A low-metallic sound door lock ice breaking mechanism

Abstract

The application relates to the technical field of vehicle door locks, in particular to a low-metal-sound vehicle door lock ice breaking mechanism, which comprises a shell, an ice breaking operating rod, an ice breaking coupling rod and an ice breaking coupling rod spring. An ice breaking track with a first stop portion and a second stop portion is formed on the shell, and the ice breaking coupling rod is provided with an avoiding gap from a lock tongue driving rivet in an initial state by the spring, the gap size is larger than the overstroke displacement amount of the lock tongue in a door flinging condition, so that metal impact abnormal sound is completely avoided. When ice is broken, the operating rod drives the coupling rod to move, the second abutting portion of the coupling rod abuts against the second stop portion, the spring drives the coupling rod to push the lock tongue to complete ice breaking. The application effectively considers the ice breaking function and abnormal sound suppression, has the advantages of compact structure, reliable action and low noise, and significantly improves the system performance and user experience of the vehicle door lock.

Description

Technical Field

[0001] This application relates to the field of car door lock technology, and in particular to a low-metallic-sound car door lock ice-breaking mechanism. Background Technology

[0002] With the increasing demands for automotive safety and intelligence, the reliability of door lock systems in extreme environments is receiving growing attention. The ice-breaking function, as a crucial safety redundancy mechanism for car door locks, primarily addresses latch jamming caused by low-temperature icing or collision deformation, ensuring the door can still be forcibly opened in emergencies. Traditional ice-breaking mechanisms typically employ a design coaxial with or directly linked to the latch, using an actuator to drive a cable, which in turn moves an ice-breaking linkage to rotate the latch to the release position. However, while achieving the ice-breaking function, this type of structure also introduces issues such as motion interference and abnormal noise.

[0003] Especially when users slam doors, the latch needs a certain amount of travel space to cushion the impact and prevent damage to the mechanism. However, traditional ice-breaking mechanisms, in order to maintain functional effectiveness, often maintain a small gap with the latch, causing the latch to frequently strike the ice-breaking linkage during overtravel rotation, producing a harsh metallic noise that seriously affects user experience and product quality. Furthermore, increasing the gap between the ice-breaking mechanism and the latch to reduce noise would increase the ice-breaking stroke, delay response, and even reduce the success rate of ice breaking, presenting a clear design contradiction.

[0004] Therefore, how to ensure the reliability of the ice-breaking function while effectively suppressing the metallic impact sound during door slamming within a limited space has become a pressing technical challenge in the field of door lock design. Utility Model Content

[0005] To address one or more of the problems existing in the prior art, this application provides a low-metallic-sound car door lock ice-breaking mechanism, comprising:

[0006] The housing has a latch drive track and an ice-breaking track. A latch drive rivet is slidably provided in the latch drive track. The latch drive rivet is fixed to the tail end of the door lock latch and is used to push the latch to complete the ice-breaking action. A first stop part and a second stop part are formed on the ice-breaking track.

[0007] An ice-breaking operating lever is rotatably mounted inside the housing, with one end used to connect to an ice-breaking pull line;

[0008] An ice-breaking coupling rod is rotatably connected to the ice-breaking operating rod. One end is a driving end for engaging with the locking tongue drive rivet, and the other end has a first abutment portion. A second abutment portion is also formed on the side of the ice-breaking coupling rod.

[0009] An ice-breaking coupling rod spring is sleeved at the rotation center of the ice-breaking coupling rod and is used to apply a force to the ice-breaking coupling rod, so that the ice-breaking coupling rod has a tendency to rotate relative to the ice-breaking operating rod.

[0010] In the initial state, the first abutting part of the ice-breaking coupling rod abuts against the first stop part of the ice-breaking track, and the ice-breaking coupling rod spring adjusts the angle between the ice-breaking coupling rod and the ice-breaking operating rod through elastic action so that a clearance gap is formed between the driving end and the locking tongue driving rivet.

[0011] When the ice-breaking action is performed, the ice-breaking operating lever drives the ice-breaking coupling lever to move, so that the second abutting part of the ice-breaking coupling lever abuts against the second stop part. The ice-breaking coupling lever spring adjusts the angle between the ice-breaking coupling lever and the ice-breaking operating lever through elastic action, so that the driving end pushes the locking tongue driving rivet to move along the locking tongue driving track.

[0012] Furthermore, a first spring fixing protrusion is formed on the side of the ice-breaking operating rod, and a spring fixing groove is formed in the middle of the second abutment part on the ice-breaking coupling rod. One end of the spring of the ice-breaking coupling rod is engaged with the first spring fixing protrusion of the ice-breaking operating rod, and the other end is engaged with the spring fixing groove on the side wall of the ice-breaking coupling rod.

[0013] When the ice-breaking coupling rod is reset, the spring force of the ice-breaking coupling rod drives the first abutting part to slide tightly against the first stop part, so that the driving end contacts and abuts the locking tongue driving rivet.

[0014] Furthermore, the ice-breaking operating rod is rotatably connected to the housing via an ice-breaking operating rod rivet, and the ice-breaking operating rod rivet is fitted with an ice-breaking operating rod spring.

[0015] One end of the ice-breaking operating lever spring abuts against the housing, and the other end abuts against the second spring fixing protrusion formed on the ice-breaking operating lever, which is used to drive the operating lever to reset after the ice-breaking action is completed.

[0016] Furthermore, the first stop part is an arc-shaped boss, and the second stop part is an arc-shaped rail, with the curvature of the first stop part being greater than that of the second stop part.

[0017] Furthermore, the size of the clearance is greater than the overtravel displacement of the latch during the door slamming operation.

[0018] Furthermore, the housing includes a first mounting housing, a second mounting housing, and an L-shaped top cover. The first mounting housing and the second mounting housing are respectively fixedly assembled with the L-shaped top cover to obtain an L-shaped housing, which has a component installation space inside.

[0019] The locking tongue drive rail and the ice-breaking rail are located on the first mounting housing;

[0020] Both the ice-breaking operating rod and the ice-breaking coupling rod are mounted on the first mounting housing within the component installation space.

[0021] The above-mentioned one or more technical solutions have at least the following beneficial effects:

[0022] The low-metallic-sound door lock ice-breaking mechanism provided in this application effectively solves the technical problem of traditional ice-breaking mechanisms easily generating metallic impact sounds during door slamming. Its core lies in the introduction of a coupling rod spring system with adaptive avoidance function. By actively forming an avoidance gap greater than the overtravel displacement of the latch in the initial state, it fundamentally avoids hard collisions between the latch and the ice-breaking component during inertial overtravel, significantly reducing the possibility of abnormal noise.

[0023] This mechanism ingeniously utilizes the synergy of a dual-track limiting structure and a dual-spring reset mechanism to achieve dynamic switching between icebreaking and obstacle avoidance functions. The first and second stop sections on the icebreaking track respectively serve as reset guidance and execution limit functions. Their differentiated curvature design ensures both rapid lifting and separation of the drive end during reset and stable, linear thrust output during icebreaking. The icebreaking coupling rod spring continuously provides elastic torque, enabling the icebreaking coupling rod to automatically adjust its posture according to the motion phase, maintaining a safe distance in the non-icebreaking state while achieving reliable contact and power transmission during icebreaking.

[0024] Furthermore, the independently designed return spring on the ice-breaking control lever enhances the overall reliability of the mechanism, ensuring that each component accurately returns to its initial position after each ice-breaking action, preventing jamming or malfunction due to reset failure. The entire mechanism achieves high-precision control of mechanical movement within a limited space, effectively suppressing metallic noise while balancing ice-breaking response speed and success rate, thus improving the overall performance and user experience of the door system under extreme conditions.

[0025] The technical solution presented in this application demonstrates a high degree of integration and functional balance, providing a practical engineering solution for the synergistic improvement of the reliability, comfort, and durability of smart door lock systems, and has significant market application value. Attached Figure Description

[0026] The accompanying drawings are provided to further illustrate the present application and form part of the specification. They are used together with the embodiments of the present application to explain the application and do not constitute a limitation thereof. In the drawings:

[0027] Figure 1 This is a schematic diagram of the external structure of a low-metallic-sound car door lock ice-breaking mechanism provided in an exemplary embodiment of this application at one angle.

[0028] Figure 2This is a schematic diagram of the external structure of a low-metallic-sound door lock ice-breaking mechanism provided in an exemplary embodiment of this application from another angle.

[0029] Figure 3 This is a schematic diagram of the structure of a low-metallic-sound car door lock ice-breaking mechanism provided in an exemplary embodiment of this application;

[0030] Figure 4 This is a schematic diagram of the contact structure between the ice-breaking track and the ice-breaking coupling rod of the low-metallic-sound car door lock ice-breaking mechanism provided in an exemplary embodiment of this application;

[0031] Figure 5 This is a schematic diagram of the low-metallic-sound door lock ice-breaking mechanism provided in an exemplary embodiment of this application from another angle;

[0032] Figure 6 This is a partial structural diagram of the ice-breaking process of the low-metallic-sound car door lock ice-breaking mechanism provided in an exemplary embodiment of this application.

[0033] Figure label:

[0034] 1. Locking tongue; 11. Locking tongue rivet; 12. Second locking channel; 13. Semi-locking locking part; 14. Fully locking locking part; 17. Locking tongue drive rivet;

[0035] 2. Pawl; 21. Pawl rivet; 22. First pawl drive end; 23. Second pawl drive end; 24. Snap-fit ​​part;

[0036] 100. Shell;

[0037] 110. First mounting housing; 111. First latching channel; 114. Lock tongue drive rail; 115. Lock body reinforcing plate; 116. Ice-breaking rail; 116-1. First stop section; 116-2. Second stop section;

[0038] 120. Second mounting housing;

[0039] 130. L-shaped top cover; 133. Ice-breaking groove;

[0040] 810. Ice-breaking control lever; 811. Ice-breaking control lever rivet; 812. Ice-breaking control lever spring; 813. First spring fixing protrusion; 814. Second spring fixing protrusion;

[0041] 820. Ice-breaking coupling rod; 821. Ice-breaking coupling rod rivet; 822. Ice-breaking coupling rod spring; 823. First abutment part; 824. Second abutment part; 825. Spring fixing slot. Detailed Implementation

[0042] Embodiments of this application will now be described in detail, examples of which are illustrated in the accompanying drawings. The components of the embodiments of this application described and shown in the drawings herein can be arranged and designed in a variety of different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application.

[0043] Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0044] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0045] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0046] The following will combine Figures 1 to 6 The technical solutions of this application are clearly and completely described. Obviously, the described embodiments are only some embodiments of this application, not all embodiments.

[0047] See Figure 1 The low-metallic-sound car door lock ice-breaking mechanism provided in this application includes a housing 100. The housing 100 includes a first mounting housing 110, a second mounting housing 120, and an L-shaped top cover 130. The first mounting housing 110 and the second mounting housing 120 are respectively fixedly assembled with the L-shaped top cover 130 to obtain an L-shaped housing 100, which has a component installation space inside.

[0048] See Figure 2The latch 1 and pawl 2 are rotatably mounted on the outside of the first mounting housing 110 via latch rivets 11 and pawl rivets 21, respectively. A first latch channel 111 extending towards the latch 1 is provided on the bottom edge of the outer side of the first mounting housing 110, and a second latch channel 12 is provided from its edge towards its center on the latch 1. When the door is closed, the latch can enter the second latch channel 12 from the first latch channel 111 and contact the latch 1, pushing the latch 1 to rotate until it blocks the first latch channel 111. Simultaneously, the latch 1 engages with the pawl 2, causing the multi-functional passenger vehicle door lock to enter the locked state from the unlocked state.

[0049] A semi-locking locking portion 13 and a fully locking locking portion 14 are formed at the edge of the latch 1. The pawl 2 includes a first pawl drive end 22 and a second pawl drive end 23, and a locking portion 24 is formed at the first pawl drive end 22. When the latch pushes the latch 1 to rotate, the semi-locking locking portion 13 and the fully locking locking portion 14 can respectively engage with the locking portion 24, thereby allowing the multi-functional passenger vehicle door lock to enter a semi-locked state or a fully locked state.

[0050] The first mounting housing 110 has a latch drive track 114 that connects the inside and outside. The latch drive rivet 17 is fixedly installed at the tail end of the door lock latch 1 and is slidably embedded in the latch drive track 114, forming a guide base for the movement of the latch. When the rivet is driven by an external force, it can drive the latch 1 to rotate to achieve the ice-breaking function.

[0051] An ice-breaking track 116 is formed on the inner side of the first mounting housing 110.

[0052] See Figures 3 to 6 The low-metallic-sound car door lock ice-breaking mechanism provided in this application also includes components such as an ice-breaking operating rod 810, an ice-breaking coupling rod 820, and an ice-breaking coupling rod spring 822.

[0053] The ice-breaking track 116 has a first stop part 116-1 and a second stop part 116-2 integrally formed on it, which serve as key limiting and guiding structures during the movement of the ice-breaking coupling rod 820.

[0054] The ice-breaking operating lever 810 is rotatably mounted inside the first mounting housing 110 via ice-breaking operating lever rivets 811. One end of the lever has a connecting hole for connecting the ice-breaking cable. A corresponding ice-breaking groove 133 is provided on the L-shaped upper cover. The ice-breaking cable connected to the external actuator is connected to one end of the internal ice-breaking operating lever 810 through the ice-breaking groove 133. When the external actuator applies tension through the cable, it can drive the ice-breaking operating lever 810 to rotate around its axis.

[0055] The ice-breaking coupling rod 820 is rotatably connected to the ice-breaking operating rod 810 via the ice-breaking coupling rod rivet 821, allowing the two to rotate relative to each other within a certain range. The end of the ice-breaking coupling rod 820 is a driving end, which can be a U-shaped bayonet structure or other shapes, used to abut against the latch drive rivet 17 to transmit thrust to the latch 1; the other end of the ice-breaking coupling rod 820 has a first abutment portion 823, and a second abutment portion 824 protrudes from the side of the ice-breaking coupling rod 820.

[0056] The ice-breaking coupling rod spring 822 is sleeved around the ice-breaking coupling rod rivet 821, with its two ends abutting against the ice-breaking operating rod 810 and the ice-breaking coupling rod 820, respectively. This spring is typically a torsion spring, with its coil tightly fitted onto the rivet shaft diameter. The ice-breaking coupling rod spring 822 continuously provides the ice-breaking coupling rod 820 with an elastic torque that rotates around the rivet, ensuring it always tends to rotate in a certain direction. This elastic effect is crucial for adjusting the attitude of the ice-breaking coupling rod and maintaining stable contact with each stop mechanism.

[0057] In the initial, reset position, the ice-breaking coupling rod 820, under the elastic force of the ice-breaking coupling rod spring 822, has its first abutment portion 823 continuously pressed against the first stop portion 116-1 on the ice-breaking track 116. The first stop portion 116-1 is designed as an arc-shaped protrusion structure, adapted to the arc-shaped end face of the first abutment portion 823. Under the action of the spring torque, the ice-breaking coupling rod 820 can adaptively adjust its relative angle with the ice-breaking operating rod 810, so that the first abutment portion 823 always slides along the arc-shaped surface of the first stop portion 116-1 and is guided upwards, thereby causing the ice-breaking coupling rod 820 to generate a rotational motion around its own axis.

[0058] This rotational motion causes the drive part at the other end of the ice-breaking coupling rod 820 to shift upwards, eventually completely disengaging from the latch drive rivet 17, forming a stable clearance. The width of this clearance has been precisely calculated and designed, and its size is greater than the maximum overtravel displacement that the latch 1 can generate under extreme door-swinging conditions. This fundamentally eliminates the possibility of the latch hitting the ice-breaking coupling rod 820 due to overtravel rotation, effectively eliminating abnormal metal impact noise.

[0059] When ice-breaking actions are required, such as Figure 6As shown, the ice-breaking cable is pulled, driving the ice-breaking operating lever 810 to rotate around its axis. The ice-breaking operating lever 810 drives the ice-breaking coupling lever 820 to move together via the ice-breaking coupling lever rivet 821. During this process, the second abutment part 824 on the side of the ice-breaking coupling lever 820 moves accordingly and finally abuts against the second stop part 116-2 on the ice-breaking track 116. The contour of the second stop part 116-2 is designed as a curved convex guide rail, which can guide the ice-breaking coupling lever 820 to continue moving and compress the ice-breaking coupling lever spring 822, causing it to undergo elastic deformation. At the same time, under the action of the spring force, the driving end of the ice-breaking coupling lever 820 always keeps close to the locking tongue driving rivet 17 and pushes it to slide along the locking tongue driving track 114, thereby forcibly driving the locking tongue 1 to rotate to the unlocked position, realizing a reliable ice-breaking function. After the action is completed, as the tension of the cable is released, each component resets in sequence and re-enters a stable avoidance state.

[0060] In some embodiments, a first spring fixing protrusion 813 is stamped or integrally formed on the side wall of the ice-breaking operating rod 810, serving as a fixing fulcrum for the ice-breaking coupling rod spring 822. Correspondingly, a spring fixing slot 825 is provided in the middle region of the second abutment portion 824 on the side of the ice-breaking coupling rod 820. The shape of this slot matches the shape of the end of the ice-breaking coupling rod spring 822, reliably securing the other end of the spring. The ice-breaking coupling rod spring 822 is typically a torsion spring, one end of which is firmly engaged with the first spring fixing protrusion 813 of the ice-breaking operating rod 810, while the other end is precisely engaged in the spring fixing slot 825 on the side wall of the ice-breaking coupling rod 820, thereby establishing an elastic power connection between the ice-breaking operating rod 810 and the ice-breaking coupling rod 820.

[0061] When the ice-breaking action is completed and the ice-breaking operating lever 810 begins to rotate, the restoring force of the ice-breaking coupling lever spring 822 drives the ice-breaking coupling lever 820 to rotate relative to its axis. This elastic torque causes the first abutment portion 823 of the ice-breaking coupling lever 820 to continuously and tightly press against the arc-shaped surface of the first stop portion 116-2 of the ice-breaking track 116 and slide along its contour. This movement forces the driving end of the ice-breaking coupling lever 820 to generate an upward rotational displacement, thereby completely separating from the locking tongue drive rivet 17, releasing their abutment state, and re-forming and maintaining a reliable clearance. This process ensures that the mechanism always maintains a safe distance in the non-ice-breaking state, fundamentally avoiding impact noise and mechanical interference that may be caused by the overtravel of the locking tongue 1.

[0062] In some embodiments, the ice-breaking operating lever 810 is rotatably connected to the inner side of the first mounting housing 110 via an ice-breaking operating lever rivet 811. The ice-breaking operating lever rivet 811 not only serves as a rotation axis but also has an ice-breaking operating lever spring 812 fitted around its exterior. This spring is typically a torsion spring, with its coil tightly fitted onto the rivet shaft diameter. One end of the ice-breaking operating lever spring 812 is fixedly abutted against a specially provided spring support or groove on the inner side of the first mounting housing 110, while the other end reliably abuts against a second spring fixing protrusion 814 integrally formed on the side of the ice-breaking operating lever 810. This second spring fixing protrusion 814 can be a stamped protrusion or an injection-molded locking structure. In a specific example, one end of the ice-breaking operating lever spring 812 is fixedly abutted against a lock body reinforcing plate 115 mounted on the inner side of the first mounting housing 110.

[0063] With the above configuration, the ice-breaking operating lever spring 812 undergoes elastic deformation and stores energy when the ice-breaking operating lever 810 is rotated under force. After the ice-breaking action is completed and the external tension is removed, the ice-breaking operating lever spring 812 releases its stored elastic potential energy. Through the rebound force acting on the reset protrusion, it drives the ice-breaking operating lever 810 to automatically and accurately rotate in the opposite direction of operation, smoothly and quickly returning it to its initial standby position. This spring reset mechanism effectively ensures that the ice-breaking mechanism can reset promptly after each ice-breaking operation, preparing for the next operation. It also avoids jamming or functional failure that might occur due to failure to reset, thus improving the responsiveness and reliability of the entire system.

[0064] In some embodiments, the first stop portion 116-1 on the icebreaking track 116 is constructed as an arc-shaped boss structure, while the second stop portion 116-2 is designed as an extended arc-shaped track; the arc-shaped profiles of the two have obvious curvature differences, with the curvature of the first stop portion 116-1 being significantly greater than that of the second stop portion 116-2. This differentiated curvature design corresponds to the functional requirements of the ice-breaking coupling rod 820 in different motion stages: the larger curvature arc-shaped boss of the first stop part 116-1 can more quickly guide the first abutment part 1 of the ice-breaking coupling rod 820 to rotate during the reset stage, thereby efficiently causing the drive end to rise and separate from the locking tongue drive rivet 17, reliably forming a clearance gap; while in the ice-breaking execution stage, the smaller curvature arc-shaped track of the second stop part 116-2 provides a relatively smooth and stable sliding support surface for the second abutment part 3 of the ice-breaking coupling rod 820, which helps to extend the force path, making the ice-breaking thrust more stable and controllable, while ensuring that the elastic force of the ice-breaking coupling rod spring 822 can be effectively converted into a linear push on the locking tongue drive rivet 17, improving the reliability and efficiency of the ice-breaking action.

[0065] In some embodiments, the clearance (i.e., the distance between the latch drive rivet and the ice-breaking coupling rod in the initial state) is precisely calculated and designed, and its width is set to be greater than the maximum overtravel displacement that the latch can generate under extreme door-slamming conditions. This dimensional relationship is typically determined based on an in-depth analysis of the dynamic characteristics of the door lock system under high-speed impact or forceful door-slamming, and the maximum possible overtravel data of the latch can be obtained through experimental measurement or computer simulation. In actual design, the width of the clearance is usually increased by a safety margin, such as 0.5 mm to 1 mm, to ensure that contact collision between the latch drive rivet and the drive part of the ice-breaking coupling rod is reliably avoided under any operating condition. This critical dimension ensures that the harsh metallic noise generated by the latch overtravel impacting the ice-breaking mechanism is fundamentally eliminated, while also reducing wear between components and improving the durability and user experience of the entire door lock system.

[0066] The working process of the low-metallic-sound car door lock ice-breaking mechanism provided in this application is as follows:

[0067] In the initial state, under the elastic force of the ice-breaking coupling rod spring 822, the first abutment part 823 of the ice-breaking coupling rod 820 continuously presses against the first stop part 116-1 on the ice-breaking track 116. The ice-breaking coupling rod spring 822 provides an elastic torque for the ice-breaking coupling rod 820 to rotate around the ice-breaking coupling rod rivet 821 through the spring fixing protrusion 813 on the ice-breaking operating rod 810 and the spring fixing slot 825 on the side wall of the ice-breaking coupling rod 820. This torque causes the ice-breaking coupling rod 820 to rotate, adjusting the relative angle between it and the ice-breaking operating rod 810, causing the driving part at the other end of the ice-breaking coupling rod 820 to shift upward and completely disengage from the locking tongue driving rivet 17 fixed to the tail end of the locking tongue 1, forming a stable clearance between the two.

[0068] When ice-breaking action is required, the external actuator applies tension via an ice-breaking cable. This cable passes through the ice-breaking groove 133 of the L-shaped top cover 130 and connects to a connection hole at one end of the ice-breaking operating rod 810. The tension drives the ice-breaking operating rod 810 to rotate around the ice-breaking operating rod rivet 811. The ice-breaking operating rod 810 drives the ice-breaking coupling rod 820 to move together via the ice-breaking coupling rod rivet 821. During this process, the second abutment part 824 on the side of the ice-breaking coupling rod 820 moves accordingly and eventually abuts against the second stop part 116-2 on the ice-breaking track 116. The arc-shaped track structure of the second stop part 116-2 guides the ice-breaking coupling rod 820 to continue moving, while compressing the ice-breaking coupling rod spring 822 to cause it to elastically deform. Under the action of spring force, the driving end of the ice-breaking coupling rod 820 is always in close contact with the locking tongue driving rivet 17, pushing it to slide along the locking tongue driving track 114 opened on the first mounting housing 110, thereby forcibly driving the locking tongue 1 to rotate to the unlocked position, realizing a reliable ice-breaking function.

[0069] After the ice-breaking action is completed, as the tension in the cable is released, the ice-breaking operating rod spring 812, which is fitted onto the ice-breaking operating rod rivet 811, releases its stored elastic potential energy. One end of the spring abuts against the inside of the housing 100, and the other end acts on the reset protrusion on the ice-breaking operating rod 810, driving the ice-breaking operating rod 810 to automatically and accurately rotate against the working direction, resetting to the initial standby position. At the same time, the restoring force of the ice-breaking coupling rod spring 822 drives the ice-breaking coupling rod 820 to rotate relative to the ice-breaking coupling rod rivet 821, causing the first abutment part 823 to press firmly against the arc-shaped surface of the first stop part 116-1 and slide. This movement forces the driving end of the ice-breaking coupling rod 820 to generate an upward rotational displacement, separating it from the locking tongue drive rivet 17 again, re-forming and maintaining a reliable clearance, preparing for the next operation. The entire workflow, through the precise coordination of dual-spring reset and dual-track limit, ensures that the mechanism always maintains a safe distance when not breaking ice, completely eliminating impact noise, while providing a smooth and controllable linear thrust during ice breaking, ensuring the reliability of the function.

[0070] It should be noted that the technical solutions in the various embodiments of this application can be combined with each other, but the basis for such combination is that they can be implemented by those skilled in the art. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist, that is, it is not within the protection scope of this application.

[0071] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A low metallic sound door lock ice breaking mechanism, characterized by, include: The housing has a latch drive track and an ice-breaking track. A latch drive rivet is slidably provided in the latch drive track. The latch drive rivet is fixed to the tail end of the door lock latch and is used to push the latch to complete the ice-breaking action. A first stop part and a second stop part are formed on the ice-breaking track. An ice-breaking operating lever is rotatably mounted inside the housing, with one end used to connect to an ice-breaking pull line; An ice-breaking coupling rod is rotatably connected to the ice-breaking operating rod. One end is a driving end for engaging with the locking tongue driving rivet, and the other end has a first abutting part. A second abutting part is formed on the side of the ice-breaking coupling rod. and An ice-breaking coupling rod spring is sleeved at the rotation center of the ice-breaking coupling rod and is used to apply a force to the ice-breaking coupling rod, so that the ice-breaking coupling rod has a tendency to rotate relative to the ice-breaking operating rod. In the initial state, the first abutting part of the ice-breaking coupling rod abuts against the first stop part of the ice-breaking track, and the ice-breaking coupling rod spring adjusts the angle between the ice-breaking coupling rod and the ice-breaking operating rod through elastic action so that a clearance gap is formed between the driving end and the locking tongue driving rivet. When the ice-breaking action is performed, the ice-breaking operating lever drives the ice-breaking coupling lever to move, so that the second abutting part of the ice-breaking coupling lever abuts against the second stop part. The ice-breaking coupling lever spring adjusts the angle between the ice-breaking coupling lever and the ice-breaking operating lever through elastic action, so that the driving end pushes the locking tongue driving rivet to move along the locking tongue driving track.

2. The low-metallic sound door lock ice-breaking mechanism according to claim 1, characterized by, The ice-breaking operating rod has a first spring fixing protrusion on its side, and the ice-breaking coupling rod has a spring fixing groove in the middle of the second abutment part. One end of the ice-breaking coupling rod spring is engaged with the first spring fixing protrusion of the ice-breaking operating rod, and the other end is engaged with the spring fixing groove on the side wall of the ice-breaking coupling rod. When the ice-breaking coupling rod is reset, the spring force of the ice-breaking coupling rod drives the first abutting part to slide tightly against the first stop part, so that the driving end contacts and abuts the locking tongue driving rivet.

3. The low-metallic sound door lock ice-breaking mechanism according to claim 1, characterized by, The ice-breaking operating rod is rotatably connected to the housing via an ice-breaking operating rod rivet, and the ice-breaking operating rod rivet is fitted with an ice-breaking operating rod spring. One end of the ice-breaking operating lever spring abuts against the housing, and the other end abuts against the second spring fixing protrusion formed on the ice-breaking operating lever, which is used to drive the operating lever to reset after the ice-breaking action is completed.

4. The low-metallic-sound car door lock ice-breaking mechanism according to claim 1, characterized in that, The first stop part is an arc-shaped boss, and the second stop part is an arc-shaped rail. The curvature of the first stop part is greater than that of the second stop part.

5. The low-metallic-sound car door lock ice-breaking mechanism according to claim 1, characterized in that, The clearance is greater than the overtravel displacement of the latch during the door slamming operation.

6. The low-metallic-sound car door lock ice-breaking mechanism according to claim 1, characterized in that, The housing includes a first mounting housing, a second mounting housing, and an L-shaped top cover. The first mounting housing and the second mounting housing are respectively fixedly assembled with the L-shaped top cover to obtain an L-shaped housing, which has a component installation space inside. The locking tongue drive rail and the ice-breaking rail are located on the first mounting housing; Both the ice-breaking operating rod and the ice-breaking coupling rod are mounted on the first mounting housing within the component installation space.

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