Door lock for rail transit

Abstract

This invention discloses a door lock for rail transit, including a slanted latch and a fork that retracts the latch. The latch is slidably connected to a housing, and a bending plate is connected to the tail of the latch. A first spring is externally mounted on the bending plate, and the first spring pushes the latch out of the housing. The fork is rotatably connected to the housing, with one end of the fork located inside the bending plate. When the fork rotates, it retracts the latch into the housing via the bending plate. When the door is closed, the latch can be independently pushed back into the housing by the door frame and then pushed out by the first spring, achieving automatic locking. This door lock is compatible with simultaneous unlocking from inside and outside the vehicle, and simultaneous disengagement of the safety mechanism from inside and outside the vehicle.

Description

Technical Field

[0001] This invention relates to a door lock, and more particularly to a door lock for rail transit. Background Technology

[0002] The working environment of rail locomotives varies drastically, including high and low temperatures, wind, sand, rain, snow, ice, and direct sunlight. This demands reliable and durable door locks. The ideal solution allows operation not only on the track but also inside the locomotive, enabling simultaneous unlocking and opening from both inside and outside the vehicle. Patent application CN 117513885A discloses a rail locomotive door lock that uses a rack, pinion, and transmission rod for mechanical transmission to unlock the doors from both the inside and outside. However, this design lacks an automatic locking function when the doors are closed. Summary of the Invention

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

[0004] Technical solution: The present invention provides a door lock for rail transit, comprising a slanted latch and a fork that retracts the slanted latch. The slanted latch is slidably connected to a housing, and a bending plate is connected to the tail of the slanted latch. A first spring is provided outside the bending plate, and the first spring pushes the slanted latch out of the housing. The fork is rotatably connected to the housing, and one end of the fork is located inside the bending plate. When the fork rotates, it drives the slanted latch to retract into the housing through the bending plate.

[0005] When the door is closed, the angled latch can be pushed back into the housing by the door frame on its own, and then pushed out by the first spring to achieve automatic locking.

[0006] Preferably, in order to achieve automatic locking and unlocking both when getting on and off the vehicle, a secondary shift fork is included for unlocking under the vehicle. The secondary shift fork is rotatably connected to the housing, and the side of the shift fork away from the oblique locking tongue is connected to the secondary shift fork via 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 a handle.

[0008] Preferably, in order to set up a safety mechanism that can automatically lock, it includes a safety block and a knob. The safety block is slidably connected to the housing, and the knob is rotatably connected to the housing. Rotating the knob causes the safety block to slide left and right. A notch is provided on the fork located inside 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 a first auxiliary gear, which is connected to a safety gear. The safety gear has an eccentrically positioned short pin, and the safety block has a vertical elongated hole. The short pin is located inside the elongated hole. When the safety gear rotates, it drives the safety block to slide left and right through the short pin and the elongated hole.

[0010] Preferably, in order to achieve automatic locking and to release the safety when getting on and off the vehicle, a secondary knob for releasing the safety is included under the vehicle. The secondary knob is rotatably connected to the housing. The first secondary gear is connected to the safety gear through the first large gear. The secondary knob is axially connected to the second secondary gear. The second secondary gear is meshed with the second large gear. 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 is released and the safety 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 the outer end of the knob is provided with a straight, asymmetrical handle.

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

[0013] Preferably, the tail end of the second spring is provided with a slider, and the shift fork and the auxiliary shift fork abut against the slider.

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

[0015] Beneficial Effects: Compared with the prior art, the present invention has the following significant advantages: 1. Automatic locking when the door is closed: When the door is closed, there is no need to turn the handle; the slanted locking tongue can be pushed back to achieve automatic locking; 2. High stability in both releasing and maintaining the safety: When releasing the safety, manual operation overloads the knob and relies on the knob's gravity to achieve point positioning, stably releasing the safety; when maintaining the safety, the torsion spring keeps the safety block reset, and the spring keeps the main and auxiliary shift forks (handles) reset, keeping the safety block and shift forks connected, ensuring a stable and reliable safety state; 3. Simultaneous unlocking and releasing of the safety can be achieved from both inside and outside the vehicle; 4. Compact internal mechanism layout and thin lock body; 5. The shift fork adopts a three-pointed star structure, with a robust power transmission mechanism, ensuring a million-level lifespan during use; both sides of the shift block have spring reset and shock absorption, resulting in low noise during operation. Attached Figure Description

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

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

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

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

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

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

[0022] Figure 7 This is a schematic diagram of the internal structure of the upper part of the door lock with a handle according to the present invention.

[0023] Figure 8 This is a first-view view of the upper part of the locking plate structure of the present invention;

[0024] Figure 9 This is a second-view view of the upper part of the locking plate structure of the present invention;

[0025] Figure 10 This is a first-view view of the lower half of the locking plate structure of the present invention;

[0026] Figure 11 This is a second-view view of the locking plate structure in the lower part of the present invention. Detailed Implementation

[0027] The technical solution of the present invention will be further described below with reference to the accompanying drawings.

[0028] like Figure 1 , Figure 2 The door lock of this rail vehicle consists of a lock body 1 and 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. The four lock plates are located on the inner and outer sides of the door leaf 6. The lock body 1 is fixed inside the door leaf 6 by bolts or other structures that pass through the lock body.

[0029] like Figure 3 , Figure 4 , Figure 7The lock body 1, used for automatic door locking, mainly consists of a slanted latch 1-22 and a shift fork 1-21. The slanted latch 1-22 and the shift fork 1-21 are located inside the housing of the lock body 1. The tail of the slanted latch 1-22 is connected to a bending plate 1-10. The slanted latch 1-22 can slide along the fixing groove of the slanted latch bracket inside the housing. The bending plate 1-10 has bending parts at both the head and tail. The bending part at the head cooperates with the housing to limit the extension of the slanted latch 1-22. There is a spring 1-19 between the outer side of the tail of the bending plate 1-10 and the housing. The spring 1-19 is used to push the slanted latch 1-22 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. When the shift fork 1-21 rotates, it pushes the bending plate 1-10 to slide, causing the slanted latch 1-22 to retract into the housing. When the door is closed, with the fork 1-21 in the reset position, the bending plate 1-10 contacts the fork 1-21, and the angled locking tongue 1-22 can be pushed back into the housing by the door frame, and then pushed out by the spring 1-19, restoring contact with the fork 1-21, thus achieving automatic locking. The fork 1-21 has a square through hole (not shown) at its rotation center. Figure 8 , Figure 9 The two main shafts of the handle 5-3 of the inner and outer locking plates can be inserted into the square through hole from both ends. Rotating the handle 5-3 causes the main shafts to slide the oblique locking tongue 1-21, i.e., the oblique locking tongue 1-22 retracts. A spring 1-23 is provided between the end of the shift fork 1-21 away from the bending plate 1-10 and the housing. A slider 1-24 is provided at the tail end of the spring 1-23. The end of the shift fork 1-21 away from the bending plate 1-10 contacts the slider 1-24. When the handle is rotated on the vehicle, the shift fork 1-21 is rotated, which can simultaneously compress the spring 1-23. Springs 1-19 and 1-23 are located on opposite sides of the shift fork 1-21 and can simultaneously push the shift fork 1-21 to reset, positioning the handle from the inside and preventing the handle from tilting.

[0030] like Figure 5 , Figure 6 The unlocking mechanism under the vehicle is a secondary shift fork 1-9. The secondary shift fork 1-9 is rotatably connected to the housing. The shift fork 1-21 extends a side branch from the side away from the oblique locking tongue 1-22. The secondary shift fork 1-9 has a similar structure to the shift fork 1-21, extending a side branch at the same position. The two side branches are connected by a connecting rod 1-20, so that the shift fork 1-21 and the secondary shift fork 1-9 move synchronously.

[0031] The shift fork 1-21 adopts a three-pronged star structure. One fork end is located inside the bending plate 1-10 of the oblique locking tongue 1-22, which can move the oblique locking tongue 1-22 to retract. The fork end located on the same straight line is in contact with the stop block 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 locking tongue 1-22) is connected to the connecting rod 1-20 through a hole. The secondary shift fork 1-9 is approximately V-shaped and has a double-fork structure. It has one less fork end than the shift fork 1-21 that drives the oblique locking tongue 1-22. The fork end of the secondary shift fork 1-9 corresponding to the shift fork 1-21 is connected to the connecting rod 1-20 through a hole, allowing the upper and lower vehicles to synchronously drive the oblique locking tongue 1-22. A spring 1-2 is installed between the remaining fork end of the secondary shift fork 1-9 and the housing. The tail end of the spring 1-2 is connected to the slider 1-8. The remaining fork end of the secondary shift fork 1-9 contacts the slider 1-8. When the secondary shift fork 1-9 rotates, it compresses the spring 1-2 through the slider 1-8. Similarly, the center of rotation of the secondary shift fork 1-9 has a square through hole (not shown), such as... Figure 10 , Figure 10 The handle 4-3 of the outer locking plate is inserted into the square through hole. Rotating the handle 4-3 causes the main shaft to drive the auxiliary shift fork 1-9 to rotate, which in turn drives the shift fork 1-21 to rotate through the connecting rod 1-20, causing the oblique locking tongue 1-21 to slide and the oblique locking tongue 1-22 to retract.

[0032] like Figure 3 , Figure 4 , Figure 7 The housing contains a safety mechanism and a release mechanism. The safety mechanism is mainly a safety block 1-18, and the release mechanism is mainly a knob. The safety block 1-18 is located above the oblique locking tongue 1-22 and is slidably connected to the housing. The sliding direction of the safety block 1-18 is parallel to that of the oblique locking tongue 1-22. The knob is rotatably connected to the housing. Rotating the knob can cause the safety block 1-18 to slide left and right. The fork 1-21 located in the bending plate 1-10 of the oblique locking tongue 1-22 has a notch at its fork end. 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 that allows the knob to rotate and cause the safety block 1-18 to slide is as follows: the knob is axially connected to the secondary gear 1-13, which is directly or indirectly connected to the safety gear 1-16 via the large gear 1-12. The safety gear 1-16 has an eccentrically positioned short pin 1-17 on its side. The safety block 1-18 has a vertically elongated hole, with the short pin 1-17 located within it. Rotation of the safety gear 1-16 allows the safety block 1-18 to slide left and right within the housing via the short pin 1-17 and the elongated hole. The knob is rotatably connected to the lock plate 2 inside the vehicle. The lock plate 5 located outside the vehicle is connected to the lock cylinder 5-2, which is axially connected to the knob. Therefore, rotation of the lock cylinder 5-2 can drive the secondary gear 1-13 to rotate, which in turn drives the safety gear 1-16 to rotate.

[0034] The under-vehicle safety release mechanism is a secondary knob, which is rotatably connected to the housing. The secondary knob is axially connected to a secondary gear 1-4, which meshes with a large gear 1-5. The large gear 1-5 is axially connected to a lever 1-6. At this time, the secondary gear 1-13 is connected to the safety gear 1-16 through the large gear 1-12. The large gear 1-12 is axially connected to a lever 1-11. There is a connecting rod 1-7 between the lever 1-6 and the lever 1-11. The large gear 1-5 and the large gear 1-12 move synchronously through the connecting rod 1-7, thereby releasing the under-vehicle safety. 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; a reset torsion spring is installed on the large gear 1-12 without any clearance; 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 is restored, the safety gear 1-16 can transmit the reset force to the large gear 1-12; the knob has an asymmetrical, straight handle in the radial direction; when the safety is released, the knob's own weight can keep the safety gear 1-16 stable, so that the safety block 1-18 can stably leave the shift fork 1-21 until the next manual operation.

[0035] The lock plate 4 located on the outside of the vehicle is connected to the lock cylinder 4-2. The auxiliary knob is axially aligned with the lock cylinder, or the auxiliary knob is the lock cylinder 4-2. Rotating the lock cylinder 4-2 drives the auxiliary gear 1-4 to rotate. This motion is transmitted through the large gear 1-5 and connecting rod 1-7 to the large gear 1-12 and the safety gear 1-16. Rotating the safety gear 1-16 causes the safety block 1-18 to slide, disengaging the lock. Lock cylinders 4-2 and 5-2 are respectively equipped with cover plates 4-1 and 5-1. When the driver or passenger is outside the door, inserting their key into either the lock cylinder 4-2 or 5-2 inside or under the vehicle will disengage the lock. When the driver or passenger is inside the door, rotating the knob directly drives the safety gear 1-16 to disengage the lock.

[0036] like Figure 9 , Figure 11The lock plate has a U-shaped groove around the end of the handle. One end of the handle that extends into the lock plate is connected to a stop block 4-4. The stop block 4-4 rotates with the handle and abuts against either end of the U-shaped groove opening, which can limit the rotation angle of the handle, allowing for a 90-degree rotation of the handle to lock or release. The bending plate 1-10, the shift fork 1-21, and the stop block 4-4 work together to position the retraction and extension of the angled locking tongue 1-22.

[0037] In use, the driver and passengers, from outside the vehicle's lower door, lift the lock cylinder cover 4-1, insert the professional key into the lock cylinder 4-2, and rotate the key counterclockwise 90° to rotate the secondary gear 1-4. This engages and drives the large gear 1-5 to rotate, causing the lever 1-6 and the large gear 1-5 to rotate synchronously. This drives the connecting rod 1-7 to move upwards, simultaneously pressing and rotating the torsion spring 1-3. The connecting rod 1-7 transmits the movement of the lock cylinder 4-2 to the upper part of the door lock; the connecting rod 1-7 then drives the lever 1-11 to rotate. The large gear 1-12 rotates, causing the secondary gear 1-13 and the safety gear 1-16 to rotate. 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 inclined locking tongue bracket 1-14. The safety gear 1-16 presses the torsion spring 1-15 to move to another stable position. The safety block 1-18 leaves the notch of the shift fork 1-21, and the shift fork 1-21 can rotate with the handle, completing the unlocking of the shift fork 1-21 from outside the vehicle door. Unlocking complete. From outside the vehicle's lower door, handle 4-3 can be operated. Pressing down and rotating handle 4-3 rotates the limiting plate 4-4 90° until it reaches the stop position of the outer lock plate 4-5. Handle 4-3 drives the auxiliary shift fork 1-9 to rotate, compressing spring 1-2, which in turn moves connecting rod 1-20, transmitting the result of the movement of handle 4-3 to the upper part of the door lock. The movement of handle connecting rod 1-20 drives the shift fork 1-21 to rotate, driving the angled lock tongue 1-22 to retract, compressing springs 1-23 and 1-19. This completes the door lock unlocking operation for the driver and passengers from outside the vehicle's lower door, thus opening the door from the outside.

Claims

1. A door lock for rail transit, comprising a bevel lock tongue (1-22) and a yoke (1-21) for retracting the bevel lock tongue (1-22), characterized in that, The bevel lock tongue (1-22) is slidably connected with the shell, the tail of the bevel lock tongue (1-22) is connected with the bent plate (1-10), the bent plate (1-10) is externally provided with the first spring (1-19), the first spring (1-19) pushes the bevel lock tongue (1-22) to extend out of the shell; the yoke (1-21) is rotatably connected with the shell, one end of the yoke (1-21) is located inside the bent plate (1-10), the yoke (1-21) is rotated to drive the bevel lock tongue (1-22) to retract into the shell through the bent plate (1-10), the yoke (1-21) located inside the bent plate (1-10) is provided with a notch; Further comprising an insurance block (1-18) and a knob, the insurance block (1-18) is slidably connected with the shell, the insurance block (1-18) enters the notch, and the yoke (1-21) is limited in rotation; the insurance block (1-18) is provided with a vertical long hole, the knob is rotatably connected with the shell, the knob is axially connected with the first secondary gear (1-13), the first secondary gear (1-13) is connected with the insurance gear (1-16) through the first large gear (1-12), the insurance gear (1-16) is eccentrically provided with a short pin (1-17), and the short pin (1-17) is located in the long hole; The structure for unlocking the insurance under the vehicle comprises a secondary knob, the secondary knob is rotatably connected with the shell, the secondary knob is axially connected with the second secondary gear (1-4), the second secondary gear is meshingly connected with the second large gear (1-5), and the second large gear (1-5) and the first large gear (1-12) are connected through the second connecting rod (1-7); The second large gear (1-5) is rotated to drive the second connecting rod (1-7) to move upwards, drive the first large gear (1-12) and the insurance gear (1-16) to rotate, drive the insurance block (1-18) to slide away from the notch of the yoke (1-21) through the short pin (1-17) and the long hole, and the insurance is released.

2. The door lock for rail vehicles according to claim 1, characterized in that The first large gear (1-12) is axially connected with the first lever (1-11), the second large gear (1-5) is axially connected with the second lever (1-6), and the second connecting rod (1-7) connects the first lever (1-11) and the second lever (1-6).

3. The door lock for rail vehicles according to claim 1 or 2, characterized in that The structure for unlocking the insurance under the vehicle comprises a secondary knob, the secondary knob is rotatably connected with the shell, the secondary knob is axially connected with the second secondary gear (1-4), the second secondary gear is meshingly connected with the second large gear (1-5), and the second large gear (1-5) and the first large gear (1-12) are connected through the second connecting rod (1-7); 4. The door lock for rail vehicles according to claim 3, characterized in that Second springs for resetting are arranged between the yoke (1-21) and the shell and between the secondary yoke (1-9) and the shell, and the yoke (1-21) and the secondary yoke (1-9) are axially connected with the handle.

5. The door lock for rail vehicles according to claim 1, characterized in that Torsional springs are arranged between the second large gear (1-5) and the shell and between the insurance gear (1-16) and the shell, respectively, and a one-word type, left-right asymmetric handle is radially arranged at the outer end of the knob.

6. The door lock for rail vehicles according to claim 1, characterized in that The knob and the secondary knob are a lock cylinder or are axially connected with a lock cylinder.

7. The door lock for rail vehicles according to claim 4, characterized in that The tail end of the second spring is provided with a sliding block, and the yoke (1-21) and the secondary yoke (1-9) abut against the sliding block.

8. The door lock for rail vehicles according to claim 1, characterized in that The insurance block (1-18) is L-shaped and located above the bevel lock tongue (1-22).

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