TWI840279B - Electric drive master switch lock - Google Patents

Abstract

An electric driven main switch lock comprises a body and a driving mechanism, wherein a crankshaft and a lock rod which is linked to the crankshaft are pivotally arranged in the body, wherein the driving mechanism comprises a driving wheel and a motor which can drive the driving wheel to pivot, wherein the driving wheel is linked to the crankshaft through a torsion spring. When the lock is displaced between an upper latching position and an unlocked position, the motor drives the drive wheel pivot to rotate, and then the crankshaft pivot is linked to rotate through the torsion spring, causing the lock rod to move. When the lock rod cannot be displaced, the crankshaft and the lock rod remain stationary, and the motor still causes the drive wheel pivot to rotate and torsion the torsion spring.

Description

Electric driven master switch lock

The present invention is a main switch lock, in particular an electric-driven main switch lock that uses electricity to control locking and unlocking. The electric-driven main switch lock allows for use on motorcycles to provide an anti-theft effect.

Locks are often used in situations where anti-theft is required. For example, a main switch lock installed on a vehicle such as a motorcycle, electric scooter, or car can lock a steering mechanism included in the vehicle, making it impossible for the steering mechanism to control the direction of the vehicle, thereby preventing the vehicle from being stolen.

With the advancement of technology, the main switch lock has evolved from a purely mechanical type that uses a metal key to an electrically controlled main switch lock. The electrically controlled main switch lock can use a motor to drive the internal mechanism to control the extension and displacement of a lock rod to achieve the function of locking or unlocking. In order to accurately control the displacement of the lock rod, the main switch lock usually Two detectors are configured to respectively detect the correct position of the lock rod extending to an upper locking position and retracting to an unlocking position. Such a design will make the overall manufacturing cost higher, and the two detectors will also face a higher risk of failure. In addition, the general main switch lock has a certain volume, and there will be a problem that the installation space is insufficient and the electric control main switch lock cannot be installed.

To this end, the present invention provides an electrically driven main switch lock, comprising: a body; a lock rod movably coupled to the body; a crankshaft pivotally coupled to the body, the crankshaft being linked to the lock rod, the crankshaft pivotally coupling the lock rod to move to an upper locking position and an unlocked locking position; a drive mechanism fixedly disposed on the outer side of the body, the drive mechanism comprising a motor and A transmission wheel, the transmission wheel can be driven by the motor to rotate, the crankshaft and the transmission wheel are relatively pivotally coupled, when the lock rod is allowed to move to the upper locking position and the unlocking position, the crankshaft and the transmission wheel rotate together, when the lock rod cannot move, the crankshaft and the lock rod remain stationary, and the transmission wheel is driven by the motor to rotate relative to the crankshaft.

When the locking rod cannot be moved, the motor is still allowed to drive the transmission wheel to rotate, which can reduce the probability of damage to the motor.

In one embodiment, the electric driven main switch lock further comprises: a torsion spring, comprising a first end coupled to the driving wheel and a second end coupled to the crankshaft. When the lock rod is allowed to move to the upper locking position and the unlocked position, the driving wheel pivots with the crankshaft through the torsion spring. When the lock rod is not allowed to move from the upper locking position to the unlocked position or from the unlocked position to the upper locking position, the driving wheel pivots, causing the torsion spring to be twisted and the crankshaft and the locking rod to remain stationary.

The drive wheel is connected to the crankshaft through the torsion spring. When the lock rod connected to the crankshaft cannot move, the motor is still allowed to rotate the vortex rod to engage the drive wheel pivot, ensuring that the motor will not be stuck and damaged when it is powered and rotated.

In the electric driven main switch lock described in one embodiment, the driving mechanism further includes a vortex rod combined with the motor, the driving wheel includes a tooth portion, the distribution angle of the tooth portion in the circumferential direction around a pivot axis of the driving wheel is between 25° and 45°, the tooth portion can be engaged with the vortex rod, and when the lock rod is located between the upper locking position and the unlocking position, the tooth portion The locking rod is necessarily engaged with the vortex rod. When the locking rod is in the upper locking position or the unlocked position, the rotation of the vortex rod in one direction will cause the tooth to disengage from the vortex rod, and the rotation of the vortex rod in the other direction will cause the tooth to engage with the vortex rod. Regardless of whether the locking rod is in the upper locking position or the unlocked position, the torsion spring biases the tooth to keep at least one of the teeth against the vortex rod.

The teeth of the driving wheel are designed to have a distribution angle of 25° to 45° in the circumferential direction around a pivot axis of the driving wheel. Even if the motor drives the turbine to over-rotate, the lock rod can still be ensured to be maintained in the upper locking position (will not exceed or fail to reach the upper locking position), thereby reducing the number of detectors for detecting the lock rod position to one, which further has the benefit of reducing manufacturing costs.

In the electric driven main switch lock described in one embodiment, the driving mechanism further includes a housing fixed on the body, the body includes an axle hole, the crankshaft includes a first connecting end pivoted with the axle hole, the first connecting end includes a connecting groove engaged with the second end of the torsion spring, the housing includes a pivot hole coaxial with the axis of the axle hole, the motor is fixed on the housing, the transmission wheel includes a lower pivot part pivoted with the pivot hole, the lower pivot part includes an engaging groove engaged with the first end of the torsion spring, the lower pivot part is adjacent to the first connecting end of the crankshaft, and the torsion spring is sleeved around the outer periphery of the lower pivot part and the first connecting end.

In the electrically driven main switch lock described in one embodiment, the housing further includes a neck hole and a side wall separated from the neck hole, the axis of the neck hole is coaxial with the axis of the pivot hole, the body includes a bearing surface, a neck and an alignment block protruding from the bearing surface, the axis of the neck is coaxial with the axis of the axis hole, the neck is sleeved with the neck hole, and the side wall is adjacent to the alignment block.

The neck is sleeved with the neck hole and the side wall is adjacent to the alignment block, so that the drive mechanism can be easily combined with the main body at a correct angle, which can effectively reduce the assembly time.

In an embodiment of the electrically driven main switch lock, the driving mechanism further comprises a housing, the housing comprises a combination slot formed on the side, the motor is fixed in the housing, the motor comprises two electrodes facing the combination slot, the driving mechanism further comprises a coupling sleeve detachably coupled to the combination slot, the coupling sleeve is coupled to two conductive sheets, when the coupling sleeve is coupled to the combination slot, one end of each of the two conductive sheets is electrically connected to the two electrodes, and the other end of each of the two conductive sheets is suitable for being electrically connected to an external power supply terminal.

The coupling sleeve is designed to be detachably connected to each of the conductive sheets and the housing, so that each of the conductive sheets can be directly electrically connected to the two electrodes of the motor, eliminating the process of welding wires, making the manufacturing and assembly of the main switch lock of the present invention more convenient and time-saving, and also reducing the manufacturing cost.

In the electrically driven main switch lock described in one embodiment, the coupling sleeve further includes a combination end and an outer end away from the combination end, the coupling sleeve also includes a coupling hole extending from the outer end toward the combination end but separated from the combination end, the coupling sleeve further includes two engaging grooves extending from the bottom surface of the coupling hole to an end surface included in the combination end, each of the conductive sheets is engaged with each of the engaging grooves, one end of each of the conductive sheets is located on the outer side of the coupling sleeve, and the other end of each of the conductive sheets is located in the coupling hole.

In an embodiment, the electric driven main switch lock described, wherein the body includes a bearing surface located at a higher position of the body, the driving mechanism includes a seat, the seat includes an upper end surface and a lower end surface away from the upper end surface, the seat further includes a peripheral wall extending from the upper end surface to the lower end surface and a groove extending from the upper end surface but separated from the lower end surface, the groove is located on the inner side of the peripheral wall, the seat is combined with the body and the lower end surface is against the bearing surface, the driving mechanism also includes a shell covering the outer side of the seat, the motor is accommodated in the groove and is located between the seat and the shell.

The drive mechanism is mounted on the bearing surface of the body, and is located at a higher position relative to the body. The housing of the housing covers the outer periphery of the peripheral wall of the housing, so that water is not easy to invade into the groove, which can effectively reduce the probability of the motor being damaged by contact with water.

The present invention will be more clearly understood with the detailed description of the illustrative embodiments of the present invention illustrated with accompanying drawings.

10: Main switch lock

20: Body

21: Part 1

22: Loading surface

23: Alignment block

24: Bottom

26: Neck

28: Room

30: Axle hole

32: Perforation

34: Locking lever

36: Connectors

38: Pushing slot

40: Detector

42: Crankshaft

43: First connection end

43A: Connection slot

44: Second connection terminal

46: Eccentric section

48: Part 2

50: Driving mechanism

52: Shell

54: Seat

56: Upper end surface

58: Lower end surface

60: Groove

62: hinge

63: Neck hole

64: Drive wheel

66: Upper Cardinal

68: Lower Front

70: Teeth

72: Motor

73: Embedded groove

74: Electrode

76: Vortex

78: Shell

80: Combination slot

81: Side wall

82: Connector sleeve

84: Combination end

85: Outer end

86:Connection hole

88: snap-in slot

90: Pad

92: Conductive sheet

93: Torsion spring

94: First end

96: Second end

The first picture is a 3D exploded view of the main switch lock.

The second picture is a three-dimensional assembly picture of the main switch lock.

Figure 3 is a cross-sectional view taken along line 3-3 of Figure 2.

Figure 4 is a cross-sectional view taken along line 4-4 of Figure 2.

Figure 5 is a cross-sectional view taken along line 5-5 of Figure 4.

Figure 6 is a cross-sectional view taken along line 6-6 of Figure 3.

Figure 7 is a state diagram of the lock lever shifting to the upper lock position.

Figure 8 is a cross-sectional view taken along line 8-8 of Figure 7.

Figure 9 is a cross-sectional view taken along line 9-9 in Figure 8.

Figure 10 is a diagram showing the state where the lock rod is stuck and cannot move to the upper lock position and the motor drives the vortex rod to rotate in the first direction, causing the torsion spring to be twisted.

All drawings are for the purpose of explaining basic teachings only. The number, position, relationship, and extension of the dimensions of the components constituting the illustrative embodiments will be described in the drawings or will be within the skill of the industry after reading and understanding the following description. In addition, after reading and understanding the following description, the exact dimensions and dimensional ratios to match specific force, weight, strength, and similar requirements are also within the skill of the industry.

The same or similar elements are indicated by the same reference numerals in different drawings; please also understand that the terms such as "top", "bottom", "first", "second", "forward", "backward", "reverse", "front", "back", "height", "width", "length", "end", "side", "horizontal", "vertical", etc. and similar terms are only used to facilitate the viewer to refer to the structure in the drawings and are only used to help describe the embodiments.

The present invention relates to a main switch lock, which is suitable for being installed on vehicles such as motorcycles, electric scooters, cars, etc., and is used to lock the steering mechanism. Referring to FIGS. 1 to 6, the main switch lock 10 includes a body 20, the body 20 includes a first part 21 and a second part 48 combined with the first part 21, the first part 21 includes a bearing surface 22 and a bottom surface 24 separated from the bearing surface 22, the bearing surface 22 is located at a higher position of the first part 21, and the first part 21 further includes a bottom surface 24 extending from the bottom surface 24 toward the bearing surface 22 but separated from the bearing surface 22. A chamber 28, the first part 21 further includes a neck 26 protruding from the bearing surface 22 and one or two alignment blocks 23, the two alignment blocks 23 are separated from the neck 26, the bearing surface 22 is located between the neck 26 and the bottom surface 24 along an axis included in the neck 26, and an axial hole 30 connected to the chamber 28 is provided in the neck 26, and the first part 21 also includes a through hole 32 extending from a side surface to the chamber 28.

The second part 48 is fixedly disposed in the chamber 28 and close to the bottom surface 24. A detector 40 is fixedly disposed in the chamber 28 and between the first part 21 and the second part 48.

The through hole 32 of the first part 21 is movably combined with a lock rod 34, and a connecting piece 36 is movably provided in the chamber 28 and abuts against an upper surface included in the second part 48. The connecting piece 36 includes an inclined push groove 38, and the connecting piece 36 is combined with the lock rod 34 and moves together.

A crankshaft 42 is further pivotally arranged in the chamber 28. The crankshaft 42 includes a first connection end 43 and a second connection end 44 far from the first connection end 43. The first connection end 43 and the second connection end 44 are coaxial. The first connection end 43 also includes a connection groove 43A. The crankshaft 42 further includes an eccentric section 46 extending between the first connection end 43 and the second connection end 44. The eccentric section 46 is separated from the axis of the first connection end 43 and the second connection end 44. The first connection end 43 of the crankshaft 42 is pivotally connected to the shaft hole 30 of the first part 21, and the second connection end 44 is pivotally connected to the second part 48. Therefore, when the crankshaft 42 pivots, the eccentric section 46 pushes the push groove 38 to displace the connecting member 36, and the connecting member 36 further drives the locking rod 34 to displace to an unlocked position (as shown in Figures 2, 4, and 5) and an upper locked position (as shown in Figures 7 to 9).

The main switch lock 10 further includes a drive mechanism 50 fixedly mounted on the body 20 and capable of pivoting with the crankshaft 42. The drive mechanism 50 includes a housing 52. The housing 52 includes a seat 54 and a housing 78 coupled to the outer side of the seat 54 in a covering manner. The seat 54 includes an upper end face 56 and a lower end face 58 away from the upper end face 56. The seat 54 also includes a peripheral wall 54A extending from the upper end face 56 to the lower end face 58. The seat 54 further includes a housing 54A extending from the upper end face 56 to the lower end face 58. It includes a groove 60 extending from the upper end surface 56, and the groove 60 is located on the inner side of the surrounding wall 54A. The base body 54 also includes a neck hole 63 extending from the lower end surface 58 to the upper end surface 56 but separated from the upper end surface 56. The base body 54 also includes a pivot hole 62 extending from the upper end surface 56 to the lower end surface 58 but separated from the lower end surface 58. An axis of the pivot hole 62 is coaxial with an axis of the neck hole 63, and the neck hole 63 is connected to the pivot hole 62. The housing 52 further includes a combination groove 80, which is connected to the groove 60. The combination groove 80 is distributed on the housing 78 and the seat 54. Therefore, it can be understood that when the housing 78 covers the seat 54, the combination groove 80 is complete.

The lower end surface 58 of the seat 54 is in contact with the bearing surface 22 of the body 20, and the neck hole 63 is sleeved with the neck 26, so that the axis of the pivot hole 62 and the axis hole 30 remain coaxial. In addition, the shell 78 covers the outer side of the seat 54, and the side wall 81 included in the shell 78 is in contact with the alignment block 23 of the body 20, so that the position and angle of the shell 52 relative to the body 20 can be easily aligned.

A motor 72 is fixed in the groove 60. The motor 72 includes a rotor that is rotatably coupled to a vortex 76, so that when the motor 72 is powered, the vortex 76 can rotate in a first direction and a second direction.

The pivot hole 62 of the seat body 54 is pivotally connected to a driving wheel 64, and the driving wheel 64 includes an upper pivot 66 and a lower pivot 68. The lower pivot 68 includes an embedding groove 73 extending from an end surface of the lower pivot 68. The driving wheel 64 further includes a tooth portion 70 formed on the outer peripheral surface, and the tooth portion 70 is located between the upper pivot 66 and the lower pivot 68. Between the lower pivots 68, the distribution angle of the teeth 70 around a pivot axis of the drive wheel 64 in the circumferential direction is between 25° and 45° (approximately 3 to 7 teeth). Referring to the embodiments shown in Figures 1 and 5, the distribution angle of the teeth 70 around the pivot axis of the drive wheel 64 in the circumferential direction is 35°, and the teeth 70 has a total of four teeth.

The driving wheel 64 is accommodated in the housing 52, the lower pivot 68 is pivoted with the pivot hole 62, and the upper pivot 66 is pivoted with the housing 78 (as shown in FIG. 4), so that the driving wheel 64 is allowed to pivot with an axis included in the pivot hole 62 as the rotation axis. In addition, one of the two outer teeth of the tooth portion 70 of the driving wheel 64 abuts against the vortex rod 76 (as shown in FIG. 5).

The driving wheel 64 is connected to the crankshaft 42 via a torsion spring 93 , and the torsion spring 93 includes a first end 94 and a second end 96 away from the first end 94 . The torsion spring 93 is sleeved around the lower pivot 68 and the outer periphery of the first connecting end 43, the first end 94 is engaged with the embedding groove 73, and the second end 96 is engaged with the connecting groove 43A. The torsion spring 93 can be preloaded but not limited to be slightly twisted, for example, the preload causes the first end 94 to be twisted 10° relative to the second end 96, so that the torsion spring 93 biases one of the two outer sides of the tooth portion 70 of the drive wheel 64 against the vortex rod 76, so that when the motor 72 drives the vortex rod 76 to rotate, the vortex rod 76 can surely engage the tooth portion 70 to make the drive wheel 64 pivot.

The driving mechanism 50 further includes a coupling sleeve 82, a pad 90 and two conductive sheets 92 made of conductive material. The coupling sleeve 82 includes an outer end 85 and a combination end 84 away from the outer end 85. The coupling sleeve 82 further includes a coupling hole 86 extending from the end surface of the outer end 85 to the combination end 84 but separated from the combination end 84. The coupling sleeve 82 also includes two engaging grooves 88 extending from the coupling hole 86 to an end surface of the combination end 84. The combination end 84 of the coupling sleeve 82 is engaged with the combination groove 80 of the housing 52, and the two engaging grooves 88 are respectively aligned with the two electrodes 74 of the motor 72.

The gasket 90 can be made of, but is not limited to, rubber, silicone, or other materials. The gasket 90 is fixed in the docking hole 86 and is adjacent to the two snap-fit grooves 88. The two conductive sheets 92 are respectively engaged with the two snap-fit grooves 88. One end of the two conductive sheets 92 is located on the outer side of the docking sleeve 82 and is electrically connected to the two electrodes 74 of the motor 72. The other end of the two conductive sheets 92 is located in the docking hole 86 and on the outer side of the gasket 90. In this way, the coupling sleeve 82 allows an external power supply connector to be connected to the two conductive plates 92. For example, the coupling sleeve 82 can be electrically connected to the motorcycle's onboard computer but is not limited to it, so that the motor 72 can be controlled by the motorcycle's onboard computer.

In order to help better understand the technical features of the present invention, the operation of the main switch lock 10 of the present invention will be described below by way of example. Assuming that the main switch lock 10 is installed on a motorcycle, as shown in FIGS. 4 to 6, the lock lever 34 is located in the unlocked position and is separated from a steering mechanism included in the motorcycle, so that the steering mechanism of the motorcycle can be operated to control the direction of travel of the motorcycle. In addition, when the lock lever 34 is located in the unlocked position, the eccentric section 46 of the crankshaft 42 contacts the detector 40, so that the driving computer of the motorcycle can determine that the lock lever 34 is located in the unlocked position.

Assuming that the motorcycle is parked, when a lock hole included in the steering mechanism of the motorcycle is aligned with the lock rod 34, for example, when the steering mechanism of the motorcycle is turned to the left, the lock hole of the steering mechanism will be aligned with the lock rod 34, so that the lock rod 34 is allowed to move from the unlocked position to the locked position. Further, the driving computer of the motorcycle controls the axis of the motor 72 to rotate in a first direction, and the vortex 76 will engage the tooth 70 to cause the drive wheel 64 to pivot. The drive wheel 64 is connected to the torsion spring 93. The crankshaft 42 is driven to pivot, and the eccentric section 46 presses against the push groove 38, so that the connecting piece 36 drives the lock rod 34 to move from the unlocked position (as shown in Figures 4 to 6) to the locked position, as shown in Figures 7 to 9. In this way, the lock rod 34 will be engaged with the lock hole of the steering mechanism of the motorcycle (as shown in Figure 7), so that the steering mechanism of the motorcycle cannot pivot, and further the motorcycle cannot change the direction of travel (the motorcycle can only circle in place), thereby providing the motorcycle with an anti-theft locking function.

It is worth mentioning that when the lock rod 34 is in the upper locking position, the eccentric section 46 is separated from the detector 40, so that the driving computer of the motorcycle can determine that the lock rod 34 is not in the upper locking position.

It is worth mentioning that whether the lock rod 34 is actually in the upper locking position does not need to rely on another detector to detect the position. In detail, the tooth portion 70 of the drive wheel 64 is designed to have a distribution angle of 25° to 45° in the circumferential direction around a pivot axis of the drive wheel 64. Such a distribution angle is adapted to the distance required to push the lock rod 34 from the unlocking position to the upper locking position, and the vortex rod 76 can engage the angle of the pivot of the drive wheel 64. The degree is also limited. In the embodiment shown in the drawings of the present invention, the tooth portion 70 is designed to have a distribution angle of 32° in the circumferential direction around a pivot axis of the drive wheel 64. The vortex rod 76 can engage the tooth portion 70 to make the drive wheel 64 pivot about 82° with the axis of the pivot hole 62 as the rotation axis (see Figures 5 and 7). The pivot angle (82°) of the drive wheel 64 can support the displacement of the lock rod 34 between the unlocking position and the upper locking position.

Therefore, it can be understood that in this case, the motor 72 is allowed to drive the turbine 76 to actually rotate more than the number of revolutions required to push the locking rod 34 from the unlocked position to the upper locked position. For example, the turbine 76 actually rotates 6 revolutions, and the drive wheel 64 pivots about 82° with the axis of the pivot hole 62 as the rotation axis. The actual number of revolutions required for the turbine 76 to rotate is only 5 revolutions. After the turbine 76 rotates 5 revolutions, the drive wheel 64 has pivoted 82°. When the turbine 76 rotates to the 6th revolution, the drive wheel 64 still maintains the pivot of 82°.

The principle is that when the actual number of revolutions of the vortex rod 76 is greater than the number of revolutions required to drive the lock rod 34 from the unlocked position to the locked position (hereinafter referred to as motor 72 over-rotation), the tooth 70 will disengage from the vortex rod 76. Therefore, after the lock rod 34 is in the locked position, even if the vortex rod 76 continues to rotate in the first direction, the transmission wheel 64 will be slightly rotated along the spiral line of the vortex rod 76. The vortex 76 cannot continue to engage the drive wheel 64 to pivot (the reciprocating angle corresponds to one pitch of the helix of the vortex 76), and the motor 72 will not cause the drive wheel 64 to pivot even if it overrotates, so the motor 72 will not be stuck by the drive wheel 64 even if it overrotates. Therefore, the overrotation of the motor 72 can be used to ensure that the lock rod 34 can be moved to the upper locking position.

As described above, the motor 72 drives the vortex rod 76 to rotate in the first direction, which drives the lock rod 34 to move from the unlocked position to the upper locked position. Therefore, when the motor 72 drives the vortex rod 76 to rotate in a second direction opposite to the first direction, the vortex rod 76 engages the gear 70 to make the transmission wheel 64 drive the torsion spring 93 to pivot in the opposite direction, and the torsion spring 93 drives the crankshaft 42 to pivot in the opposite direction, so that the joint 36 pulls the lock rod 34 to move from the upper locked position to the unlocked position.

As shown in FIG. 6 , when the locking rod 34 is in the unlocked position, the eccentric section 46 of the crankshaft 42 triggers the detector 40, and further the motor 72 stops rotating, so that the locking rod 34 can be ensured to be in the unlocked position.

Referring to FIG. 10 , the main switch lock 10 of the present invention will not cause damage to the motor 72 or other components when an incorrect operation occurs. Specifically, when the lock rod 34 moves from the unlocked position to the locked position and the lock hole of the steering mechanism of the motorcycle is not aligned with the lock rod 34, the lock rod 34 is blocked by the steering mechanism and cannot move to the locked position. In this way, the lock rod 34, the joint 36, the crankshaft 42 and the second end 96 of the torsion spring 93 remain stationary, but the motor 72 still moves. The vortex rod 76 is driven to rotate in the first direction and engage the drive wheel 64 to pivot, so that the drive wheel 64 will twist the first end 94 of the torsion spring 93 (the second end 96 remains stationary). It can be seen that even if the lock rod 34, the joint 36, the crankshaft 42 and the second end 96 of the torsion spring 93 cannot move or pivot, the motor 72 can still drive the vortex rod 76 to engage the drive wheel 64 and the first end 94 of the torsion spring 93, so that the motor 72 will not be damaged due to being stuck and unable to rotate.

It is worth mentioning that in the state shown in FIG. 10, the torsion spring 93 accumulates more elastic force because the first end 94 is twisted alone. In this way, under the premise that the motor 72 does not drive the vortex rod 76 to rotate and the transmission wheel 64 remains stationary, if the steering mechanism of the motorcycle pivots until the lock hole and the lock rod 34 are aligned, the second end 96 of the torsion spring 93 will push the crankshaft 42 to pivot, so that the lock rod 34 is pushed to the upper locking position by the elastic force of the torsion spring 93.

Furthermore, it can be understood that when the lock rod 34 is in the upper locking position and is stuck and cannot move to the unlocking position, if the motor 72 drives the vortex rod 76 to pivot in the second direction and engages the drive wheel 64 to pivot in the opposite direction, only the first end 94 of the torsion spring 93 and the drive wheel 64 will pivot, and the lock rod 34, the joint 36, the crankshaft 42 and the second end 96 will remain stationary. When the problem of the lock rod 34 being stuck in the upper locking position is eliminated, the elastic force of the torsion spring 93 will push the crankshaft 42 to link the joint 36 and the lock rod 34 to move to the unlocking position.

It can be seen that the drive wheel 64 of the present invention is linked to the crankshaft 42 through the torsion spring 93. When the lock rod 34 linked to the crankshaft 42 cannot move, the motor 72 is still allowed to rotate the vortex rod 76 to engage the drive wheel 64 for pivoting, ensuring that the motor 72 will not be stuck and damaged when it is powered and rotated.

The tooth portion 70 of the driving wheel 64 is designed to have a distribution angle of 25° to 45° in the circumferential direction around a pivot axis of the driving wheel 64. Even if the motor 72 drives the vortex 76 to over-rotate, the locking rod 34 can still be ensured to be maintained in the upper locking position (will not exceed or fail to reach the upper locking position), thereby reducing the number of detectors for detecting the position of the locking rod 34 to one, which further has the advantage of reducing manufacturing costs.

The connecting sleeve 82 cooperates with the design of detachably combining each of the conductive sheets 92 and the housing 52, so that each of the conductive sheets 92 can be directly electrically connected to the two electrodes 74 of the motor 72, eliminating the process of welding wires, making the manufacturing and assembly of the main switch lock 10 of the present invention more convenient and time-saving, and also reducing the manufacturing cost.

The neck 26 is sleeved with the neck hole 63 and the side wall 81 is adjacent to the alignment block 23, so that the drive mechanism 50 can be easily combined with the main body 20 at a correct angle, which can effectively reduce the assembly time.

The driving mechanism 50 is mounted on the bearing surface 22 of the body 20, and is located at a higher position relative to the body 20. The housing 78 of the housing 52 covers the outer periphery of the peripheral wall 54A of the seat 54, so that water is not easy to invade the groove 60, which can effectively reduce the probability of the motor 72 being damaged by contact with water.

Since the invention disclosed in the specification can be implemented in other specific forms without departing from the spirit or general features of the invention, and some of these specific forms have been pointed out, the embodiments disclosed in the specification should be regarded as illustrative rather than restrictive. The scope of the invention is defined by the scope of the attached patent application, not by the above description, and all changes that fall within the equivalent meaning and scope of the patent application will still be included in its scope.

10: Main switch lock

20: Body

21: Part 1

22: Loading surface

23: Alignment block

24: Bottom

26: Neck

28: Room

30: Axle hole

32: Perforation

34: Locking lever

36: Connectors

38: Pushing slot

40: Detector

42: Crankshaft

43: First connection end

43A: Connection slot

44: Second connection terminal

46: Eccentric section

48: Part 2

50: Driving mechanism

52: Shell

54: Seat

56: Upper end surface

58: Lower end surface

60: Groove

62: hinge

63: Neck hole

64: Drive wheel

66: Upper Cardinal

68: Lower Front

70: Teeth

72: Motor

73: Embedded groove

74: Electrode

76: Vortex

78: Shell

80: Combination slot

81: Side wall

82: Connector sleeve

84: Combination end

85: Outer end

86:Connection hole

88: snap-in slot

90: Pad

92: Conductive sheet

93: Torsion spring

94: First end

96: Second end

Claims (8)

An electrically driven main switch lock comprises: a body; a lock rod movably coupled to the body; a crankshaft pivotally coupled to the body, the crankshaft being linked to the lock rod, the crankshaft pivotally coupling the lock rod to move to an upper locking position and an unlocked locking position; a drive mechanism fixedly disposed on the outer side of the body, the drive mechanism comprising a motor and a transmission The drive wheel can be driven by the motor to rotate pivotally. The crankshaft and the drive wheel are combined to rotate relative to each other. When the lock rod is allowed to move to the upper locking position and the unlocking position, the crankshaft and the drive wheel rotate together. When the lock rod cannot move, the crankshaft and the lock rod remain stationary, and the drive wheel is driven by the motor to rotate relative to the crankshaft. The electric driven main switch lock as described in item 1 of the patent application further comprises: a torsion spring, comprising a first end coupled to the driving wheel and a second end coupled to the crankshaft, when the lock rod is allowed to move to the upper locking position and the unlocked position, the driving wheel is pivoted together with the crankshaft through the torsion spring, and when the lock rod is not allowed to move from the upper locking position to the unlocked position or is not allowed to move from the unlocked position to the upper locking position, the driving wheel pivots, causing the torsion spring to be twisted and the crankshaft and the locking rod to remain stationary. As described in the second item of the patent application, the driving mechanism further includes a vortex coupled to the motor, the drive wheel includes a tooth, the distribution angle of the tooth around a pivot axis of the drive wheel in the circumferential direction is between 25° and 45°, the tooth can be engaged with the vortex, when the lock rod is between the upper locking position and the unlocking position, The teeth must be engaged with the vortex rod. When the lock rod is in the upper locking position or the unlocked position, the rotation of the vortex rod in one direction will cause the teeth to disengage from the vortex rod, and the rotation of the vortex rod in the other direction will cause the teeth to engage with the vortex rod. Regardless of whether the lock rod is in the upper locking position or the unlocked position, the torsion spring biases the teeth to keep at least one of the teeth against the vortex rod. As described in item 2 or 3 of the patent application, the driving mechanism further includes a housing fixed on the body, the body includes an axle hole, the crankshaft includes a first connection end pivoted with the axle hole, the first connection end includes a connection groove engaged with the second end of the torsion spring, the housing includes a pivot hole coaxial with the axis of the axle hole, the motor is fixed on the housing, the transmission wheel includes a lower pivot part pivoted with the pivot hole, the lower pivot part includes an engagement groove engaged with the first end of the torsion spring, the lower pivot part is adjacent to the first connection end of the crankshaft, and the torsion spring is sleeved around the outer periphery of the lower pivot part and the first connection end. As described in item 4 of the patent application, the housing further includes a neck hole and a side wall separated from the neck hole, the axis of the neck hole is coaxial with the axis of the pivot hole, the body includes a bearing surface, a neck and an alignment block protruding from the bearing surface, the axis of the neck is coaxial with the axis of the axis hole, the neck is sleeved with the neck hole, and the side wall is adjacent to the alignment block. As described in the first item of the patent application, the driving mechanism further includes a housing, the housing includes a combination slot formed on the side, the motor is fixed in the housing, the motor includes two electrodes facing the combination slot, the driving mechanism further includes a connecting sleeve detachably combined with the combination slot, the connecting sleeve is combined with two conductive sheets, when the connecting sleeve is combined with the combination slot, one end of each of the two conductive sheets is electrically connected to the two electrodes, and the other end of each of the two conductive sheets is suitable for being electrically connected to an external power supply terminal. As described in the electric driven main switch lock of item 6 of the patent application, the coupling sleeve further includes a combination end and an outer end away from the combination end, the coupling sleeve also includes a coupling hole extending from the outer end toward the combination end but separated from the combination end, the coupling sleeve further includes two engaging grooves extending from the bottom surface of the coupling hole to an end surface included in the combination end, each of the conductive sheets is engaged with each of the engaging grooves, one end of each of the conductive sheets is located on the outer side of the coupling sleeve, and the other end of each of the conductive sheets is located in the coupling hole. As described in the first item of the patent application, the electric driven main switch lock, wherein the body includes a bearing surface located at a higher position of the body, the driving mechanism includes a seat, the seat includes an upper end face and a lower end face away from the upper end face, the seat further includes a peripheral wall extending from the upper end face to the lower end face and a groove extending from the upper end face but separated from the lower end face, the groove is located on the inner side of the peripheral wall, the seat is combined with the body and the lower end face abuts against the bearing surface, the driving mechanism also includes a shell covering the outer side of the seat, the motor is accommodated in the groove and is located between the seat and the shell.

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