Door lock for rail transit

Abstract

The invention discloses a door lock for rail transit, which comprises an inclined spring bolt and a shifting fork for driving the inclined spring bolt to retract, the inclined spring bolt is in sliding connection with a shell, the tail part of the inclined spring bolt is connected with a bending plate, a first spring is arranged outside the bending plate, and the first spring pushes the inclined spring bolt to extend out of the shell; the shifting fork is rotationally connected with the shell, one end of the shifting fork is located in the bent plate, and the shifting fork rotates to drive the inclined lock tongue to retract into the shell through the bent plate. When the door leaf is closed, the inclined spring bolt can be independently pushed by the door frame to retract into the shell and then is pushed out by the first spring, automatic locking is achieved, and the door lock can be compatibly unlocked on the vehicle and under the vehicle and can be unlocked on the vehicle and under the vehicle at the same time.

Description

Technical Field

[0001] The invention relates to a door lock, in particular to a door lock for rail transit. Background Art

[0002] The working environment of rail locomotives changes dramatically, with high and low temperatures, wind, sand, rain, snow, ice, sunlight and other environmental conditions, requiring door locks to have reliable performance and durable operation. The locomotive door lock can not only be operated on the track to unlock and open the door. The door lock can also be operated inside the vehicle body to unlock and open the door. The unlocking and opening functions of the vehicle and under the vehicle are synchronized. The invention patent application with publication number CN 117513885A discloses a rail locomotive door lock that uses a rack, a gear and a transmission rod for mechanical transmission to realize the unlocking function on both sides of the locomotive door. However, in this solution, the automatic locking function cannot be realized when the door is closed. Summary of the invention

[0003] Purpose of the invention: The purpose of the present invention is to provide a rail transit door lock with an automatic locking function when the door is closed.

[0004] Technical solution: The door lock for rail transit described in the present invention includes an oblique lock tongue and a shift fork that drives the oblique lock tongue to retract. The oblique lock tongue is slidably connected to the shell, and the tail of the oblique lock tongue is connected to a bending plate. A first spring is provided outside the bending plate, and the first spring pushes the oblique lock tongue to extend out of the shell; the shift fork is rotatably connected to the shell, and one end of the shift fork is located inside the bending plate. When the shift fork rotates, the oblique lock tongue is driven to retract into the shell through the bending plate.

[0005] When the door leaf is closed, the oblique lock tongue can be pushed back into the shell by the door frame alone, and then pushed out by the first spring to achieve automatic locking.

[0006] Preferably, in order to realize automatic locking and unlocking when getting on and off the vehicle, a secondary fork for unlocking under the vehicle is included, the secondary fork is rotatably connected to the housing, and the side of the fork away from the oblique lock tongue is connected to the secondary fork through a first connecting rod.

[0007] Preferably, a second spring for resetting is provided between the shift fork and the housing, and between the auxiliary shift fork and the housing, and the shift fork and the auxiliary shift fork are axially connected to the handle.

[0008] Preferably, in order to set up a safety mechanism and enable automatic locking at the same time, it includes a safety block and a knob. The safety block is slidably connected to the shell, and the knob is rotationally connected to the shell. The rotation of the knob drives the safety block to slide left and right. A notch is provided on the fork located in the bending plate. The safety block enters the notch, and the rotation of the fork is restricted.

[0009] Preferably, the knob is axially connected to the first sub-gear, the first sub-gear is connected to the safety gear, the safety gear is eccentrically provided with a short pin, the safety block is provided with a vertical long hole, the short pin is located in the long hole, the safety gear rotates, and the safety block is driven to slide left and right through the short pin and the long hole.

[0010] Preferably, in order to achieve automatic locking and release the safety when getting on and off the vehicle, a sub-knob for releasing the safety is included under the vehicle, the sub-knob is rotatably connected to the shell, the first sub-gear is connected to the safety gear through the first large gear, the sub-knob is axially connected to the second sub-gear, the second sub-gear is meshedly connected to the second large gear, and the first large gear and the second large gear are connected by a second connecting rod.

[0011] Preferably, in order to ensure that the safety state is released and the safety state is stable and reliable, torsion springs are provided between the second large gear and the housing, and between the safety gear and the housing, respectively, and a straight-shaped, left-right asymmetrical handle is radially provided at the outer end of the knob.

[0012] Preferably, the main knob and the auxiliary knob are axially connected to the lock core, or the main knob and the auxiliary knob are the lock core.

[0013] Preferably, a slider is provided at the tail end of the second spring, and the shift fork and the auxiliary shift fork are in contact with the slider.

[0014] Preferably, the safety block is L-shaped and is located above the oblique lock tongue.

[0015] Beneficial effects: Compared with the prior art, the present invention has the following significant advantages: 1. When the door leaf is locked, it can be locked automatically: when the door leaf is closed, there is no need to turn the handle, and the oblique lock tongue can be pushed back to achieve automatic locking; 2. Both releasing the safety and maintaining the safety are highly stable: when releasing the safety, the knob is overloaded by manual operation and the knob gravity is used to achieve over-point positioning, so that the safety is released stably; when maintaining the safety, the torsion spring keeps the safety block in its original position, and the spring keeps the main and auxiliary forks (handles) in their original position, so that the safety block and the fork remain docked, and the safety state is stable and reliable; 3. It is possible to unlock and release the safety simultaneously on and off the vehicle; 4. The internal mechanism is compactly arranged and the lock body is thin; 5. The fork adopts a three-pointed star structure, and the power transmission mechanism is robust, ensuring a lifespan of millions during use; there are spring reset and shock absorption on both sides of the shift block, and the movement noise is small. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the door leaf assembly structure of the present invention;

[0017] Figure 2 It is a schematic diagram of the external structure of the door leaf lock of the upper part of the present invention;

[0018] Figure 3 It is a schematic diagram of the internal structure of the door leaf lock of the upper part of the present invention;

[0019] Figure 4 It is a front view of the internal structure of the door leaf lock of the upper part of the present invention;

[0020] Figure 5 It is a schematic diagram of the internal structure of the secondary lock in the lower half of the present invention;

[0021] Figure 6 It is a front view of the internal structure of the secondary lock of the upper part of the present invention;

[0022] Figure 7 It is a schematic diagram of the internal structure of the door leaf lock of the upper part equipped with a handle according to the present invention;

[0023] Figure 8 This is a first perspective view of the lock plate structure of the upper half of the present invention;

[0024] Fig. 9 A second viewing angle diagram of the lock plate structure of the upper half of the present invention;

[0025] Fig.10 This is a first perspective view of the lock plate structure of the lower half of the present invention;

[0026] Fig.11 This is a second viewing angle diagram of the locking plate structure of the lower half of the present invention. DETAILED DESCRIPTION

[0027] The technical solution of the present invention is further described below in conjunction with the accompanying drawings.

[0028] like Figure 1 , Figure 2 The rail vehicle door lock is composed of a lock body 1, lock plates 2, 3, 4, and 5. The lock body 1 is inserted into the door leaf 6 from the side of the door leaf, and the four lock plates are located on the inner and outer sides of the door leaf 6. The upper and lower ends of the lock body 1 and the corresponding inner and outer lock plates (2 and 5, 3 and 4) are connected by bolts or other structures that penetrate the lock body to fix the lock body 1 inside the door leaf 6.

[0029] like Figure 3 , Figure 4 , Figure 7The lock body 1 is used for the door leaf lock of automatic locking and is mainly composed of an oblique lock tongue 1-22 and a shift fork 1-21. The oblique lock tongue 1-22 and the shift fork 1-21 are arranged inside the shell of the lock body 1. The tail of the oblique lock tongue 1-22 is connected to the bending plate 1-10. The oblique lock tongue 1-22 can slide in the fixed groove of the oblique lock tongue bracket inside the shell. The head and tail of the bending plate 1-10 are both provided with bending parts. The head bending part and the shell cooperate to limit the extension amount of the oblique lock tongue 1-22. There is a spring 1-19 between the outside of the tail of the bending plate 1-10 and the shell. The spring 1-19 is used to push the oblique lock tongue 1-22 out of the shell; the shift fork 1-21 is rotatably connected to the shell, and one end of the shift fork 1-21 is located inside the bending plate 1-10. The shift fork 1-21 rotates to push the bending plate 1-10 to slide, driving the oblique lock tongue 1-22 to retract into the shell. When the door leaf is closed and the fork 1-21 is in the reset state, the bending plate 1-10 contacts the fork 1-21, and the oblique lock tongue 1-22 can be pushed back into the shell by the door frame alone, and then pushed out by the spring 1-19 to resume contact with the fork 1-21, thus achieving automatic locking. There is a square through hole (not shown) at the rotation center of the fork 1-21. Figure 8 , Fig. 9 The two main shafts of the handle 5-3 of the inner and outer lock plates can be inserted into the square through hole from both ends. Rotating the handle 5-3 can make the main shaft drive the oblique lock tongue 1-21 to slide, that is, the oblique lock tongue 1-22 retracts. A spring 1-23 is provided between the end of the fork 1-21 away from the bending plate 1-10 and the shell, and a slider 1-24 is provided at the tail end of the spring 1-23. The end of the fork 1-21 away from the bending plate 1-10 is in contact with the slider 1-24. When the handle is rotated on the vehicle, the fork 1-21 is driven to rotate, and the spring 1-23 can be compressed at the same time. The spring 1-19 and the spring 1-23 are located on the opposite sides of the fork 1-21, and can simultaneously push the fork 1-21 to reset, locate the handle position from the inside, and avoid handle deflection.

[0030] like Figure 5 , Figure 6 The mechanism for unlocking the door leaf under the vehicle is the auxiliary fork 1-9, which is rotatably connected to the shell. The fork 1-21 extends a side branch away from the oblique lock tongue 1-22. The auxiliary fork 1-9 is similar in structure to the fork 1-21, and a side branch is extended at the same position. The two side branches are connected by a connecting rod 1-20, so that the fork 1-21 and the auxiliary fork 1-9 move synchronously.

[0031] The shift fork 1-21 adopts a three-pointed star structure, with one fork end located in the bending plate 1-10 of the oblique lock tongue 1-22, which can move the oblique lock tongue 1-22 to retract, and one fork end located in the same straight line fits with the bumper 1-24 of the spring 1-23 to help the shift fork reset; the third fork end located on the back side of the shift fork 1-21 (the side away from the oblique lock tongue 1-22) is connected to the connecting rod 1-20 through a hole. The auxiliary shift fork 1-9 is approximately V-shaped and has a double-fork structure. It has one less fork end that drives the oblique lock tongue 1-22 to move than the shift fork 1-21. The fork end of the auxiliary shift fork 1-9 corresponding to the shift fork 1-21 is connected to the connecting rod 1-20 through a hole, so that getting on and off the vehicle can synchronously drive the oblique lock tongue 1-22 to move; a spring 1-2 is installed between the remaining fork end of the auxiliary shift fork 1-9 and the shell, and the tail end of the spring 1-2 is connected to the slider 1-8. The remaining fork end of the auxiliary shift fork 1-9 contacts the slider 1-8, and the auxiliary shift fork 1-9 rotates to compress the spring 1-2 through the slider 1-8. Similarly, there is a square through hole (not shown) at the rotation center of the auxiliary shift fork 1-9, such as Fig.10 , Fig.10 The main shaft of the handle 4-3 of the outer lock plate is inserted from the square through hole. The handle 4-3 is rotated so that the main shaft can drive the auxiliary fork 1-9 to rotate, thereby driving the fork 1-21 to rotate through the connecting rod 1-20, driving the oblique lock tongue 1-21 to slide, and the oblique lock tongue 1-22 to retract.

[0032] like Figure 3 , Figure 4 , Figure 7 There are a safety mechanism and a safety release mechanism inside the shell. The safety mechanism is mainly a safety block 1-18, and the safety release mechanism is mainly a knob; the safety block 1-18 is located above the oblique lock tongue 1-22 and is slidably connected to the shell. The safety block 1-18 is parallel to the sliding direction of the oblique lock tongue 1-22. The knob is rotationally connected to the shell. The rotation of the knob can drive the safety block 1-18 to slide left and right. A notch is provided at the fork end of the fork 1-21 located in the bending plate 1-10 of the oblique lock tongue 1-22. When the safety block 1-18 enters the notch (at this time, the fork end of the fork 1-21 is located between the bending plate 1-10 and the safety block 1-18), the rotation of the fork 1-21 is restricted.

[0033] The structure of the safety block 1-18 sliding when the knob is rotated is as follows: the knob is axially connected to the auxiliary gear 1-13, the auxiliary gear 1-13 is directly or indirectly connected to the safety gear 1-16 through the large gear 1-12, the safety gear 1-16 is eccentrically provided with a short pin 1-17 on the side, and the safety block 1-18 is provided with a vertical long hole, and the short pin 1-17 is located in the long hole. When the safety gear 1-16 rotates, the safety block 1-18 can be driven to slide left and right in the shell through the short pin 1-17 and the long hole. The knob is rotatably connected to the lock plate 2 inside the vehicle, and the lock plate 5 located outside the vehicle is connected to the lock core 5-2, which is axially connected to the knob, that is, the rotation of the lock core 5-2 can drive the auxiliary gear 1-13 to rotate, and then drive the safety gear 1-16 to rotate.

[0034] The safety release structure under the vehicle is a sub-knob, which is rotatably connected to the housing, and the sub-knob is axially connected to the sub-gear 1-4, which is meshed with the large gear 1-5, and the large gear 1-5 is axially connected to the lever 1-6; at this time, the sub-gear 1-13 is connected to the safety gear 1-16 through the large gear 1-12, and the large gear 1-12 is axially connected to the lever 1-11, and there is a connecting rod 1-7 between the lever 1-6 and the lever 1-11, and the large gear 1-5 and the large gear 1-12 move synchronously through the connecting rod 1-7 to realize the safety release under the vehicle. A torsion spring 1-3 is provided between the large gear 1-5 and the housing; a torsion spring 1-15 is provided between the safety gear 1-16 and the housing, and there is no spare space on the large gear 1-12 to install a reset torsion spring. A torsion spring 1-15 is provided between the side of the safety gear 1-16 away from the safety block 1-18 and the housing. When the safety state is restored, the safety gear 1-16 can transmit the reset force to the large gear 1-12; the knob has a radially asymmetrical, straight-shaped handle. When the safety state is released, the knob's own gravity can keep the safety gear 1-16 stable, so that the safety block 1-18 can stably leave the fork 1-21 until the next manual operation.

[0035] The lock plate 4 located outside the vehicle is connected to the lock core 4-2, and the auxiliary knob is axial with the lock core, or the auxiliary knob is the lock core 4-2, that is, the rotation of the lock core 4-2 can drive the auxiliary gear 1-4 to rotate, and the movement is transmitted to the large gear 1-5 and the connecting rod 1-7 to the large gear 1-12 and the safety gear 1-16. The rotation of the safety gear 1-16 drives the safety block 1-18 to slide and release the safety. The lock cores 4-2 and 5-2 are provided with cover plates 4-1 and 5-1 respectively outside the lock cores. When the driver and passengers are outside the door leaf, their professional keys can be inserted into any of the lock cores 4-2 and 5-2 under the vehicle or on the vehicle to release the safety structure. When the driver and passengers are inside the door leaf, they can turn the knob to directly drive the safety gear 1-16 to rotate and release the safety.

[0036] like Fig. 9 , Fig.11A U-shaped groove around the end of the handle is provided inside the lock plate, and the end of the handle extending into the lock plate is connected to the stopper 4-4, which rotates with the handle. The stopper 4-4 abuts against any end of the U-shaped groove opening, which can limit the rotation angle of the handle and realize a 90-degree rotation of the handle to lock or release. The bending plate 1-10, the fork 1-21, and the stopper 4-4 cooperate to position the recovery and extension of the oblique lock tongue 1-22.

[0037] When in use, the driver or passenger lifts the lock core cover 4-1 outside the door under the vehicle, inserts the professional key into the door lock core 4-2, and rotates the key 90 degrees counterclockwise to rotate the secondary gear 1-4, which engages and drives the large gear 1-5 to rotate. The lever 1-6 and the large gear 1-5 rotate synchronously, driving the connecting rod 1-7 to move upward, and at the same time compressing the torsion spring 1-3 to move. The connecting rod 1-7 transmits the linkage result of the lock core 4-2 movement to the upper part of the door lock; the connecting rod 1-7 drives the lever 1-11 to rotate, The large gear 1-12 is driven to rotate, so that the secondary gear 1-13 and the safety gear 1-16 are rotated. The safety gear 1-16 drives the main gear short pin 1-17 to rotate, pushing the safety block 1-18 to move along the slide groove in the oblique lock tongue bracket 1-14. The safety gear 1-16 compresses the torsion spring 1-15 to move to another stable position, and the safety block 1-18 leaves the gap of the fork 1-21. The fork 1-21 can rotate with the handle to complete the unlocking of the fork 1-21 outside the door under the vehicle. After unlocking is completed, the handle 4-3 can be operated outside the door under the vehicle, and the handle 4-3 can be pressed down to rotate the limit plate 4-4 90° to the stop position of the door lock outer lock plate 4-5. The handle 4-3 drives the auxiliary fork 1-9 to rotate, compresses the spring 1-2, drives the connecting rod 1-20 to move, and transmits the linkage result of the handle 4-3 movement to the upper part of the door lock; the handle connecting rod 1-20 moves, drives the fork 1-21 to rotate, drives the oblique lock tongue 1-22 to retract, and compresses the springs 1-23 and 1-19. The door lock unlocking operation of the driver and passengers outside the door under the vehicle is completed, and the door opening outside the door under the vehicle is completed.

Claims

1. A door lock for rail transit, comprising an inclined lock tongue (1-22), a shift fork (1-21) for driving the inclined lock tongue (1-22) to retract, characterized in that: The oblique lock tongue (1-22) is slidably connected to the housing, the tail of the oblique lock tongue (1-22) is connected to the bending plate (1-10), a first spring (1-19) is arranged outside the bending plate (1-10), and the first spring (1-19) pushes the oblique lock tongue (1-22) to extend out of the housing; the shift fork (1-21) is rotatably connected to the housing, one end of the shift fork (1-21) is located inside the bending plate (1-10), and the shift fork (1-21) rotates to drive the oblique lock tongue (1-22) to retract into the housing through the bending plate (1-10).

2. The rail transit door lock according to claim 1, characterized in that: It comprises an auxiliary shift fork (1-9) for unlocking under a vehicle, the auxiliary shift fork (1-9) being rotatably connected to a housing, and a side of the shift fork (1-21) away from the oblique lock tongue being connected to the auxiliary shift fork (1-9) via a first connecting rod (1-20).

3. The rail transit door lock according to claim 2, characterized in that: A second spring for resetting is provided between the shift fork (1-21) and the housing, and between the auxiliary shift fork (1-9) and the housing. The shift fork (1-21) and the auxiliary shift fork (1-9) are axially connected to the handle.

4. The rail transit door lock according to claim 1, characterized in that: The invention comprises a safety block (1-18) and a knob. The safety block (1-18) is slidably connected to a housing, and the knob is rotatably connected to the housing. The rotation of the knob drives the safety block (1-18) to slide left and right. A notch is provided on a shift fork (1-21) located in the bending plate (1-10). When the safety block (1-18) enters the notch, the rotation of the shift fork (1-21) is restricted.

5. The rail transit door lock according to claim 4, characterized in that: The knob is axially connected to the first sub-gear (1-13), the first sub-gear (1-13) is connected to the safety gear (1-16), the safety gear (1-16) is eccentrically provided with a short pin (1-17), the safety block (1-18) is provided with a vertical long hole, the short pin (1-17) is located in the long hole, and the safety gear (1-16) rotates, driving the safety block (1-18) to slide left and right through the short pin (1-17) and the long hole.

6. The rail transit door lock according to claim 5, characterized in that: The invention comprises a sub-knob for releasing the safety under the vehicle, the sub-knob is rotatably connected to the housing, the first sub-gear (1-13) is connected to the safety gear via the first large gear (1-12), the sub-knob is axially connected to the second sub-gear (1-4), the second sub-gear is meshingly connected to the second large gear (1-5), and the first large gear (1-12) and the second large gear (1-5) are connected via a second connecting rod (1-7).

7. The rail transit door lock according to claim 6, characterized in that: Torsion springs are respectively arranged between the second large gear (1-5) and the housing, and between the safety gear (1-16) and the housing. A straight-line, left-right asymmetrical handle is radially arranged at the outer end of the knob.

8. The rail transit door lock according to claim 6, characterized in that: The main knob and the auxiliary knob are lock cores or are axially connected to the lock cores.

9. The rail transit door lock according to claim 3, characterized in that: A sliding block is provided at the tail end of the second spring, and the shift fork (1-21) and the auxiliary shift fork (1-9) are in contact with the sliding block.

10. The rail transit door lock according to claim 4, characterized in that: The safety block (1-18) is L-shaped and is located above the oblique lock tongue (1-22).

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