position, so that the second pin of the drive torsion spring always exerts a force on the transmission pin to keep it in the clearance groove. When the motor drives the worm to rotate, it drives the first pin to move, thereby causing the drive torsion spring to apply a force to the transmission pin to keep it in the clearance groove, or to apply a force to the drive torsion spring to move the transmission pin out of the clearance groove and simultaneously to be in the drive groove and the connecting groove.

[0010] Furthermore, the electronically controlled clutch device also includes a first inductive switch for sensing the position of the pull wheel.

[0011] Furthermore, the electronically controlled clutch device also includes an engine shutdown locking mechanism, which includes a first drive motor and a limiting gear. The first drive motor drives the limiting gear to rotate, thereby limiting the transmission pin to be located only in the clearance groove.

[0012] Furthermore, the limiting gear has a limiting groove composed of an interconnected limiting area and a free area, and the connecting surface of the two near the center of the limiting gear is a pushing wall that gradually moves away from the center of the limiting gear; a part of the transmission pin is located in the limiting groove. When the drive pin is in the free zone, the limiting groove will not restrict the position of the drive pin; When the limiting gear rotates and pushes the transmission pin through the push wall, it will be positioned within the limiting area and will eventually be kept within the clearance groove.

[0013] Furthermore, the limiting gear also has a driving clutch end face; when the limiting gear rotates, the driving clutch end face pushes the clutch drive member to move, so that the clutch drive member can keep the transmission pin out of the clearance groove and simultaneously in the drive groove and the connecting groove.

[0014] A door lock includes an electronically controlled clutch device, and the door lock further includes a mechanical locking mechanism responsible for locking and unlocking the door; the mechanical locking mechanism is used to receive mechanical transmission from the drive wheel or unlocking pull plate during movement, thereby unlocking the door lock.

[0015] According to the present invention, an electronically controlled clutch device and a door lock having the same device are provided. By setting up a pull wheel, a transmission wheel, a transmission pin, a clutch drive component that controls the transmission pin, and an electric component that controls the clutch drive component, the door lock system can be effectively controlled when necessary. However, if the door lock system malfunctions, it can be unlocked by relying solely on normal mechanical unlocking action. This greatly improves the reliability and safety of the door lock system, preventing secondary injuries caused by the inability to open the door in a timely and effective manner, which could result in people being unable to escape danger. Attached Figure Description

[0016] Figure 1 This is a schematic diagram illustrating the connection between an electronically controlled clutch device, a handle, and a mechanical locking mechanism according to this utility model. Figure 2 This is an exploded schematic diagram of an electronically controlled clutch device according to this utility model; Figure 3 This is a schematic diagram of the direct-drive electric clutch device of this utility model after the top cover has been removed; Figure 4 yes Figure 1 A partial schematic diagram of the electronically controlled clutch device when the outer pull wheel is driven, viewed from the rear. Figure 5 yes Figure 1 A partial schematic diagram of the electronically controlled clutch device when the clutch is disengaged, viewed from the rear. Figure 6 yes Figure 1 A partial schematic diagram of the electronically controlled clutch device, viewed from the rear, showing the unlocking process achieved by pulling the external rotary wheel; Figure 7 yes Figure 1 A partial schematic diagram of the electronically controlled clutch device when it fails to unlock, viewed from the rear. Figure 8 yes Figure 1 A schematic diagram of the shaft fixing disc on which the clutch wheel is installed in the electronically controlled clutch device; Figure 9 yes Figure 1 A schematic diagram of the clutch wheel in an electronically controlled clutch device; Figure 10 yes Figure 1 A schematic diagram of the electromagnet in the electronically controlled clutch device; Figure 11 yes Figure 1 A schematic diagram of the transmission pin in an electronically controlled clutch device; Figure 12A yes Figure 1 A schematic diagram of the inner pulley in the electronically controlled clutch device; Figure 12B yes Figure 1 A schematic diagram of the pulley in the electronically controlled clutch device; Figure 13 yes Figure 1 A schematic diagram of the transmission wheel in an electronically controlled clutch device; Figure 14 yes Figure 1 A schematic diagram of the unlocking lever in an electronically controlled clutch device; Figure 15 yes Figure 1 A schematic diagram of the clutch elastic element in an electronically controlled clutch device; Figure 16 yes Figure 1 A schematic diagram of the inner pull wheel torsion spring in the electronically controlled clutch device; Figure 17 yes Figure 1 A schematic diagram of the transmission elastic element in an electronically controlled clutch device; Figure 18 A partial schematic diagram of the fire stop locking mechanism, consisting of a motor and a limiting gear, in the fully locked position, as viewed from the rear. Figure 19 yes Figure 17 A partial schematic diagram of the limiting gear in the middle flameout locking mechanism when it is in the unlocked position; Figure 20 yes Figure 17 A partial schematic diagram of the limiting gear in the middle flameout locking mechanism when it is in the fully unlocked position; Figure 21 yes Figure 17 A schematic diagram of the limiting gear.

[0017] 11-Inner handle; 111-Inner handle steel wire cable; 12-Outer handle; 121-Outer handle steel wire cable; 21-Electrically controlled clutch device; 211-Inner pull wheel; 212-Outer pull wheel; 213-Handle cable fixing hole; 214-First protrusion; 215-Clearing groove; 216-Drive groove; 217-Mounting hole; 2181-Second protrusion; 2182-Third protrusion; 2191-Inner pull wheel torsion spring; 2192-Outer pull wheel torsion spring; 221-Inner drive wheel; 222-Outer drive wheel; 223-Oval hole; 224-Guide hole; 225-Unlocking push side; 226-Drive wheel mounting hole; 231-Unlocking pull plate; 2311-Fourth protrusion; 2312-Fifth protrusion; 2313-Sixth protrusion; 2314-Unlocking cable fixing hole; 2315-Unlocking steel wire cable; 311-Clutch wheel; 3111-Clutch mounting hole; 3112-Clutch limiting rod; 3113-Clutch locking rod; 3114-Seventh protrusion; 3115-Torsion spring groove; 3116-Inclined end face; 3117-Limiting arc surface; 3118-Snap-in groove; 312-Clutch elastic element; 313-Transmission pin; 3131-First end face; 3132-Middle boss; 3133-Pin tail end face; 3134-Transmission elastic element; 3141 - First electromagnet; 3142 - Second electromagnet; 3143 - Electromagnet core; 3144 - Electromagnet spring; 3145 - Annular groove; 41-Electronic control module; 511 - First sensor switch; 512 - Second sensor switch; 513 - Third sensor switch; 514 - Fourth sensor switch; 515 - Fifth sensor switch; 61-Mechanical locking mechanism; 71-Electronic clutch device; 711-Controller bottom housing; 712-Controller top cover; 713-Waterproof gasket; 714-External power socket; 715-Waterproof plug for cable; 721 - Central fixed shaft; 722 - First gear shaft; 723 - Second gear shaft; 724 - Shaft fixing plate; 725 - Clutch shaft; 731 - Clutch limiting boss; 732 - Inner rotating wheel limiting boss; 733 - Outer rotating wheel limiting boss; 734 - Unlocking pull plate limiting boss; 811-Motor; 812-Worm; 813-Helical gear; 814-Transmission gear; 815-Limiting gear; 8151-Limiting groove; 81511-Free zone; 81512-Limiting zone; 8152-First protrusion of gear; 8153-Second protrusion of gear; 8154-Push wall; 8155-Drive clutch end face; 8156-Center mounting hole. Detailed Implementation

[0018] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Unless otherwise defined, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used in this invention includes any and all combinations of one or more of the associated listed items. In this invention, "inner / outer handle" means "inner handle or outer handle," and "handle" is a simplified description when both have equivalent functions; similarly, "pull wheel," "drive wheel," "clutch wheel," and "drive pin" are also the same simplified descriptions.

[0020] It's understandable that earlier vehicle side doors typically used mechanical latches for locking and unlocking. Generally, there were two different mechanical unlocking mechanisms: an inner handle and an outer handle. Pulling either the inner or outer handle would mechanically unlock the door, and this would be achieved through a corresponding mechanical transmission method (such as a steel cable, linkage, or gear transmission), which would then unlock the mechanical latch. Further, a corresponding mechanical control structure (which could be a separate feature, integrated into the inner / outer handles, or incorporated into the mechanical latch) would be added to control the mechanical unlocking action of the inner and / or outer handles. This would provide initial control over the inner / outer door handles, effectively disabling their unlocking mechanism.

[0021] It is understandable that by combining the aforementioned mechanical control structure for the car door latch with electronic control devices (such as DC motors, electromagnets, or electromagnets), electronic control of the existing car door latch is achieved. For example, most common vehicle door locks now use electronic latches with integrated electronic control functions to replace traditional purely mechanical latches. Furthermore, in conjunction with existing electronic door handles, in addition to the traditional control of the inner / outer handle unlocking function, automatic latch unlocking and a self-locking function after manual door closing are also achieved. Numerous domestic and international patents exist on this topic, with varying structures for achieving the above functions; these are not the focus of this utility model patent and will not be elaborated upon here.

[0022] It is understood that existing vehicles using electronic door handles generally have a mechanical emergency unlocking structure installed on the exterior or inside the vehicle. Some of these mechanical emergency unlocking structures are even integrated with the electronic door handle, their purpose being to enable mechanical unlocking in case of electronic failure. This type of transmission mechanism is almost identical to that of traditional door handles. For the sake of better description of the technical means of this utility model, the inner and outer handles described in this embodiment are driven purely mechanically; the mechanical unlocking action of the inner and outer handles is transmitted to the mechanical latch responsible for locking the vehicle via a steel cable. However, it should be understood that the aforementioned mechanical emergency unlocking structure installed inside or outside the vehicle, as well as the structure using a lever, linkage, or other transmission method, does not affect the technical characteristics of this utility model and should not be considered a limitation thereof.

[0023] To make the technical solution of this utility model easier to understand, the present utility model will be further described below in conjunction with specific embodiments.

[0024] Please see Figures 1 to 21 As shown, an electronically controlled clutch device is described. It is connected to the inner handle and the outer handle via two steel wire cables, and to a mechanical locking mechanism via another steel wire cable.

[0025] As can be seen, a central fixed shaft is mounted near the center of the bottom housing of the electronically controlled clutch device. A shaft mounting plate, on which two clutch shafts are fixedly mounted, is fitted onto the central fixed shaft. The shaft mounting plate is restricted from rotation by the bottom housing. The clutch wheel consists of an L-shaped structure formed by a clutch limiting rod and a clutch locking rod, and has a clutch mounting hole at their joint. Figure 9 As shown. Two clutch wheels are mounted on the clutch shaft through clutch mounting holes and can rotate along the shaft. See also... Figure 8 , Figure 19 , Figure 20 .

[0026] A small electromagnet with a movable iron core and an iron core spring is used as the electric actuator. Under the action of the iron core spring, the movable iron core always has a tendency to extend outwards, such as... Figure 9 As shown; when the electromagnet is energized, the movable iron core will retract. It can be understood that with this type of electromagnet, the extended movable iron core is in a locked coupled state; and the retracted movable iron core is in a decoupled state. The first and second electromagnets are respectively installed on the housing at positions corresponding to the two clutch wheels. When their movable iron cores are extended, they are within the rotation radius of the clutch locking lever of the clutch wheel. When the clutch locking lever of the clutch wheel is pushed and rotates counterclockwise towards the movable iron core, the inclined end face of the clutch locking lever head forces the extended movable iron core to compress the iron core spring and retract. See [reference needed]. Figure 4As shown, the movable iron core is pushed back by the inclined end face of the clutch wheel; when the clutch wheel rotates further until the lower end face of the locking lever completely exceeds the position of the movable iron core; if the movable iron core extends outward at this point, the clutch locking lever will not be able to rotate clockwise back to its initial position and will be locked by the movable iron core. See [link to diagram]. Figure 5 As shown; however, if the movable iron core retracts, it will not restrict the clutch locking lever, allowing the clutch wheel to rotate clockwise to its initial position. See [link / reference]. Figure 7 As shown.

[0027] See Figure 5 , Figure 9 , Figure 10 As shown, in order to prevent the clutch locking lever from accidentally disengaging due to vibration or other factors when it is locked by the movable iron core, the front end of the movable iron core has an annular groove, and the lower end of the locking lever also has a corresponding snap-fit ​​groove, so that the clutch locking lever can better form a snap-fit ​​state when it is restricted by the movable iron core and avoid accidental disengagement.

[0028] The maximum rotational stroke of the clutch wheel is until the clutch limiting lever abuts against the central fixed shaft. Clutch springs are mounted on both the inner and outer clutch wheels, their spiral coils surrounding the clutch shaft. One pin is limited by the central fixed shaft, while the other pin is located in a torsion spring groove on the clutch locking lever and limited by the seventh protrusion within the groove. The clutch springs always cause the clutch wheel's locking lever to tend to rotate clockwise along the clutch shaft; the initial state of the clutch wheel is the clutch mode, and its locking lever is limited by the clutch limiting boss on the controller's bottom housing, preventing further clockwise movement.

[0029] From the clutch wheel upwards, the following components are arranged in sequence: inner pull wheel, outer pull wheel, inner drive wheel, outer drive wheel, and unlocking pull plate. All of these components are manufactured using sheet metal techniques, and each structural component is stacked sequentially on the central fixed shaft according to its mounting holes. Each structural component can rotate around the central fixed shaft. The steel wire cable connecting the inner handle and the outer handle is connected to the inner pull wheel and the outer pull wheel, respectively. Pulling the inner handle will cause the inner pull wheel to rotate counterclockwise, while pulling the outer handle will cause the outer pull wheel to rotate counterclockwise. The unlocking pull plate is connected to the mechanical locking mechanism via a steel wire cable. When the unlocking pull plate rotates counterclockwise, it will cause the steel wire cable to move and transmit the movement to the mechanical locking mechanism, thus releasing the lock.

[0030] Both the inner and outer pull wheels have a first protrusion formed downwards by bending sheet metal. This first protrusion is used to force the clutch wheel to rotate counterclockwise by contacting the lower end face of the locking lever when the pull wheel is rotated counterclockwise by the door handle. Initially, the first protrusion is not in contact with the lower end face of the locking lever. (See [reference]). Figure 3 As shown in the image.

[0031] like Figure 12A , 12BAs shown, both the inner and outer pull wheels have L-shaped channels formed by interconnected drive grooves and clearance grooves. One end of the drive groove is close to the central fixed shaft, and the clearance groove is an arc-shaped structure located at the end of the drive groove away from the central fixed shaft, with the central fixed shaft as its axis. The inner drive wheel corresponding to the inner pull wheel and the outer drive wheel corresponding to the outer pull wheel have oval holes with an oval structure. The oval holes are located above the drive grooves, and their width and length are the same as the drive grooves. The end of the oval hole away from the central fixed shaft is connected to a through hole with a diameter slightly larger than the width of the oval hole. The inner and outer drive wheels have completely identical structures. Figure 12 shows a schematic diagram of the drive wheels.

[0032] See Figure 11 The diagram shows a transmission pin with multiple segments of different diameters; the inner and outer transmission pins have essentially the same structure. The transmission pins pass vertically from top to bottom through the oval holes of the inner / outer transmission wheels and the L-shaped channels of their respective inner / outer pull wheels, extending downwards to the bottom of the housing. (See attached image.) Figure 19 , Figure 20 As shown in the diagram. When the transmission pin is located in the drive groove of the pull wheel, the pull wheel is fixedly connected to the drive wheel through the transmission pin, and the pull wheel can drive the drive wheel to rotate coaxially; however, when the transmission pin is located in the clearance groove of the pull wheel, the rotation of the pull wheel cannot drive the drive wheel to rotate.

[0033] The transmission pin has a first end face located on the upper surface of the transmission wheel, with a diameter slightly larger than the width of the oval hole in the transmission wheel. Between the transmission wheel and the pull wheel, there is another central boss structure with a diameter slightly larger than the width of the oval hole in the transmission wheel. Both the first end face and the central boss are designed to ensure the transmission pin is stably positioned between the transmission wheel and the pull wheel, preventing it from becoming misaligned. During installation, the central boss passes through the guide hole of the transmission wheel, and the first end face and the central boss clamp the surface of the transmission wheel from above and below.

[0034] like Figure 17 The transmission elastic element shown has its helical coil and one pin fixed to the pull wheel, as can be seen in [reference needed]. Figure 3 As shown, its other longer pin contacts the sidewall of the central boss of the drive pin and always keeps the drive pin tending to stay close to the central fixed shaft.

[0035] It is understood that in the above embodiments, the clutch drive component is composed of a clutch wheel, a clutch elastic element, and a transmission elastic element. The transmission elastic element provides the force to allow the transmission pin to slide from the clearance groove into the drive groove; while the clutch elastic element resets the clutch wheel and provides the force to drive the transmission pin and confine it within the clearance groove. It is understood that to achieve the above functions, the force of the clutch elastic element must be greater than the force of the transmission elastic element. Through these combined actions, the transmission pin is positioned within the drive groove or the clearance groove.

[0036] When the electronically controlled clutch mechanism is in clutch mode, under the action of the clutch elastic element, the limiting arc surface at the end of the clutch wheel limiting rod is responsible for limiting the downward extension of the transmission pin out of the pull wheel, so that the transmission pin overcomes the force of the transmission elastic element and remains in the clearance groove of the pull wheel; at this time, the electromagnet is de-energized, and its movable iron core is in the extended state. Figure 3 As shown in the image.

[0037] At this point, mechanical unlocking is performed by pulling the handle, which in turn drives the rotating wheel to rotate counterclockwise via the steel cable. The transmission pin is then completely confined within the clearance groove, preventing the transmission wheel from moving. When the clutch wheel is pulled, causing the rotating wheel to rotate counterclockwise via its first protrusion, the clutch wheel's limiting arc surface disengages from the transmission pin, which remains confined within the clearance groove. Figure 4 As shown, the outer pull wheel is driven, causing the clutch wheel to rotate together and pushing the movable iron core to retract.

[0038] When the clutch wheel rotates counterclockwise and passes the locking position of the movable iron core, if the handle is released and automatically returned to the initial closed state, the pull wheel will rotate clockwise to return to the initial position.

[0039] If the clutch wheel is jammed by the extended movable iron core and cannot rotate counterclockwise, then after the pull wheel returns to its initial position, the transmission pin will slide into the drive groove of the pull wheel near the central fixed shaft through the action of the transmission elastic element; at this time, the electronically controlled clutch mechanism changes from clutch engagement mode to clutch disengagement mode. Figure 5 As shown, after the clutch wheel is restrained by the movable iron core, the transmission pin enters the drive groove of the outer pull wheel. Then, by rotating the pull wheel counterclockwise using the handle, the pull wheel, through the transmission pin located in its drive groove, drives the corresponding transmission wheel to rotate counterclockwise coaxially. For example... Figure 6 As shown, the outer pull wheel drives the outer drive wheel to rotate counterclockwise through the transmission pin located in the drive groove, which in turn drives the unlocking pull plate to rotate counterclockwise.

[0040] If the electromagnet is energized at this time, causing the movable iron core to retract and remain in place, the clutch wheel will not be restricted by the movable iron core. Under the action of the clutch elastic element, it will rotate clockwise with the pull wheel to its initial position until its limiting arc surface presses against the transmission pin again. When the pull wheel returns to its initial state, the transmission pin is again restricted by the clutch wheel and remains within the clearance groove. This process constitutes the electronically controlled clutch mechanism being in the unlocking failure mode. Figure 7 As shown, when the iron core is retracted and held, the transmission pin remains in the clearance groove of the outer pull wheel. At this time, even if the outer pull wheel rotates counterclockwise, it still cannot drive the outer transmission wheel to rotate.

[0041] If the transmission pin is located in the drive groove of the pull wheel, and the clutch wheel is disengaged from the movable iron core, the clutch wheel will rotate clockwise under the action of the clutch elastic element. It will then be forced to disengage from the drive groove and slide into the clearance groove by passing through the lower end face of the limiting rod and the limiting arc surface. It can be understood that, to better facilitate the smooth sliding of the transmission pin between the drive groove and the clearance groove, the joint between the drive groove and the clearance groove is designed with an arc-shaped structure, and the force of the clutch elastic element must always be greater than the force of the transmission elastic element.

[0042] See Figure 14 As shown, the unlocking pull plate has a fourth and a fifth protrusion that bend downwards. When the inner drive wheel rotates counterclockwise, it abuts against the fourth protrusion through the side wall and drives the unlocking pull plate to rotate counterclockwise; when the outer drive wheel rotates counterclockwise, it drives the unlocking pull plate to rotate counterclockwise through the fifth protrusion it abuts against. See [link to relevant documentation]. Figure 5 , Figure 6 As shown. With this design, rotating either the outer or inner drive wheel alone will not cause the other drive wheel to rotate, thus avoiding the problem of the other handle being pulled simultaneously when the inner / outer handle is pulled alone.

[0043] It is understandable that when the outer drive pin is located in the drive groove of the outer pull wheel, pulling the outer handle will cause the outer pull wheel to rotate counterclockwise via the steel cable. The outer pull wheel, in turn, will cause the outer drive wheel to rotate coaxially via the outer drive pin. This, in turn, will push the fifth protrusion of the unlocking pull plate, causing the unlocking pull plate to rotate coaxially counterclockwise. The unlocking pull plate will then drive the unlocking steel cable and ultimately the mechanical locking mechanism to unlock. Similarly, when the inner drive pin is located in the drive groove of the inner pull wheel, pulling the inner handle will also unlock the mechanism. However, when the drive pin is always in the clearance groove, pulling the handle will not unlock the mechanism.

[0044] Understandable, such as Figure 12A , 12B As shown, the pull wheel has a second protrusion, and the inner pull wheel torsion spring and outer pull wheel torsion spring, respectively mounted on the housing, are used to reset the inner and outer pull wheels. The first pin of the pull wheel torsion spring abuts against the second protrusion and always keeps the inner / outer pull wheels rotating clockwise, so that after the inner / outer handle is mechanically unlocked and released, the inner / outer pull wheels can return to their initial position through the pull wheel torsion spring.

[0045] The unlocking pull plate has a sixth protrusion, against which the pull plate torsion spring mounted on the housing rests, ensuring the unlocking pull plate always tends to rotate clockwise. In this embodiment, for ease of installation, the pull plate torsion spring and the inner pull wheel torsion spring are designed as a single unit, see details below. Figure 16 As shown.

[0046] Furthermore, the inner and outer pull wheels are each provided with a third protrusion formed by bending downwards, and a first sensor switch and a second sensor switch are respectively installed at corresponding positions on the bottom shell; in the initial state, the third protrusion of the inner pull wheel presses against the contact spring of the first sensor switch to trigger it, and the third protrusion of the outer pull wheel presses against the contact spring of the second sensor switch to trigger it, as shown below. Figure 2 As shown; once the inner / outer pull wheel begins to rotate counterclockwise, the third protrusion will disengage from the contact spring, thereby releasing the first or second sensor switch, and the change in the state of the inner / outer pull wheel can be sensed, such as... Figure 4 , Figure 6 , Figure 7 As shown; when the inner / outer pull wheel returns to its initial state, the third protrusion will press against the contact spring, thereby triggering the inductive switch, as shown. Figure 5 As shown. The first and second inductive switches are electrically connected to the electronic control module (PCBA) mounted on the bottom shell, so that the electronic control module can detect whether the state of the inner / outer pull wheel has changed in the first instance.

[0047] Furthermore, when the inner / outer handle is pulled to initiate a mechanical unlocking action, the electronic control module can immediately detect this action via the first or second inductive switch. This allows it to control whether the first or second electromagnet is driven to keep the movable iron core in the retracted state, thus disabling the mechanical unlocking action and preventing unlocking. Using the above method, the first and second electromagnets can be controlled independently, resulting in the following four different combined application modes: 1) The inner handle unlocking is disabled, and the outer handle unlocking is disabled; this is equivalent to the central locking mode. 2) The inner handle unlocking is disabled, while the outer handle unlocking is enabled; this is equivalent to a child lock mode. 3) The inner handle unlocks successfully, while the outer handle unlocks unsuccessfully; this is equivalent to remote control locking mode. 4) Both the inner and outer handles are unlocked; this is equivalent to the full vehicle unlock mode.

[0048] In the event of an electronic failure (such as a power outage or a malfunction in the electronic control module), the electronic control module will be unable to effectively control the electromagnet when the inner / outer handle is mechanically unlocked. This will cause the clutch wheel to switch from a mechanical unlocking action of the inner / outer handle to a state where it is latched by the moving iron core. After the inner / outer handle is released, the transmission pin will slide into the drive groove of the pull wheel under the action of the transmission elastic element. Pulling the inner / outer handle again to perform a mechanical unlocking action will cause the unlocking plate to rotate counterclockwise, thereby unlocking the machine.

[0049] It is understood that the technical means of this utility model is to control the mechanical unlocking action at the moment the door handle is mechanically unlocked, thereby causing the unlocking to fail; without affecting the mechanical locking mechanism, ensuring the necessary security of the car door lock; and in the event of electronic failure, it can fully guarantee unlocking by mechanical means, so that the occupants can get out of danger as soon as possible, especially enabling rescuers to unlock through the external handle, which greatly improves the efficiency of emergency rescue.

[0050] Further consideration is needed. When the vehicle is parked and passengers need to lock it after leaving, if the above-mentioned method is still used to disable the inner / outer handle unlocking, each triggering of the inner / outer handle requires the electronic control module to drive the electronically controlled clutch mechanism, which will drain the vehicle's battery. Furthermore, prolonged parking can lead to battery failure, in which case the door locks may no longer be able to maintain a locked state. Therefore, an additional ignition-off locking mechanism is required to achieve the function of locking the door when the engine is off, meaning that the door locks can remain locked without consuming power.

[0051] See Figures 18 to 21 The diagram shown is a partial schematic of the structure of the inner / outer pull wheel, concealed for ease of observation. The engine shutdown locking device, consisting of a first drive motor with a worm gear, helical gear, transmission gear, and limiting gear, is entirely mounted on the bottom housing of the electronically controlled clutch. Figure 3 As shown; the limiting gear is mounted on the central fixed shaft through the central mounting hole and is located below the clutch wheel; the helical gear and the transmission gear are respectively mounted on the first gear shaft and the second gear shaft fixed on the bottom shell; the first drive motor forms a transmission connection with the helical gear, the transmission gear and the limiting gear through the worm gear; the clockwise rotation of the worm gear of the first drive motor drives the limiting gear to rotate counterclockwise; the counterclockwise rotation of the first drive motor drives the limiting gear to rotate clockwise.

[0052] Furthermore, such as Figure 21 As shown, the upper surface of the limiting gear has two identical limiting grooves. The limiting grooves are composed of a limiting area and a free area that are interconnected. The pin ends of the inner and outer drive pins are located in the limiting grooves respectively. There is a pushing wall that gradually moves away from the central fixed shaft and extends outward around the inner wall of the limiting groove. The free area does not restrict the position of the drive pin, which means that the drive pin can be in the clearance groove or drive groove of the pull wheel in the free area and can rotate with the pull wheel. When the limiting gear rotates and the drive pin is located in the limiting area, and the drive pin is eventually always limited in the clearance groove of the pull wheel, it means that the mechanical unlocking action is completely ineffective.

[0053] It is understandable that when the vehicle needs to be locked, i.e., in the fully locked mode, the first drive motor causes the limiting gear to rotate clockwise, and ultimately locks the end of the transmission pin by pushing the wall, thus keeping the transmission pin always within the clearance groove of the pull wheel. At this time, the limiting gear is in the fully locked position. Therefore, no matter how the inner / outer handle is pulled to mechanically unlock, the transmission pin will always remain in the clearance groove, thus preventing unlocking. Figure 18 As shown in the view from the back, the limiting gear drives the transmission pin to be always confined within the clearance groove by pushing the wall.

[0054] When it is necessary to unlock the fully locked mode, the limiting gear rotates counterclockwise by approximately 100°, and the pushing wall no longer restricts the end of the transmission pin until the limiting groove no longer restricts the transmission pin. At this point, the position of the limiting gear is the unlocked position. Figure 19 As shown, the movement of the transmission pin is not restricted within the defined groove. At this point, mechanical unlocking can be achieved by the mechanical unlocking action of the inner / outer handle. During this process, the defined groove still does not restrict the movement trajectory of the transmission pin.

[0055] It is understandable that after the limiting gear rotates counterclockwise by approximately 100° to disengage the fully locked mode, if the clutch wheel is still in the clutch mode, the inner / outer handle must be pulled first to disengage the clutch wheel. Only after pulling the inner / outer handle a second time can the mechanical locking mechanism be unlocked. Furthermore, a drive clutch protrusion is provided on the upper surface of the limiting gear corresponding to the clutch wheel's position in the clutch mode. When the limiting gear is in the unlocked position, further counterclockwise rotation of approximately 45° causes the drive clutch protrusion to contact the lower end of the clutch wheel's drive rod and push it to rotate counterclockwise until the clutch wheel completely releases the restriction on the transmission pin. At this point, the limiting gear is in the fully unlocked position. Figure 20 As shown, at this time, the clutch wheel is pushed and loses its restriction on the transmission pin. The limiting groove still does not restrict the transmission pin. The transmission pin can be pushed into the drive groove of the pull wheel by the transmission elastic element. It can also be mechanically unlocked by pulling the inner / outer handle. This can directly drive the mechanical locking mechanism to unlock. During this process, the limiting groove still does not restrict the movement trajectory of the transmission pin.

[0056] Furthermore, to better pinpoint the position of the limiting gear, a first gear protrusion and a second gear protrusion are located on the side wall of the limiting gear. Correspondingly, a third, fourth, and fifth sensor switch are installed on the base of the electronically controlled clutch device. When the limiting gear is in the fully locked position, the first gear protrusion presses against the contact spring of the third sensor switch, triggering it, while the fourth and fifth sensor switches are not triggered. When the limiting gear rotates counterclockwise by approximately 100° to the unlocked position, the second gear protrusion presses against the contact spring of the fourth sensor switch, triggering it, while the third and fifth sensor switches are not triggered. Further, when the limiting gear rotates counterclockwise again by approximately 45° to the fully unlocked position, the first gear protrusion triggers the fourth sensor switch, the second gear protrusion triggers the fifth sensor switch, and the third sensor switch is not triggered. This allows for precise determination of the limiting gear's position after rotation, thereby enabling control of the motor.

[0057] It is understood that the worm gear, helical gear, and transmission gear only serve to better transmit the rotation of the first drive motor to the limiting gear. In practical applications, the limiting gear can also be driven directly by the motor shaft, or by a rack or other means. There are many such configurations, which will not be elaborated upon here. It is understood that the limiting gear driving the bottom of the transmission pin is only a reasonable layout considered in practical applications in this specific embodiment. The limiting gear can also drive the middle part or other parts of the transmission pin, changing their position; even when the transmission elastic element on the transmission pin completely surrounds the entire outer wall of the transmission pin, the limiting gear drives the transmission elastic element away from the central fixed axis, thereby causing the transmission elastic element to exert an outward force on the transmission pin, preventing the transmission pin from entering the drive groove of the pull wheel and keeping it in the clearance groove. This should also be considered within the scope of protection of this utility model.

[0058] Furthermore, considering the need to lock and unlock the doors even when the vehicle is malfunctioning, a mechanical key can be inserted into the lock cylinder and turned. This key, via a steel cable or linkage, or even directly connected to a limiting gear, rotates the limiting gear to either the fully locked or unlocked position, thus locking and unlocking the doors. This method of unlocking via a mechanical key is relatively simple, and there are many implementation methods depending on the specific scenario requirements, which will not be elaborated upon here.

[0059] It is understood that in the description of the above-mentioned electronically controlled clutch device, when the electronically controlled clutch mechanism switches to the clutch release mode due to the mechanical unlocking action, a second pull of the handle is used to achieve "continued driving of the inner / outer handle to perform the mechanical unlocking action," thereby achieving unlocking. In electronically controlled clutch mechanisms composed of other structures, a further pull of the inner / outer handle can be used instead of the second pull. For example, in existing designs, when the electronically controlled clutch mechanism completes the clutch release mode, the pull wheel disengages from it, and the transmission pin can enter the drive groove on the pull wheel, so that the pull wheel can transmit the mechanical unlocking action to the mechanical locking mechanism through the transmission pin, thereby achieving unlocking. All of these should also be considered within the scope of protection of this utility model.

[0060] It is understood that in the above embodiments, by setting up inner pull wheels, outer pull wheels, and corresponding inner and outer transmission wheels, the mechanical unlocking action performed by the inner and outer handles is perfectly decomposed, so that the two do not interfere with each other. Correspondingly, two sets of clutch wheels, transmission pins, electromagnets, and inductive switches are also set up. In practical applications, if the completely independent control between the inner and outer handles is not considered, or if only one mechanical unlocking mechanism needs to be controlled, a set of clutch wheels, transmission pins, electromagnets, and inductive switches can also be used to achieve joint control of the inner and outer handles. For example, by separately setting up inner and outer pull rods that are connected to and can be driven to rotate, the inner and outer pull rods will drive the transmission wheel to rotate clockwise when they rotate clockwise. The transmission method can refer to the transmission method between the transmission wheel and the unlocking pull plate in the previous embodiments. There are many such unidirectional transmission methods, which will not be elaborated here. Furthermore, by individually monitoring the mechanical unlocking actions of the inner and outer handles, or the inner and outer pull rods, the mechanical unlocking actions of different mechanical unlocking mechanisms can be controlled through a set of pull wheels, transmission wheels, clutch wheels, transmission pins, and electromagnets. Moreover, unlocking can be achieved by directly connecting the transmission wheel to the mechanical locking mechanism. While this method cannot achieve completely independent control of different mechanical unlocking mechanisms, it still achieves control and significantly reduces overall cost and design complexity. Therefore, it should also fall within the scope of protection of this utility model.

[0061] It is understood that in the above embodiments, the control of the electromagnet is only performed when the inner / outer handle performs a mechanical unlocking action. However, in reality, without considering power consumption, the electromagnet can be continuously energized, keeping the movable iron core in a retracted state. Only after the vehicle system issues a command, such as when the inner / outer handle performs a mechanical unlocking action, should the restriction on the door handle be considered, thereby de-energizing the electromagnet and allowing the movable iron core to be pushed out by the iron core spring, thus restricting the clutch wheel. This should also be considered within the scope of protection of this utility model.

[0062] It is understandable that there are many possible structures for implementing an electronically controlled clutch mechanism. For example, one could have an independently movable inclined end face at the head of the clutch locking lever on the clutch wheel, and use a motor-driven retractable rack structure instead of the moving iron core of an electromagnet. When the clutch wheel is pushed counterclockwise and contacts the extended rack structure, the inclined end face rotates clockwise to avoid the rack structure. After it completely passes the rack structure, a torsion spring returns the inclined end face to its original state. When the clutch wheel rotates clockwise until the inclined end face contacts the rack structure, the inclined end face is restricted by the clutch locking lever and cannot rotate counterclockwise, thus locking the clutch wheel. Alternatively, the motor-driven retractable rack structure itself can be movable, automatically retracting and then extending again when the inclined end face contacts it. Therefore, any electronically controlled clutch mechanism and its electric components that possess the functions defined in this utility model document should be considered within the scope of protection of this utility model.

[0063] In another embodiment, the difference from the previous embodiment is that the clutch drive component in the electronically controlled clutch mechanism is a drive torsion spring, and the electric component is a motor with a worm gear; the first pin of the drive torsion spring is attached to the worm gear and can slide on the worm gear; the second pin of the drive torsion spring has a fork-shaped structure, which is engaged with the transmission pin and drives them to move together.

[0064] The locked coupling state of the electric component refers to the fact that when the motor is powered off or rotates in one direction, the first pin of the drive torsion spring is kept in a high position, so that the second pin of the drive torsion spring always exerts a force on the transmission pin to keep it in the drive groove. The decoupling state of the electric component refers to the situation where, when the motor drives the worm to rotate in the opposite direction, the first pin of the drive torsion spring is kept in a low position, so that the second pin of the drive torsion spring always exerts a force on the transmission pin to keep it in the clearance groove. When the motor drives the worm to rotate, it drives the first pin of the drive torsion spring to move, thereby causing the torsion spring to exert a force on the transmission pin to keep it in the clearance groove, or to exert a force on the transmission pin to slide from the clearance groove into the drive groove.

[0065] When the pull wheel rotates counterclockwise, its first protrusion will push the first pin of the drive torsion spring from the low position to the high position. If the motor is kept off at this time, when the pull wheel rotates clockwise, the first pin of the drive torsion spring will still remain in the high position, so that the transmission pin can slide into the drive groove. If the motor rotates in the opposite direction when the pull wheel rotates clockwise, and the first pin of the drive torsion spring always moves towards the low position, then as the pull wheel rotates clockwise and disengages from the first pin of the drive torsion spring, the first pin of the drive torsion spring will still be in the low position, thus still exerting a force on the transmission pin to keep it in the clearance groove.

[0066] It is understood that in the above embodiments, the electronically controlled clutch device includes an electronic control module. However, in practical applications, the functions of the electronic control module can be fully implemented by the vehicle's infotainment system. That is, all inductive switches, electromagnets, and motors are directly controlled by the vehicle's infotainment system. Furthermore, by directly connecting the inductive switch in series with the electromagnet and controlling the electromagnet's energization through the inductive switch, the above control functions can also be partially achieved. For example, the vehicle's infotainment system can control whether to supply power to the electromagnet circuit, and the inductive switch can act as a conduction switch. Once the inductive switch is triggered and conducts, the electromagnet works, causing the movable iron core to retract, thereby controlling the mechanical unlocking action. The above solutions are still within the technical scope of this utility model and should be considered within the protection scope of this utility model.

[0067] It is understood that the inner / outer handles and mechanical locking mechanisms listed in the above embodiments are all purely mechanical structures. Many existing inner / outer handles already possess trigger sensing functions. For example, most existing electronic handles have sensors that detect human contact with the handle. Furthermore, placing an electronic camera near the door lock can predict when a person approaches the door to initiate a mechanical unlocking action, allowing the electronic control module to limit the electronic clutch engagement before the person performs the mechanical unlocking action. Therefore, the prediction and sensing of the mechanical unlocking action do not require trigger sensing of the inner / outer rotating wheels. This should also be considered within the scope of protection of this utility model.

[0068] It is understood that the electronically controlled clutch device in the above embodiments, by providing a drive groove and a clearance groove on the pull wheel, and by controlling the transmission pin to be located in the drive groove or the clearance groove, establishes or disengages a fixed connection between the pull wheel and the transmission wheel, thereby controlling the mechanical unlocking action. In application, it is also possible to provide only a drive groove on the pull wheel, and a connecting groove and a clearance groove on the transmission wheel, implementing the same control scheme for the transmission pin as in the above embodiments, thus achieving the aforementioned purpose of controlling the mechanical unlocking action. Both of these should be considered within the scope of protection of this utility model.

[0069] It is understood that the layout of the internal structural components of the electronically controlled clutch device in the above embodiments is merely a preferred arrangement. Depending on the space available in actual applications, the layout can be rearranged, and the structural components and their transmission methods can be redesigned and optimized without altering the technical characteristics described in this document. All of these should be considered within the scope of protection of this utility model.

[0070] It is understood that the electronically controlled clutch device in the above embodiments is only for the purpose of facilitating the description of this utility model and simplifying the description, and is not intended to indicate or imply that the device or element referred to must have a specific orientation or specific structure, and therefore should not be construed as a limitation of this utility model.

[0071] It is understood that most existing vehicle door locks already possess corresponding mechanical and electronic unlocking functions, and some even include a locking self-closing function. Furthermore, most also have a certain limitation on the mechanical unlocking action of the inner / outer handles. Further, by combining some or all of the functions of the aforementioned electronically controlled clutch device with the existing vehicle door lock's own functions, a new vehicle door lock with the technical means implemented in this utility model can be formed.

[0072] Traditional mechanical latches located on vehicle side doors typically consist of a latch and a locking arm. The latch has a locking groove. When the door is closed, the latch enters the locking groove and pushes the latch inward. It is eventually restricted by the locking arm and cannot turn outward, thus locking the door. When unlocking is required, the locking arm is driven to rotate and release the latch, allowing it to turn outward. This allows the latch to disengage from the locking groove and unlock the door.

[0073] By adding a purely mechanical locking tongue and locking arm to the existing electronically controlled clutch device, and connecting the unlocking pull plate and the locking arm through a steel wire cable or linkage, or by having the unlocking pull plate directly drive the locking arm to achieve a transmission connection, or even by having the transmission wheel directly drive the locking arm to move, the unlocking control requirements of the door lock can be met.

[0074] Furthermore, a second drive motor is added to the existing electronically controlled clutch device, which controls the movement of the locking arm and the bolt. When the latch is just pushed into the locking groove and the bolt is just restrained by the locking arm, the second drive motor rotates forward, causing the bolt to continue rotating inward, thus further restraining it by the locking arm and achieving a self-locking function. When unlocking is required, the second drive motor rotates in the reverse direction, causing the locking arm to rotate and completely releasing the restraint on the bolt, allowing the bolt to rotate outward, thus achieving automatic unlocking. For details, refer to patent application number 202110218132.1, "An Electric-Latching Car Door Lock with Overrunning Control Mechanism." The motor, as the electric unit, is transmitted through a worm gear and gear combination, forming an electric unlocking and electric-closing car lock with an electric release lever and a pawl release lever. There are many patents of this type, and their construction may vary depending on the vehicle's structure and the lock manufacturer's cost considerations. However, the overall function is the same. Further details will not be elaborated here.

[0075] A door lock having the above-mentioned electronically controlled clutch and mechanical locking device, wherein the control method for the door lock includes: Step 1: In the initial state, the clutch drive component limits the transmission pin to be located in the clearance groove of the pull wheel / drive wheel, and the pull wheel and drive wheel are in the disengaged fixed connection mode; the mechanical locking mechanism is in the locked state. Step 2: Before or during the mechanical unlocking action via the mechanical unlocking mechanism, the electric components are controlled to remain in a locked coupling state or a decoupled state. Step 3: When the pull wheel is driven by the mechanical unlocking mechanism to perform the mechanical unlocking action, the pull wheel will drive the clutch drive component to move in one direction. During this process, the transmission pin will remain in the clearance groove, the pull wheel and the transmission wheel will be in the disengaged connection mode, and the transmission wheel cannot be driven by the pull wheel; the mechanical locking mechanism will remain in the locked state. Step 4.1: At this point, if the electric component remains in the decoupled state or transitions from the locked coupled state to the decoupled state, the clutch drive component will not be limited by the electric component after losing the drive of the pull wheel. Consequently, the clutch drive component will still keep the transmission pin in the clearance groove. In this state, the pull wheel will never be able to drive the transmission wheel to move together, thus keeping the mechanical locking mechanism in the locked state. The mechanical unlocking action of the door handle fails and the locked state of the door lock cannot be released. Step 4.1.1: After the mechanical unlocking action is released, the pull wheel returns to its initial state, the clutch drive also returns to its initial state and continues to keep the limiting transmission pin in the clearance groove of the pull wheel / drive wheel. The pull wheel and drive wheel are in the released fixed connection mode, and the locking mechanism is still in the locked state; the electric components return to the state in step 2. Step 4.2, if at this time the electric component is in a locked coupling state or changes from a unlocked coupling state to a locked coupling state, the clutch drive component will be limited by the electric component after losing the drive of the pull wheel; thus the clutch drive component can drive the transmission pin to move out of the clearance groove and simultaneously be in the drive groove of the pull wheel and the connecting groove of the transmission wheel. Step 4.2.1: After the transmission pin is simultaneously in the drive groove of the pull wheel and the connecting groove of the transmission wheel, the pull wheel and the transmission wheel are in a fixed connection mode. The movement of the pull wheel can drive the transmission wheel to move together, thereby unlocking the mechanical locking mechanism through the transmission wheel. In step 4.2.2, or when the transmission pin is located in the drive groove of the pull wheel, the movement of the pull wheel can drive the transmission wheel to move together, thereby driving the unlocking pull plate to move together through the movement of the transmission wheel, and then the unlocking pull plate drives the mechanical locking mechanism to unlock; Step 4.2.3: The mechanical unlocking action of the mechanical unlocking mechanism causes the door lock to switch to the unlocked state; Step 5: When the electronic control system fails, the electric components will always remain in a locked coupling state or automatically switch from a decoupled state to a locked coupling state. The mechanical unlocking mechanism can unlock the mechanical locking mechanism through its mechanical unlocking action; the door lock will switch from a locked state to an unlocked state.

[0076] It is understood that in step 2 of this embodiment, before or during the mechanical unlocking action via the mechanical unlocking mechanism, the electric component is controlled to remain in a locked coupling state or a decoupled state. This can be achieved by the electric component initially remaining in a locked coupling state, and then, before or during the mechanical unlocking action, being controlled by the electronic control system to remain in a locked coupling state or to transition to a decoupled state; or by the electric component initially remaining in a decoupled state, and then, before or during the mechanical unlocking action, being controlled by the electronic control system to transition to a locked coupling state or remain in a decoupled state. In the former control method, where the initial state is a locked coupling state, the electronic control system does not need to supply power to the electric component; only when a mechanical unlocking action occurs does the electronic control system select whether to drive the electric component to transition to a decoupled state based on its own limitations. In the second method, where the initial state is a decoupled state, the electronic control system largely needs to continuously supply power to the electric component; only when the restriction on the mechanical unlocking action needs to be lifted does the electronic control system disconnect the power supply to the electric component, and then the electric component automatically returns to the locked coupling state.

[0077] It is understandable that the second control method described above, compared to the first, requires a continuous power supply to the electric component to limit the mechanical unlocking action, resulting in increased power consumption and making it less suitable for applications with extremely stringent power consumption requirements. However, the first method demands a high response speed from the electronic control system for the mechanical unlocking action, requiring the cooperation of sensors. The second method, on the other hand, largely eliminates the need for a high response speed from the electronic control system, requiring minimal sensors, resulting in simpler logic, fewer electronic components, lower cost, and improved product stability. However, in the second method, if the electronic control system fails to automatically disconnect the power supply to the electric component in an abnormal situation, the mechanical unlocking action will still fail to open the lock, posing a certain risk. In practical applications, it is necessary to compare the advantages and disadvantages of the two control methods and choose the appropriate one. Furthermore, using an electric component that maintains a locked or decoupled state during power failure, while potentially unable to switch from a decoupled to a locked state in extreme cases, can still largely solve the problems inherent in the previous two methods. Therefore, the aforementioned door lock control methods encompassing multiple approaches, as well as further improvements, should all be considered within the scope of protection of this utility model.

[0078] It is understood that the electronically controlled clutch device and the control method for door locks with such devices listed in the foregoing embodiments are not only applicable to vehicles. Their ability to independently control multiple mechanical unlocking mechanisms, and especially their ability to unlock via normal mechanical unlocking actions when the electronic control system malfunctions, makes them highly suitable for applications requiring complete control of the door lock system and the ability to unlock via normal mechanical unlocking methods in the event of electronic system malfunctions. Therefore, the embodiments applied to vehicle door locks should not be construed as limiting this invention.

[0079] This utility model provides an electronically controlled clutch device and a door lock with this device. By setting up a pull wheel, a transmission wheel, a transmission pin, a clutch drive component that controls the transmission pin, and an electric component that controls the clutch drive component, the door lock system can be effectively controlled when necessary. Once the door lock system malfunctions, it can be unlocked by relying solely on normal mechanical unlocking action. This greatly improves the reliability and security of the door lock system and can effectively prevent people from being unable to escape danger and causing secondary injuries due to the inability to open the door in time and effectively.

[0080] In the description of the embodiments of this utility model, it should be noted that the orientation or action of terms such as "center", "upper", "lower", "clockwise", "counterclockwise", "extend", "retract", "inner", "outer", "movement", and "rotation" are based on the orientation or action shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description. They are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0081] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. An electronically controlled clutch device, characterized in that, include: The pull wheel, the transmission wheel, and the electronically controlled clutch mechanism consisting of a transmission pin, a clutch drive component, and an electric component; The pull wheel is connected to the transmission wheel via the transmission pin; the electric component is used to limit the clutch drive component; when the pull wheel moves, it will drive the clutch drive component to move in one direction. The pull wheel is provided with a drive groove and a clearance groove that are interconnected; the transmission wheel is provided with a connecting groove; the transmission pin passes through the connecting groove and passes through the area formed by the drive groove and the clearance groove. Alternatively, the pull wheel may be provided with a drive groove; the transmission wheel may be provided with a connecting groove and a clearance groove that are interconnected; the transmission pin may pass through the drive groove and within the area formed by the connecting groove and the clearance groove. The transmission pin is driven by the clutch drive and is located in or out of the clearance groove; when the transmission pin is moved out of the clearance groove and is simultaneously located in the drive groove and the connecting groove, the pull wheel and the transmission wheel are fixedly connected, and the pull wheel can drive the transmission wheel to move together; when the transmission pin is located in the clearance groove, the pull wheel and the transmission wheel are de-fixed, and the pull wheel will not be able to drive the transmission wheel to move. The electric component includes a locked coupling state and a decoupled state; When the electric component is in a locked coupling state, the clutch drive component can be limited by it, and the clutch drive component will then be able to move the transmission pin out of the clearance groove. When the electric component is in the decoupled state, the clutch drive component cannot be limited by it, and thus the clutch drive component will keep the transmission pin in the clearance groove. The electronically controlled clutch mechanism includes a clutch engagement mode, a clutch disengagement mode, and a disengagement failure mode; When the electronic clutch mechanism is in the unlocking failure mode, the electric components are in a decoupled state, the transmission pin is always confined in the clearance groove, and the pull wheel is disengaged from the transmission wheel; the pull wheel can drive the clutch drive component but cannot be locked by the electric components, that is, the electronic clutch mechanism will always remain in the unlocking failure mode. When the electronically controlled clutch mechanism is in the clutch disengagement mode, the electric components are locked and coupled, limiting the clutch drive component. The transmission pin is moved out of the clearance slot by the clutch drive component, and the transmission pin will be simultaneously in the drive slot and the connecting slot. The pull wheel is fixedly connected to the transmission wheel, and the pull wheel can drive the transmission wheel to move through the transmission pin. When the electronically controlled clutch mechanism is in clutch mode, the electric components are in a locked coupling state; the transmission pin is limited by the clutch drive component and is located in the clearance groove, and the pull wheel is released from the fixed connection with the transmission wheel; however, the pull wheel can make the clutch drive component move and the clutch drive component can be limited by the electric components that are still in a locked coupling state, so the clutch drive component can move the transmission pin out of the clearance groove, and the electronically controlled clutch mechanism can then be switched to clutch release mode.

2. The electronically controlled clutch device according to claim 1, characterized in that, It also includes an unlocking pull plate, which drives the unlocking pull plate to move in one direction when the transmission wheel moves.

3. The electronically controlled clutch device according to claim 1, characterized in that, The electric component is an electromagnet with a movable iron core; When the movable iron core remains in the extended state, the electric component is in a locked coupling state. When the movable iron core remains in the retracted state, the electric component is in the decoupled state.

4. The electronically controlled clutch device according to claim 1, characterized in that, The clutch drive component also includes a clutch elastic component and a transmission elastic component; The clutch elastic element is used to enable the clutch drive element to have a force that keeps the transmission pin in the clearance groove when it is not limited by the electric component; the transmission elastic element has a force that moves the transmission pin out of the clearance groove and slides into the drive groove or connecting groove.

5. The electronically controlled clutch device according to claim 1, characterized in that, The clutch drive component in the electronically controlled clutch mechanism is a drive torsion spring, and the electric component is a motor with a worm gear; the first pin of the drive torsion spring is attached to the worm gear and can slide on the worm gear; the second pin of the drive torsion spring has a fork-shaped structure, which is engaged with the transmission pin and drives them to move together. The locked coupling state of the electric component refers to the fact that when the motor is powered off or rotates in one direction, the first pin of the drive torsion spring is kept in a high position, so that the second pin of the drive torsion spring always maintains the force on the transmission pin, keeping it always simultaneously located in the drive groove and the connecting groove. The decoupling state of the electric component refers to the situation where, when the motor drives the worm to rotate in the opposite direction, the first pin of the drive torsion spring is kept in a low position, so that the second pin of the drive torsion spring always exerts a force on the transmission pin to keep it in the clearance groove. When the motor drives the worm to rotate, it drives the first pin to move, thereby causing the drive torsion spring to apply a force to the transmission pin to keep it in the clearance groove, or to apply a force to the drive torsion spring to move the transmission pin out of the clearance groove and simultaneously to be in the drive groove and the connecting groove.

6. The electronically controlled clutch device according to claim 1, characterized in that, It also includes a first inductive switch for sensing the position of the pull wheel.

7. The electronically controlled clutch device according to claim 1, characterized in that, It also includes an engine shutdown locking mechanism, which includes a first drive motor and a limiting gear. The first drive motor drives the limiting gear to rotate, thereby limiting the transmission pin to be located only in the clearance groove.

8. The electronically controlled clutch device according to claim 7, characterized in that, The limiting gear and limiting transmission pin can only be located in the clearance groove, which means that the limiting gear has a limiting groove composed of a limiting area and a free area that are interconnected, and the connecting surface of the two near the center of the limiting gear is a pushing wall that gradually moves away from the center of the limiting gear; a part of the transmission pin is located in the limiting groove. When the drive pin is in the free zone, the limiting groove will not restrict the position of the drive pin; When the limiting gear rotates and pushes the transmission pin through the push wall, it will be positioned within the limiting area and will eventually be kept within the clearance groove.

9. The electronically controlled clutch device according to claim 7, characterized in that, The limiting gear also has a driving clutch end face; when the limiting gear rotates, after the limiting gear releases the restriction on the transmission pin, the driving clutch end face pushes the clutch drive component to move, so that the clutch drive component can keep the transmission pin away from the clearance groove and simultaneously in the drive groove and the connecting groove.

10. A door lock comprising an electronically controlled clutch as described in any one of claims 1-9, characterized in that, The door lock also includes a mechanical locking mechanism, which is responsible for locking and unlocking the door; the mechanical locking mechanism is used to receive mechanical transmission from the drive wheel or unlocking pull plate during movement, thereby unlocking the door lock.

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