Door locking anti-unhooking mechanism, door and railway refrigerator car

Abstract

The application discloses a door locking and anti-disengagement mechanism, a door and a railway refrigerator car, and belongs to the technical field of railway vehicles. The door locking and anti-disengagement mechanism is connected between a door frame and a door body. The door locking and anti-disengagement mechanism comprises a first locking seat arranged on the door frame, a first locking cam pivotally connected to the door body, a connecting rod movably arranged on the door body and connected to the first locking cam, an anti-disengagement pin seat arranged on the door frame, an anti-disengagement pin connected to the connecting rod, and a driving mechanism connected to the connecting rod to drive the connecting rod to move, thereby driving the first locking cam to pivotally embed or disengage the first locking seat and synchronously driving the anti-disengagement pin to embed or disengage the anti-disengagement pin seat. The door locking and anti-disengagement mechanism, the door and the railway refrigerator car can reliably limit the door from disengaging from the door frame and reduce the risk of disengagement accidents.

Description

Technical Field

[0001] This application belongs to the field of railway vehicle technology, and in particular relates to a door locking and anti-derailment mechanism, a door, and a railway insulated car. Background Technology

[0002] To maintain the stability of thermal insulation performance, railway insulated vehicles have high requirements for the sealing and thermal insulation of the doors. Sliding embedded doors are usually used, which press the door body tightly against the door frame. The sealing and thermal insulation performance of the door area is maintained by the compression deformation of the sealing strip between the door and the door frame.

[0003] Because the door needs to be opened and closed frequently, a stable and reliable locking structure is required between the door and the door frame to ensure the reliability of both the opening and locking functions. Typically, a locking cam is installed on a locking rod rotatably mounted on the door, and a locking seat that cooperates with the locking cam is installed on the door frame. When the door is inserted into the door frame, the locking rod is driven to rotate, causing the locking cam to engage with the locking seat, thus locking the door to the door frame. The locking rods can be symmetrically arranged on both sides of the door, with each locking rod having a locking cam in its upper and lower sections. By driving the locking rods to rotate, multiple locking cams can be simultaneously locked, which is convenient and quick.

[0004] However, as the usage time increases, the locking cams may become unreliable in locking into place, or their timing may be inconsistent. This can result in some locking cams being engaged with the locking base while others are not yet in place, causing one or more parts of the door to fail to lock onto the door frame. This can easily lead to the door coming loose, posing a high safety risk. Summary of the Invention

[0005] This application provides a door locking anti-detachment mechanism, a door, and a railway insulated car, aiming to at least partially solve the technical problem of easy detachment and high safety risks posed by sliding embedded doors in railway vehicles. Therefore,

[0006] A first aspect of this application provides a door locking and anti-derailment mechanism, connected between a door frame and a door body; comprising:

[0007] A first locking seat is provided on the door frame;

[0008] A first locking cam is rotatably connected to the door body;

[0009] A connecting rod is movably mounted on the door body and connected to the first locking cam;

[0010] An anti-detachment pin seat is installed on the door frame;

[0011] Anti-detachment pin, connected to the connecting rod;

[0012] A drive mechanism is connected to the connecting rod to drive the connecting rod to move, thereby causing the first locking cam to deflect and engage or disengage from the first locking seat, and simultaneously causing the anti-disengagement pin to engage or disengage from the anti-disengagement pin seat.

[0013] In some embodiments, the anti-detachment pin further includes:

[0014] Selling body;

[0015] A transmission lever is rotatably mounted on the door body, with its first end movably connected to the connecting rod and its second end connected to the pin. When the connecting rod moves, the transmission lever is pushed and pulled to deflect, thereby causing the pin to engage or disengage from the anti-disengagement pin seat.

[0016] In some embodiments, the pin is movably disposed on the door body, and the second end of the transmission lever is movably connected to the pin.

[0017] In some embodiments, the transmission lever includes:

[0018] A first rod is rotatably mounted on the door body, and the first end of the first rod is movably connected to the connecting rod.

[0019] The second rod is rotatably mounted on the door body, and the first end of the second rod is movably connected to the second end of the first rod, and the second end of the second rod is movably connected to the pin.

[0020] In some embodiments, the first end of the first rod is pivotally connected to the connecting rod, the second end of the first rod has a first waist-shaped hole, the second end of the second rod has a second waist-shaped hole, and the first rod is pivotally connected to the second rod through the first waist-shaped hole, and the second rod is pivotally connected to the pin through the second waist-shaped hole.

[0021] In some embodiments, the door locking anti-derailment mechanism further includes:

[0022] A guide limit seat is provided on the door body, and the pin is slidably provided in the guide limit seat.

[0023] In some embodiments, the anti-detachment pin further includes:

[0024] An adapter link is provided, the two ends of which are movably connected to the connecting rod and the transmission lever, respectively.

[0025] In some embodiments, the adapter link is pivotally connected to the link, and the deflection direction of the adapter link is towards or away from the door body.

[0026] In some embodiments, the first locking seat includes:

[0027] The base is mounted on the door frame;

[0028] A locking pin is attached to the seat body to engage and limit the first locking cam.

[0029] In some embodiments, the drive mechanism includes:

[0030] The base is installed on the door body;

[0031] The spindle is rotatably connected to the base;

[0032] A slider is slidably disposed on the base along the axial direction of the mandrel, and the slider is sleeved on the mandrel and screwed to the mandrel;

[0033] A drive lever is rotatably connected to the door body, and the two ends of the drive lever are respectively connected to the slider and the connecting rod.

[0034] In some embodiments, the drive mechanism further includes:

[0035] A lever support is provided on the door body, and the drive lever is rotatably connected to the lever support.

[0036] In some embodiments, the door locking anti-disengagement mechanism further includes: a support base, a locking rod, a second locking cam, and a second locking seat;

[0037] The support base is disposed on the door body, and the locking rod is rotatably connected to the support base;

[0038] The first locking cam and the second locking cam are connected to the locking rod, and the second locking seat is disposed on the door frame. During the process of the drive mechanism driving the connecting rod to push and pull the first locking cam to deflect into or out of the first locking seat, the locking rod is simultaneously driven to rotate so as to simultaneously drive the second locking cam to engage or disengage from the second locking seat.

[0039] In some embodiments, there are multiple support seats, and the locking rod is rotatably embedded in the multiple support seats.

[0040] A second aspect of this application also provides a vehicle door, including: a door body, a door frame, and the aforementioned vehicle door locking and anti-detachment mechanism.

[0041] A third aspect of the embodiments of this application also provides a railway refrigerated car, including the aforementioned car door.

[0042] The embodiments of this application have at least the following beneficial effects:

[0043] The door locking anti-detachment mechanism, door, and railway insulated car provided in this application embodiment have a first locking seat on the door frame and a deflectable first locking cam on the door body. The first locking cam is connected to a drive mechanism via a connecting rod, so that the drive mechanism can drive the connecting rod to push and pull the first locking cam to deflect into or disengage from the first locking seat, thereby achieving door clamping and release. On the other hand, an anti-detachment pin seat and an anti-detachment pin are respectively provided on the door frame and the door body, and the anti-detachment pin is connected to the connecting rod. When the connecting rod pushes and pulls the first locking cam, it also pushes and pulls the anti-detachment pin simultaneously. So that when the first locking cam is inserted into the first locking seat to clamp the door body, the anti-detachment pin is directly and simply inserted into the anti-detachment pin seat, forming a second connection structure. Thus, even if the first locking cam is not deflected into place, the anti-detachment pin can still prevent the door body from detaching from the door frame, thereby achieving door detachment protection. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This paper shows a schematic diagram of the locked state structure of the door locking anti-disengagement mechanism in an embodiment of this application;

[0046] Figure 2 It shows Figure 1 A schematic diagram of the cooperation structure between the anti-detachment pin and the anti-detachment pin seat of the door locking anti-detachment mechanism in the vehicle;

[0047] Figure 3 It shows Figure 1 A partial enlarged view of the door locking and anti-derailment mechanism in the vehicle (I);

[0048] Figure 4 It shows Figure 3 AA section view;

[0049] Figure 5 It shows Figure 1 A schematic diagram of the door locking and anti-disengagement mechanism in the car, showing its lock-up state.

[0050] Figure 6 It shows Figure 5 A schematic diagram of the cooperation structure between the anti-detachment pin and the anti-detachment pin seat of the door locking anti-detachment mechanism in the vehicle;

[0051] Figure 7 It shows Figure 1 A schematic diagram of the drive mechanism of the door locking and anti-detachment mechanism in the car.

[0052] Figure label:

[0053] 21-Door body, 22-Door frame;

[0054] 110-First locking seat, 111-Seat body, 112-Locking pin, 120-First locking cam, 130-Support seat, 140-Locking rod, 150-Second locking seat, 160-Second locking cam;

[0055] 200-link;

[0056] 300-Anti-detachment pin, 310-Anti-detachment pin seat, 320-Pin body, 330-Transmission lever, 331-First rod body, 331a-First oblong hole, 332-Second rod body, 332a-Second oblong hole, 340-Guide limit seat, 350-Adaptive connecting rod;

[0057] 400-Drive mechanism, 410-Mandrel, 420-Slider, 430-Base, 440-Drive lever, 450-Handle, 460-Lever support. Detailed Implementation

[0058] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0059] Furthermore, reference numerals and / or reference letters may be repeated in different examples in this application. Such repetition is for simplification and clarity purposes and does not in itself indicate a relationship between the various embodiments and / or settings discussed. In addition, this application provides examples of various specific processes and materials; however, those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0060] This application is described below with reference to the accompanying drawings and specific embodiments:

[0061] Sliding recessed doors are typically installed on railway refrigerated cars. These doors mainly consist of a door frame and a slide rail mounted on the car body, along with the door body connected to the slide rail. When the door body slides to the alignment with the door frame, it can be pushed into the frame along a direction perpendicular to the door body surface to close the door. A locking mechanism is also installed between the door body and the door frame to press the door body firmly against the frame, thus locking the door. Usually, a locking assembly consisting of multiple sets of locking seats and cooperating locking cams is installed on the door frame and door body. Driven by a drive mechanism, multiple areas of the door body are locked. However, due to assembly errors, environmental corrosion, and other factors, the locking assembly may not achieve the set locking range, leading to situations where the locking cams easily detach from the locking seats or even fail to engage, thus affecting the door's sealing effect and increasing the risk of the door body detaching from the door frame.

[0062] Therefore, this application provides a door locking anti-detachment mechanism, a door, and a railway insulated car, aiming to at least partially solve the technical problem of easy detachment and high safety risks of sliding embedded doors in railway vehicles.

[0063] Figure 1 This paper shows a schematic diagram of the locked state structure of the door locking anti-disengagement mechanism in an embodiment of this application; Figure 2 It shows Figure 1 A schematic diagram of the cooperation structure between the anti-detachment pin and the anti-detachment pin seat of the door locking anti-detachment mechanism in the vehicle; Figure 3 It shows Figure 1 A partial enlarged view of the door locking and anti-derailment mechanism in the vehicle (I); Figure 4 It shows Figure 3 AA sectional view.

[0064] See Figure 1 , Figure 2 , Figure 3 and Figure 4 In some embodiments, the door locking anti-detachment mechanism may include a first locking seat 110, a first locking cam 120, a connecting rod 200, an anti-detachment pin seat 310, an anti-detachment pin 300, and a drive mechanism 400.

[0065] The first locking seat 110 may be disposed on the door frame 22, and the first locking cam 120 may be rotatably disposed on the door body 21. The position of the first locking cam 120 is matched with the position of the first locking seat 110 so that the first locking cam 120 may be rotatably inserted into or disengaged from the first locking seat 110, thereby pressing the door body 21 into the door frame 22 or releasing the door body 21 from the door frame 22.

[0066] The drive mechanism 400 can be connected to the first locking cam 120 via the connecting rod 200. When the drive mechanism 400 is activated, the first locking cam 120 is deflected by the connecting rod 200 to deflect into or out of the first locking seat 110, thereby locking and unlocking the door 21.

[0067] The drive mechanism 400 can be installed on the door body 21, or the drive mechanism 400 and the first locking cam 120 can be installed on the door frame 22, and the first locking seat 110 can be installed on the door body 21; the specific installation method can be flexibly adjusted according to the actual situation.

[0068] The anti-detachment pin seat 310 can be installed on the door frame 22, and the anti-detachment pin 300 can be connected to the connecting rod 200. When the driving mechanism 400 drives the connecting rod 200 to push and pull the first locking cam 120, the anti-detachment pin 300 also moves synchronously to engage or disengage from the anti-detachment pin seat 310, thereby connecting the door body 21 to the door frame 22 and disengaging from the door frame 22, thus forming an anti-detachment structure. Even if the first locking cam 120 deflects incompletely, or the engagement of the first locking seat 110 is insufficient or not engaged at all, the door body 21 can still be limited by the connection between the anti-detachment pin 300 and the anti-detachment pin seat 310, preventing the door body 21 from excessively disengaging from the door frame 22.

[0069] The door locking and anti-detachment mechanism provided in this application embodiment achieves door locking through the cooperation of the first locking cam 120 and the first locking seat 110, realizing the locking and sealing functions of the door 21; and achieves door limiting through the cooperation of the anti-detachment pin seat 310 and the anti-detachment pin, realizing the connection and anti-detachment of the door 21, preventing the door 21 from detaching from the door frame 22. Thus, even if the first locking cam 120 fails to press the door 21 tightly, causing the door 21 to tend to detach from the door frame 22, the limiting effect of the anti-detachment pin 300 can still prevent the door 21 from detaching from the door frame 22 by a large extent; thus, the door locking and anti-detachment functions are integrated as a whole.

[0070] In some embodiments, to improve the functional reliability of the anti-detachment pin 300, the anti-detachment pin 300 may include a pin body 320 and a transmission lever 330. The transmission lever 330 is rotatably disposed on the door body 21, and both ends of the transmission lever 330 are respectively connected to the pin body 320 and the connecting rod 200. The deflection of the transmission lever 330 can amplify the movement range of the connecting rod 200, thereby amplifying the pushing and pulling range of the pin body 320, so that the pin body 320 has a larger movement range. Therefore, even if the movement range of the connecting rod 200 is insufficient, the pin body 320 can still be stably embedded in the anti-detachment pin seat 310, thereby maintaining the stable connection between the door body 21 and the door frame 22 and maintaining the reliability of the anti-detachment function.

[0071] In some embodiments, in order to match the movement patterns of the transmission lever 330 and the connecting rod 200 and achieve smooth transmission, the connection between the transmission lever 330 and the connecting rod 200 can be set to a movable connection to reduce the risk of interference between the two due to differences in movement patterns.

[0072] In some embodiments, the transmission lever 330 may be pivotally connected to the connecting rod 200.

[0073] In some embodiments, in order to maintain the stability of the moving posture and position of the pin 320, the pin 320 can be slidably mounted on the door body 21, and the moving trajectory of the pin 320 can be set as a straight trajectory, thereby simplifying the cooperation method between the pin 320 and the anti-detachment pin seat 310, reducing the difficulty of cooperation, and improving the reliability of the anti-detachment function of the pin 320.

[0074] Correspondingly, the transmission lever 330 can be movably connected to the pin 320.

[0075] In some embodiments, the transmission lever 330 may be pivotally connected to the pin 320.

[0076] See Figure 2 and Figure 3In some embodiments, the transmission lever 330 may include a first rod 331 and a second rod 332, and the first rod 331 and the second rod 332 are respectively deflectably disposed on the door body 21. The first end of the first rod 331 is movably connected to the connecting rod 200, the second end of the first rod 331 is movably connected to the first end of the second rod 332, and the second end of the second rod 332 is movably connected to the pin 320, thereby forming a two-stage lever structure. On the one hand, it can amplify the pushing and pulling amplitude of the connecting rod 200 on the pin 320, and on the other hand, it can make the moving direction of the pin 320 consistent with the moving direction of the connecting rod 200 and the first locking cam 120, thereby improving the coordination between the first locking cam 120 and the pin 320, that is, they can move synchronously towards the first locking seat 110 and the anti-detachment pin seat 310 on the door frame 22, respectively, to engage or disengage.

[0077] In some embodiments, to improve the operational compatibility and smoothness of the first rod 331, the second rod 332, the connecting rod 200, and the pin 320, a first oblong hole 331a can be opened at the second end of the first rod 331, and a second oblong hole 332a can be opened at the second end of the second rod 332. The first rod 331 is pivotally connected to the first end of the second rod 332 through the first oblong hole 331a, and the second rod 332 is pivotally connected to the pin 320 through the second oblong hole 332a. The first rod 331 is movably connected to the connecting rod 200, thereby increasing the adaptability of the two-stage lever structure of the transmission lever 330 to different motion forms through the first oblong hole 331a and the second oblong hole 332a.

[0078] In some embodiments, in order to maintain the stability of the moving posture and position of the pin 320 and the ease of installation, the door locking anti-disengagement mechanism further includes a guide limit seat 340, which is disposed on the door body 31, and the pin 320 is slidably disposed in the guide limit seat 340; and the guide limit seat 340 can be directly installed on the door body 21, reducing the complexity of the mating structure of the door body 21.

[0079] See Figure 1 , Figure 3 , Figure 5 and Figure 6 In some embodiments, the moving directions of the pin 320 and the connecting rod 200 can be set to be approximately the same, and the initial positions of the first rod 331 and the second rod 332 are approximately perpendicular to the connecting rod 200 and the pin 320.

[0080] When the drive mechanism 400 performs the door locking drive, it drives the connecting rod 200 to move toward the door frame 22, thereby driving the first rod 331 and the second rod 332 to deflect in sequence, thereby pushing the pin 320 toward the anti-detachment pin seat 310 and finally embedding it into the anti-detachment pin seat 310; at the same time, the first locking cam 120 deflects and embeds into the first locking seat 110.

[0081] When the drive mechanism 400 performs the door opening drive, it drives the connecting rod 200 away from the door frame 22, and sequentially drives the first rod 331 and the second rod 332 to deflect, thereby pulling the pin 320 away from the anti-detachment pin seat 310, and finally disengaging from the anti-detachment pin seat 310; at the same time, the first locking cam 120 deflects and disengages from the first locking seat 110.

[0082] In some embodiments, to reduce the risk of interference between the transmission lever 330 and the connecting rod 200 and the first locking cam 120, an adapter connecting rod 350 can be provided on the connecting rod 200, with both ends of the adapter connecting rod 350 pivotally connected to the connecting rod 200 and the first rod body 331, respectively. This keeps the arrangement area and action area of ​​the transmission lever 330 away from the connection area of ​​the first locking cam 120 and the connecting rod 200, reducing the risk of interference. At the same time, the adapter connecting rod 350 can also adapt to swinging, misalignment, etc. of the connecting rod 200 and the first rod body 331 in the direction perpendicular to the door body 21 to a certain extent, avoiding affecting the operational flexibility of the connecting rod 200 and the first rod body 331.

[0083] In some embodiments, the anti-detachment pin seat 310 may be configured as an annular member to accommodate and stop the pin 320; or it may be configured as a U-shaped member, fixed on the door frame 12, forming an annular member with the door frame 12 to accommodate and stop the pin 320.

[0084] In some embodiments, the adapter link 350 may be disposed above the link 200, and the deflection direction of the adapter link 350 is towards or away from the door body 11. That is, the adapter link 350 may deflect towards or away from the door body 11, so that when the link 200 moves and there is a certain amount of swaying, the deflection of the adapter link 350 can adapt to the distance change of the door body 11 and avoid interfering with the action of the transmission lever 330.

[0085] See Figure 1In some embodiments, in order to improve the locking effect of the door locking anti-disengagement mechanism and achieve stable locking of the door body 21 in multiple areas, the door locking anti-disengagement mechanism may further include: a support seat 130, a locking rod 140, a second locking cam 160, and a second locking seat 150.

[0086] The support base 130 is disposed on the door body 21, and the locking rod 140 is rotatably connected to the support base 130. The first locking cam 120 and the second locking cam 160 are connected to the locking rod 140. The second locking seat 150 is disposed on the door frame 22. During the process in which the driving mechanism 400 drives the connecting rod 200 to push and pull the first locking cam 120 to deflect into or out of the first locking seat 110, the locking rod 140 is simultaneously driven to rotate so as to simultaneously drive the second locking cam 160 to engage or disengage from the second locking seat 150.

[0087] That is, the drive mechanism 400 drives the connecting rod 200 to move, so as to synchronously drive the first locking cam 120 and the transmission lever 330 to move; at the same time, when the first locking cam 120 rotates, it can also drive the locking rod 140 to rotate, and the locking rod 140 drives the second locking cam 160 to deflect into or out of the second locking seat 150, thereby achieving multi-point pressing and locking of the door body through the first locking cam 120 and the second locking cam 160, which improves the locking reliability to a certain extent and also reduces the risk of the door body 21 falling off.

[0088] In some embodiments, in order to improve the transmission efficiency of the locking rod 140, multiple support seats 130 can be provided to provide multi-point rotational support for the locking rod 140, so as to ensure the stability of the posture and behavior of the locking rod 140 rotational transmission.

[0089] In some embodiments, the drive mechanism 400 can be directly connected to the connecting rod 200 to push the connecting rod to translate along its axial direction, thereby achieving direct push-pull drive.

[0090] The drive mechanism 400 may include a handle, which is directly connected to the connecting rod 200 for manual pushing and pulling of the connecting rod 200.

[0091] Figure 7 It shows Figure 1 See the structural diagram of the drive mechanism of the door locking and anti-derailment mechanism in the car. Figure 7In some embodiments, the drive mechanism 400 may include a spindle 410, a slider 420, a base 430, a drive lever 440, a handle 450, and a lever support 460. The base 430 is mounted on the door body 21. The spindle 410 is rotatably disposed on the base 430. The slider 420 is slidably disposed on the base 430 along the axial direction of the spindle 410, and the slider 420 is sleeved on and screwed to the spindle 410. The drive lever 440 is rotatably connected to... The lever 440 is connected to the lever support 460 and the lever support 460 is mounted on the door body 21. The two ends of the drive lever 440 are respectively connected to the connecting rod 200 and the slider 420, thereby forming a ball screw-like drive structure. By operating the handle 450 connected to the spindle 410, the spindle 410 is rotated, driving the slider 420 to move closer to or away from the base 430 along the axial direction of the spindle 410, and pushing and pulling the drive lever 440 to deflect, so as to push and pull the connecting rod 200 to translate.

[0092] In some embodiments, the combined structure of the first locking cam 120, the first locking seat 110, and the connecting rod 200 can be configured as two sets, respectively disposed on the door body 21 and the door frame 22, to achieve multi-point pressing and locking. Correspondingly, the combined structure of the locking rod 140, the support seat 130, the second locking cam 160, and the second locking seat 150 can also be configured as two sets.

[0093] In some embodiments, the first locking seat 110 may include a seat body 111 and a locking pin 112. The seat body 111 is disposed on the door frame 12, and the locking pin 112 may be disposed on the seat body 111 to form a structure for accommodating and blocking the first locking cam 120.

[0094] See Figure 1 and Figure 5 This application embodiment also provides a car door including the above-mentioned door locking and anti-detachment mechanism, and further includes a door body 21 and a matching door frame 22.

[0095] This application provides a railway insulated car including the aforementioned doors.

[0096] The embodiments of this application have at least the following beneficial effects:

[0097] The door locking anti-detachment mechanism, door, and railway insulated car provided in this application embodiment have a first locking seat on the door frame and a deflectable first locking cam on the door body. The first locking cam is connected to a drive mechanism via a connecting rod, so that the drive mechanism can drive the connecting rod to push and pull the first locking cam to deflect into or disengage from the first locking seat, thereby achieving door clamping and release. On the other hand, an anti-detachment pin seat and an anti-detachment pin are respectively provided on the door frame and the door body, and the anti-detachment pin is connected to the connecting rod. When the connecting rod pushes and pulls the first locking cam, it also pushes and pulls the anti-detachment pin simultaneously. So that when the first locking cam is inserted into the first locking seat to clamp the door body, the anti-detachment pin is directly and simply inserted into the anti-detachment pin seat, forming a second connection structure. Thus, even if the first locking cam is not deflected into place, the anti-detachment pin can still prevent the door body from detaching from the door frame, thereby achieving door detachment protection.

[0098] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0099] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0100] It should be noted that all directional indications in the embodiments of this application are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indication will also change accordingly. In this application, unless otherwise explicitly specified and limited, the terms "connection" and "fixed" should be interpreted broadly. For example, "fixed" can be a fixed connection, a detachable connection, or an integral part; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal connection of two components or the interaction relationship between two components, unless otherwise explicitly limited. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances. In addition, the descriptions involving "first," "second," etc., in this application are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, features defined with "first" or "second" may explicitly or implicitly include one or more of the aforementioned features. In the description of this application, "multiple" means two or more, unless otherwise explicitly and specifically limited.

[0101] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0102] Furthermore, the technical solutions of the various embodiments can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0103] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A door locking and anti-derailment mechanism, connected between the door frame and the door body; characterized in that, include: A first locking seat is provided on the door frame; A first locking cam is rotatably connected to the door body; A connecting rod is movably mounted on the door body and connected to the first locking cam; An anti-detachment pin seat is installed on the door frame; Anti-detachment pin, connected to the connecting rod; A drive mechanism is connected to the connecting rod to drive the connecting rod to move, thereby causing the first locking cam to deflect and engage or disengage from the first locking seat, and simultaneously causing the anti-disengagement pin to engage or disengage from the anti-disengagement pin seat; The anti-detachment pin also includes: Selling body; A transmission lever is rotatably mounted on the door body, with its first end movably connected to the connecting rod and its second end connected to the pin. When the connecting rod moves, the transmission lever is pushed and pulled to deflect, thereby causing the pin to engage or disengage from the anti-disengagement pin seat. The pin is movably mounted on the door body, and the second end of the transmission lever is movably connected to the pin. The transmission lever includes: A first rod is rotatably mounted on the door body, and the first end of the first rod is movably connected to the connecting rod. The second rod is rotatably mounted on the door body, and the first end of the second rod is movably connected to the second end of the first rod, and the second end of the second rod is movably connected to the pin. The first end of the first rod is pivotally connected to the connecting rod, the second end of the first rod has a first waist-shaped hole, the second end of the second rod has a second waist-shaped hole, and the first rod is pivotally connected to the second rod through the first waist-shaped hole, and the second rod is pivotally connected to the pin through the second waist-shaped hole.

2. The door locking and anti-derailment mechanism as described in claim 1, characterized in that, The door locking and anti-derailment mechanism also includes: A guide limit seat is provided on the door body, and the pin is slidably provided in the guide limit seat.

3. The door locking and anti-derailment mechanism as described in claim 1, characterized in that, The anti-detachment pin also includes: An adapter link is provided, the two ends of which are movably connected to the connecting rod and the transmission lever, respectively.

4. The door locking and anti-derailment mechanism as described in claim 3, characterized in that, The adapter link is pivotally connected to the link, and the deflection direction of the adapter link is either towards or away from the door body.

5. The door locking and anti-derailment mechanism as described in claim 1, characterized in that, The first locking seat includes: The base is mounted on the door frame; A locking pin is attached to the seat body to engage and limit the first locking cam.

6. The door locking and anti-derailment mechanism as described in claim 1, characterized in that, The drive mechanism includes: The base is installed on the door body; The spindle is rotatably connected to the base; A slider is slidably disposed on the base along the axial direction of the mandrel, and the slider is sleeved on the mandrel and screwed to the mandrel; A drive lever is rotatably connected to the door body, and the two ends of the drive lever are respectively connected to the slider and the connecting rod.

7. The door locking and anti-derailment mechanism as described in claim 6, characterized in that, The drive mechanism also includes: A lever support is provided on the door body, and the drive lever is rotatably connected to the lever support.

8. The door locking and anti-derailment mechanism as described in any one of claims 1 to 7, characterized in that, The door locking anti-disengagement mechanism also includes: a support base, a locking rod, a second locking cam, and a second locking base; The support base is disposed on the door body, and the locking rod is rotatably connected to the support base; The first locking cam and the second locking cam are connected to the locking rod, and the second locking seat is disposed on the door frame. During the process of the drive mechanism driving the connecting rod to push and pull the first locking cam to deflect into or out of the first locking seat, the locking rod is simultaneously driven to rotate so as to simultaneously drive the second locking cam to engage or disengage from the second locking seat.

9. The door locking and anti-derailment mechanism as described in claim 8, characterized in that, The number of support seats is multiple, and the locking rod is rotatably embedded in the multiple support seats.

10. A vehicle door, characterized in that, include: The door body, the door frame, and the door locking and anti-detachment mechanism as described in any one of claims 1 to 9.

11. A type of refrigerated railway car, characterized in that, Including the vehicle door as described in claim 10.

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