CN210152455U

CN210152455U - Car door lock assembly and car door

Info

Publication number: CN210152455U
Application number: CN201920322744.3U
Authority: CN
Inventors: 丁远航; 连志伟; 周澄靖; 陈高军
Original assignee: Dongfeng Motor Co Ltd
Current assignee: Dongfeng Motor Co Ltd
Priority date: 2019-03-14
Filing date: 2019-03-14
Publication date: 2020-03-17
Anticipated expiration: 2029-03-14

Abstract

The utility model discloses a vehicle door lock assembly and a vehicle door, which comprises a lock swing arm, wherein a poke rod is arranged on the lock swing arm; the vehicle door lock assembly also comprises a driving mechanism which can be contacted with the poke rod to drive the lock swing arm to move to the locking position; the driving mechanism comprises a balancing weight, a trigger arm and a transmission member, wherein the trigger arm is used for driving the poke rod to move to the locking position, and the transmission member is used for driving the trigger arm to move or rotate; the balancing weight is connected to the input end of the transmission member, the trigger arm is connected to the output end of the transmission member and can be in contact with and separated from the poke rod under the driving of the transmission member. It can realize when the door is collided, trigger door tool to lock, makes door tool to lock to the locking door, in order to prevent that the door is automatic to be opened when the collision, avoided secondary damage effectively, improved the security of vehicle driving.

Description

Car door lock assembly and car door

Technical Field

The utility model relates to the field of automotive technology, especially, relate to an automatic door tool to lock subassembly and door of opening when being used for preventing the door collision.

Background

In the prior art, some vehicle models do not have a vehicle door locking function, and a vehicle door lock inside the vehicle door lock is connected with an outer handle and an inner handle of a vehicle body through push-pull wires. The passenger can open the door to enter or exit by pulling the outer handle or the inner handle. However, the door lock does not have a function of locking the door when the vehicle is traveling, and the door can be opened by pulling up the inner handle or the outer handle without locking the door when the vehicle is traveling. When the vehicle is in accidental collision, particularly when the vehicle door is laterally collided, the vehicle door can be automatically opened in the collision process, and secondary damage is caused to passengers in the vehicle.

As shown in fig. 1, some vehicle doors have an inner handle 1 'and an inner door lock switch 2'. The inner handle 1 'is connected with a door lock through a push-pull wire 3' and is used for a passenger to open the door from the inner side. The door inner locking switch 2 'is connected with a door lock through a push-pull wire 300' and is used for locking a door, so that the door is prevented from being opened in a driving process, and danger is avoided.

Some vehicle models do not have a driving locking function (or do not activate the driving locking function), that is, in the driving process, a driver needs to press a control button to close a locking switch in a door.

When a driver forgets to close the inner locking switch of the automobile door in the driving process, when the automobile is in accidental collision, particularly when the automobile door is laterally collided, the automobile door can be automatically opened in the collision process, and secondary damage is caused to passengers in the automobile.

In view of the above, it is desirable to provide a door latch assembly and a door that can prevent automatic opening when the door is in collision.

SUMMERY OF THE UTILITY MODEL

The technical scheme of the utility model provides a door lock assembly, including the tool to lock swing arm, wherein, the tool to lock swing arm has locking position and unblock position, and can change between the locking position and the unblock position;

a poke rod is arranged on the lock swing arm;

the vehicle door lock assembly also comprises a driving mechanism which can be contacted with the poke rod to drive the lock swing arm to move to the locking position;

the driving mechanism comprises a balancing weight, a trigger arm and a transmission member, wherein the trigger arm is used for driving the poke rod to move to the locking position, and the transmission member is used for driving the trigger arm to move or rotate;

the balancing weight is connected to the input end of the transmission member, the trigger arm is connected to the output end of the transmission member and can be in contact with and separated from the poke rod under the driving of the transmission member.

The technical scheme of the utility model also provides a vehicle door, which comprises a vehicle door outer metal plate, a vehicle door inner metal plate and the vehicle door lock assembly in the technical scheme;

the car door lockset and the driving mechanism are respectively installed between the outer metal plate of the car door and the inner metal plate of the car door.

By adopting the technical scheme, the method has the following beneficial effects:

the utility model provides a door tool to lock subassembly and door, when the door is collided, the outer panel beating of door is out of shape the door and is produced the acceleration simultaneously, the balancing weight receives inertial force to take place the displacement, and then drive member rotates or removes, drive member drives the arm swing of triggering or linear movement again, and then stir the poker rod in the tool to lock swing arm, finally drive the tool to lock swing arm and rotate in order to trigger the door tool to lock, make the door tool to lock shutting, thereby the locking door, in order to prevent that the door is automatic to be opened when the collision, secondary damage has been avoided effectively, the security of vehicle driving has been improved.

Drawings

FIG. 1 is a schematic illustration of a prior art door latch connection;

fig. 2 is a schematic view of a vehicle door lock assembly according to an embodiment of the present invention;

fig. 3 is a schematic structural view of a swing arm of a lock according to an embodiment of the present invention;

fig. 4 is a schematic view of a driving mechanism of a transmission member having a first structure according to an embodiment of the present invention in an initial state;

FIG. 5 is a schematic view of the driving mechanism having the first structure of the transmission member shown in FIG. 4 pushing the tap lever to the locking position;

fig. 6 is a schematic view of a counterweight of a driving mechanism having a transmission member with a first structure according to an embodiment of the present invention mounted on a first sleeve;

fig. 7 is a schematic view of a driving mechanism having a second structure of a transmission member according to an embodiment of the present invention in an initial state;

FIG. 8 is a schematic view of the driving mechanism having the second configuration of the transmission member shown in FIG. 7 pushing the tap lever to the locking position;

FIG. 9 is a schematic view of the first nut runner disposed within the first guide slot;

fig. 10 is a schematic view of a driving mechanism having a third structure of a transmission member according to an embodiment of the present invention in an initial state;

FIG. 11 is a schematic view of the driving mechanism having the third configuration of the transmission member shown in FIG. 10 pushing the tap lever to the locking position;

FIG. 12 is a schematic view of a second nut runner disposed in a second guide slot;

fig. 13 is a schematic view of a driving mechanism of a transmission member having a fourth structure according to an embodiment of the present invention in an initial state;

FIG. 14 is a schematic view of the driving mechanism having a fourth configuration of the transmission member shown in FIG. 13 urging the tap lever to the locked position;

fig. 15 is a schematic view of a driving mechanism of a transmission member having a fifth structure according to an embodiment of the present invention in an initial state;

FIG. 16 is a schematic view of the fifth configuration of the drive mechanism of the transmission member shown in FIG. 15 urging the tap lever to the locked position;

fig. 17 is a schematic view illustrating an arc-shaped through hole formed in a housing of a door lock according to an embodiment of the present invention;

fig. 18 is a schematic connection diagram of a motor, a sliding rack, an output gear, and a swing arm of a lock in a vehicle door lock according to an embodiment of the present invention;

fig. 19 is a schematic view of a vehicle door lock assembly disposed between a vehicle door inner metal plate and a vehicle door outer metal plate of a vehicle door according to an embodiment of the present invention;

fig. 20 is a schematic diagram of the lock swing arm in the vehicle door being connected to the inner locking switch of the vehicle door through the push-pull wire.

Detailed Description

The following describes the present invention with reference to the accompanying drawings. In which like parts are designated by like reference numerals. It should be noted that the terms "front," "back," "left," "right," "upper" and "lower" used in the following description refer to directions in the drawings, and the terms "inner" and "outer" refer to directions toward and away from, respectively, the geometric center of a particular component.

As shown in fig. 2-3, an embodiment of the present invention provides a vehicle door lock assembly, which includes a vehicle door lock 100 having a swing arm 1. The lock swing arm 1 has a locking position and an unlocking position, and can be switched between the locking position and the unlocking position. A poke rod 11 is arranged on the swing arm 1 of the lock.

The vehicle door lock assembly further comprises a driving mechanism 200 which can be in contact with the poke rod 11 to drive the lock swing arm 1 to move to a locking position.

The driving mechanism 200 includes a weight block 2, a trigger arm 3 for driving the tap lever 11 to move to the locking position, and a transmission member (4 or 5 or 6 or 7 or 8) for driving the trigger arm 3 to move or rotate.

The balancing weight 2 is connected to the input end of the transmission member (4 or 5 or 6 or 7 or 8), the trigger arm 3 is connected to the output end of the transmission member (4 or 5 or 6 or 7 or 8), and can be contacted with and separated from the poke rod 11 under the driving of the transmission member (4 or 5 or 6 or 7 or 8).

The utility model provides a door tool to lock subassembly, through setting up actuating mechanism 200, when taking place the door collision, can trigger actuating mechanism 200 and actuate, and then drive poker rod 11 and remove to the locking position, make tool to lock swing arm 1 swing to the locking state for 100 locking doors of door tool to lock can be used for automatic opening when preventing the door collision, avoid causing the secondary injury to the passenger in the car.

The vehicle door lock 100 comprises a lock swing arm 1, the lock swing arm 1 is installed in the vehicle door lock 100 through a swing arm rotating shaft 12, and the vehicle door lock 100 is installed on a vehicle door inner metal plate. The lock swing arm 1 can rotate around a swing arm rotating shaft 12.

The latch swing arm 1 may be connected to a door inner lock switch 403 shown in fig. 20 by a push-pull wire, and the door latch 100 is triggered to unlock the door by the door inner lock switch 403. The door latch 100 may also be triggered to latch, thereby locking the door.

The poking rod 11 is arranged on the lock swing arm 1, the poking rod 11 and the lock swing arm 1 are integrally formed, and the poking rod and the lock swing arm can synchronously rotate. When the vehicle door lock 100 is unlocked, the lock swing arm 1 and the poke rod 11 are respectively positioned at unlocking positions; when the door latch 100 is latched, the latch swing arm 1 and the tap lever 11 are in the latched positions, respectively. Therefore, it can also be considered that when the latch swing arm 1 and the tap lever 11 rotate or swing to the unlocking position, the door latch 100 is in the unlocking state, and the door can be opened at this time; when the swing arm 1 and the tap lever 11 rotate or swing to the locking position, the door lock 100 is in the locking state, and the door cannot be opened at this time.

When the vehicle door collides, the driving mechanism 200 can drive the swing arm 1 to rotate, so that the vehicle door lock 100 is locked, and the vehicle door is locked.

The driving mechanism 200 is mainly composed of a weight 2, a trigger arm 3 and a transmission member (4 or 5 or 6 or 7 or 8).

The balancing weight 2 is a mass block, when the vehicle door collides, the outer metal plate of the vehicle door deforms, and the vehicle door generates acceleration, so that the balancing weight 2 is displaced under the action of inertia force and leaves the initial position. The counterweight 2 in the initial position can be arranged on the housing of the door lock.

The trigger arm 3 is mainly used for driving the poke rod 11 to move to the locking position when the vehicle door collides, and further driving the lock swing arm 1 and the poke rod 11 to rotate or swing to the locking position.

The transmission component (4 or 5 or 6 or 7 or 8) is mainly actuated by the energy transmitted by the balancing weight 2 when the balancing weight 2 moves or swings, and then drives the trigger arm 3 to move linearly or swing, so that the trigger arm 3 can be contacted with the poke rod 11 to drive the poke rod 11 to move towards a locking position. After the transmission member is actuated, the trigger arm 3 is automatically reset and leaves the poke rod 11. In the initial state, the trigger arm 3 does not contact the tap lever 11, so as to avoid affecting the normal unlocking and locking of the door lock 100.

Therefore, the utility model provides a door tool to lock subassembly, when the door is collided, the outer panel beating of door is out of shape the door and is produced the acceleration simultaneously, the balancing weight receives inertial force to take place the displacement towards collision door side, and then drive member rotates or removes, drive member drives trigger arm swing or rectilinear movement again, and then stir the poker rod in the tool to lock swing arm, finally drive tool to lock swing arm and rotate in order to trigger the door tool to lock, make the door tool to lock shutting, thereby the locking door, in order to prevent that the door is automatic to be opened when the collision, secondary damage has been avoided effectively, the security of vehicle driving has been improved.

The transmission member of the first structure:

preferably, as shown in fig. 4-5, the transmission member 4 includes a first rotating shaft 41 mounted on the first mounting body 40. A first torsion spring 42 for driving the first rotating shaft 41 to return is sleeved on the first rotating shaft 41. The counter weight 2 and the trigger arm 3 are respectively mounted on the first rotating shaft 41.

The transmission member 4 of the first structure is mainly composed of a first rotating shaft 41 and a first torsion spring 42. The first rotating shaft 41 is rotatably mounted on the first mounting body 40, and the first mounting body 40 may be a part on a door sheet metal, and may be mounted on the door sheet metal or integrally formed on the door sheet metal. The balance weight 2 is connected to one end of the first rotating shaft 41 through a connecting arm 44, and the trigger arm 3 is connected to the other end of the first rotating shaft 41 through a connecting arm 45. The counter weight 2 and the trigger arm 3 are located on both sides of the first rotating shaft 41, respectively. The first torsion spring 42 is connected between the first mounting body 40 and the first rotating shaft 41, and drives the first rotating shaft 41 to return to the initial position.

When the door bumps, balancing weight 2 receives inertial force to bump the door side and take place the displacement, and then drive first pivot 41 and rotate, first pivot 41 drives trigger arm 3 and rotates towards poker rod 11 side, and then make trigger arm 3 can contact with poker rod 11, and promote poker rod 11 and remove to the locking position in arc through-hole 102, poker rod 11 drives 1 integrative rotations of tool to lock swing arm, make door tool to lock 100 shutting, the locking door, in order to prevent that the door is automatic to be opened when the collision, secondary damage has been avoided effectively, the security of vehicle driving has been improved.

After the door lock 100 is locked, the first torsion spring 42 reversely rotates the first rotating shaft 41 to the initial position, and drives the trigger arm 3 to return to leave the tap lever 11.

Preferably, as shown in fig. 6, a first sleeve 43 capable of rotating integrally with the first shaft 41 is provided on the first shaft 41. The counterweight 2 and the trigger arm 3 are respectively connected to the first sleeve 43. Connecting the weight block 2 and the trigger arm 3 to the first sleeve 43, respectively, can reduce the load of the first rotating shaft 41 and facilitate the structural assembly.

The transmission member of the second structure:

preferably, as shown in fig. 7 to 9, the transmission member 5 includes a second rotating shaft 51 mounted on the second mounting body 50, and a second rotating shaft threaded section 511 is provided on the second rotating shaft 51.

A second torsion spring 52 for driving the second rotating shaft 51 to return is disposed on the second rotating shaft 51.

The weight member 2 is connected to the second rotating shaft 51.

The trigger arm 3 is provided with a first nut slider 31, and the first nut slider 31 is connected to the second rotating shaft thread section 511.

The second mounting body 50 is further provided with a first guide groove 53 for guiding the first nut runner 31 to move linearly. The first nut runner 31 is slidably disposed in the first guide groove 53.

The transmission member 5 of the second structure is mainly composed of a second rotating shaft 51, a second torsion spring 52 and a first guide groove 53.

The second rotating shaft 51 is mounted on the second mounting body 50. The second mounting body 50 may be a component on a door sheet metal, and it may be mounted on the door sheet metal or integrally formed on the door sheet metal.

The second torsion spring 52 is connected between the second mounting body 50 and the second rotating shaft 51, and is used for driving the second rotating shaft 51 to return to the initial position.

The first guide groove 53 is provided on the second mounting body 50, and has an elongated opening 531. The elongated opening 531 extends in the axial direction of the second rotating shaft 51.

The second rotating shaft 51 may pass through the first guide groove 53, and the first guide groove 53 may be disposed in parallel with the second rotating shaft 51.

The second rotating shaft 51 is provided with a second rotating shaft thread section 511 having an external thread.

The balance weight 2 is connected to the second rotating shaft 51 through a connecting piece 54. The trigger arm 3 is provided with a first nut slider 31 having an internal thread inside.

The first nut slider 31 is in threaded connection with the second rotating shaft threaded section 511, and the first nut slider 31 is further installed in the first guide groove 53 and can slide along the first guide groove 53 to realize linear movement.

The trigger arm 3 or the first nut runner 31 passes at least partly through the elongated opening 531 such that the trigger arm 3 protrudes outside the first guide groove 53. The trigger arm 3 is disposed on both sides of the second rotating shaft 51 opposite to the weight block 2.

When the door collides, the counterweight block 2 is displaced to the side of the collided door by the inertia force, and then the second rotating shaft 51 is driven to rotate, so that the first nut slider 31 linearly moves in the first guide groove 53, and then the trigger arm 3 is driven to linearly move towards the side of the poking rod 11, and further the trigger arm 3 can be in contact with the poking rod 11, and the poking rod 11 is pushed to move to the locking position in the arc-shaped through hole 102, the poking rod 11 drives the lock swing arm 1 to integrally rotate, so that the door lock 100 is locked, the door is locked, so that the door is prevented from being automatically opened in the collision, secondary damage is effectively avoided, and the safety of vehicle driving is improved.

After the door lock 100 is locked, the second rotating shaft 51 rotates reversely to the initial position under the action of the second torsion spring 52, and drives the trigger arm 3 to reset away from the tap lever 11.

A third configuration of the transmission member:

preferably, as shown in fig. 10-12, the transmission member 6 includes a first input shaft 611 and a first output shaft 612 mounted on the third mounting body 60.

The axis of the first input shaft 611 intersects the axis of the first output shaft 612.

A first bevel gear 62 is provided at one end of the first input shaft 611, and a second bevel gear 63 is provided at one end of the first output shaft 612.

The first bevel gear 62 and the second bevel gear 63 mesh.

The counter weight 2 is mounted on the first input shaft 611, and a third torsion spring 64 for driving the first input shaft 611 to return is provided on the first input shaft 611.

The first output shaft 612 has a first output shaft threaded segment 6121 thereon.

The trigger arm 3 is provided with a second nut slider 32, and the second nut slider 32 is connected to the first output shaft threaded section 6121.

The third mounting body 60 is further provided with a second guide groove 65 for guiding the second nut runner 32 to linearly move, and the second nut runner 32 is slidably disposed in the second guide groove 65.

The third structure of the transmission member 6 mainly includes a third rotation shaft 61, a first bevel gear 62, a second bevel gear 63, a third torsion spring 64, and a second guide groove 65.

The third rotating shaft 61 includes a first input shaft 611 and a first output shaft 612 which are arranged at intervals. The first input shaft 611 and the first output shaft 612 are respectively mounted on the third mounting body 60. The third mounting body 60 may be a component on a door sheet metal, and it may be mounted on the door sheet metal or integrally formed on the door sheet metal.

The first input shaft 611 and the first output shaft 612 are arranged at intervals, and axes of the two intersect. Preferably, the first input shaft 611 and the first output shaft 612 are perpendicular. The first bevel gear 62 is mounted on the first input shaft 611 and the second bevel gear 63 is mounted on the first output shaft 612. The first bevel gear 62 and the second bevel gear 63 are in meshed transmission.

The third torsion spring 64 is installed between the third installation body 60 and the first input shaft 611, and is configured to drive the first input shaft 611 to return to an initial position, and further drive the first output shaft 612 to return to the initial position.

The counterweight 2 is connected to a first output shaft 612 through a connecting rod 66.

The first output shaft 612 is provided with a first output shaft thread segment 6121 having an external thread. The second guide groove 65 is provided in the third mounting body 60, and the second guide groove 65 is provided with an elongated opening 651 extending in the axial direction of the first output shaft 612.

The trigger arm 3 is provided with a second nut runner 32, which has an internal thread inside.

The first output shaft 612 may pass through the second guide groove 65, or the first output shaft 612 may be arranged in parallel with the second guide groove 65. The second nut runner 32 is in threaded connection with the first output shaft threaded section 6121, and the second nut runner 32 is further mounted in the second guide groove 65 and can linearly slide in the second guide groove 65. The trigger arm 3 or the second nut runner 32 protrudes at least partially outside the second guide groove 65 through the elongated opening 651.

When the door collides, the counterweight block 2 is displaced to the collided door side by the inertia force, and then drives the first input shaft 611 to rotate, and then drives the first output shaft 612 to rotate through the meshed first bevel gear 62 and the second bevel gear 63, so that the second nut slider 32 slides linearly in the second guide groove 65, and then drives the trigger arm 3 to move linearly towards the poke rod 11 side, and further enables the trigger arm 3 to contact with the poke rod 11, and pushes the poke rod 11 to move to the locking position in the arc-shaped through hole 102, and the poke rod 11 drives the lock swing arm 1 to rotate integrally, so that the lock of the door 100 locks and the door is locked, so that the door is prevented from being automatically opened during collision, secondary damage is effectively avoided, and the safety of vehicle driving is improved.

After the door lock 100 is locked, under the action of the third torsion spring 64, the first input shaft 611 rotates reversely to the initial position, and then the first output shaft 612 is driven by the engaged first bevel gear 62 and the second bevel gear 63 to rotate reversely and reset to the initial position, and the trigger arm 3 is driven to reset to leave the tap lever 11.

A fourth configuration of the transmission member:

preferably, as shown in fig. 13-14, the transmission member 7 includes a second input shaft 711 mounted on the fourth mounting body 70 and a second output shaft 712 for swinging the trigger arm 3.

The axis of the second input shaft 711 intersects the axis of the second output shaft 712.

A third bevel gear 72 is provided at one end of the second input shaft 711, and a fourth bevel gear 73 is provided at one end of the second output shaft 712.

The third bevel gear 72 and the fourth bevel gear 73 are meshed.

The counter weight 2 is mounted on the second input shaft 711, and a fourth torsion spring 74 for driving the second input shaft 711 to return is provided on the second input shaft 711.

The trigger arm 3 is mounted on the second output shaft 712.

The transmission member 7 of the fourth configuration mainly includes a fourth rotation shaft 71, a third bevel gear 72, a fourth bevel gear 73, and a fourth torsion spring 74.

The fourth rotating shaft 71 includes a second input shaft 711 and a second output shaft 712 arranged at intervals. The second input shaft 711 and the second output shaft 712 are respectively mounted on the fourth mounting body 70. The fourth mounting body 70 may be a component on a door sheet metal, and it may be mounted on the door sheet metal or integrally formed on the door sheet metal.

The second input shaft 711 and the second output shaft 712 are arranged at intervals, and axes of the two intersect. Preferably, the second input shaft 711 and the second output shaft 712 are perpendicular.

The third bevel gear 72 is mounted on the second input shaft 711 and the fourth bevel gear 73 is mounted on the second output shaft 712. The third bevel gear 72 and the fourth bevel gear 73 are meshed. The fourth torsion spring 74 is installed between the fourth installation body 70 and the second input shaft 711, and drives the second input shaft 711 to return to the initial position.

The counterweight 2 is connected to the second input shaft 711 by a connecting member 75. The trigger arm 3 is mounted on the second output shaft 712 via a coupling 76.

When the door collides, the counterweight block 2 is displaced to the side of the collided door by the inertia force, and then drives the second input shaft 711 to rotate, the second output shaft 712 is driven to rotate by the meshed third bevel gear 72 and the meshed fourth bevel gear 73, and then the trigger arm 3 is driven to rotate or swing towards the side of the poking rod 11, so that the trigger arm 3 can be in contact with the poking rod 11, and the poking rod 11 is pushed to move to a locking position in the arc-shaped through hole 102, the poking rod 11 drives the lock swing arm 1 to integrally rotate, so that the door lock 100 is locked, the door is locked, so that the door is prevented from being automatically opened in the collision, secondary damage is effectively avoided, and the safety of vehicle driving is improved.

After the door lock 100 is locked, the second input shaft 711 rotates reversely to the initial position under the action of the fourth torsion spring 74, and the second output shaft 712 is driven to rotate to return to the initial position by the engaged third bevel gear 72 and fourth bevel gear 73, and the trigger arm 3 is driven to return to leave the tap lever 11.

A transmission member of a fifth configuration:

preferably, as shown in fig. 15-16, the transmission member 8 includes a fifth rotating shaft 81 mounted on a fifth mounting body 80.

A fifth torsion spring 82 for driving the fifth rotating shaft 81 to return is provided on the fifth rotating shaft 81.

The fifth mounting body 80 is further provided with a guide rail 83, and a moving rack 84 for moving the trigger arm 3 linearly is slidably disposed in the guide rail 83.

The moving rack 84 is perpendicular to the fifth rotating shaft 81. A fifth rotation shaft gear 85 is provided on the fifth rotation shaft 81, and the fifth rotation shaft gear 85 is engaged with the moving rack 84. The trigger arm 3 is mounted on a moving rack 84.

The transmission member 8 of the fifth structure mainly includes a fifth rotating shaft 81, a fifth torsion spring 82, a guide rail 83, a moving rack 84, and a fifth rotating shaft gear 85.

The fifth rotation shaft 81 and the guide rail 83 are respectively installed on the fifth installation body 80. The fifth installation body 80 may be a component on a door sheet metal, and may be installed on the door sheet metal or integrally formed on the door sheet metal.

The fifth torsion spring 82 is installed between the fifth installation body 80 and the fifth rotation shaft 81, and is used for driving the fifth rotation shaft 81 to return to the initial position.

The moving rack 84 is located within the guide rail 83 and is slidable within the guide rail 83. The sliding direction of the guide rail 83 is perpendicular to the axis of the fifth rotating shaft 81. The fifth rotation shaft gear 85 is installed on the fifth rotation shaft 81 and engaged with the moving rack 84.

The counterweight block 2 is connected with the fifth rotating shaft 81 through a connecting arm 86. The trigger arm 3 is mounted on the moving rack 84 by a connecting arm 87.

When the door collides, the counterweight block 2 is displaced to the colliding door side by the inertial force, and then drives the fifth rotating shaft 81 to rotate, and then drives the moving rack 84 to move towards the poking rod 11 side by the fifth rotating shaft gear 85, and then the trigger arm 3 can be contacted with the poking rod 11, and the poking rod 11 is pushed to move to the locking position in the arc-shaped through hole 102, the poking rod 11 drives the lock swing arm 1 to rotate integrally, so that the door lock 100 is locked, the door is locked, so as to prevent the door from being opened automatically when colliding, secondary damage is avoided effectively, and the safety of vehicle driving is improved.

After the door lock 100 is locked, under the action of the fifth torsion spring 82, the fifth rotating shaft 81 rotates reversely to the initial position, the moving rack 84 is driven by the fifth rotating shaft gear 85 to move and reset to the initial position, and the trigger arm 3 is driven to reset away from the tap lever 11.

Preferably, as shown in fig. 17-18, the vehicle door latch 100 further includes a housing 101, a motor 103 disposed within the housing 101, and a sliding rack 105 slidably mounted within the housing 101.

The lock swing arm 1 is mounted in the housing 101 through a swing arm spindle 12.

An arc-shaped through hole 102 is formed in the housing 101, and the tap lever 11 at least partially penetrates through the arc-shaped through hole 102 and extends out of the housing 101.

The sliding rack 105 is connected with the lock swing arm 1, the output shaft of the motor 103 is also connected with an output gear 104, and the output gear 104 is meshed with the sliding rack 105.

When unlocking or locking is needed, the motor 103 works, the output gear 104 drives the sliding rack 105 to move, the sliding rack 105 drives the lock swing arm 11 to rotate around the swing arm rotating shaft 12 through the push-pull wire 106, and then the vehicle door is unlocked or locked.

The output gear 104 includes a first gear 1041 and a second gear 1042, the first gear 1041 is mounted on the output shaft of the motor 103 and has a diameter smaller than that of the second gear 1042. The second gear 1042 is engaged with the sliding rack 105, and can reduce the rotating speed output by the motor 103, thereby playing a role in protection.

As shown in fig. 19-20, an embodiment of the present invention provides a vehicle door 400, which includes a vehicle door outer metal plate 401, a vehicle door inner metal plate 402, and a vehicle door lock assembly according to any of the foregoing embodiments.

The door latch 100 and the driving mechanism 200 are respectively installed between the door outer metal plate 401 and the door inner metal plate 402.

For the structure, structure and operation principle of the door lock assembly, please refer to the description of the door lock assembly, which will not be described herein.

The utility model provides a door, when the door is collided, the outer panel beating of door is out of shape the door production acceleration simultaneously, the balancing weight receives inertial force to take place the displacement, and then drive member rotates or removes, drive member drives trigger arm swing or rectilinear movement again, and then stir the poker rod in the tool to lock swing arm, finally drive the tool to lock swing arm and rotate in order to trigger the door tool to lock, make the door tool to lock, thereby the locking door, in order to prevent that the door is automatic to be opened when the collision, secondary damage has been avoided effectively, the security of vehicle driving has been improved.

Preferably, as shown in fig. 19-20, an inner door locking switch 403 is further mounted on the inner door metal plate 402;

the latch swing arm 1 in the door latch 100 is connected to the door inner lock switch 403 by a push-pull wire 300.

The normal unlocking and locking of the vehicle door lock 100 can be controlled by the vehicle door internal locking switch 403, and the trigger arm 3 in the driving mechanism 200 is in the initial position when in a non-collision state, so that the normal actions of the vehicle door internal locking switch 403 and the vehicle door lock 100 are not influenced.

According to the needs, the above technical schemes can be combined to achieve the best technical effect.

What has been described above is merely the principles and preferred embodiments of the present invention. It should be noted that, for those skilled in the art, on the basis of the principle of the present invention, several other modifications can be made, and the protection scope of the present invention should be considered.

Claims

1. A vehicle door lock assembly, characterized by comprising a vehicle door lock (100) having a lock swing arm (1), wherein the lock swing arm (1) has a locked position and an unlocked position and is switchable between the locked position and the unlocked position;

a poke rod (11) is arranged on the lock swing arm (1);

the vehicle door lock assembly further comprises a driving mechanism (200) which can be in contact with the poke rod (11) to drive the lock swing arm (1) to move to the locking position;

the driving mechanism (200) comprises a balancing weight (2), a trigger arm (3) for driving the poke rod (11) to move to the locking position and a transmission component for driving the trigger arm (3) to move or rotate;

the counterweight block (2) is connected to the input end of the transmission member, the trigger arm (3) is connected to the output end of the transmission member, and can be contacted with and separated from the poke rod (11) under the driving of the transmission member.

2. The vehicle door lock assembly according to claim 1, characterized in that the transmission member comprises a first transmission member (4), the first transmission member (4) comprises a first rotating shaft (41) mounted on a first mounting body (40), and a first torsion spring (42) for driving the first rotating shaft (41) to reset is sleeved on the first rotating shaft (41);

the balancing weight (2) and the trigger arm (3) are respectively arranged on the first rotating shaft (41).

3. The vehicle door lock assembly according to claim 2, characterized in that a first sleeve (43) rotatable integrally with the first rotary shaft (41) is provided on the first rotary shaft (41);

the balancing weight (2) and the trigger arm (3) are respectively connected to the first sleeve (43).

4. The vehicle door lock assembly according to claim 1, characterized in that the transmission member comprises a second transmission member (5), the second transmission member (5) comprising a second spindle (51) mounted on a second mounting body (50), a second spindle thread section (511) being provided on the second spindle (51);

a second torsion spring (52) for driving the second rotating shaft (51) to reset is arranged on the second rotating shaft (51);

the balancing weight (2) is connected to the second rotating shaft (51);

a first nut sliding block (31) is arranged on the trigger arm (3), and the first nut sliding block (31) is connected to the second rotating shaft threaded section (511);

the second mounting body (50) is also provided with a first guide groove (53) for guiding the first nut sliding block (31) to move linearly;

the first nut runner (31) is slidably disposed in the first guide groove (53).

5. The vehicle door lock assembly according to claim 1, characterized in that the transmission member comprises a third transmission member (6), the third transmission member (6) comprising a first input shaft (611) and a first output shaft (612) mounted on a third mounting body (60);

the axis of the first input shaft (611) intersects the axis of the first output shaft (612);

a first bevel gear (62) is arranged at one end of the first input shaft (611), and a second bevel gear (63) is arranged at one end of the first output shaft (612);

the first bevel gear (62) and the second bevel gear (63) are meshed;

the balancing weight (2) is installed on the first input shaft (611), and a third torsion spring (64) for driving the first input shaft (611) to reset is arranged on the first input shaft (611);

the first output shaft (612) is provided with a first output shaft threaded section (6121);

a second nut sliding block (32) is arranged on the trigger arm (3), and the second nut sliding block (32) is connected to the first output shaft threaded section (6121);

the third mounting body (60) is also provided with a second guide groove (65) for guiding the second nut slider (32) to move linearly;

the second nut runner (32) is slidably disposed in the second guide groove (65).

6. The vehicle door lock assembly according to claim 1, characterized in that the transmission member comprises a fourth transmission member (7), the fourth transmission member (7) comprising a second input shaft (711) mounted on a fourth mounting body (70) and a second output shaft (712) for oscillating the trigger arm (3);

the axis of the second input shaft (711) intersects the axis of the second output shaft (712);

a third bevel gear (72) is provided at one end of the second input shaft (711), and a fourth bevel gear (73) is provided at one end of the second output shaft (712);

the third bevel gear (72) and the fourth bevel gear (73) are meshed;

the counterweight block (2) is installed on the second input shaft (711), and a fourth torsion spring (74) for driving the second input shaft (711) to reset is arranged on the second input shaft (711);

the trigger arm (3) is mounted on the second output shaft (712).

7. The vehicle door lock assembly according to claim 1, characterized in that the transmission member comprises a fifth transmission member (8), the fifth transmission member (8) comprising a fifth rotation shaft (81) mounted on a fifth mounting body (80);

a fifth torsion spring (82) for driving the fifth rotating shaft (81) to reset is arranged on the fifth rotating shaft (81);

a guide slide rail (83) is further arranged on the fifth installation body (80), and a moving rack (84) for driving the trigger arm (3) to linearly move is arranged in the guide slide rail (83) in a sliding manner;

the moving rack (84) is vertical to the fifth rotating shaft (81);

a fifth rotating shaft gear (85) is arranged on the fifth rotating shaft (81), and the fifth rotating shaft gear (85) is meshed with the moving rack (84);

the trigger arm (3) is mounted on the moving rack (84).

8. The vehicle door lock assembly according to any one of claims 1 to 7, characterized in that the vehicle door lock (100) further comprises a housing (101), a motor (103) disposed within the housing (101), and a sliding rack (105) slidably mounted within the housing (101);

the lock swing arm (1) is arranged in the shell (101) through a swing arm rotating shaft (12);

an arc-shaped through hole (102) is formed in the shell (101), and at least part of the poke rod (11) penetrates through the arc-shaped through hole (102) and extends out of the shell (101);

the sliding rack (105) is connected with the lock swing arm (1), an output gear (104) is further connected to an output shaft of the motor (103), and the output gear (104) is meshed with the sliding rack (105).

9. A vehicle door (400) comprising an outer door sheet metal (401), an inner door sheet metal (402) and the vehicle door latch assembly of any of claims 1-8;

the automobile door lock (100) and the driving mechanism (200) are respectively installed between the outer metal plate (401) of the automobile door and the inner metal plate (402) of the automobile door.

10. The vehicle door according to claim 9, characterized in that a door inner locking switch (403) is further mounted on the door inner sheet metal (402);

in door tool to lock (100) tool to lock swing arm (1) through push-and-pull line (300) with door internal locking switch (403) is connected.