A conduction mechanism of an electronic lock with clutch function for electric vehicles

Abstract

The utility model relates to the conduction mechanism technical field of electronic lock for electric automobile, especially an electronic lock conduction mechanism with clutch function for electric automobile, including casing, upper cover, motor assembly, double gear set, clutch assembly, unlocking slider and unlocking pull rope assembly, the clutch assembly is by clutch gear, AC clutch cam, connecting rod, DC cam, clutch compression spring and reset compression spring constitutes, clutch gear and gear set engage and axial sliding suit in connecting rod, clutch compression spring normal pressure clutch gear and AC cam engage, unlocking slider is through reset compression spring and abuts against casing, its wedge surface promotes clutch gear separation, end lever drive cam rotation. Integrated double lock structure realizes AC, DC synchronous locking, and modular design is convenient for automatic assembly, clutch assembly cuts off gear set transmission when emergency unlocking, avoids the risk of jamming, cam dead point design provides self-locking function, and anti-external force impact, worm and worm gear, three-stage gear transmission provides stable big thrust.

Description

Technical Field

[0001] This utility model relates to the technical field of transmission mechanism for electronic locks for electric vehicles with clutch function, and in particular to a transmission mechanism for electronic locks for electric vehicles with clutch function. Background Technology

[0002] In existing technologies, electric vehicle charging modules mostly adopt a single electronic lock structure, locking only the AC or DC end of the charging socket. While this achieves unit-based locking of the charging gun when the electronic lock is activated, it also has the following significant drawbacks: First, low security: a single electronic lock cannot simultaneously lock both the AC and DC ends, meaning the charging gun may be maliciously pulled out in public charging stations or similar locations, and accidental operation while the vehicle is in motion could also pose a safety risk. Second, it is difficult to meet the requirements of some high-voltage charging safety standards, posing compliance risks. Third, it is difficult to meet the new charging usage requirements of vehicle manufacturers.

[0003] Among the recently filed utility model patents, application number 202521152617.5, the patent titled "Electronic Lock for Electric Vehicles with a Two-in-One and Transmission Mechanism" achieves locking on both the AC and DC ends through an external mechanism, building upon existing electronic locks and possessing high versatility. However, it has the following significant drawbacks: First, precision control is difficult. The two-in-one external electronic lock requires high precision in its components; excessive errors in components or installation can lead to failure. Second, the two-in-one external electronic lock also has high manufacturing requirements, making installation and testing relatively complex. Third, the two-in-one external electronic lock may become misaligned under external force, posing a certain risk.

[0004] Meanwhile, current electronic locks primarily unlock by pulling or rotating the unlocking mechanism, causing the internal transmission mechanism to rotate in the opposite direction. While this theoretically works, it carries the following risks: the gears and other components in the transmission mechanism require high precision. If a component fails or a foreign object becomes lodged, the transmission mechanism cannot reverse properly, meaning the emergency unlocking also fails. This unlocking failure results in the charging gun being unable to be removed.

[0005] Moreover, most existing electronic locks are plagued by back electromotive force, and the greater the pushing force, the greater the back electromotive force, which in turn affects the key mating dimensions for locking and unlocking electronic locks. Utility Model Content

[0006] To overcome the shortcomings of existing systems, this utility model provides a transmission mechanism for an electronic lock for electric vehicles with a clutch function.

[0007] The technical solution adopted by this utility model to solve its technical problem is: a transmission mechanism for an electronic lock for electric vehicles with a clutch function, including a housing, a top cover, a motor assembly, a double gear set, a clutch assembly, an unlocking slider, and an unlocking pull rope assembly; one side of the housing defines an accommodating space with an open end, and the top cover closes to the open end to form a sealed space; the motor assembly, the double gear set, and the clutch assembly are arranged in the accommodating space; the motor assembly is connected to the clutch assembly through the double gear set; the clutch assembly consists of a clutch gear, an AC clutch cam, a connecting rod, a DC cam, and a clutch pressure. The clutch gear consists of a spring and a return spring; the clutch gear meshes with the output end of the double gear set and is axially movable and sleeved on the connecting rod; the two ends of the connecting rod are connected in series with an AC clutch cam and a DC cam to achieve synchronous rotation; the clutch spring is sleeved on the connecting rod and normally presses the clutch gear into engagement with the AC clutch cam; the unlocking slider is slidably disposed in the accommodating space, and is limited to the outside of the clutch spring by a slot. One end is provided with a positioning post and abuts against the inner wall of the housing through the return spring or is disposed at the concentric position of the unlocking pull rod. The bottom side of the middle part is connected to the unlocking pull rope assembly, and the other end is provided with a lever structure.

[0008] According to another embodiment of the present invention, the motor assembly output end meshes with a worm gear and a worm wheel; the worm wheel meshes with the input end of a double gear set; the double gear set includes three stages of meshing gears, and the worm wheel and the double gear set are both mounted on the pole plate by riveting shafts to form a modular transmission unit.

[0009] According to another embodiment of the present invention, the clutch gear is further provided with a plurality of protrusions on its side, the protrusions corresponding to the grooves of the AC clutch cam.

[0010] According to another embodiment of the present invention, the unlocking slider has an inclined pushing surface on the side facing the clutch gear in the middle. The inclined surface includes, but is not limited to, a wedge-shaped or steep slope structure, for pushing the clutch gear to move axially. The reset spring is sleeved on the positioning post, with one end abutting against the unlocking slider and the other end abutting against the inner wall of the housing.

[0011] According to another embodiment of the present invention, the unlocking pull rope assembly is further included, wherein the unlocking pull rod passes through the unlocking hole of the housing and is connected to the unlocking slider, and the unlocking pull rod is sealed to the housing by a pull rod sealing ring.

[0012] According to another embodiment of the present invention, the AC clutch cam is further mounted on the AC lock rod base; the DC cam is mounted on the DC lock rod base; and the diameters of the AC clutch cam and the DC cam are set according to the lock rod stroke requirements.

[0013] According to another embodiment of the present invention, the AC locking rod base is further comprising: the AC locking rod is fixed by a pin; the AC locking rod passes through the AC locking rod hole of the housing and is sealed by an AC locking rod sealing ring; the DC locking rod base is fixed by a pin; the DC locking rod passes through the DC locking rod hole of the housing and is sealed by a DC locking rod sealing ring.

[0014] According to another embodiment of the present invention, it is further characterized in that the upper and lower ends of the AC locking rod base and the DC locking rod base are provided with groove structures and boss structures that cooperate with the trajectory ribs and sliding grooves inside the housing.

[0015] According to another embodiment of the present invention, the housing is further comprising: a signal feedback PIN pin is injection molded inside the housing, and a connector is inserted into the outside; the signal feedback PIN pin is electrically connected to the connector, and a sliding spring is in contact with its surface; the sliding spring contacts and conducts with different signal feedback PIN pins when the unlocking slider moves, and is fixed to the unlocking slider by reverse buckling through a contoured limiting groove, with the installation direction parallel to the bottom surface of the housing.

[0016] The beneficial effects of this utility model are: 1. This electronic lock is also a dual-lock electronic lock that can be used for both AC and DC terminals simultaneously. However, this electronic lock is an integrated unit with high assembly precision and low installation difficulty, and can achieve automated assembly. 2. This electronic lock has a clutch structure. In case of emergency unlocking, the unlocking mechanism is completely disengaged from the gear set. Even if the gear set fails, it will not affect unlocking and gun removal. 3. This electronic lock has a self-locking function. When extended, it automatically stops. Unless a destructive force is used to push the lock bar back from the outside, it cannot be pushed back. 4. This electronic lock has a large transmission ratio, a large thrust, and a stable and reliable output. Attached Figure Description

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0018] Figure 1 This is an exploded view of this utility model; Figure 2 Internal structural diagram of the casing of this utility model; Figure 3 This is a perspective view of the present invention; Figure 4 This is a schematic diagram of the clutch assembly; Figure 5 This is a schematic diagram of the clutch assembly in its first working state; Figure 6 This is a schematic diagram of the clutch assembly in its second working state; Figure 7This is a schematic diagram of the clutch assembly in its third working state; Figure 8 This is a schematic diagram of the clutch assembly in its fourth working state; Figure 9 This is a schematic diagram of the shell structure; Figure 10 This is a structural diagram of the AC lock bar base; Figure 11 This is a schematic diagram of the clutch gear structure; Figure 12 This is a schematic diagram of the self-locking mechanism of the AC clutch cam and AC locking lever base; Figure 13 This is a schematic diagram of the self-locking of the DC cam and DC locking rod base.

[0019] In the diagram: 1. Housing; 101. Accommodation space; 102. Unlocking hole; 103. AC locking rod hole; 104. DC locking rod hole; 105. Track rib; 106. Slide groove; 2. Top cover; 3. Motor assembly; 301. Worm gear; 302. Worm wheel; 4. Double gear set; 5. Clutch assembly; 501. Clutch gear; 502. AC clutch cam; 503. Connecting rod; 504. DC cam; 505. Clutch spring; 506. Return spring; 6. Unlocking slider; 601. Slot; 60 2. Positioning pin; 603. Angled pushing surface; 604. Unlocking lever; 605. Lever structure; 7. Unlocking pull rope assembly; 8. Lever sealing ring; 9. AC locking lever base; 901. Groove structure; 902. Boss structure; 10. DC locking lever base; 11. Pin; 12. AC locking lever; 13. AC locking lever sealing ring; 14. DC locking lever; 15. DC locking lever sealing ring; 16. Rivet shaft; 17. Electrode plate; 18. Signal feedback PIN pin; 19. Sliding spring; 20. Connector. Detailed Implementation

[0020] like Figure 1This is an exploded view of the present invention, showing a transmission mechanism for an electronic lock for an electric vehicle with a clutch function. The mechanism includes a housing 1, a top cover 2, a motor assembly 3, a double gear set 4, a clutch assembly 5, an unlocking slider 6, and an unlocking pull rope assembly 7. One side of the housing 1 defines an accommodating space 101 with an open end, and the top cover 2 closes to the open end to form a sealed space. The motor assembly 3, the double gear set 4, and the clutch assembly 5 are disposed within the accommodating space 101. The motor assembly 3 is connected to the clutch assembly 5 via the double gear set 4. The clutch... Component 5 consists of a clutch gear 501, an AC clutch cam 502, a connecting rod 503, a DC cam 504, a clutch compression spring 505, and a return compression spring 506. The clutch gear 501 meshes with the output end of the double gear set 4 and is axially movable and sleeved on the connecting rod 503. The two ends of the connecting rod 503 are connected in series with the AC clutch cam 502 and the DC cam 504 to achieve synchronous rotation. The clutch compression spring 505 is sleeved on the connecting rod 503 and normally presses the clutch gear 501 into a meshing state with the AC clutch cam 502. The unlocking slider 6 is slidably disposed in the accommodating space 101. It is limited to the outside of the clutch spring 505 by the slot 601. One end is provided with a positioning post 602 and abuts against the inner wall of the housing 1 through the reset spring 506 or is disposed in the concentric position of the unlocking pull rod 604. The bottom side of the middle part is connected to the unlocking pull rope assembly 7, and the other end is provided with a lever structure 605.

[0021] Specifically, the clutch gear 501 is designed to mesh with the front-end double gear set 4 to drive the lower-level AC clutch cam 502 and DC cam 504 to rotate. During emergency unlocking, it can disengage from the clutch cam 502 under the action of various components, achieving an emergency unlocking function independent of the double gear set 4. The AC clutch cam 502 rotates in conjunction with the clutch gear 501, but only has rotational freedom and will not move left or right, thus achieving clutch disengagement. Furthermore, the clutch cam can achieve self-locking and limiting by using a dead-point design in conjunction with the locking rod base. The connecting rod 503 connects the AC clutch cam 502 and DC cam 504 in series, causing the two cams to rotate synchronously. The clutch spring 506 normally assists the clutch gear 501 in meshing and rotating with the AC clutch cam 502. During emergency unlocking, it is compressed, disengaging the clutch gear 501. After releasing the emergency unlock, it resets, pushing the clutch gear 501 back into the meshing state. Return spring 506: During emergency unlocking, it compresses to overcome the rebound force; when released, its return force causes the unlocking slider to reset, and the clutch resets to the engaged state. DC cam 504 rotates under the drive of AC clutch cam 502 to lock and unlock the DC terminal charging socket. It can work with the locking rod base to achieve self-locking limit through the dead point design of the structure.

[0022] The working steps of clutch assembly 5 are as follows: State 1: Initial state (normal engagement) like Figure 5 As shown, the double gear set 4 drives the clutch gear 501 to rotate; the clutch spring 505 presses the clutch gear 501 into the AC clutch cam 502, and the boss 501a and the groove 502a mesh to transmit torque; the reset spring 506 is in the pre-compression state, the boss of the AC clutch cam 502 is not in contact with the lever 605 of the unlocking slider 6, and the cam is in the self-locking position.

[0023] Status 2: The unlock slider moves slightly upward (remaining engaged). like Figure 6 As shown, the unlocking pull rope assembly 7 is under tension, and the unlocking slider 6 moves upward along the inner slide of the housing 1; the reset spring 506 is slightly compressed, and the clutch spring 505 maintains the engagement of the clutch gear 501 and the AC clutch cam 502; the boss of the AC clutch cam 502 and the lever 605 are still not in contact, and the self-locking state is not released.

[0024] State 3: Forced Separation State like Figure 7 As shown, the unlocking slider 6 continues to move upward, and its inclined pushing surface 603 pushes the clutch gear 501 away from the AC clutch cam 502 along the connecting rod 503 axially; the clutch compression spring 505 is compressed to the designed stroke, and the boss 501a and the groove 502a are completely disengaged; the compression of the reset spring 506 increases, and the boss of the AC clutch cam 502 initially contacts the lever 605.

[0025] State 4: Unlock Execution State like Figure 8 As shown, the unlocking slider 6 moves up to the limiting surface, and the inclined pushing surface 603 locks the clutch gear 501 in the disengaged position; the lever 605 pushes the AC clutch cam 502 to rotate, and drives the DC cam 504 to rotate synchronously through the connecting rod 503; the rotation of the cam drives the AC locking rod base 9 and the DC locking rod base 10 to slide along the track rib 105, and the locking rod retracts to achieve unlocking.

[0026] Final state: Reset (restored engagement) When the unlocking pull rope is released, the reset spring 506 pushes the unlocking slider 6 to move down and reset; the inclined pushing surface 603 releases the limit on the clutch gear 501; the clutch spring 505 pushes the clutch gear 501 to re-engage the AC clutch cam 502, and the transmission chain returns to standby state.

[0027] According to another embodiment of the present invention, the motor assembly 3 is further comprising: the output end of the motor assembly 3 meshes with the worm gear 302 via the worm 301; the worm gear 302 meshes with the input end of the double gear set 4; the double gear set 4 comprises three stages of meshing gears; and the worm gear 302 and the double gear set 4 are both mounted on the pole plate 17 via the riveting shaft 16 to form a modular transmission unit.

[0028] According to another embodiment of the present invention, the clutch gear 501 is further provided with a plurality of protrusions 501a on its side, and the protrusions 501a correspond to the grooves 502a of the AC clutch cam 502.

[0029] According to another embodiment of the present invention, the unlocking slider 6 is provided with an inclined pushing surface 603 on the side of the middle facing the clutch gear 501. The inclined surface includes, but is not limited to, a wedge-shaped or steep slope structure, for pushing the clutch gear 501 to move axially. The reset spring 506 is sleeved on the positioning post 602, with one end abutting against the unlocking slider 6 and the other end abutting against the inner wall of the housing 1.

[0030] According to another embodiment of the present invention, the unlocking pull rope assembly 7 is connected to the unlocking slider 6 through the unlocking hole 102 of the housing 1 via the unlocking pull rod 604, and the unlocking pull rod is sealed to the housing 1 by the pull rod sealing ring 8.

[0031] According to another embodiment of the present invention, the AC clutch cam 502 is mounted on the AC lock rod base 9; the DC cam 504 is mounted on the DC lock rod base 10; and the diameters of the AC clutch cam 502 and the DC cam 504 are set according to the lock rod stroke requirements.

[0032] According to another embodiment of the present invention, the AC locking rod base 9 is further comprising: the AC locking rod 12 is fixed by a pin 11; the AC locking rod 12 passes through the AC locking rod hole 103 of the housing 1 and is sealed by the AC locking rod sealing ring 13; the DC locking rod base 10 is fixed by a pin 11; the DC locking rod 14 passes through the DC locking rod hole 104 of the housing 1 and is sealed by the DC locking rod sealing ring 15.

[0033] According to another embodiment of the present invention, the AC locking rod base 9 and the DC locking rod base 10 are provided with a groove structure 901 and a boss structure 902 at their upper and lower ends, which cooperate with the trajectory rib 105 and the sliding groove 106 inside the housing 1.

[0034] like Figure 12 and Figure 13As shown, when the AC clutch cam 502 rotates to the locked position: the protrusion of the AC locking rod base 9 forms a dead point structure with the contour of the AC clutch cam 502; if the AC locking rod 12 is pushed back by an external force, the external force is transmitted to the AC locking rod base 9, driving its protrusion to apply a force to the AC clutch cam 502; the direction line of this force is always located above the rotation center of the AC clutch cam 502, generating a resistance torque opposite to the rotation direction of the cam, preventing the cam from rotating in the opposite direction, thus achieving pure mechanical self-locking. When the motor assembly 3 is suddenly impacted by a reverse electromotive force: the protrusion of the DC locking rod base 10 abuts against the vertical wall of the contour of the DC cam 504, forming a physical stop; the contact surface between the protrusion and the cam is in a high-friction area, significantly increasing the reversing resistance; the transient torque of the reverse electromotive force is offset by the static friction of the cam-base structure and the resistance of the vertical wall, preventing accidental unlocking.

[0035] According to another embodiment of the present invention, the housing 1 is further comprising a signal feedback PIN pin 18 injection molded inside and a connector 20 inserted on the outside; the signal feedback PIN pin 18 is electrically connected to the connector 20 and has a sliding spring 19 in contact with its surface; the sliding spring 19 contacts and conducts with different signal feedback PIN pins 18 when it moves with the unlocking slider 6, and is fixed to the unlocking slider 6 by reverse buckling through a contoured limiting groove, with the installation direction parallel to the bottom surface of the housing 1.

[0036] Overall workflow of electronic lock: 1. Locking process When connector 20 is powered on, motor assembly 3 drives worm gear 301, worm wheel 302, double gear set 4, and clutch gear 501; clutch gear 501 drives AC clutch cam 502 and DC cam 504 to rotate synchronously; the cam pushes AC / DC locking rod base to slide, and the locking rod extends to lock the charging gun; sliding spring 19 moves with unlocking slider 6 and contacts specific signal feedback PIN pin 18 to provide a locking signal.

[0037] 2. Electric unlocking process When connector 20 is powered in reverse, motor assembly 3 reverses; the transmission chain drives clutch gear 501 to rotate in reverse, causing AC / DC cam to rotate; the cam drives the locking rod base to retract, and the locking rod retracts to unlock; the sliding spring 19 switches the contact of PIN pin 18, providing an unlock signal.

[0038] 3. Emergency unlocking process Pulling the unlocking cord assembly 7 causes the unlocking slider 6 to move upward, triggering clutch disengagement (states three to four); lever 605 forcibly rotates the AC clutch cam 502, achieving mechanical unlocking; after releasing the cord, the reset spring 506 and clutch spring 505 work together to reset the transmission chain (final state).

[0039] The above description is illustrative only and not restrictive of this utility model. Those skilled in the art will understand that many modifications, variations or equivalents can be made without departing from the spirit and scope defined by the appended claims, and all such modifications, variations or equivalents will fall within the protection scope of this utility model.

Claims

1. A transmission mechanism for an electronic lock for an electric vehicle with a clutch function, comprising a housing (1), a top cover (2), a motor assembly (3), a double gear set (4), a clutch assembly (5), an unlocking slider (6), and an unlocking pull rope assembly (7). The housing (1) defines an accommodating space (101) with an open end on one side, and the upper cover (2) closes to the open end to form a sealed space; a motor assembly (3), a double gear set (4) and a clutch assembly (5) are disposed in the accommodating space (101); the motor assembly (3) is connected to the clutch assembly (5) through the double gear set (4). Its features are: The clutch assembly (5) consists of a clutch gear (501), an AC clutch cam (502), a connecting rod (503), a DC cam (504), a clutch spring (505), and a return spring (506); The clutch gear (501) meshes with the output end of the double gear set (4) and is axially movable and sleeved on the connecting rod (503); The connecting rod (503) is connected in series with an AC clutch cam (502) and a DC cam (504) at both ends to achieve synchronous rotation; The clutch spring (505) is sleeved on the connecting rod (503) and normally presses the clutch gear (501) into engagement with the AC clutch cam (502); The unlocking slider (6) is slidably disposed in the accommodating space (101). It is limited to the outside of the clutch spring (505) by the slot (601). One end is provided with a positioning post (602) and abuts against the inner wall of the housing (1) through the reset spring (506) or is disposed in the concentric position of the unlocking pull rod (604). The bottom side of the middle part is connected to the unlocking pull rope assembly (7), and the other end is provided with a lever structure (605).

2. The transmission mechanism of the electronic lock for electric vehicles with clutch function according to claim 1, characterized in that, The output end of the motor assembly (3) meshes with the worm wheel (302) via the worm (301); the worm wheel (302) meshes with the input end of the double gear set (4); the double gear set (4) includes three levels of meshing gears, and the worm wheel (302) and the double gear set (4) are both mounted on the pole plate (17) via the riveting shaft (16) to form a modular transmission unit.

3. The conducting mechanism of the electronic lock with clutch function for electric vehicles according to claim 1, characterized in that, The clutch gear (501) has several sets of bosses (501a) on its side, and the bosses (501a) correspond to the grooves (502a) of the AC clutch cam (502).

4. The conducting mechanism of the electronic lock with clutch function for electric vehicles according to claim 1, characterized in that, The unlocking slider (6) has an inclined pushing surface (603) on the side facing the clutch gear (501) in the middle. The inclined surface includes, but is not limited to, a wedge-shaped or steep slope structure, which is used to push the clutch gear (501) to move axially. The reset spring (506) is sleeved on the positioning post (602), with one end abutting against the unlocking slider (6) and the other end abutting against the inner wall of the housing (1).

5. The transmission mechanism of the electronic lock for electric vehicles with clutch function according to claim 1, characterized in that, The unlocking pull rope assembly (7) passes through the unlocking hole (102) of the housing (1) via the unlocking pull rod (604) and is connected to the unlocking slider (6). The unlocking pull rod is sealed to the housing (1) by the pull rod sealing ring (8).

6. The transmission mechanism of the electronic lock for electric vehicles with clutch function according to claim 1, characterized in that, The AC clutch cam (502) is mounted on the AC lock rod base (9); the DC cam (504) is mounted on the DC lock rod base (10); the diameter of the AC clutch cam (502) and the DC cam (504) is set according to the lock rod stroke requirements.

7. The conducting mechanism of the electronic lock with clutch function for electric vehicles according to claim 6, characterized in that, The AC locking rod base (9) is fixed to the AC locking rod (12) by a pin (11). The AC locking rod (12) passes through the AC locking rod hole (103) of the housing (1) and is sealed by the AC locking rod sealing ring (13). The DC locking rod base (10) is fixed to the DC locking rod (14) by a pin (11). The DC locking rod (14) passes through the DC locking rod hole (104) of the housing (1) and is sealed by the DC locking rod sealing ring (15).

8. The conducting mechanism of the electronic lock with clutch function for electric vehicles according to claim 6, characterized in that, The AC lock rod base (9) and DC lock rod base (10) are provided with a groove structure (901) and a boss structure (902) at the upper and lower ends, which cooperate with the trajectory rib (105) and slide groove (106) inside the housing (1).

9. The conducting mechanism of the electronic lock with clutch function for electric vehicles according to claim 1, characterized in that, The housing (1) is injection molded with a signal feedback PIN pin (18), and a connector (20) is inserted into the outside. The signal feedback PIN pin (18) is electrically connected to the connector (20), and a sliding spring (19) is in contact with the surface. When the sliding spring (19) moves with the unlocking slider (6), it contacts and conducts with different signal feedback PIN pins (18), and is fixed to the unlocking slider (6) by reverse buckling through the contour limiting groove. The installation direction is parallel to the bottom surface of the housing (1).

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