Door locks and single-opening plug doors for buses

Abstract

The present invention discloses a door lock for a passenger car and a single-opening plug sliding door. The door lock includes a lock tongue for pressing the rear side of a door panel, a transition piece for pushing the lock tongue to rotate behind the lock tongue, a cylinder for driving the transition piece to rotate, and a mounting seat. The transition piece is a lever-type transition piece. The cylinder is located behind the transition piece and arranged along the width of the door panel. The cylinder piston rod contacts the rear end of the transition piece. The mounting seat is a horizontal U-shaped mounting seat, clamped to the upper and lower sides of the lock tongue, transition piece, and cylinder, supporting the rotation of the lock tongue and transition piece. In the present invention, the structure of the transition piece is changed to a flat lever type, and the orientation of the cylinder is changed so that the cylinder is located behind the transition piece. This leaves sufficient space at the front end of the lock tongue, allowing it to extend into the narrow gap between the passenger car door panel and the door frame / body, snapping into the rear side of the door panel, and improving the door panel's restraining ability. The strip-shaped transition piece is used to transmit the cylinder driving force, resulting in a simple structure and easy processing. The cylinder and lock tongue are located in the same installation space, reducing the overall thickness of the lock and facilitating installation and commissioning.

Description

Technical Field

[0001] The invention relates to a restraint mechanism, in particular to a door lock for a passenger car, and also to a single-opening plug sliding door for a passenger car. Background Art

[0002] The locking mechanism of existing Sierra doors connects the door panels via a door carrier to achieve locking of the door panels. However, the air ducts of public buses are generally arranged at a high level, and the door carrier is designed to be too long. The door panels are constrained by the locking mechanism, resulting in poor locking rigidity of the door panels and poor locking stability of the Sierra doors during vehicle operation. For example, the locking mechanism involved in the invention patent application with publication number CN 105525833 A uses a guide lock block and a limit plate to form a falling space for the follower component. The roller falls into the limit plate to trigger the free end of the guide shaft to block the limit plate. The locking mechanism constrains the door panel through the connector to limit the door from moving back. However, the large drop in the air duct of public buses and the excessive length of the connector result in poor rigidity of the mechanism to constrain the door panels. The vehicle has poor stability on bumpy roads and produces a lot of abnormal noise.

[0003] Some Sierra doors are equipped with a vertical synchronization rod assembly, which constrains the lower rear edge of the door panel through a locking mechanism, forming a two-point or three-point constraint with the door carrier. However, the lower front edge of the door panel is weakly constrained, and the overall rigidity of the door panel is insufficient. For example, the invention patent application with publication number CN 101906916A uses a lock body arranged on the door panel to buckle the lock on the vehicle body. Two adjustment bolts installed on the door panel respectively support the upper and lower crank structures to limit the reverse rotation of the door shaft rod, thereby limiting the reverse rotation movement of the rotating arms arranged at the upper and lower positions of the door panel. The three-point constraint of the door panel is achieved by the lateral spacing difference between the lock and the upper and lower rotating arm limit points. However, this limit point distribution is small relative to the door panel coverage area, and the overall locking rigidity is poor. At the same time, the limit structure is complex, and the requirements for component accuracy and vehicle body contour are high, which increases the complexity and cost of the Sierra door.

[0004] In rail trains, the sealing performance and rear stiffness of the door leaf are improved by adding an auxiliary restraining mechanism to the rear side. For example, Publication No. CN 215291977 U discloses an intercity airtight double-opening plug sliding door system, and Publication No. CN216553446 U discloses an adjustable-speed pneumatic locking device. In these two solutions, the cylinder that drives the lock tongue is located on the side of the lock tongue and the swing arm that drives the lock tongue, near the extended end of the lock tongue. The limit pin is located in the narrow gap between the swing arm and the cylinder. Rail train doors require airtightness, and the rear side of the door leaf has an internal sealing structure, which increases the gap between the inner door panel and the vehicle body. Buses generally use an external sealing structure, with a narrow gap on the rear side of the door panel. These two solutions require space for the side installation of the lock tongue, making them unsuitable for delivery or passenger car doors. The cylinder and lock tongue are located in upper and lower installation areas, and the cylinder requires a rotating shaft to cooperate with the lock tongue to rotate. The double-layer structure of the upper and lower layers makes the lock structure complex, increasing costs and making it difficult to adjust during assembly. Summary of the Invention

[0005] Purpose of the invention: The purpose of the present invention is to provide a door lock suitable for a passenger car with an external sealing structure. Another purpose of the present invention is to provide a single-opening plug sliding door that improves the restraint capacity of the middle part of the door panel.

[0006] Technical solution: The door lock for a bus described in the present invention includes a lock tongue for pressing the rear side of a door panel, a transition piece for pushing the lock tongue to rotate behind the lock tongue, a cylinder for driving the transition piece to rotate, and a mounting seat. The transition piece is a lever-type transition piece, the cylinder is located behind the transition piece and is arranged along the width direction of the bus door panel, the cylinder piston rod is in contact with the rear end of the transition piece, and the mounting seat is a horizontal U-shaped mounting seat, which is clamped on the upper and lower sides of the lock tongue, transition piece, and cylinder to support the rotation of the lock tongue and transition piece.

[0007] In the present invention, the shape of the transition piece is changed to a flat lever type, and the orientation of the cylinder is changed so that the cylinder is located behind the transition piece. There is then ample space at the front end of the lock tongue, which can be inserted into the narrow gap between the bus door panel and the door frame / body and buckled into the rear side of the door panel, thereby improving the restraint capacity of the door panel. A strip-shaped transition piece is used to transmit the cylinder driving force, which has a simple structure and is easy to process. The cylinder and the lock tongue are located in the same installation space, thereby reducing the overall thickness of the lock and facilitating installation and debugging.

[0008] Preferably, the trigger end behind the lock tongue abuts against the pushing end in front of the transition piece through a roller, and the connecting line between the center of the roller shaft and the center of the transition piece shaft is used as a reference line. A stop shaft is provided in the mounting seat to prevent the contact line between the roller and the transition piece from crossing the reference line.

[0009] Preferably, the stop shaft is an eccentric stop shaft, and both ends of the stop shaft are rotatably connected to the upper and lower panels of the mounting seat. By rotating the stop shaft, the distance between the contact line between the roller and the transition piece and the reference line can be adjusted.

[0010] Preferably, the lock tongue and transition piece are each connected to a return torsion spring, which is located within a mounting base. A through-hole is provided on the closed side of the mounting base. When the lock tongue pivots away from the rear of the door panel, the push end of the transition piece passes through the through-hole. When the door lock is locked, the return torsion springs attached to the transmission rod and lock tongue are in a stored energy state. When the power source is disconnected, the return torsion spring's reverse torque drives the door lock out of the locked state.

[0011] Preferably, the closed side of the mounting base is provided with a lock hook for hooking back to the rear side of the door panel. The lock tongue is buckled into the door panel, and the lock hook hooks back to the door panel, and the rear side of the door panel is confined within the space limited by the lock hook and lock tongue, ensuring the locking effectiveness.

[0012] Preferably, in order to ensure that the cylinder smoothly pushes the transition piece to rotate to a preset position and to avoid interference between the pushing end of the transition piece and the piston rod when the cylinder piston rod moves, the side wall of the pushing end of the transition piece in contact with the cylinder piston rod is an arc-shaped side wall, and the center of the arc-shaped side wall deviates from the center line of the transition piece in the length direction, so that the pushing end is close to the side wall of the cylinder to form a groove.

[0013] Preferably, the front ends of the mounting base are provided with a first slot and a second slot, respectively, for avoiding the vehicle body and the door. The first slot and the second slot form a right-angled trapezoidal protrusion on the front side of the mounting base, which supports the front half of the lock bolt's rotating shaft. When the door panel is closed, the lock bolt can extend sufficiently into the gap between the vehicle body and the door panel to lock onto the door panel, and the door lock presses the door panel tightly.

[0014] Preferably, a bracket connecting the upper and lower panels is provided on the opening side of the mounting seat, and the cylinder barrel of the cylinder is connected to the bracket. The bracket is a C-shaped bracket, similar in structure to the mounting seat, but with an opening in the opposite direction.

[0015] A single-opening plug sliding door includes the door lock and door panel of the aforementioned parts. The door lock is connected to the door frame on the rear side of the door panel. The rear side of the door panel is provided with a clamping block for the clamping end in front of the lock tongue to be buckled in, and a lock buckle for the aforementioned lock hook to be hooked.

[0016] Preferably, the door frame is further provided with a door frame rubber strip located on the inner periphery of the door frame in front of the door panel. A finger guard rubber strip is provided on the front of the door panel, and wedge-shaped blocks are provided inside the finger guard rubber strip and the door frame rubber strip, respectively. The wedge blocks support the limiting inclined surfaces of the finger guard rubber strip and the door frame rubber strip, and when the door panel enters the door frame, an interference fit is formed between the limiting inclined surfaces of the finger guard rubber strip and the door frame rubber strip. The rear side of the door panel is restrained by the door lock, and a wedge-shaped limiting structure is added to the front side to enhance the restraining strength of the door panel on both the front and rear sides.

[0017] Preferably, the door panel is provided with a pressure plate at the top and a slideway at the bottom. The door frame is provided with a balancing wheel at the top and a lower swing arm at the bottom. The end of the lower swing arm extends into the support door panel for sliding. When the door panel enters the door frame, the balancing wheel is tangent to the upper surface of the pressure plate. Restraint mechanisms are added to the top and bottom of the door panel to enhance the longitudinal restraint capacity of the door panel.

[0018] Beneficial effects: Compared with the prior art, the present invention has the following significant advantages: 1. It is suitable for buses with external sealing structures: the transition piece and the mounting frame structure are simplified, the cylinder mounting position is adjusted, and the lock body can extend into the narrow gap between the bus door panel and the door frame / body; 2. The volume is reduced: the cylinder and the lock tongue are located in the same installation space, the overall thickness of the lock is reduced, and the reset torsion springs for unlocking are respectively installed and arranged on the upper and lower parts of the actuator and the transition piece, making full use of the surplus cavity space inside the door lock, and the volume of the door lock is controlled to be relatively small; 3. Ensure that the door panel is locked effectively: the door lock is installed in the middle of the rear side of the door opening, and a pressing method is used to directly lock and constrain the door panel, limit the door panel, and improve the locking rigidity of the door panel. Two sets of reset torsion springs synchronously drive the reset action of the lock tongue and the transition piece to realize the door lock's air-off unlocking function, ensuring the unlocking reliability, and the door lock is unlocked by air. The cylinder pushes the transition piece to the "near dead point" position, reducing the demand for cylinder specifications when locking, thereby reducing the specifications of the drive parts and reducing the power consumption of the door system; 4. The installation degree is adjustable: by adjusting the eccentric shaft to change the phase of the transition piece, and then changing the load limit of the transition piece, the door lock can be used for door panel locking under different door opening specifications, thereby improving the versatility of the door lock; 5. Multi-directional constraints: There are two wedge-shaped limiting structures that cooperate with each other on the upper and lower parts of the inner cavity of the door panel finger guard strip and the body door frame strip. The limiting structure avoids the anti-pinch area in the middle of the front edge to avoid pinching passengers. There is an interference fit between the wedge block and the limiting surface of the strip, so that the limiting surface of the strip forms a raised limiting point. When the door panel is closed, the limiting point of the door panel contacts and squeezes the body to form a constraint point, thereby improving the locking rigidity of the door panel. The built-in limiting structure ensures the aesthetics of the strip. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic structural diagram of the first embodiment of the present invention;

[0020] Figure 2 This is a schematic diagram of the locked state structure of the first embodiment of the present invention;

[0021] Figure 3 This is a schematic diagram of the unlocked state structure of the first embodiment of the present invention;

[0022] Figure 4 This is a diagram showing the adjustment principle of the first embodiment of the present invention;

[0023] Figure 5 This is a schematic diagram of the overall structure of a sliding plug door according to a second embodiment of the present invention;

[0024] Figure 6 This is a schematic diagram of the matching structure of the door panel front edge and the pressure strip assembly according to the second embodiment of the present invention;

[0025] Figure 7 This is a schematic diagram of the door panel structure of the second embodiment of the present invention;

[0026] Figure 8Schematic diagram of the front, rear and top limiting structures of the sliding plug door according to the second embodiment of the present invention;

[0027] Figure 9 Schematic diagram of the bottom limiting structure of the sliding plug door according to the second embodiment of the present invention;

[0028] Figure 10 Schematic diagram of the structure of the bearing drive mechanism of the second embodiment of the present invention. DETAILED DESCRIPTION

[0029] The technical solution of the present invention will be further described below with reference to the accompanying drawings.

[0030] Example 1: The present invention discloses a door lock 5 for a passenger car door, which is mainly composed of a lock tongue 509, a transition piece 511, a driving cylinder 502, and a mounting seat 501.

[0031] With the side of the door lock 5 closest to the door panel 3 as the front, the front end of the lock tongue 509 is the pressing end 5092, which is used to snap into the rear side of the door panel 3 and press the door panel 3. The transition piece 511 is located behind the lock tongue 509, pushing the lock tongue 509 to rotate and snap into the door panel 3. The transition piece 511 is made of a strip of metal sheet to form a flat lever. The cylinder 502 is located behind the transition piece 511, that is, the transition piece 511 is located between the lock tongue 509 and the cylinder 502, transmitting the movement of the cylinder 502 to the lock tongue 509. The cylinder 502 is arranged along the width direction of the door panel 3 / the length direction of the vehicle body, forming a certain angle or parallel to the width direction of the door panel 3 / the length direction of the vehicle body, and the angle is less than 30 degrees. The piston rod of the cylinder 502 contacts the push end 5111 at the rear of the transition piece 511. Mounting base 501 is a transverse U-shaped, semi-enclosed mounting base, clamped between the locking tongue 509, transition piece 511, and the upper and lower sides of the cylinder 502, supporting the rotation of the locking tongue 509 and transition piece 511. The locking tongue 509 and transition piece 511 are both rotationally connected to the interior of mounting base 501 and to the upper and lower panels of mounting base 501, creating a continuous transmission between the end of the piston rod of cylinder 502, transition piece 511, and locking tongue 509. The upper and lower panels at the open end of mounting base 501 are bent outward to form mounting feet for connection to the vehicle body. Fasteners pass through the mounting holes in the mounting feet of mounting base 501 to securely connect to the vehicle body.

[0032] When the door panel 3 is closed, the piston rod of the cylinder 502 extends, pushing the transition piece 511 to rotate. The transition piece 511 drives the lock tongue 509 to rotate, and the pressing end 5092 of the lock tongue 509 buckles into the rear side of the door panel 3 to form a limit. A door lock 5 is set in the middle of the rear edge of the door opening. The pressing end 5092 of the lock tongue of the door lock 5 squeezes the pressing block 301 set in the middle of the rear edge of the door panel 3. The lock tongue buckles into the pressing block 301. The contact surface of the pressing block 301 and the pressing end 5092 is an inclined surface, so that the lock tongue 509 exerts a constraint on the door panel 3 along the length and width of the vehicle. The air inlet of the cylinder 502 is equipped with a speed regulating valve for controlling the cylinder air intake speed and reducing the locking noise. A bracket connecting the upper and lower panels is set on the opening side of the mounting seat 501. The cylinder 502 is connected to the bracket and is fixed inside the mounting seat 501. Taking the mounting seat 501 as a reference, the cylinder 502 and the locking tongue 509 are located at two opposite corners inside the mounting seat 501 , and the cylinder 502 is arranged along the opening direction of the mounting seat 501 .

[0033] The end of the locking tongue 509 closest to the transition piece 511 is the trigger end 5091. This end is equipped with a roller 510, which abuts the sidewall of the transition piece 511. Using the line connecting the center of the roller 510 and the center of the transition piece 511's rotation axis as a reference line, a stopper 512, connected to the upper and lower panels of the mounting base 501, is installed to prevent the contact line between the roller 510 and the transition piece 511 (formed by tangency between the roller 510 and the positioning end 5112 of the transition piece 511) from crossing the reference line. The positioning end 5112 is an inclined surface, and the side of the transition piece 511 closest to the cylinder is provided with an arc-shaped groove. When the car door is closed, the cylinder 502 extends, the positioning end 5112 pushes the lock tongue 509 to rotate, the clamping end 5092 buckles into the door panel 3, and the arc groove and the stop shaft 512 abut to form a limit; before the door panel is opened, the cylinder 502 retracts, the clamping end 5092 leaves the door panel 3, and the roller 510 rolls along the transition piece 511 and is finally located in the arc groove. The stop shaft 512 is an eccentric stop shaft, and its two ends are respectively connected to the upper and lower panels of the mounting seat 501. The lower part of the stop shaft 512 is provided with a threaded shaft structure, which can be fixed to the inner cavity of the mounting seat 501 through a nut. The upper part is a hexagonal structure, which is used to adjust the rotation angle of the stop shaft 512 and thereby change the rotation phase of the transition piece 511, and change the "near dead point" degree of the load on the transition piece 511. Under the same actuator specifications, the load-bearing capacity of the door lock 5 can be suitable for vehicles with different door opening specifications. When the door opening is relatively small, reducing the load-bearing capacity of the door lock can reduce the loss of the power source. When the door opening is relatively large, increasing the load-bearing capacity of the door panel can improve the reliability of the locking.

[0034] The end of the transition piece 511 that contacts the piston rod of the cylinder 502 is the pushing end 5111. The side wall of the pushing end 5111 is an arc-shaped side wall. The (fitting / approximate) center of the arc-shaped side wall deviates from the center line of the length direction of the transition piece 511, so that the pushing end 5111 is close to the side wall of the cylinder 502 to form a groove. The groove is used to avoid the extended piston rod of the cylinder 502, ensuring that the cylinder 502 does not interfere with the transition piece 511 after being extended. When the piston rod of the cylinder 502 pushes the transition piece 511 to rotate, the front end of the piston rod can always maintain contact with the pushing end 5111, so that the lock tongue 509 can be pushed out smoothly.

[0035] The first and second grooves are respectively provided at the two ends of the front side of the mounting seat 501 to avoid the vehicle body and the door panel. The first and second grooves form a right-angled trapezoidal protrusion on the front side of the mounting seat 501. The protrusion supports the front half of the rotating shaft of the lock tongue 509. When the door panel is closed, the lock tongue 509 can extend into the gap between the vehicle body and the door panel and buckle into the rear side of the door panel.

[0036] A lock hook 508 for hooking back the rear side of the door panel is provided on the closed side of the mounting seat 501, and the lock tongue 509 is buckled into the door panel. The lock hook 508 hooks back the door panel, and the rear side of the door panel is restricted in the space limited by the lock hook 508 and the lock tongue 509, thereby ensuring the effectiveness of the locking.

[0037] The lock bolt 509 is pivotally connected to the upper and lower panels of the mounting base 501 via a bearing shaft 506. A torsion spring 507 is mounted on the bearing shaft 506. When the cylinder piston rod retracts, the torsion spring 507 drives the lock bolt 509 away from the door panel 3, causing the trigger end 5091 to maintain contact with the positioning end 5111 of the transition piece 511. The transition piece 511 is pivotally connected to the upper and lower panels of the mounting base 501 via a positioning shaft 504. A torsion spring 503 is mounted on the positioning shaft 504. When the cylinder piston rod retracts, the torsion spring 503 drives the transition piece 511 to rotate in the opposite direction, causing the push end 5111 to maintain contact with the piston rod of the cylinder 502. A switch 505 is mounted on the upper panel of the mounting base 501. When the door panel 3 is closed, the trigger end 5091 triggers the switch 505. The torsion springs 503 and 507 are both located inside the mounting base 501. A through hole is provided on the closed side of the mounting base 501. When the cylinder retracts, the lock tongue 509 rotates away from the rear side of the door panel, and the push end 5111 of the transition piece 511 passes through the through hole.

[0038] refer to Figure 4By adjusting the deflection phase of the eccentric stop shaft 512 in the door lock assembly 5, the load-bearing capacity of the transition piece 511 can be changed. F1 and F2 are the loads of the transition piece 511 on the roller 510 at the maximum adjustment angle α1 and the minimum adjustment angle α2, respectively. When F1, F2 coincide with the center line of the transition piece 511 and the roller 510 or are on the left side of the center line, the effective rotation torque of the transition piece 511 is zero. Therefore, the center line position can be called the dead point position, and α1 and α2 are defined as the near-dead point angles. Considering the manufacturing error of the vehicle body and the debugging error of the door lock, the minimum adjustment angle α2 is greater than 5°. L1 and L2 are the force arms formed by the loads F1 and F2 and the rotation center of the transition piece 511. α3 is the angle deviation of the lock tongue 509 at the two extreme adjustment angles. At the two extreme adjustment angles, the force angle of the lock tongue 509 The deviation α3 is less than 1°. Within the door lock debugging error range, when the door lock 5 is subjected to the same resistance, F1 and F2 can be regarded as equal. The required bearing capacity of the transition piece 511 is defined as T1=F1*L1, T2=F2*L2, and the bearing force arm L1:L2=5:3, so T1=1.7*T2. There is a large adjustment range. Therefore, when the door opening is small, the specifications of the actuator can fully meet the use requirements of the door lock. The deflected block shaft 512 can be adjusted to increase the near dead point angle α', reduce the output bearing capacity, and reduce the power source loss. When the door opening is large and there are higher requirements for the actuator specifications, the near dead point angle can be reduced to increase the output bearing capacity of the door lock and realize the versatility of the door lock. During the commissioning process, the angle between the locking tongue's pressing end 5092 and the door panel's rear pressing block 301 changes slightly, less than the error in the door panel's commissioning installation angle. This ensures surface contact between the pressing end 5092 and the pressing block 301, without affecting the stability of the door lock 5 and the reliability of the lock. The lock hook 508 cooperates with the curved plate 302 at the rear edge of the door panel 3 to provide additional restraint on the rear edge and enhance the panel's strength.

[0039] Example 2: Figures 5 to 9 The single-opening plug door primarily consists of a load-carrying drive mechanism 1, a door-carrying frame 2, a door panel 3, and a pressure strip assembly 7. The pressure strip assembly 7 is connected to the door frame, and the top of the door panel is connected to the load-carrying drive mechanism via the door-carrying frame 2. The door panel 3 is driven into or out of the door frame by the load-carrying drive mechanism. A pressure block 301 is fixed to the rear middle portion of the door panel 3, near the vehicle body. A lock catch 302 is provided on the rear inner panel of the door panel 3, which engages with a locking hook 508.

[0040] A pressure plate 307 is installed on the top edge of the door panel 3, and a balancing wheel 4 is installed on top of the door frame / vehicle body. When the door panel 3 is located within the door frame's pressure strip assembly 7, the balancing wheel 4 contacts the upper surface of the pressure plate 307 fixed to the top edge of the door panel 3, providing Z-axis restraint for the door panel. A mechanical lock 303 is installed on the rear edge of the door panel to limit the door panel's position when the vehicle is not in operation.

[0041] A lower swing arm 8 is located at the bottom of the door frame / vehicle body, and a slideway 306 is located at the bottom of the door panel 3. The lower swing arm 8 is secured to the vehicle body via a swing arm mount 801. The lower swing arm 803 is hinged to the swing arm mount 801 via a pin 802. A roller 804 is mounted on the swing arm 803. As the door panel 3 slides, the roller 804 moves within the lower slideway 306, constraining the movement of the lower portion of the door panel 3. When the door panel 3 enters the door frame, the lower swing arm 8 is tightened and restrained by the lower slideway 306. This prevents the lower swing arm and the slideway from colliding and generating noise when the vehicle is operating on bumpy roads.

[0042] The front edge of the door panel 3 is provided with a finger guard strip 304, and the door frame pressure strip assembly 7 that matches the front edge of the door panel 3 is provided with a door frame strip 6. The door frame strip 6 is fixed to the vehicle body through the mounting groove. A gap is left between the door frame strip 6 and the limiting inclined surface of the finger guard strip 304. When the door panel 3 is closed, the front edge of the finger guard strip 305 and the door frame strip 306 are connected to each other to form a fixed position, so that the door panel 3 is fixed with the front edge of the finger guard strip 304.

[0043] like Figure 10 The carrying drive mechanism 1 includes a motor assembly 101, a screw 102, a fixed frame 103, a left bracket 104, a long guide column 105, an upper slide 106, a switch assembly 107, a nut 108, a guide shaft 109, a right bracket 110, a clamping plate 111, a synchronous shaft 112, a slide 113, a hinge frame 114, a transmission frame 115, a nut sleeve 116, an end slide 117, a screw support 118, etc.

[0044] The fixed frame 103 is secured at both ends to the left and right brackets 104 and 110, respectively. These brackets are fixedly connected to the vehicle body, forming the load-bearing structure that supports the drive mechanism 1. Transverse end slideways 117 are provided on the left and right brackets. The bearings at both ends of the long guide column 105 are restrained in the Z direction by the upper and lower sides of the end slideways 117, allowing them to move within a certain range in the Y direction. A slide 113 is mounted on the long guide column 105. This slide 113 is secured to the door carrier 2 and supports the weight of the door panel 3. The synchronization shaft 112 is installed in the long guide column 105 and connected to the end of the long guide column 105. The outer sides of the left and right brackets at both ends of the fixed frame 103 are respectively provided with clamping plates 111. One end of the clamping plate 111 is slidably connected to the pin shaft 109 fixed on the left / right bracket, and the other end is hinged to the synchronization shaft 112. When the long guide column 105 moves along the Y direction in the end slide 117, the pin shaft 109 can slide between the two side branches of the clamping plate 111, so that the clamping plates 111 at both ends of the long guide column 105 maintain the same phase, thereby realizing synchronous movement of the two ends of the long guide column 105.

[0045] The screw rod 102 is arranged between the left and right brackets, the motor assembly 101 is fixed on the left bracket 104, and the switch assembly 107 is arranged on one end of the fixed base close to the right bracket 110. One end of the screw rod 102 is transmission-connected to the motor assembly 101, and the other end is connected to the right bracket 110 through a screw rod support 118. A nut 108 is provided on the screw rod 102, and the nut 108 is fixed to the nut sleeve 116. The nut sleeve 116 is driven by the spiral transmission pair and moves axially along the screw rod 102. When the door is closed, it moves to the bottom of the switch assembly 107 to trigger the induction switch.

[0046] Hinge frame 114 is fixed to slide 113 and hingedly connected to nut sleeve 116 via transmission frame 115. Screw rod 102 drives slide 113 along long guide column 105 for X-direction movement via nut 108, nut sleeve 116, and hinge frame 114. The top of slide 113 is connected to slideway 106 set in fixed frame 103 via rollers. Guided by slideway 106, the bottom of slide 113 is connected to door carrier 2, driving door panel 3 to open and close the door.

[0047] Door closing action:

[0048] When the door panel 3 is in the fully opened state, the motor assembly 101 drives the screw rod 102 to rotate forward, and the screw rod 102 moves axially along the screw rod by driving the nut sleeve 116 fixed with the nut 108. The nut sleeve 116 transmits the axial force to the slide 113 through the transmission frame 115 hinged thereto. The slide 113 drives the door panel 3 to move along the track of the upper slide 106 through the door carrying frame 2. When the door panel 3 moves to the point where the finger guard strip 304 contacts the door frame strip 6, the nut sleeve 116 triggers the switch assembly 107 to generate a door in position signal. After the in position signal is received by the controller, the cylinder 502 is ventilated and extended, and the cylinder extends. The end 5021 pushes the pushing end 5111 of the transition piece 511 to drive the transition piece to rotate, and the positioning end 5112 of the transition piece 511 pushes the roller 510 in contact with it to drive the lock tongue 509 to rotate. The transition piece 511 stops when it rotates to contact the eccentric stop shaft 512. At this time, the clamping end 5092 of the lock tongue is pressed against the clamping block 301 of the door panel 3, squeezing the rear edge of the door panel to press the finger guard strip 304 against the door frame strip 6. When the triggering end 5091 of the lock tongue rotates to the switch 505 to send a trigger lock in place signal, the controller receives the signal to control the motor assembly 101 to stop moving, completing the door closing action.

[0049] Door opening action:

[0050] After receiving the unlocking signal, the controller controls the cylinder assembly 502 to cut off the air, and the transition piece 511 rotates in the opposite direction under the restoring force of the positioning torsion spring 503, so that the positioning end 5112 of the transition piece is disengaged from the roller 510, and the lock tongue 509 rotates in the opposite direction under the restoring force of the load-bearing torsion spring, and the clamping end 5092 of the lock tongue is disengaged from the clamping block 301 of the door panel 3. When the lock tongue 509 rotates to the trigger end 5091 and is out of the trigger range of the switch 502, the switch model is lost, and the controller controls the motor assembly 101 to reverse, and the slide 113 is linked to move along the trajectory of the upper slide 106 to the door opening state through the nut sleeve 116.

Claims

1. A door lock for a passenger car, comprising a lock tongue (509) for pressing the rear side of a door panel, a transition piece (511) for pushing the lock tongue to rotate behind the lock tongue, a cylinder (502) for driving the transition piece to rotate, and a mounting seat (501), characterized in that: The transition piece (511) is a lever-type transition piece. The cylinder (502) is located behind the transition piece (511) and arranged along the width direction of the bus door panel. The piston rod of the cylinder (502) contacts the rear end of the transition piece (511). The mounting seat (501) is clamped on the upper and lower sides of the lock tongue (509), the transition piece (511), and the cylinder (502), supporting the rotation of the lock tongue (509) and the transition piece (511). The trigger end behind the lock tongue (509) is rotated by a roller. The wheel (510) abuts against the pushing end (5111) in front of the transition piece (511), and a connecting line between the center of the roller (510) and the center of the rotating shaft of the transition piece (511) is used as a reference line. A stop shaft (512) is provided in the mounting seat (501) to prevent the contact line between the roller (510) and the transition piece (511) from crossing the reference line. The stop shaft (512) is an eccentric stop shaft, and both ends of the stop shaft (512) are rotatably connected to the upper and lower panels of the mounting seat (501) respectively.

2. The door lock for a passenger car according to claim 1, characterized in that: The side wall of the pushing end (5111) where the transition piece (511) contacts the piston rod of the cylinder (502) is an arcuate side wall, the center of which deviates from the center line of the transition piece (511) in the length direction, so that the pushing end (5111) is recessed near the side wall of the cylinder (502) to form a groove.

3. The door lock for a passenger car according to claim 1, characterized in that: The lock tongue (509) and the transition piece (511) are respectively connected to a reset torsion spring, which is located in the mounting seat (501). A through hole is provided on the closed side of the mounting seat (501). When the lock tongue (509) rotates away from the door panel, the pushing end (5111) of the transition piece passes through the through hole.

4. The door lock for a passenger car according to claim 3, characterized in that: The closed side of the mounting seat (501) is provided with a locking hook (508) for hooking back to the rear side of the door panel.

5. The door lock for a passenger car according to claim 1, characterized in that: A bracket for connecting the upper and lower panels is provided on the opening side of the mounting seat (501), and the cylinder barrel of the cylinder (502) is connected to the bracket.

6. A single-opening sliding door, characterized in that: The invention comprises a door panel and the bus door lock according to claim 1, wherein the rear side of the door panel (3) is provided with a pressing block (301) for the pressing end (5092) in front of the lock tongue (509) to be buckled.

7. The single-opening plug sliding door according to claim 6, characterized in that: The invention also includes a door frame, wherein a door frame rubber strip (6) is provided on the inner periphery of the door frame located on the front side of the door panel (3), a finger guard rubber strip (304) is provided on the front side of the door panel, and wedge blocks are provided inside the finger guard rubber strip (304) and inside the door frame rubber strip (6), respectively. The wedge blocks lift up the limiting inclined surfaces of the finger guard rubber strip (304) and the door frame rubber strip (6), and when the door panel enters the door frame, an interference fit is formed between the limiting inclined surfaces of the finger guard rubber strip and the door frame rubber strip.

8. The single-opening plug sliding door according to claim 7, characterized in that: The door panel (3) is provided with a pressure plate (307) at the top and a slideway (306) at the bottom; the door frame is provided with a balancing wheel (4) at the top and a lower swing arm (8) at the bottom, the end of the lower swing arm (8) extends into the support door panel to slide, and the door panel enters the door frame, and the balancing wheel (4) is tangent to the upper surface of the pressure plate (307).

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