Clutch motor assembly and automatic lock device

Abstract

The application is suitable for the technical field of automatic lock, and provides a clutch motor assembly and an automatic lock device. The clutch motor assembly comprises a driving motor and a rotating clutch part. The driving motor has a motor output shaft, and the motor output shaft is provided with a first transmission structure. The rotating clutch part comprises a first rotating clutch element provided with a second transmission structure and a third transmission structure, and a second rotating clutch element provided with a fourth transmission structure. The first rotating clutch element and the second rotating clutch element are rotatably arranged on the motor output shaft. The clutch motor assembly has a free state and a transmission state. When the clutch motor assembly is in the free state, the first transmission structure and the second transmission structure have a first clutch gap, and the third transmission structure and the fourth transmission structure have a second clutch gap.

Description

Technical Field

[0001] This application belongs to the field of automatic lock technology, and more specifically, relates to a clutch motor assembly and an automatic lock device. Background Technology

[0002] Automatic locks are widely used in modern security. Automatic electronic locks with a latch structure are a common type of automatic lock. They typically use a motor to drive the latch to extend and retract, thus achieving automatic opening and closing of the lock. At the same time, most of them need to be equipped with a clutch mechanism to achieve compatibility between motor drive and manual knob drive.

[0003] However, existing automatic locking solutions have stringent requirements for the precision of the motor drive angle and poor fault tolerance. Utility Model Content

[0004] The purpose of this application is to provide a clutch motor assembly and an automatic locking device, which aims to solve the technical problems of existing automatic locks having stringent requirements for the accuracy of the motor drive angle and poor fault tolerance.

[0005] To achieve the above objectives, according to one aspect of this application, a clutch motor assembly is provided. The clutch motor assembly includes: a drive motor and a rotary clutch part, wherein the drive motor has a motor output shaft, and a first transmission structure is disposed on the motor output shaft; the rotary clutch part includes a first rotary clutch member disposed with a second transmission structure and a third transmission structure, and a second rotary clutch member disposed with a fourth transmission structure, wherein both the first and second rotary clutch members are rotatably disposed on the motor output shaft; the clutch motor assembly has a free state and a transmission state. When the clutch motor assembly is in the free state, there is a first clutch gap between the first and second transmission structures, and a second clutch gap between the third and fourth transmission structures; when the clutch motor assembly is in the transmission state, the motor output shaft eliminates the first clutch gap through contact engagement between the first and second transmission structures to drive the first rotary clutch member, and the first rotary clutch member eliminates the second clutch gap through contact engagement between the third and fourth transmission structures to drive the second rotary clutch member.

[0006] Optionally, the motor output shaft is configured to drive the first and second rotary clutch components sequentially by rotating along the first direction, thereby putting the clutch motor assembly into a transmission state; by rotating along the second direction by a preset angle, the first clutch clearance between the first and second transmission structures is restored, and the second clutch clearance between the third and fourth transmission structures is restored, thereby switching the clutch motor assembly to a free state; wherein, the first direction is the forward or reverse direction of the motor output shaft, the second direction is the direction opposite to the first direction, the preset angle is 'a', and the sum of the maximum angle of the first clutch clearance and the maximum angle of the second clutch clearance is 'b', where a ≤ b.

[0007] Optionally, the sum of the maximum angle of the first clutch clearance and the maximum angle of the second clutch clearance is b, where b ≤ 650°.

[0008] Optionally, the first transmission structure includes a transmission pin, and the second transmission structure includes a first protrusion; along the circumferential direction of the motor output shaft, the first protrusion has opposing first sidewalls and second sidewalls, and the transmission pin can contact and engage with one of the first sidewalls and the second sidewall.

[0009] Optionally, the third transmission structure includes a second protrusion, and the fourth transmission structure includes a third protrusion; along the circumferential direction of the motor output shaft, the second protrusion has opposing third and fourth sidewalls, and the third protrusion has opposing fifth and sixth sidewalls, and the second protrusion can contact and engage with the fifth sidewall of the third protrusion through the third sidewall, and contact and engage with the sixth sidewall of the third protrusion through the fourth sidewall.

[0010] According to another aspect of this application, an automatic locking device is provided, which includes a clutch motor assembly, the clutch motor assembly being the clutch motor assembly described above.

[0011] Optionally, the automatic locking device includes a device body, a latch assembly, and a transmission assembly. The clutch motor assembly is disposed on the device body, and the latch assembly is slidably disposed on the device body and has a locked position and an unlocked position. The transmission assembly drives the clutch motor assembly and the latch assembly, and the clutch motor assembly can drive the latch assembly to switch between the locked position and the unlocked position through the transmission assembly.

[0012] Optionally, the automatic locking device also includes a knob assembly, which is rotatably mounted on the main body of the device and connected to the transmission assembly. When the clutch motor assembly is in a free state, the knob assembly can drive the locking tongue assembly to switch between the locked and unlocked positions through the transmission assembly.

[0013] Optionally, the transmission assembly includes a drive shaft assembly and a power input assembly. The first end of the drive shaft assembly is fixedly connected to the knob assembly, and the second end of the drive shaft assembly is drivenly connected to the locking tongue assembly. The power input assembly is disposed on the knob assembly or the drive shaft assembly, and a power output assembly is disposed on the clutch motor assembly. The power output assembly is drivenly connected to the power input assembly.

[0014] Optionally, the automatic locking device further includes a control component electrically connected to the clutch motor assembly and configured to switch the clutch motor assembly to a free state after controlling the clutch motor assembly to drive the latch assembly to the locked or unlocked position via the transmission component. The beneficial effects of the clutch motor assembly provided in this application are as follows: Compared with the prior art, the clutch motor assembly provided in this application, by rotatably arranging a first rotating clutch and a second rotating clutch on the motor output shaft, allows the clutch motor assembly to sequentially transmit power from the motor output shaft to the first rotating clutch and the second rotating clutch through the contact engagement of the first transmission structure and the second transmission structure, and the contact engagement of the third transmission structure and the fourth transmission structure when power output is required. This enables the clutch motor assembly to output power through the second rotating clutch. When freeing is required, the first clutch gap between the first transmission structure and the second transmission structure is restored, and the second clutch gap between the third transmission structure and the fourth transmission structure is restored, providing a free stroke to the second rotating clutch, thereby allowing the second rotating clutch of the clutch motor assembly to free. The setting of the first clutch gap and the second clutch gap in the free state can effectively reduce the dependence of the automatic locking device on the accuracy of the rotation angle of the clutch motor assembly, and improve the fault tolerance and operational reliability of the automatic locking device with this clutch motor assembly. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 A cross-sectional schematic diagram of the clutch motor assembly provided in an embodiment of this application; Figure 2 An exploded view of the clutch motor assembly provided in the embodiments of this application; Figure 3 This is a partial cross-sectional schematic diagram of the automatic locking device provided in an embodiment of this application; Figure 4 An exploded view of an automatic locking device with some components removed, provided as an embodiment of this application; Figure 5 An exploded view of an automatic locking device with some components removed, provided as an embodiment of this application; The details of the reference numerals used in the above figures are as follows: 10. Drive motor; 11. Motor output shaft; 111. First transmission structure; 20. Rotary clutch part; 21. First rotary clutch element; 211. Second transmission structure; 212. Third transmission structure; 22. Second rotary clutch element; 221. Fourth transmission structure; 30. Main body of the device; 40. Locking tongue assembly; 50. Transmission assembly; 51. Drive shaft assembly; 511. Drive shaft sleeve; 512. Drive flat shaft; 52. Power input assembly; 60. Knob assembly; 70. Control components; 80. Magnetic components; 90. Hall effect detection component. Detailed Implementation

[0017] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0018] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly or indirectly on that other element. When an element is referred to as being "connected to" another element, it can be directly or indirectly connected to that other element. Unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0019] It should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are 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.

[0020] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0021] As described in the background section, automatic locks are widely used in modern security. Automatic electronic locks with a latch structure are a common type of automatic lock. They typically use a motor to drive the latch to extend and retract, thereby achieving automatic opening and closing of the lock. At the same time, most of them need to be equipped with a clutch structure to achieve compatibility between motor drive and manual knob drive.

[0022] To achieve compatibility between motor-driven and manual knob-driven automatic locks, existing latch-type automatic locks all have a lock-back free-running mechanism. This mechanism is designed to ensure that the latch-type automatic lock can generate an idle stroke after being unlocked or locked by the motor. This prevents the user from affecting the gear set in the motor gearbox when manually turning the deadbolt to unlock or lock. Without this lock-back free-running mechanism, manually turning the deadbolt would drive the gear set in the motor gearbox, resulting in greater force required to turn the deadbolt and negatively impacting the reliability of the motor gearbox.

[0023] However, existing latch locks employ motor and clutch mechanisms that require stringent precision in rotation angle. Due to the lack of an effective angle tolerance mechanism, if the motor rotation angle exceeds the design range, it will cause the latch travel to be insufficient or excessive, leading to abnormal locking and unlocking. Therefore, existing automatic lock solutions have stringent requirements for the precision of the motor drive angle and poor fault tolerance.

[0024] See Figure 1 and Figure 2As shown, to solve the above problems, according to one aspect of this application, an embodiment of this application provides a clutch motor assembly, which includes: a drive motor 10 and a rotational clutch part 20, wherein the drive motor 10 has a motor output shaft 11, on which a first transmission structure 111 is provided; the rotational clutch part 20 includes a first rotational clutch member 21 provided with a second transmission structure 211 and a third transmission structure 212, and a second rotational clutch member 22 provided with a fourth transmission structure 221, wherein both the first rotational clutch member 21 and the second rotational clutch member 22 are rotatably disposed on the motor output shaft 11; the clutch motor assembly has a freewheeling mechanism. In the disengaged and driven states, when the clutch motor assembly is in the disengaged state, there is a first clutch gap between the first transmission structure 111 and the second transmission structure 211, and a second clutch gap between the third transmission structure 212 and the fourth transmission structure 221. When the clutch motor assembly is in the driven state, the motor output shaft 11 eliminates the first clutch gap through the contact and cooperation between the first transmission structure 111 and the second transmission structure 211, thereby driving the first rotating clutch 21. The first rotating clutch 21 eliminates the second clutch gap through the contact and cooperation between the third transmission structure 212 and the fourth transmission structure 221, thereby driving the second rotating clutch 22. The clutch motor assembly provided in this embodiment rotatably mounts a first rotating clutch 21 and a second rotating clutch 22 on the motor output shaft 11. When power output is required, the clutch motor assembly can sequentially transmit power from the motor output shaft 11 to the first rotating clutch 21 and the second rotating clutch 22 through the contact engagement of the first transmission structure 111 and the second transmission structure 211, and the contact engagement of the third transmission structure 212 and the fourth transmission structure 221. This allows the clutch motor assembly to output power through the second rotating clutch 22 when power is needed. When the clutch is released, the first clutch gap can be restored between the first transmission structure 111 and the second transmission structure 211, and the second clutch gap can be restored between the third transmission structure 212 and the fourth transmission structure 221, providing free stroke to the second rotating clutch component 22. This allows the second rotating clutch component 22 of the clutch motor assembly to be released. The setting of the first and second clutch gaps in the released state can effectively reduce the accuracy dependence of the automatic locking device on the rotation angle of the clutch motor assembly, and improve the fault tolerance and operational reliability of the automatic locking device with the clutch motor assembly.

[0025] It should be noted that the drive motor 10 is the power source of the clutch motor assembly, and it has a motor output shaft 11 for outputting the rotational power of the drive motor 10 outward. The rotary clutch part 20 is the core component of the clutch motor assembly for realizing the function of power connection and disconnection. It includes a first rotary clutch 21 and a second rotary clutch 22. The first rotary clutch 21 is provided with a second transmission structure 211 and a third transmission structure 212, which are used to interact with the first transmission structure 111 and the second rotary clutch 22 on the motor output shaft 11, respectively. The second rotary clutch 22 is provided with a fourth transmission structure 221, which is used to cooperate with the third transmission structure 212 on the first rotary clutch 21 and serves as the power output end of the clutch motor assembly. Both the first rotary clutch 21 and the second rotary clutch 22 are rotatably mounted on the motor output shaft 11, so that they can both rotate relative to the motor output shaft 11 and be driven by it in sequence.

[0026] It should be noted that the clutch motor assembly has two operating states: a free state and a transmission state. When the clutch motor assembly is in the free state, there is a first clutch gap between the first transmission structure 111 and the second transmission structure 211, and a second clutch gap between the third transmission structure 212 and the fourth transmission structure 221. The existence of the first and second clutch gaps causes a certain amount of free play in the circumferential direction among the motor output shaft 11, the first rotating clutch 21, and the second rotating clutch 22. At this time, the power of the motor output shaft 11 cannot be transmitted to the motor. The second rotary clutch 22 disconnects the power transmission path, making manual operation possible. When the clutch motor assembly is in the transmission state, the motor output shaft 11 contacts and engages with the second transmission structure 211 through the first transmission structure 111 to eliminate the first clutch gap, thereby driving the first rotary clutch 21 to rotate. The first rotary clutch 21 then contacts and engages with the fourth transmission structure 221 through the third transmission structure 212 to eliminate the second clutch gap, thereby driving the second rotary clutch 22 to rotate, ultimately ensuring reliable power output from the drive motor 10.

[0027] In some embodiments, the drive motor 10 in this embodiment is a geared motor. Of course, in other embodiments, the drive motor 10 in this embodiment can also be a stepper motor, servo motor, or other types of motor.

[0028] In some embodiments, the first transmission structure 111, the first rotary clutch 21, and the second rotary clutch 22 are arranged sequentially along the axial direction of the motor output shaft 11. Arranging the first transmission structure 111, the first rotary clutch 21, and the second rotary clutch 22 sequentially along the axial direction of the motor output shaft 11 allows the transmission components of the clutch motor assembly to form a compact linear layout, fully utilizing the axial space of the motor output shaft 11 and avoiding excessive expansion of the transmission components in the radial direction, thus facilitating the miniaturization of the clutch motor assembly in terms of radial dimensions.

[0029] In some embodiments, the second transmission structure 211 is disposed on the side of the first rotary clutch 21 facing the first transmission structure 111, the third transmission structure 212 is disposed on the side of the first rotary clutch 21 away from the first transmission structure 111, and the fourth transmission structure 221 is disposed on the side of the second rotary clutch 22 facing the first rotary clutch 21.

[0030] In some embodiments, the first rotary clutch 21 in this embodiment includes a clutch disc, and the second rotary clutch 22 includes an output gear. Both the clutch disc and the output gear are rotatably mounted on the motor output shaft 11. The clutch disc is an intermediate component for power transmission in the clutch motor assembly, and the output gear is the final power output end of the clutch motor assembly. It is understood that the output gear in this embodiment is a bevel gear. Of course, in other embodiments, the output gear in this embodiment can also be a cylindrical gear, a worm gear, or other types of gear structures; or, the second rotary clutch 22 can be a sprocket, a pulley, or other types of power output components.

[0031] In some embodiments, an axial limiting member is provided on the motor output shaft 11 of this embodiment. The axial limiting member can contact the side of the output gear away from the clutch disc to limit the axial movement of the output gear in the direction away from the clutch disc. The axial limiting member can limit the axial movement of the output gear, improve the positional stability of the output gear, and thus improve the reliability of the power output of the clutch motor assembly.

[0032] In some embodiments, the end of the motor output shaft 11 in this embodiment is provided with a mounting threaded hole, and the axial limiting member includes a limiting screw adapted to the mounting threaded hole. The limiting screw is detachably mounted on the motor output shaft 11 by engaging with the mounting threaded hole.

[0033] In some embodiments, the clutch motor assembly in this embodiment further includes a compression spring sleeved on the motor output shaft 11, with both ends abutting against the adjacent sides of the first rotating clutch 21 and the second rotating clutch 22. In this embodiment, the compression spring is used to apply a reciprocating elastic force to the first rotating clutch 21 and the second rotating clutch 22, so that the second rotating clutch 22 can abut against the axial limiting member, while maintaining a certain axial gap with the first rotating clutch 21. While ensuring that the first rotating clutch 21 and the second rotating clutch 22 can perform stable contact transmission in the circumferential direction, the probability of contact between the first rotating clutch 21 and the second rotating clutch 22 in the axial direction is reduced, thereby reducing the relative rotational resistance between the first rotating clutch 21 and the second rotating clutch 22.

[0034] See Figure 1 and Figure 2 As shown, in a specific embodiment, the motor output shaft 11 is configured to rotate along a first direction to sequentially drive the first rotary clutch 21 and the second rotary clutch 22, causing the clutch motor assembly to enter a transmission state; by rotating along a second direction by a preset angle, the first clutch gap between the first transmission structure 111 and the second transmission structure 211 is restored, and the second clutch gap between the third transmission structure 212 and the fourth transmission structure 221 is restored, thereby switching the clutch motor assembly to a free state; wherein, the first direction is the forward or reverse rotation direction of the motor output shaft 11, the second direction is the opposite direction to the first direction, the preset angle is 'a', and the sum of the maximum angle of the first clutch gap and the maximum angle of the second clutch gap is 'b', where 'a' ≤ 'b'. It should be noted that the first direction refers to the rotation direction of the motor output shaft 11 when performing the unlocking or locking drive task when the clutch motor assembly is applied to an automatic lock device; it is either forward or reverse rotation. The second direction refers to the rotation direction opposite to the first direction, used to perform the disengagement operation. The preset angle 'a' refers to a pre-set angle parameter used to control the amount of reverse rotation of the drive motor 10. The sum of the maximum angle of the first clutch clearance and the maximum angle of the second clutch clearance, b, refers to the total maximum free travel angle that the clutch motor assembly can mechanically allow. Its size is determined by the physical layout between the corresponding transmission structures on the motor output shaft 11, the first rotating clutch 21, and the second rotating clutch 22.

[0035] From the perspective of precise control, configuring the motor output shaft 11 to rotate in the first direction to transmit power and to rotate in the second direction by a preset angle to disengage power can facilitate the programmed control of the clutch motor assembly and ensure that the state switching operation of the clutch motor assembly is accurate and reliable.

[0036] From a reliability perspective, limiting the preset angle 'a' to no more than the total clutch clearance 'b' ensures, from a control logic perspective, that when the motor output shaft 11 rotates in the reverse direction, it can stop within the effective free travel range. This reliably restores the first clutch clearance between the first transmission structure 111 and the second transmission structure 211, and the second clutch clearance between the third transmission structure 212 and the fourth transmission structure 221, allowing the clutch motor assembly to switch to a free state and reducing the risk of disengagement failure or component interference. At the same time, limiting the preset angle 'a' to no more than the total clutch clearance 'b' also reduces the accuracy requirements for the absolute stop position of the clutch motor assembly, improving the clutch motor assembly's adaptability to different operating conditions and its overall fault tolerance.

[0037] In one specific embodiment, the sum of the maximum angle of the first clutch clearance and the maximum angle of the second clutch clearance is b, where b ≤ 650°. It can be understood that when the sum of the maximum angles of the first and second clutch clearances, b, equals 650°, i.e., the total clutch clearance b equals 650°, the preset angle a can be limited to angles such as 550°, 575°, 600°, 625°, and 650°.

[0038] From a structural optimization perspective, limiting the total clutch clearance b to no more than 650° ensures that the clutch motor assembly has sufficient free travel to achieve reliable disengagement, while avoiding problems such as excessive invalid rotation angles and excessively long state switching times caused by excessive free travel.

[0039] From a performance improvement perspective, limiting the total clutch clearance b to no more than 650° allows the clutch motor assembly to switch quickly and smoothly between the transmission state and the free state. This ensures that the clutch motor assembly in the free state provides sufficient free travel to meet the needs of manual operation, while ensuring that the clutch motor assembly in the transmission state has good power transmission timeliness and response speed, thereby effectively improving the performance of the clutch motor assembly.

[0040] See Figure 1 and Figure 2 As shown, in a specific embodiment, the first transmission structure 111 includes a transmission pin, and the second transmission structure 211 includes a first protrusion. Along the circumferential direction of the motor output shaft 11, the first protrusion has opposing first and second sidewalls, and the transmission pin can contact and engage with one of the first and second sidewalls. The transmission pin is fixedly mounted on the motor output shaft 11 and rotates synchronously with it, serving as the active driving component for power transmission. The first protrusion is mounted on the first rotary clutch 21 and rotates synchronously with it. Its first and second sidewalls constitute a driving working surface for contacting and engaging with the transmission pin.

[0041] From the perspective of power transmission reliability, the contact and fit structure between the transmission pin and the first or second sidewall of the first protrusion, such as point contact, line contact, or surface contact, can enable the transmission pin and the first protrusion to withstand a certain driving torque. When the motor output shaft 11 drives the first rotating clutch 21, a reliable thrust transmission can be formed between the transmission pin and the first or second sidewall of the first protrusion, reducing slippage during transmission and ensuring the reliability and stability of power transmission.

[0042] From the perspective of structural compactness, the structure of the transmission pin and the first protrusion has the advantages of small size and flexible layout. It can realize the driving cooperation between the motor output shaft 11 and the first rotating clutch 21 in the circumferential direction without the need for a complex transmission mechanism. This is conducive to reducing the axial and radial dimensions of the clutch motor assembly, thereby realizing the compact design of the clutch motor assembly and improving the space utilization of the clutch motor assembly.

[0043] From the perspective of manufacturing process and service life, the structure of both the transmission pin and the first protrusion is relatively simple, the processing technology is relatively mature, the manufacturing cost is low, and quality control is easy. Furthermore, the contact fit between the transmission pin and the first or second sidewall of the first protrusion ensures relatively uniform wear during transmission, reducing the impact of wear on transmission performance. The structure of both the transmission pin and the first protrusion also facilitates surface strengthening processes such as heat treatment, further improving their wear resistance and service life, ensuring that the clutch motor assembly maintains stable transmission performance during long-term use.

[0044] In some embodiments, along the axial direction toward the first transmission structure 111, the first sidewall in this embodiment is inclined toward the second sidewall, and the second sidewall is inclined toward the first sidewall. Setting the first and second sidewalls as inclined sidewalls helps to reduce the impact force when the transmission pin contacts the first or second sidewall, thereby improving the service life and reliability of the clutch motor assembly.

[0045] See Figure 1 and Figure 2As shown, in a specific embodiment, the third transmission structure 212 includes a second protrusion, and the fourth transmission structure 221 includes a third protrusion. Along the circumferential direction of the motor output shaft 11, the second protrusion has opposing third and fourth sidewalls, and opposing fifth and sixth sidewalls. The second protrusion can engage with the fifth sidewall of the third protrusion via its third sidewall, and with the sixth sidewall of the third protrusion via its fourth sidewall. The second protrusion is disposed on the first rotary clutch 21 and rotates synchronously with it. Its third and fourth sidewalls form a driving working surface for engaging with the third protrusion. The third protrusion is disposed on the second rotary clutch 22 and rotates synchronously with it. Its fifth and sixth sidewalls form a driving working surface for engaging with the second protrusion.

[0046] From the perspective of power transmission reliability, the contact and engagement structure between the second and third protruding sidewalls, such as point contact, line contact, and surface contact, can enable the second and third protrusions to withstand a certain driving torque. When the first rotary clutch 21 drives the second rotary clutch 22, a reliable thrust transmission can be formed between the second and third protruding sidewalls, reducing slippage during transmission and ensuring the reliability and stability of power transmission.

[0047] From the perspective of structural compactness, the structure of the second and third protrusions has the advantages of small size and flexible layout. Without the need for a complex transmission mechanism, the first rotary clutch 21 and the second rotary clutch 22 can achieve driving cooperation in the circumferential direction, which is conducive to reducing the axial and radial dimensions of the clutch motor assembly, thereby realizing the compact design of the clutch motor assembly and improving the space utilization of the clutch motor assembly.

[0048] From the perspective of manufacturing process and service life, the second and third protrusions have relatively simple structures, mature processing technology, low manufacturing costs, and are easy to control in terms of quality. Furthermore, the contact fit between the sidewalls of the second and third protrusions ensures more uniform wear during transmission, reducing the impact of wear on transmission performance. The structures of the second and third protrusions also facilitate surface strengthening processes such as heat treatment, further improving their wear resistance and service life, ensuring stable transmission performance of the clutch motor assembly during long-term use.

[0049] In some embodiments, along the axial direction away from the first transmission structure 111, the third sidewall in this embodiment is inclined toward the fourth sidewall, and the fourth sidewall is inclined toward the third sidewall; along the axial direction toward the first rotating clutch 21, the fifth sidewall is inclined toward the sixth sidewall, and the sixth sidewall is inclined toward the fifth sidewall. Setting the third, fourth, fifth, and sixth sidewalls as inclined sidewalls helps to reduce the impact force when the second protrusion contacts the third protrusion, improves the service life and reliability of the clutch motor assembly, and also helps to increase the contact area between the second and third protrusions, improving the transmission effect between them.

[0050] See Figures 3 to 5 As shown, according to another aspect of this application, an automatic locking device is provided, the automatic locking device including a clutch motor assembly, the clutch motor assembly being the clutch motor assembly described above.

[0051] See Figure 3 As shown, in a specific embodiment, the automatic locking device includes a device body 30, a latch assembly 40, and a transmission assembly 50. A clutch motor assembly is disposed on the device body 30, and the latch assembly 40 is slidably disposed on the device body 30, having a locked position and an unlocked position. The transmission assembly 50 drives the clutch motor assembly and the latch assembly 40, enabling the clutch motor assembly to drive the latch assembly 40 to switch between the locked and unlocked positions via the transmission assembly 50. The device body 30 refers to the basic framework and mounting base of the automatic locking device, used to support and fix the various functional components. The latch assembly 40 is the actuating component of the automatic locking device, slidably disposed on the device body 30, and has two working states: a locked position and an unlocked position. The transmission assembly 50 is an intermediate mechanism connecting the power source and the actuating component, driving the clutch motor assembly and the latch assembly 40, and transmitting the power output from the clutch motor assembly to the latch assembly 40, causing it to move linearly, thereby switching the latch assembly 40 between the locked and unlocked positions. The clutch motor assembly can reliably drive the locking tongue assembly 40 to switch between the locked and unlocked positions through the transmission assembly 50, thereby realizing the automatic opening and closing function of the automatic lock device and meeting the needs of modern security for automated control.

[0052] See Figures 3 to 5As shown, in one specific embodiment, the automatic lock device further includes a knob assembly 60. The knob assembly 60 is rotatably mounted on the device body 30 and is connected to the transmission assembly 50. When the clutch motor assembly is in a free state, the knob assembly 60 can drive the locking tongue assembly 40 to switch between the locked and unlocked positions via the transmission assembly 50. The knob assembly 60 refers to an input component for manual operation by the user. It is rotatably mounted on the device body 30, and the knob assembly 60 maintains a transmission connection with the transmission assembly 50, thus forming a manual operation path independent of the clutch motor assembly's drive path. By adding a knob assembly 60 that is connected to the transmission assembly 50, the automatic lock device gains a reliable manual operation function on top of the original clutch electric component drive function. When the clutch motor assembly is in a free state, the user can operate the knob assembly 60 to drive the lock tongue assembly 40 to switch between the locked and unlocked positions via the transmission assembly 50. This meets the needs of operating the automatic lock device in the event of power outage, motor failure, or specific usage scenarios, thereby improving the functionality and practical value of the automatic lock device.

[0053] See Figures 3 to 5 As shown, in a specific embodiment, the transmission assembly 50 includes a transmission shaft assembly 51 and a power input assembly 52. ​​The first end of the transmission shaft assembly 51 is fixedly connected to the knob assembly 60, and the second end of the transmission shaft assembly 51 is drive-connected to the latch assembly 40. The power input assembly 52 is disposed on the knob assembly 60 or the transmission shaft assembly 51. A power output assembly is disposed on the clutch motor assembly, and the power output assembly is drive-connected to the power input assembly 52. ​​The transmission shaft assembly 51 refers to the component in the transmission assembly 50 used to transmit rotational motion and torque. Its first end is fixedly connected to the knob assembly 60, and its second end is drive-connected to the latch assembly 40, thereby transmitting the rotation of the knob assembly 60 to the latch assembly 40. The power input assembly 52 refers to the transmission component disposed on the knob assembly 60 or the transmission shaft assembly 51, used to receive the power input from the clutch motor assembly. The power output assembly disposed on the clutch motor assembly refers to the final power output structure disposed thereon. This power output assembly is drive-connected to the power input assembly 52, thereby transmitting the power of the clutch motor assembly to the transmission assembly 50. By setting up a combined structure of drive shaft assembly 51, power input assembly 52 and power output assembly, the motor drive path and manual operation path can be efficiently integrated in the automatic lock device. Drive shaft assembly 51 serves as a power transmission component for both manual and electric modes, allowing the two power paths to share most of the transmission structure. While ensuring the efficiency of power transmission, it significantly simplifies the overall structure of the automatic lock device.

[0054] It is understood that in some embodiments, the power output component in this embodiment is formed by the output gear in the clutch motor assembly, and the power input component 52 is an input gear adapted to the output gear. When the output gear is a bevel gear, the axis of the motor output shaft 11 is arranged perpendicularly to the axis of the transmission shaft assembly 51, and the number of teeth of the output gear is less than the number of teeth of the input gear, that is, the output gear is a small bevel gear and the input gear is a large bevel gear.

[0055] In some embodiments, the drive shaft assembly 51 includes a drive shaft sleeve 511 and a drive flat shaft 512. The first end of the drive shaft sleeve 511 is fixedly connected to the knob assembly 60. The drive flat shaft 512 is fixedly disposed at the second end of the drive shaft sleeve 511 and cooperates with the locking tongue assembly 40. Through the cooperation of the drive flat shaft 512 and the locking tongue assembly 40, the rotational motion of the drive shaft sleeve 511 can be converted into the linear motion of the locking tongue assembly 40. When the power input assembly 52 is a large bevel gear, the large bevel gear is fixedly connected to the drive shaft sleeve 511 or the knob assembly 60.

[0056] See Figures 3 to 5 As shown, in one specific embodiment, the automatic lock device further includes a control component 70. The control component 70 is electrically connected to the clutch motor assembly and is configured to switch the clutch motor assembly to a free state after the clutch motor assembly drives the latch assembly 40 to the locked or unlocked position via the transmission assembly 50. The control component 70 refers to the intelligent control unit in the automatic lock device, which establishes an electrical connection with the clutch motor assembly to send control commands and coordinate its operating state. The control component 70 is pre-configured with specific control logic, enabling it to automatically switch the clutch motor assembly to a free state after the clutch motor assembly completes the position switch by driving the latch assembly 40 via the transmission assembly 50. By adding the control component 70 electrically connected to the clutch motor assembly and configuring its control logic to automatically switch to a free state after the driving task is completed, the automatic lock device achieves full automation and intelligence in its operation, enabling it to autonomously complete the driving and resetting work cycle, significantly improving the intelligence level and operational convenience of the automatic lock device.

[0057] In some embodiments, the control component 70 in this embodiment includes a control board, which is disposed on the device body 30 and sleeved on the radial outer side of the transmission shaft assembly 51. The control board is electrically connected to the drive motor 10 assembly and is used to control the operation of the drive motor 10 assembly.

[0058] See Figures 3 to 5As shown, in some embodiments, the automatic locking device in this embodiment further includes a magnetic component 80 and a Hall effect sensor 90. The Hall effect sensor 90 is disposed on and electrically connected to the control board, and the magnetic component 80 is disposed on the transmission shaft assembly 51 and rotates with the transmission shaft assembly 51. During the rotation of the transmission shaft assembly 51, the magnetic component 80 passes through the Hall effect sensor 90 and is detected by the Hall effect sensor 90. This allows the control board to confirm the relative position of the transmission shaft assembly 51 through the cooperation of the Hall effect sensor 90 and the magnetic component 80, thereby indirectly confirming the rotation angle of the motor output shaft 11 of the clutch motor assembly. In this embodiment, the magnetic component 80 includes a magnet, and the Hall effect sensor 90 includes a Hall effect sensor.

[0059] In some embodiments, the number of magnetic components 80 and Hall effect detection components 90 in this embodiment are both multiple. Multiple Hall effect detection components 90 are arranged at intervals along the circumference of the transmission shaft assembly 51, and multiple magnetic components 80 are arranged at intervals along the circumference of the transmission shaft assembly 51, and can correspond one-to-one with Hall effect detection components 90. During the rotation of the transmission shaft assembly 51, the magnetic components 80 can pass through the Hall effect detection components 90 and be detected by the Hall effect detection components 90, so that the control board can confirm the relative position of the transmission shaft assembly 51 through the cooperation of multiple sets of Hall effect detection components 90 and magnetic components 80, and thus indirectly confirm the rotation angle of the motor output shaft 11 of the clutch motor assembly.

[0060] When the automatic lock device automatically unlocks, the control board issues an unlocking command, causing the drive motor 10 to start running. The motor output shaft 11 drives the transmission pin on it to rotate. After rotating through the angle corresponding to the first clutch gap, the transmission pin contacts and engages with the first protrusion on the clutch disc, thereby driving the clutch disc to rotate synchronously. The clutch disc continues to rotate. After rotating through the angle corresponding to the second clutch gap, the second protrusion on it contacts and engages with the third protrusion on the small bevel gear, thereby driving the small bevel gear to rotate. The small bevel gear drives the large bevel gear to rotate through gear meshing. Since the large bevel gear is fixedly connected to the transmission shaft sleeve 511 or the knob assembly 60, and the transmission shaft sleeve 511 is fixedly connected to the knob assembly 60, it can drive the transmission shaft sleeve 511 to rotate. The transmission shaft sleeve 511 drives the lock tongue assembly 40 from the locked position to the unlocked position through the transmission flat shaft 512, completing the unlocking action. During the automatic unlocking process described above, the magnet fixed on the transmission shaft sleeve 511 rotates synchronously with it. When the Hall sensor on the control board detects that the magnet has reached the predetermined position, it indicates that the transmission shaft sleeve 511 has rotated by the corresponding angle ° and the lock tongue assembly 40 has reached the unlock position. The control board then determines that the unlocking action is complete.

[0061] Once the control panel confirms that the unlocking action is complete, it controls the drive motor 10 to rotate by a preset angle, such as 600°, in the opposite direction to the unlocking direction. This reverse rotation restores the first clutch clearance between the transmission pin and the first protrusion, and simultaneously restores the second clutch clearance between the second and third protrusions. At this time, the clutch motor assembly enters a free state, providing a free stroke for manual operation.

[0062] When the locking conditions are met, such as unlocking timeout or detection of a door closing signal, the control board sends a locking command to the drive motor 10. The drive motor 10 rotates in the opposite direction to the unlocking direction, and the power is transmitted sequentially through the transmission pin, clutch disc, small bevel gear, and large bevel gear to the transmission shaft sleeve 511, ultimately driving the lock tongue assembly 40 from the unlocked position back to the locked position, completing the locking process. After locking is completed, the control board again controls the drive motor 10 to rotate in the opposite direction by a preset angle, such as 600°, so that the clutch motor assembly returns to the free state.

[0063] When the clutch motor assembly is in a free state, the user can manually operate the knob assembly 60. The rotation of the knob assembly 60 is directly transmitted to the locking tongue assembly 40 via the transmission shaft sleeve 511, driving it to switch between the locked and unlocked positions. Simultaneously, the rotation of the transmission shaft sleeve 511 drives the large and small bevel gears to rotate. Since the clutch motor assembly is in a free state at this time, the rotation of the small bevel gear only idles within its clutch clearance range, without transmitting torque to the gear set inside the drive motor 10, thus ensuring smooth manual operation and avoiding any impact on the drive motor 10.

[0064] The automatic locking device provided in this embodiment integrates the rotary clutch 20 into the motor output shaft 11, forming a compact clutch motor assembly with fewer parts. This simplifies the transmission structure of the automatic locking device and reduces material and production costs. The large-angle free travel of the clutch motor assembly provides ample idling margin for the automatic locking device, allowing for a larger number of teeth on the large gear, thereby increasing the torque of the transmission shaft assembly 51 and making the unlocking process of the automatic locking device more stable. Furthermore, the large-angle free travel of the clutch motor assembly also improves the automatic locking device's tolerance to motor rotation angles while avoiding gear interference and operational jamming caused by insufficient rotation. In addition, the centralized arrangement of the rotary clutch 20 enables precise coordination of key transmission components, significantly reducing operating noise while improving transmission efficiency and enhancing the user experience.

[0065] In summary, implementing the clutch motor assembly and automatic locking device provided in this embodiment has at least the following beneficial technical effects: The clutch motor assembly provided in this embodiment, by rotatably arranging a first rotating clutch 21 and a second rotating clutch 22 on the motor output shaft 11, allows the clutch motor assembly to sequentially transmit power from the motor output shaft 11 to the first rotating clutch 21 and the second rotating clutch 22 through the contact engagement of the first transmission structure 111 and the second transmission structure 211, and the contact engagement of the third transmission structure 212 and the fourth transmission structure 221. This enables the clutch motor assembly to transmit power from the second rotating clutch 21 to the first rotating clutch 21 and the second rotating clutch 22 when power output is required. The rotating clutch 22 outputs power. When it needs to be released, the first clutch gap between the first transmission structure 111 and the second transmission structure 211 is restored, and the second clutch gap between the third transmission structure 212 and the fourth transmission structure 221 is restored, providing a free stroke to the second rotating clutch 22. This allows the second rotating clutch 22 of the clutch motor assembly to be released. The setting of the first and second clutch gaps in the released state can effectively reduce the dependence of the automatic locking device on the accuracy of the rotation angle of the clutch motor assembly, and improve the fault tolerance and operational reliability of the automatic locking device with this clutch motor assembly.

[0066] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A clutch motor assembly, characterized in that, The clutch motor assembly includes: A drive motor (10) has a motor output shaft (11) and a first transmission structure (111) is provided on the motor output shaft (11). Rotary clutch (20) includes a first rotary clutch (21) provided with a second transmission structure (211) and a third transmission structure (212) and a second rotary clutch (22) provided with a fourth transmission structure (221). The first rotary clutch (21) and the second rotary clutch (22) are rotatably disposed on the motor output shaft (11). The clutch motor assembly has a free state and a transmission state. When the clutch motor assembly is in the free state, there is a first clutch gap between the first transmission structure (111) and the second transmission structure (211), and there is a second clutch gap between the third transmission structure (212) and the fourth transmission structure (221). When the clutch motor assembly is in the transmission state, the motor output shaft (11) eliminates the first clutch gap by contacting and cooperating with the second transmission structure (211) through the first transmission structure (111) to drive the first rotating clutch (21). The first rotating clutch (21) eliminates the second clutch gap by contacting and cooperating with the fourth transmission structure (221) through the third transmission structure (212) to drive the second rotating clutch (22).

2. The clutch motor assembly according to claim 1, characterized in that, The motor output shaft (11) is configured to drive the first rotary clutch (21) and the second rotary clutch (22) in sequence by rotating along a first direction, so that the clutch motor assembly enters the transmission state; By rotating a preset angle along the second direction, the first clutch gap is restored between the first transmission structure (111) and the second transmission structure (211), and the second clutch gap is restored between the third transmission structure (212) and the fourth transmission structure (221), so as to switch the clutch motor assembly to the free state; Wherein, the first direction is the forward or reverse rotation direction of the motor output shaft (11), the second direction is the opposite direction to the first direction, the preset angle is a, the sum of the maximum angle of the first clutch clearance and the maximum angle of the second clutch clearance is b, and a≤b.

3. The clutch motor assembly according to claim 2, characterized in that, The sum of the maximum angle of the first clutch clearance and the maximum angle of the second clutch clearance is b, where b ≤ 650°.

4. The clutch motor assembly according to claim 1, characterized in that, The first transmission structure (111) includes a transmission pin, and the second transmission structure (211) includes a first protrusion; Along the circumferential direction of the motor output shaft (11), the first protrusion has opposing first sidewalls and second sidewalls, and the transmission pin can contact and engage with one of the first sidewalls and the second sidewall.

5. The clutch motor assembly according to claim 1, characterized in that, The third transmission structure (212) includes a second protrusion, and the fourth transmission structure (221) includes a third protrusion; Along the circumferential direction of the motor output shaft (11), the second protrusion has opposing third and fourth sidewalls, the third protrusion has opposing fifth and sixth sidewalls, the second protrusion can contact and engage with the fifth sidewall of the third protrusion through the third sidewall, and contact and engage with the sixth sidewall of the third protrusion through the fourth sidewall.

6. An automatic locking device, characterized in that, The automatic locking device includes a clutch motor assembly, which is the clutch motor assembly described in any one of claims 1 to 5.

7. The automatic locking device according to claim 6, characterized in that, The automatic locking device includes a device body (30), a latch assembly (40), and a transmission assembly (50). The clutch motor assembly is disposed on the device body (30), and the latch assembly (40) is slidably disposed on the device body (30) and has a locked position and an unlocked position. The transmission assembly (50) drives the clutch motor assembly and the latch assembly (40) to switch between the locked position and the unlocked position through the transmission assembly (50).

8. The automatic locking device according to claim 7, characterized in that, The automatic lock device also includes a knob assembly (60), which is rotatably disposed on the main body (30) of the device and is connected to the transmission assembly (50). When the clutch motor assembly is in the free state, the knob assembly (60) can drive the locking tongue assembly (40) to switch between the locked position and the unlocked position through the transmission assembly (50).

9. The automatic locking device according to claim 8, characterized in that, The transmission assembly (50) includes a transmission shaft assembly (51) and a power input assembly (52). The first end of the transmission shaft assembly (51) is fixedly connected to the knob assembly (60), and the second end of the transmission shaft assembly (51) is drivenly connected to the latch assembly (40). The power input assembly (52) is disposed on the knob assembly (60) or the transmission shaft assembly (51). The clutch motor assembly is provided with a power output assembly, and the power output assembly is drivenly connected to the power input assembly (52).

10. The automatic locking device according to claim 8, characterized in that, The automatic locking device further includes a control component (70) electrically connected to the clutch motor assembly and configured to switch the clutch motor assembly to the free state after controlling the clutch motor assembly to drive the latch assembly (40) to switch to the locked position or the unlocked position via the transmission assembly (50).

Images