Dual clutch interlock

Abstract

The utility model discloses a double clutch interlock spare belongs to door lock technical field, and its technical scheme main points are: including shell, back cover, knob, clutch seat, interlock axle sleeve and code ware, and the shell has assembly hole no.

Description

Technical Field

[0001] This utility model belongs to the field of door lock technology, and specifically relates to a dual-clutch interlocking component. Background Technology

[0002] A smart lock is a new type of door lock system that combines electronic technology, biometric technology, wireless communication technology, and mechanical encryption technology. It manages unlocking permissions through authorization verification rather than simply using a physical key, and typically has the ability to interact with users, link with smart devices, and be remotely managed. For security redundancy and regulatory compliance, smart locks are often equipped with two unlocking systems: one such as a fingerprint unlocking system, and the other an emergency mechanical interlocking mechanism. Users can use the emergency mechanical interlocking mechanism to open the lock in emergencies such as power failures, system errors, or fires.

[0003] For example, Chinese Patent CN109252745B discloses a double-row combination lock structure, including a lock case, a central shaft, inner wheels, outer wheels, a lock gate, a spring, and an unlocking switch. At least two central shafts are arranged parallel and spaced apart in the lock case, rotatable in the circumferential direction. At least two inner wheels are fitted on each central shaft. The outer wheel is axially slidably fitted on the outside of the inner wheel, and the outer wheel can be circumferentially stopped at one end of the inner wheel. The outer wheel rotates circumferentially within the lock case, and several marks are provided on the outer circumferential surface of the outer wheel. The lock case has a marking for observation. The outer wheel has an observation section marked on its outer circumference and an operating section that drives its rotation. One axial end of the outer wheel has several limiting structures corresponding to each mark. Several spring pieces are fixedly installed on the lock housing. The elastic arms of the spring pieces tightly abut against one end of the outer wheel and can elastically engage with each limiting structure. Each inner wheel has a latch. The lock gate is slidably positioned within the lock housing and has several latching structures that can be correspondingly engaged with the latches on each inner wheel. The unlocking switch drives the lock gate to slide back and forth to achieve locking or unlocking. Rotating the outer wheel drives the inner wheel to rotate, causing the inner wheel to engage or disengage with the lock gate to achieve locking and unlocking.

[0004] The unlocking switch includes an unlocking knob, a free-spinning shaft, a ball bearing, a ball bearing elastic element, a shaft, and a locking brake elastic element. By rotating the unlocking knob, the concave groove structure on the free-spinning shaft aligns with the position of the ball bearing on the shaft. Under the action of elastic force, the ball bearing slides into the concave groove structure of the free-spinning shaft, realizing the connection between the free-spinning shaft and the shaft. Continuing to rotate the unlocking knob will drive the shaft to rotate. The eccentric structure on the shaft causes the locking brake to overcome the elastic force of the locking brake elastic element and slide, thus unlocking the lock. The unlocking knob can only be engaged with the shaft after it is rotated to the designated position, preventing the unlocking knob from being accidentally rotated to unlock under external force.

[0005] The above-mentioned technical solution has at least the following drawbacks: Because the shaft of this type of unlocking switch needs to be connected to the motor inside the smart lock, under normal circumstances, the smart lock controls the opening and closing of the lock by independently driving the shaft through the motor, with the unlocking switch only serving as an emergency switch. If the user forgets to scramble the outer wheels (i.e., the combination wheels), the inner wheels remain in the unlocked position, causing the idle shaft and the inner shaft to be linked. The unlocking knob can still drive the idle shaft and the inner shaft to rotate synchronously. At this time, the inner shaft is controlled by both the motor and the unlocking knob. This design is prone to conflict with the motor's operation, and the smart lock may be misoperated, easily leading to jamming. Only by ensuring that the combination wheels are scrambled, separating the idle shaft from the inner shaft, can the motor independently drive the inner shaft to rotate. Therefore, the unlocking switch design of this type of lock is unreasonable; the shaft cannot be linked with the unlocking knob only when needed, and urgently needs improvement. Utility Model Content

[0006] The purpose of this utility model is to address the aforementioned problems in the existing technology by proposing a dual-clutch interlocking component. The technical problem to be solved by this utility model is: how to ensure that the interlocking component is connected to the interlocking bushing only when needed.

[0007] The above-mentioned technical objectives of this utility model can be achieved through the following technical solutions: A dual-clutch interlocking device includes a housing, a rear cover, a knob, a clutch seat, an interlocking bushing, and a combination lock. The housing has a first mounting hole, and the rear cover is connected to the housing. The rear cover has a second mounting hole communicating with the first mounting hole. The knob is rotatably disposed within the first mounting hole, the clutch seat is rotatably disposed within the second mounting hole, and the interlocking bushing is rotatably connected to the clutch seat. The knob and the clutch seat are connected and separated by a first clutch mechanism, and the clutch seat and the interlocking bushing are connected and separated by a second clutch mechanism. The combination lock is disposed inside the housing and is used to control the operation of the first clutch mechanism. A handle for controlling the operation of the second clutch mechanism is rotatably connected to the outside of the knob.

[0008] In the aforementioned dual-clutch interlocking assembly, the housing has a receiving groove communicating with the first and second mounting holes. A limiting hole is formed in the side wall of the receiving groove. The knob has a linkage groove, and the clutch seat has a sliding groove communicating with the linkage groove. The clutch mechanism includes a clutch plate and a return spring disposed within the sliding groove. The clutch plate slides in conjunction with the sliding groove, and the return spring applies a force to the clutch plate away from the linkage groove. A locking gate is slidably disposed between the housing and the rear cover. The locking gate is controlled by the keypad to move, causing it to pass through the limiting hole and push the clutch plate into the linkage groove.

[0009] In the aforementioned dual-clutch interlocking mechanism, the clutch seat has a groove, and the knob is provided with a frustum adapted to the groove; the linkage groove is formed on the side wall of the frustum, and the inner end of the clutch plate has an arc-shaped groove adapted to the side wall of the frustum.

[0010] In the above-mentioned dual-clutch interlocking device, a column is provided in the slide groove, and the clutch plate has a through hole for the column to pass through. One end of the return spring abuts against the column, and the other end abuts against the wall of the through hole.

[0011] In the above-mentioned dual-clutch interlocking component, the knob has a first flange, the clutch seat has a second flange, both the first flange and the second flange are located in the receiving groove, and the outer shell axially limits the first flange, and the rear cover axially limits the second flange; the outer end of the clutch plate has an arc-shaped protrusion, and the arc-shaped protrusion can slide along the side wall of the receiving groove.

[0012] In the aforementioned dual-clutch interlocking device, the PIN device includes multiple PIN handwheels spaced apart, each PIN handwheel being rotatably connected to the housing. The inner end of each PIN handwheel is connected to a rotating wheel, which has a slot. The locking gate has a top plate that slides with the limiting hole, and the locking gate also has a locking block adapted to the slot. The housing contains a support column, and the locking gate has a guide hole through which the support column passes. A preload spring is installed in the guide hole, with one end of the preload spring abutting against the support column and the other end abutting against the wall of the guide hole. The preload spring applies a force to the locking gate pointing towards the limiting hole.

[0013] In the aforementioned dual-clutch interlocking mechanism, the handle is hinged to the knob, and the knob has a clearance groove for the handle to rotate; the clutch seat has a connected spline hole one and a mounting groove, and the mounting groove communicates with the clearance groove; the interlocking bushing has a spline hole two coaxial with the spline hole; the clutch mechanism two includes a spline shaft and a return spring two, the spline shaft is slidably disposed in the spline hole one, the outer end of the spline shaft has a protruding edge, the return spring two is disposed in the mounting groove, and the return spring two applies a force to the protruding edge pointing in the direction of the handle, so that the inner end of the spline shaft disengages from the spline hole two, and the outer end of the spline shaft abuts against the handle.

[0014] In the above-mentioned dual-clutch interlocking device, the inner end of the handle has a compression arc surface, which abuts against the outer end of the spline shaft. When the handle is upright, the compression arc surface pushes the spline shaft into the second spline hole. When the handle is laid down, the second return spring pushes the spline shaft out of the second spline hole.

[0015] In the aforementioned dual-clutch interlocking mechanism, the inner end of the spline shaft has a guide surface one, and the opening of the spline hole two is provided with a guide surface two that is adapted to the guide surface one.

[0016] In the aforementioned dual-clutch interlocking mechanism, the outer end of the handle has a grip, and when the handle is laid down, the combination handwheel can limit the grip.

[0017] In summary, the advantages of this utility model compared to the prior art are as follows: Since the knob and clutch seat are connected and separated through clutch mechanism one, and the clutch seat and interlocking bushing are connected and separated through clutch mechanism two, the handle can only drive the three to rotate when the knob, clutch seat, and interlocking bushing are connected. If any two of the three are not linked, the handle cannot drive the interlocking bushing to rotate, thus ensuring that the handle is only connected to the interlocking bushing when in emergency use.

[0018] When the password is correct, the rotating wheel is in the correct position, and the top plate on the lock will push the clutch plate into the linkage groove, so that the knob and the clutch seat are connected, and the knob and the clutch seat can rotate as a whole. When the password is incorrect, the rotating wheel is in the wrong position, the locking block and the locking groove are misaligned, the top plate on the lock cannot act on the clutch plate, the return spring will push the clutch plate out of the linkage groove, the knob and the clutch seat are in the separated state, and the handle can only rotate independently.

[0019] The handle drives the spline shaft through its upright and downward movements, making it easy to operate. When the user needs to use this interlock for emergency door opening, they upright the handle, pushing the spline shaft into spline hole two. This connects the clutch seat and interlock sleeve into a single unit, allowing the clutch seat, interlock sleeve, and spline shaft to rotate as a whole. For a wider range of applications, simply lowering the handle will automatically push the spline shaft out of spline hole two, regardless of whether the combination handwheel has been scrambled. This separates the clutch seat from the interlock sleeve, leaving the interlock sleeve in a free state, which can only be driven by the motor inside the smart lock. The movement of the interlock sleeve will not be interfered with by the knob or clutch seat. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the exploded structure of the outer shell and the back cover in the embodiment; Figure 2 This is a schematic diagram of the external structure of an embodiment; Figure 3 for Figure 2 A cross-sectional view; Figure 4 This is a partial cross-sectional schematic diagram of an embodiment; Figure 5 for Figure 4 One of the schematic diagrams of the explosion structure; Figure 6 for Figure 4 The second schematic diagram of the explosion structure; Figure 7 This is another cross-sectional view of an embodiment, mainly used to illustrate the cryptographic device; Figure 8 for Figure 2 An explosion diagram; Figure 9 for Figure 2 A schematic diagram illustrating the changes; Figure 10 for Figure 9 A cross-sectional view; Figure 11 This is a schematic diagram of the internal structure of the outer shell; Figure 12 for Figure 11 The revised diagram.

[0021] Reference numerals: 100, outer casing; 110, assembly hole one; 120, receiving groove; 121, limiting hole; 130, support column; 200. Rear cover; 210. Assembly hole two; 300. Knob; 310. Handle; 311. Extruded curved surface; 3111. Protrusion; 312. Grip; 3121. Anti-slip texture; 3122. Clearance groove; 3123. Raised edge; 320. Frustum; 321. Linkage groove; 330. First flange; 340. Clearance groove; 400, Clutch seat; 410, Slide groove; 411, Column; 420, Groove; 430, Flange II; 431, Rib; 440, Connecting groove; 441, Snap ring; 450, Spline hole I; 460, Mounting groove; 500. Interlocking bushing; 510. Spline hole two; 511. Guide surface two; 600. Combination key; 610. Combination handwheel; 620. Rotating wheel; 621. Card slot; 700. Clutch mechanism one; 710. Clutch plate; 711. Arc groove; 712. Through hole; 7121. Positioning block; 713. Arc protrusion; 720. Return spring one; 800. Clutch mechanism two; 810. Splined shaft; 811. Lug; 812. Guide surface one; 820. Return spring two; 900, Locking gate; 910, Top plate; 920, Locking block; 930, Guide hole; 931, Preload spring. Detailed Implementation

[0022] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0023] A dual-clutch interlocking device, such as Figures 1-12 As shown, the device includes a housing 100, a rear cover 200, a knob 300, a clutch seat 400, an interlocking bushing 500, and a keypad 600. The housing 100 has a first mounting hole 110. The rear cover 200 is snap-fitted to the housing 100 or connected by screws. The rear cover 200 has a second mounting hole 210 that connects to the first mounting hole 110. The knob 300 is rotatably disposed within the first mounting hole 110, the clutch seat 400 is rotatably disposed within the second mounting hole 210, and the interlocking bushing 500 is rotatably connected to the first mounting hole 110. It is attached to the clutch seat 400; the knob 300 and the clutch seat 400 are connected and separated by the clutch mechanism 700, and the clutch seat 400 and the interlocking bushing 500 are connected and separated by the clutch mechanism 800; the password device 600 is set inside the housing 100, and the password device 600 is used to control the operation of the clutch mechanism 700. The knob 300 is hinged to the outside of the handle 310 to control the operation of the clutch mechanism 800, and the handle 310 can drive the knob 300 to rotate synchronously.

[0024] The interlocking bushing 500 is used to connect to the motor of the smart lock. During normal use, the smart lock drives the interlocking bushing 500 to rotate via the motor, thereby controlling the movement of the internal components and ultimately opening and closing the smart lock. In emergency use, the knob 300, clutch seat 400, and interlocking bushing 500 are connected via clutch mechanism one 700 and clutch mechanism two 800. Turning the handle 310 will rotate the interlocking bushing 500, thus manually controlling the opening and closing of the smart lock.

[0025] Specifically, such as Figures 1-8 As shown, the housing 100 has a receiving groove 120 that connects the first assembly hole 110 and the second assembly hole 210. A limiting hole 121 is formed on the side wall of the receiving groove 120. The knob 300 has a linkage groove 321, and the clutch seat 400 has a sliding groove 410. When both the sliding groove 410 and the linkage groove 321 face the limiting hole 121, the sliding groove 410 can connect the linkage groove 321 and the limiting hole 121. The clutch mechanism 700 includes a mechanism disposed on the sliding groove 700. The clutch plate 710 and the return spring 720 are located in the groove 410, and the clutch plate 710 is slidably engaged with the groove 410. The return spring 720 applies a force to the clutch plate 710 away from the linkage groove 321. A lock gate 900 is slidably arranged between the outer shell 100 and the rear cover 200. The keypad 600 controls the movement of the lock gate 900 so that the lock gate 900 can pass through the limit hole 121 and push the clutch plate 710 into the linkage groove 321.

[0026] like Figures 4-6As shown, the clutch seat 400 has a groove 420 that connects to the sliding groove 410, and the knob 300 has a frustum 320 that rotates and / or slides with the groove 420; a linkage groove 321 is formed on the side wall of the frustum 320, and the inner end of the clutch plate 710 has an arc-shaped groove 711 that fits the side wall of the frustum 320. After the clutch plate 710 disengages from the linkage groove 321, the arc-shaped groove 711 makes way for the frustum 320, so that the knob 300 can only rotate independently without driving the clutch plate 710 and the clutch seat 400 to rotate.

[0027] A column 411 is provided inside the slide groove 410. The clutch plate 710 has a through hole 712 through which the column 411 passes. One end of the return spring 720 abuts against the column 411, and the other end abuts against the wall of the through hole 712, so that the return spring 720 can apply a spring force to the clutch plate 710 away from the linkage groove 321. Moreover, the column 411 can also limit the through hole 712, thereby ensuring that the sliding stroke of the clutch plate 710 is the length of the through hole 712. Furthermore, a positioning block 7121 is provided on the wall of the through hole 712, and the positioning block 7121 is inserted into the end of the return spring 720, thereby preventing the return spring 720 from falling out of the through hole 712.

[0028] like Figures 3-6 As shown, the knob 300 has a first flange 330, and the clutch seat 400 has a second flange 430. Both the first flange 330 and the second flange 430 are located within the receiving groove 120. The outer casing 100 axially limits the first flange 330, and the rear cover 200 axially limits the second flange 430, thereby ensuring that the first flange 330 and the second flange 430 will not detach from the receiving groove 120. The clutch plate 710 has an arc-shaped protrusion 713 at the end away from the arc-shaped groove 711. After the end of the clutch plate 710 with the arc-shaped groove 711 is inserted into the linkage groove 321, the arc-shaped protrusion 713 can slide along the side wall of the receiving groove 120.

[0029] The flange 430 is provided with a rib 431, and the clutch seat 400 and the knob 300 are in contact through the rib 431, thereby avoiding the two from sticking together; the clutch seat 400 is provided with a connecting groove 440, and the interlocking sleeve 500 is rotatably disposed in the connecting groove 440. A retaining ring 441 is provided in the connecting groove 440 to axially limit the interlocking sleeve 500.

[0030] like Figures 2-8As shown, the keypad 600 is existing technology and is used for inputting a password. The keypad 600 includes multiple keypad handwheels 610 spaced apart. The keypad handwheels 610 are rotatably connected to the housing 100. The outer end of the keypad handwheel 610 penetrates the housing 100, and the inner end of the keypad handwheel 610 is connected to a rotating wheel 620. The outer wall of the rotating wheel 620 has a slot 621. The housing 100 has numbers distributed along the outer periphery of the keypad handwheels 610. When the keypad handwheel 610 points to a certain number, it represents the input password for that keypad handwheel 610. The lock gate 900 is provided with a top plate 910 and a locking block 9. 20. The top plate 910 is located at the end of the locking gate 900 and slides in cooperation with the limiting hole 121. The locking block 920 is adapted to the locking slot 621, and the number of locking blocks 920 corresponds one-to-one with the number of locking slots 621. The outer shell 100 has a support column 130. The locking gate 900 has a guide hole 930 for the support column 130 to pass through. A preload spring 931 is provided in the guide hole 930. One end of the preload spring 931 abuts against the support column 130, and the other end abuts against the hole wall of the guide hole 930, so that the preload spring 931 applies a force to the locking gate 900 in the direction of the limiting hole 121.

[0031] In this embodiment, multiple password handwheels 610 are spaced apart to enhance password security. By rotating the wheel 620 driven by the password handwheels 610, the position of the card slot 621 can be changed. When the password handwheel 610 points to the correct number, the card slot 621 corresponds to the card block 920, indicating that the password input is correct; conversely, if... Figure 11 As shown, when the combination wheel 610 points to the wrong number, the card block 920 is misaligned with the card slot 621, and the card block 920 can only rest against the outer wall of the wheel 620, indicating that the combination input is incorrect. Figure 12 As shown, only when all the combination handwheels 610 point to the correct numbers, and each slot 621 is aligned with the corresponding block 920, can each block 920 be inserted into the corresponding slot 621 under the force of the preload spring 931. This causes the lock 900 to move toward the limit hole 121, and the top plate 910 is inserted into the limit hole 121, pushing the clutch plate 710 into the linkage groove 321. When an incorrect combination is entered into each combination handwheel 610, the outer wall of the wheel 620 will limit the block 920, preventing the lock 900 from moving toward the limit hole 121, and thus the top plate 910 cannot push the clutch plate 710 to move.

[0032] like Figure 2 , Figure 4 , Figure 10 As shown, the knob 300 has a relief groove 340 for the handle 310 to rotate, so that the handle 310 can be upright and laid down. When the handle 310 is upright, it is perpendicular to the outer casing 100. When the handle 310 is laid down, it is parallel to the outer casing 100 or abuts against the outer casing 100.

[0033] The clutch seat 400 has a connected spline hole 450 and a mounting groove 460. The mounting groove 460 passes through the knob 300 and connects to the clearance groove 340. The interlocking bushing 500 has a spline hole 510 coaxial with the spline hole 450. The clutch mechanism 800 includes a spline shaft 810 and a return spring 820. The spline shaft 810 is slidably disposed in the spline hole 450. The outer end of the spline shaft 810 has a protruding edge 811. The return spring 820 is disposed in the mounting groove 460 and sleeved on the outside of the spline shaft 810. One end of the return spring 820 abuts against the protruding edge 811, and the other end abuts against the bottom of the mounting groove 460. The return spring 820 applies a force to the protruding edge 811 in the direction of the handle 310, so that the inner end of the spline shaft 810 disengages from the spline hole 510, and the outer end of the spline shaft 810 always abuts against the handle 310.

[0034] The inner end of the handle 310 has a pressing arc surface 311, which abuts against the outer end of the spline shaft 810. During the process of raising the handle 310, the pressing arc surface 311 gradually pushes the spline shaft 810 into the second spline hole 510 until the inner end of the handle 310 abuts against the spline shaft 810. Then, the return spring 820 applies a spring force to the spline shaft 810, causing the outer end of the spline shaft 810 to press firmly against the inner end of the handle 310, thus keeping the handle 310 stationary. When the handle 310 is lowered, the return spring 820 pushes the spline shaft 810 out of the second spline hole 510. Furthermore, the pressing arc surface 311 has a protrusion 3111. When the handle 310 is lowered, the protrusion 3111 contacts the spline shaft 810, ensuring that the outer end of the handle 310 does not easily tilt upwards after being lowered.

[0035] The inner end of the spline shaft 810 has a guide surface 812, and the opening of the spline hole 510 has a guide surface 511 that matches the guide surface 812, so that the spline shaft 810 can be easily inserted into the spline hole 510.

[0036] like Figures 2-6 As shown, the outer end of the handle 310 has a grip 312 that is easy for the user to hold. When the handle 310 is laid down, the grip 312 is located between the combination handwheels 610, and the combination handwheels 610 can limit the grip 312, so that the handle 310 will not rotate between the combination handwheels 610 when it is laid down; the grip 312 has anti-slip texture 3121. In this embodiment, the side of the grip 312 is also provided with a plurality of clearance grooves 3122, each clearance groove 3122 for the combination handwheels 610 to pass through, so as to avoid the grip 312 interfering with the normal rotation of the combination handwheels 610; moreover, the setting of the clearance grooves 3122 makes the grip 312 cross-shaped, with a larger grip area, and the user can turn the handle 310 with less effort.

[0037] The end of the grip 312 is also provided with a protruding edge 3123 for the user to pull with their hand, so that the user can more easily lift the handle 310 from between the combination handwheels 610.

[0038] The working principle of this utility model is as follows: Under normal circumstances, the motor inside the smart lock drives the interlocking bushing 500 to rotate, thereby controlling the movement of the internal components of the smart lock and ultimately realizing the opening and closing of the smart lock. In emergency use, the user rotates the combination handwheels 610 in sequence, so that each combination handwheel 610 rotates to the unlock position, and each slot 621 corresponds to the corresponding block 920. The force applied by the preload spring 931 to the lock gate 900 will push the lock gate 900 towards the limit hole 121, and the block 920 on the lock gate 900 will be inserted into the corresponding slot 621. The top plate 910 will then enter the limit hole 121 and push the clutch plate 710 into the linkage groove 321. At this time, the return spring 720 is compressed, and the clutch plate 710 connects the knob 300 to the clutch seat 400.

[0039] Afterwards, the user lifts the handle 310 between the combination handwheels 610. During the lifting process, the extrusion arc surface 311 gradually pushes the spline shaft 810 into the second spline hole 510. The second return spring 820 is compressed by the convex edge 811, so that the spline shaft 810 is simultaneously located in the first spline hole 450 and the second spline hole 510. That is, at this time, the clutch seat 400 and the interlocking bushing 500 are connected through the spline shaft 810. When the user turns the handle 310, the knob 300, the clutch seat 400, and the interlocking bushing 500 can rotate synchronously, thereby manually controlling the opening and closing of the smart lock.

[0040] Regardless of whether the user scrambles the positions of the combination handwheels 610, as long as the user lays the handle 310 down towards the combination handwheels 610, the grip 312 is hidden between the combination handwheels 610, the spline shaft 810 loses its limit at the inner end of the handle 310, the second return spring 820 will automatically reset and push the spline shaft 810 out of the spline hole 510, so that the interlocking bushing 500 and the clutch seat 400 are in a separated state. The interlocking bushing 500 can only be driven by the motor in the smart lock and will not be interfered with by the clutch seat 400 or the spline shaft 810.

[0041] The specific embodiments described herein are merely illustrative examples of the spirit of this utility model; those skilled in the art to which this utility model pertains may make various modifications or additions to the described specific embodiments or adopt similar methods to replace them, but without departing from the spirit of this utility model or exceeding the scope defined by the appended claims.

Claims

1. A dual-clutch interlocking component, characterized in that: It includes a housing (100), a rear cover (200), a knob (300), a clutch seat (400), an interlocking bushing (500), and a keypad (600). The housing (100) has a first mounting hole (110), and the rear cover (200) is connected to the housing (100). The rear cover (200) has a second mounting hole (210) that communicates with the first mounting hole (110). The knob (300) is rotatably disposed in the first assembly hole (110), the clutch seat (400) is rotatably disposed in the second assembly hole (210), and the interlocking bushing (500) is rotatably connected to the clutch seat (400); The knob (300) and the clutch seat (400) are connected and separated by a clutch mechanism one (700), and the clutch seat (400) and the interlocking bushing (500) are connected and separated by a clutch mechanism two (800); The password device (600) is located inside the housing (100). The password device (600) is used to control the operation of the first clutch mechanism (700). The knob (300) is rotatably connected to a handle (310) that controls the operation of the second clutch mechanism (800).

2. The dual-clutch interlocking component according to claim 1, characterized in that: The outer casing (100) has a receiving groove (120) that connects the first assembly hole (110) and the second assembly hole (210). A limiting hole (121) is formed in the side wall of the receiving groove (120). The knob (300) has a linkage groove (321). The clutch seat (400) has a sliding groove (410) that connects to the linkage groove (321). The first clutch mechanism (700) includes a clutch plate (710) and a return spring (720) disposed in the sliding groove (410). The clutch plate (710) is slidably engaged with the slide groove (410), and the return spring (720) applies a force to the clutch plate (710) away from the linkage groove (321); a locking gate (900) is slidably disposed between the outer shell (100) and the rear cover (200), and the locking gate (900) is controlled to move by the password device (600), so that the locking gate (900) passes through the limiting hole (121) and pushes the clutch plate (710) into the linkage groove (321).

3. The dual-clutch interlocking component according to claim 2, characterized in that: The clutch seat (400) has a groove (420), and the knob (300) is provided with a frustum (320) that matches the groove (420); the linkage groove (321) is opened on the side wall of the frustum (320), and the inner end of the clutch plate (710) has an arc-shaped groove (711) that matches the side wall of the frustum (320).

4. The dual-clutch interlocking component according to claim 2, characterized in that: A column (411) is provided in the groove (410), and the clutch plate (710) has a through hole (712) through which the column (411) passes. One end of the return spring (720) abuts against the column (411), and the other end abuts against the wall of the through hole (712).

5. The dual-clutch interlocking component according to claim 2, characterized in that: The knob (300) has a first flange (330), and the clutch seat (400) has a second flange (430). Both the first flange (330) and the second flange (430) are located in the receiving groove (120). The outer shell (100) axially limits the first flange (330), and the rear cover (200) axially limits the second flange (430). The outer end of the clutch plate (710) has an arc-shaped protrusion (713), and the arc-shaped protrusion (713) can slide along the side wall of the receiving groove (120).

6. The dual-clutch interlocking component according to claim 2, characterized in that: The cipher (600) includes a plurality of cipher handwheels (610) spaced apart, each cipher handwheel (610) being rotatably connected to the outer casing (100). The inner end of each cipher handwheel (610) is connected to a rotating wheel (620), which has a slot (621). The lock gate (900) has a top plate (910) that slides into the limiting hole (121), and the lock gate (900) is also provided with a locking block (92) adapted to the slot (621). 0); The outer casing (100) has a support column (130) inside, and the lock gate (900) has a guide hole (930) for the support column (130) to pass through. A preload spring (931) is provided in the guide hole (930). One end of the preload spring (931) abuts against the support column (130), and the other end abuts against the wall of the guide hole (930). The preload spring (931) applies a force to the lock gate (900) pointing towards the limiting hole (121).

7. The dual-clutch interlocking component according to any one of claims 1-6, characterized in that: The handle (310) is hinged to the knob (300), and the knob (300) has a relief groove (340) for the handle (310) to rotate; the clutch seat (400) has a spline hole (450) and a mounting groove (460) that are connected, and the mounting groove (460) is connected to the relief groove (340); the interlocking bushing (500) has a spline hole (510) that is coaxial with the spline hole (450); the clutch mechanism (800) includes a spline shaft (810) and a return spring. (820) The spline shaft (810) is slidably disposed in the first spline hole (450). The outer end of the spline shaft (810) has a protruding edge (811). The second return spring (820) is disposed in the mounting groove (460). The second return spring (820) applies a force to the protruding edge (811) in the direction of the handle (310), so that the inner end of the spline shaft (810) disengages from the second spline hole (510), and the outer end of the spline shaft (810) abuts against the handle (310).

8. The dual-clutch interlocking component according to claim 7, characterized in that: The inner end of the handle (310) has a pressing arc surface (311), which abuts against the outer end of the spline shaft (810). When the handle (310) is upright, the pressing arc surface (311) pushes the spline shaft (810) into the second spline hole (510). When the handle (310) is laid down, the second return spring (820) pushes the spline shaft (810) out of the second spline hole (510).

9. The dual-clutch interlocking component according to claim 7, characterized in that: The inner end of the spline shaft (810) has a guide surface one (812), and the opening of the spline hole two (510) is provided with a guide surface two (511) that is adapted to the guide surface one (812).

10. The dual-clutch interlocking component according to claim 6, characterized in that: The outer end of the handle (310) has a grip (312), and when the handle (310) is laid down, the password handwheel (610) can limit the grip (312).

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