Mechanical and electronic interlocking safety interlocking device for high-speed rail vehicle

Abstract

The application discloses a kind of high-speed rail vehicle mechanical electronic interlocking safety interlocking device, belong to mechanical engineering technical field, to solve the current safety interlocking will be due to frequent mechanical operation and lead to component wear, affect locking reliability, and long-term use mechanical component deformation or wear may lead to unexpected unlocking problem, application includes installation box assembly, the outer side of the installation box assembly is fixedly connected with control panel, lock rod assembly is slidably connected on the installation box assembly, electromagnetic drive assembly can be automatically reset when power off, ensure that maintain the closed state of vehicle door under abnormal conditions, avoid the risk of accidental opening caused by power failure of traditional pure mechanical lock, with electromagnetic drive automatic unlocking and manual mechanical unlocking double system, ensure that vehicle door opening and closing operation can be realized under any fault condition, operating personnel can remotely monitor and intervene in time through control panel, greatly reduce the probability of human error operation.

Description

Technical Field

[0001] This invention relates to the field of mechanical engineering technology, specifically to a mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles. Background Technology

[0002] The mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles is a key piece of equipment used to ensure the safe operation of trains. Its design background stems from the problems of slow response speed and insufficient fault diagnosis capability of traditional mechanical interlocking systems under complex working conditions. With the rapid development of high-speed rail technology, higher requirements have been placed on the reliability, real-time performance and intelligence of safety interlocking devices. This device integrates mechanical structure and electronic control system to achieve coordinated interlocking of mechanical actions and electronic signals, effectively preventing dangerous conditions caused by human error or equipment failure, while also supporting remote monitoring and fault self-diagnosis functions.

[0003] Current safety interlocks suffer from component wear due to frequent mechanical operation, affecting locking reliability. Furthermore, deformation or wear of mechanical components after long-term use may lead to accidental unlocking.

[0004] To address the above issues, a mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles is proposed. Summary of the Invention

[0005] The purpose of this invention is to provide a mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles. By using this invention, the problems in the above-mentioned background are solved: frequent mechanical operation leads to component wear, affecting the reliability of locking; and long-term use may cause unexpected unlocking due to deformation or wear of mechanical components.

[0006] To achieve the above objectives, the present invention provides the following technical solution: A mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles is provided, comprising a mounting box assembly. A control panel is fixedly connected to the outside of the mounting box assembly. A locking rod assembly is slidably connected to the mounting box assembly. An electromagnetic drive assembly is fixedly connected inside the mounting box assembly. One end of the electromagnetic drive assembly is throttle-connected to the locking rod assembly. A dynamic unlocking assembly is connected inside the mounting box assembly. The other end of the electromagnetic drive assembly is throttle-connected to the dynamic unlocking assembly. A manual unlocking assembly is rotatably connected to the mounting box assembly. The manual unlocking assembly is throttle-connected to the dynamic unlocking assembly.

[0007] Furthermore, the mounting box assembly includes a housing, which is fixedly connected to the vehicle door. A cover is fixedly connected to the housing and fixedly connected to the control panel. The locking rod assembly is slidably connected to the housing, and the manual unlocking assembly is rotatably connected to the housing. The electromagnetic drive assembly and the dynamic unlocking assembly are both disposed inside the housing.

[0008] Furthermore, the locking rod assembly includes a locking tongue, which is slidably connected to the housing, and one end of the locking tongue is fixedly connected to a slide rod.

[0009] Furthermore, a fixed shaft is fixedly connected inside the housing, and a rotating rod is rotatably connected to the fixed shaft. Two drive grooves are provided on the rotating rod, and one of the drive grooves is slidably connected to a slide rod.

[0010] Furthermore, the electromagnetic drive assembly includes a coil, which is fixedly connected to the bottom of the housing cavity, and an armature is slidably connected inside the coil, the armature being coaxially arranged with the coil.

[0011] Furthermore, one end of the armature is provided with a push-pull rod, one end of which is fixedly connected to one end of the armature, and the other end of the push-pull rod is fixedly connected to a slide rod II, which is slidably connected to another drive groove. The push-pull rod is fixedly connected to one end of a return spring, and the other end of the return spring is fixedly connected to a coil. The return spring and the push-pull rod are coaxially arranged.

[0012] Furthermore, the dynamic unlocking component includes a connecting plate, and a plurality of connecting rods are provided inside the housing. One end of the plurality of connecting rods is fixedly connected to the bottom of the inner cavity of the housing, and the other end of the plurality of connecting rods is fixedly connected to the connecting plate. The connecting plate is provided with straight through grooves symmetrically opened front and back, and oblique through grooves symmetrically opened front and back. The straight through grooves and the oblique through grooves are connected. The connecting plate is provided with dovetail grooves symmetrically opened front and back.

[0013] Furthermore, each of the two dovetail grooves has a slider 1 slidably connected to it. A transmission rod is provided above each of the two slider 1s, and the two slider 1s are fixedly connected to the transmission rod. Square grooves are symmetrically opened on the transmission rod. Slider 2s are slidably connected to each of the two square grooves. Spring 1s are provided in each of the two square grooves. One end of each spring 1 is fixedly connected to each of the two slider 2s, and the other end of each spring 1 is fixedly connected to the square groove. Slider 3s are provided at the lower end of each of the two slider 2s. The two slider 3s are fixedly connected to each of the two slider 2s, and the two slider 3s are slidably connected to each of the two through grooves.

[0014] Furthermore, two electromagnets are fixedly connected to the upper end of the connecting plate, and the two electromagnets are symmetrically arranged front and back. A stop block one and a stop block two are fixedly connected to the front and back of the two straight through slots. Two deflection rods are arranged above the connecting plate, and the two deflection rods are symmetrically arranged front and back. One end of each of the two deflection rods is fixedly connected to a deflection shaft. Both deflection shafts are rotatably connected to the connecting plate. Two torsion springs are arranged below the connecting plate. The two torsion springs are coaxially arranged with the two deflection shafts respectively. One end of each torsion spring is fixedly connected to the two deflection shafts respectively, and the other end of each torsion spring is fixedly connected to the lower end of the connecting plate.

[0015] Furthermore, the manual unlocking component includes a drive shaft, which is rotatably connected to the housing. A handwheel is fixedly connected to one end of the drive shaft and is located on the outside of the housing. A gear is fixedly connected to the drive shaft. A rack is provided above the connecting plate. One end of the rack is fixedly connected to the other end of the armature, and the other end of the rack is fixedly connected to the transmission rod. The rack meshes with the gear.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. The electromagnetic drive component can automatically reset when power is lost, ensuring that the door remains closed in abnormal situations, avoiding the risk of accidental opening caused by power failure of traditional pure mechanical locks. It also has a dual system of electromagnetic drive automatic unlocking and manual mechanical unlocking, ensuring that the door can be opened and closed under any fault conditions. Operators can remotely monitor and intervene in real time through the control panel, greatly reducing the probability of human error. 2. The extension and retraction of the locking rod assembly is directly controlled by the electromagnetic drive component, which greatly reduces the number of traditional mechanical transmission parts. The simplified structural design avoids mechanical wear problems caused by frequent operation. 3. The compact structural design saves carriage space and is easy to install on high-speed trains. The reset spring setting allows the door to automatically reset when closed, without the need for additional manual operation. 4. The dynamic unlocking component provides two movement paths, corresponding to normal operation and fault status respectively. The electromagnetic drive and manual unlocking systems are independent of each other, and a single fault will not cause the system to fail completely. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall three-dimensional structure of the present invention. Figure 1 ; Figure 2 This is a schematic diagram of the overall three-dimensional structure of the present invention. Figure 2 ; Figure 3 This is a cross-sectional view of the overall three-dimensional structure of the present invention; Figure 4 This is a three-dimensional sectional view of the mounting box assembly of the present invention; Figure 5 This is a schematic diagram of the overall three-dimensional structure of the dynamic unlocking component of the present invention. Figure 1 ; Figure 6 This is a schematic diagram of the overall three-dimensional structure of the dynamic unlocking component of the present invention. Figure 2 ; Figure 7 This is a top view of the overall three-dimensional structure of the dynamic unlocking component of the present invention; Figure 8 This is a schematic diagram of the overall three-dimensional structure of the electromagnetic drive assembly of the present invention; Figure 9 This is a three-dimensional cross-sectional view of the electromagnetic drive assembly of the present invention; Figure 10 For the present invention Figure 9 Enlarged view of region A in the middle.

[0018] In the diagram: 1. Mounting box assembly; 11. Housing; 12. Cover; 13. Fixed shaft; 14. Rotating rod; 141. Drive slot; 2. Control panel; 3. Locking rod assembly; 31. Locking tongue; 32. Slide rod one; 4. Electromagnetic drive assembly; 41. Coil; 42. Armature; 43. Push-pull rod; 44. Slide rod two; 45. Return spring; 5. Dynamic unlocking assembly; 51. Connecting plate; 511. Straight through slot; 512. 513. Oblique through groove; 514. Dovetail groove; 515. Stop block one; 516. Stop block two; 517. Deflection rod; 518. Deflection shaft; 519. Torsion spring; 52. Connecting rod; 53. Slider one; 54. Transmission rod; 541. Square groove; 542. Slider two; 543. Spring one; 55. Slider three; 56. Electromagnet; 67. Manual unlocking assembly; 68. Drive shaft; 69. Handwheel; 60. Gear; 61. Rack. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] A mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles, referring to Figure 1 and Figure 2 As shown, the device includes a mounting box assembly 1, which is fixedly connected to the vehicle door. A control panel 2 is fixedly connected to the outer side of the mounting box assembly 1. (Refer to...) Figures 3-5As shown, a locking rod assembly 3 is slidably connected to the mounting box assembly 1, and an electromagnetic drive assembly 4 is fixedly connected inside the mounting box assembly 1. One end of the electromagnetic drive assembly 4 is connected to the locking rod assembly 3. When the car door needs to be opened, the electromagnetic drive assembly 4 can be powered on through the control panel 2, thereby making the electromagnetic drive assembly 4 work. When the electromagnetic drive assembly 4 is working, it causes the locking rod assembly 3 to retract, thereby causing the locking rod assembly 3 to disengage from the lock hole, that is, the car door is opened. When the car door needs to be closed, the electromagnetic drive assembly 4 is de-energized through the control panel 2. When the electromagnetic drive assembly 4 is de-energized, it automatically resets, thereby causing the locking rod assembly 3 to extend and close the car door again. By automatically resetting the electromagnetic drive component 4 when power is lost, the door remains closed even in abnormal situations such as power outages, avoiding the risk of accidental disengagement due to wear and tear of traditional purely mechanical locks. Operators can remotely monitor and intervene in real time through the control panel 2, significantly reducing the probability of human error. By setting the electromagnetic drive component 4 to drive the locking rod component 3 to extend and retract, the purpose of unlocking or locking is achieved. This greatly reduces the mechanical structure of the entire device, thereby avoiding wear and tear caused by frequent operation. This makes the unlocking or locking accuracy of the entire device higher, and thus makes the entire device safer and more reliable in use.

[0021] Reference Figure 1 , Figure 2 and Figures 6-8 As shown, the mounting box assembly 1 is connected to the dynamic unlocking assembly 5. The other end of the electromagnetic drive assembly 4 is connected to the dynamic unlocking assembly 5. This design allows the electromagnetic drive assembly 4 to be energized when the car door needs to be opened, i.e., the electromagnetic drive assembly 4 is in working state. At this time, the locking rod assembly 3 retracts. Since the electromagnetic drive assembly 4 and the dynamic unlocking assembly 5 are connected, the electromagnetic drive assembly 4 drives the dynamic unlocking assembly 5 to move synchronously when it is working. At this time, the dynamic unlocking assembly 5 is on a moving path. When the car door needs to be closed again, the electromagnetic drive assembly 4 is de-energized. At this time, the electromagnetic drive assembly 4 automatically resets, the locking rod assembly 3 extends, and when the electromagnetic drive assembly 4 automatically resets, it synchronously drives the dynamic unlocking assembly 5 to reset along the above moving path. The mounting box assembly 1 is rotatably connected to a manual unlocking component 6, which is connected to a dynamic unlocking component 5. When the electromagnetic drive component 4 is damaged or cannot be powered, causing the locking rod assembly 3 to malfunction when it needs to retract and unlock, the operator can rotate the manual unlocking component 6. Since the manual unlocking component 6 is connected to the dynamic unlocking component 5, rotating the manual unlocking component 6 allows the dynamic unlocking component 5 to move along another path, thereby causing the locking rod assembly 3 to retract. After unlocking, the operator can release the hand. When the door needs to be closed again, rotating the manual unlocking component 6 allows the dynamic unlocking component 5 to move along that path, i.e., reset, thereby causing the locking rod assembly 3 to retract. When the locking rod assembly 3 is aligned with the keyhole, the operator can release the hand, causing the dynamic unlocking component 5 to automatically reset, thereby causing the locking rod assembly 3 to extend and insert into the keyhole, completing the locking and closing of the door. The keyhole is existing technology and is not shown here. When the electromagnetic drive component 4 is working normally, the dynamic unlocking component 5 moves along a moving path to achieve automatic unlocking and locking functions. When the electromagnetic drive component 4 is damaged or other faults occur and cannot be powered, the operator can manually unlock the component 6 to make the dynamic unlocking component 5 move along another moving path to complete the unlocking and locking operations. This design ensures that the door can be opened and closed under different conditions, greatly enhancing the reliability of the system and reducing the risk of the system failing completely due to a single fault.

[0022] Reference Figure 2 and Figure 5 As shown, the mounting box assembly 1 includes a housing 11, which is fixedly connected to the car door. A cover 12 is fixedly connected to the housing 11 and is fixedly connected to the control panel 2. The locking rod assembly 3 is slidably connected to the housing 11, and the manual unlocking assembly 6 is rotatably connected to the housing 11. The electromagnetic drive assembly 4 and the dynamic unlocking assembly 5 are all located inside the housing 11. This arrangement makes the layout of each component more orderly and reasonable, enhances the overall integrity and stability of the device, reduces the risk of damage to components due to external environmental influences, and facilitates centralized management and maintenance of the device. At the same time, the compact structural design helps to save space in the car and improve space utilization, making the installation and use of the entire device on high-speed rail vehicles more convenient and efficient.

[0023] Reference Figures 5-7 As shown, the locking rod assembly 3 includes a locking tongue 31, which is slidably connected to the housing 11, and one end of the locking tongue 31 is fixedly connected to the slide bar 32.

[0024] A fixed shaft 13 is fixedly connected inside the housing 11. A rotating rod 14 is rotatably connected to the fixed shaft 13. Two drive grooves 141 are provided on the rotating rod 14. One drive groove 141 is slidably connected to the slide rod 32. When the rotating rod 14 rotates counterclockwise on the fixed shaft 13, the limiting action of the drive groove 141 causes the slide rod 32 to move towards the center of rotation of the rotating rod 14 within the drive groove 141, i.e., towards the axis of the fixed shaft 13. This causes the latch 31 to move synchronously, i.e., the latch 31 retracts, disengaging from the lock hole, thus realizing the unlocking operation. After unlocking, the rotating rod 14 rotates clockwise on the fixed shaft 13, i.e., the rotating rod 14 resets. At this time, the drive... The limiting function of the moving groove 141 causes the slide rod 32 to move away from the center of rotation of the rotating rod 14 within a drive groove 141 that is slidably connected to it, i.e., away from the axis of rotation of the fixed shaft 13. This causes the locking tongue 31 to move synchronously, i.e., the locking tongue 31 extends out and re-inserts into the lock hole, thereby realizing the locking operation. When the rotating rod 14 rotates on the fixed shaft 13, the drive groove 141 limits the slide rod 32, thereby controlling the retraction and extension of the locking tongue 31, realizing the unlocking and locking operations. This design makes the whole process more precise and reduces operational errors. This design structure is simple and reasonable, reduces vulnerable parts, improves the durability of the device, and thus reduces maintenance costs and time.

[0025] Reference Figures 7-9 As shown, the electromagnetic drive assembly 4 includes a coil 41, which is fixedly connected to the bottom of the inner cavity of the housing 11. An armature 42 is slidably connected inside the coil 41. The armature 42 is coaxially arranged with the coil 41. When the car door needs to be opened, the control panel 2 controls the coil 41 to be energized with direct current, so that the coil 41 generates a magnetic field. Under the action of the magnetic field, a repulsive force is generated on the armature 42, thereby causing the armature 42 to move.

[0026] One end of the armature 42 is provided with a push-pull rod 43, one end of which is fixedly connected to one end of the armature 42. The other end of the push-pull rod 43 is fixedly connected to a slide rod 44, which is slidably connected to another drive slot 141. One end of the push-pull rod 43 is fixedly connected to a return spring 45, and the other end of the return spring 45 is fixedly connected to a coil 41. The return spring 45 and the push-pull rod 43 are coaxially arranged. The armature 42 moves under the action of the magnetic field generated by the energized coil 41, thereby driving the push-pull rod 43 and the slide rod 44 to move synchronously. At the same time, the slide rod 44 slides in the other drive slot 141, and the return spring 45 is stretched. The magnetic field can... The return spring 45 overcomes the resistance of the armature 42, which moves the push-pull rod 43 and causes the rotating rod 14 to rotate counterclockwise by an angle, causing the latch 31 to retract and disengage from the lock hole, thus unlocking. When the door needs to be closed, the control coil 41 of the control panel 2 is de-energized. At this time, under the action of the return spring 45, the push-pull rod 43 moves in the opposite direction, which in turn causes the armature 42 to move in the opposite direction, i.e., resets. This causes the slide rod 44 to move in the opposite direction, allowing the slide rod 44 to slide in another drive groove 141. At the same time, the rotating rod 14 rotates clockwise by an angle, i.e., resets, causing the latch 31 to extend and insert into the lock hole, thus locking. The control panel 2 controls the energization and de-energization of the coil 41, using the magnetic field to generate a repulsive force on the armature 42, driving the armature 42 to move. This, in turn, drives the push-pull rod 43, the slide rod 44, and other components to move, causing the rotating rod 14 to rotate and the latch 31 to retract or extend, thus completing the locking and unlocking process. The control is more precise and the response is faster. In addition, the reset spring 45 allows the elastic potential energy to be stored when the door is opened and released when it is closed, causing the components to automatically reset. No additional manual operation is required, simplifying the operation process. It can also ensure that the door returns to the locked state when the electromagnetic drive is abnormal, improving the reliability and safety of the device.

[0027] Reference Figure 7 , Figure 9 and Figure 10 As shown, the dynamic unlocking component 5 includes a connecting plate 51. A plurality of connecting rods 52 are provided inside the housing 11. One end of the plurality of connecting rods 52 is fixedly connected to the bottom of the inner cavity of the housing 11, and the other end of the plurality of connecting rods 52 is fixedly connected to the connecting plate 51. A straight through groove 511 is symmetrically opened on the front and back of the connecting plate 51. An oblique through groove 512 is symmetrically opened on the front and back of the connecting plate 51. The straight through groove 511 and the oblique through groove 512 are connected. A dovetail groove 513 is symmetrically opened on the front and back of the connecting plate 51.

[0028] Slider 1 53 is slidably connected to each of the two dovetail grooves 513. A transmission rod 54 is provided above the two sliders 1 53. The two sliders 1 53 are fixedly connected to the transmission rod 54. Square grooves 541 are symmetrically opened on the transmission rod 54. Slider 2 542 is slidably connected to each of the two square grooves 541. Spring 1 543 is provided in each of the two square grooves 541. One end of each spring 1 543 is fixedly connected to each of the two sliders 2 542. The other end of each spring 1 543 is fixedly connected to the square groove 541. Slider 3 55 is provided at the lower end of each of the two sliders 2 542. The two slider 3 55 are fixedly connected to each of the two sliders 2 542. The two slider 3 55 are slidably connected in the two through grooves 511.

[0029] Two electromagnets 56 are fixedly connected to the upper end of the connecting plate 51. The two electromagnets 56 are symmetrically arranged front and back. Two straight through slots 511 are fixedly connected to the front and back of the two slots 511. Two deflection rods 516 are arranged above the connecting plate 51. The two deflection rods 516 are symmetrically arranged front and back. One end of each deflection rod 516 is fixedly connected to a deflection shaft 517. Both deflection shafts 517 are rotatably connected to the connecting plate 51. Two torsion springs 518 are arranged below the connecting plate 51. The two torsion springs 518 are coaxially arranged with the two deflection shafts 517 respectively. One end of each torsion spring 518 is fixedly connected to the two deflection shafts 517 respectively. The other end of each torsion spring 518 is fixedly connected to the lower end of the connecting plate 51.

[0030] The manual unlocking component 6 includes a drive shaft 61, which is rotatably connected to the housing 11. A handwheel 62 is fixedly connected to one end of the drive shaft 61 and is located on the outside of the housing 11. A gear 63 is fixedly connected to the drive shaft 61. A rack 64 is located above the connecting plate 51. One end of the rack 64 is fixedly connected to the other end of the armature 42, and the other end of the rack 64 is fixedly connected to the transmission rod 54. The rack 64 meshes with the gear 63. When the door needs to be unlocked, the coil 41 is energized to generate a magnetic field, and the two electromagnets 56 are energized simultaneously. The two electromagnets 56 are connected in series with the coil 41 in the circuit. Both deflection rods 516 are magnetic. When electromagnet 56 is energized, the magnetism generated by electromagnet 56 is the same as that of deflector rod 516. According to the principle of like poles repelling, deflector rod 516 deflects and turns towards stop block 2 515, coming into contact with it. Due to the blocking effect of stop block 2 515, deflector rod 516 deflects to a certain angle and then stops deflecting. Due to the continuous action of the magnetic field, deflector rod 516 maintains its deflected state. At this time, torsion spring 518 deforms, that is, torsion spring 518 completes its energy storage. Simultaneously, under the action of the magnetic field generated by coil 41, armature 42 moves. This causes the latch 31 to disengage from the lock hole. During this process, the armature 42 moves, causing the rack 64 to move synchronously, which in turn causes the transmission rod 54, which is fixedly connected to it, to move synchronously. This causes the slider 1 53 to slide in the dovetail groove 513, while the slider 3 55 slides from left to right in the straight through groove 511. Due to the obstruction of the deflection rod 516, the slider 3 55 will not enter the oblique through groove 512 from the position where the straight through groove 511 and the oblique through groove 512 are connected during the process of sliding in the straight through groove 511. During this process, the path of the slider 3 55 is always within the straight through groove 511. When the car door needs to be closed, coil 41 and electromagnet 56 are simultaneously de-energized. At this time, electromagnet 56 loses its repulsive force on deflector rod 516. Under the action of torsion spring 518, deflector rod 516 deflects again, that is, deflector rod 516 resets. Deflector rod 516 turns to stop block 1 514 and abuts against stop block 1 514. Under the action of return spring 45, armature 42 drives rack 64 to reset, which in turn drives transmission rod 54, slider 1 53 and slider 3 55 to reset. During this process, due to the large elastic force of return spring 45, slider 3 55 can break through the straight through groove 511 as it slides from right to left. The deflection rod 516 blocks the movement, thus achieving the reset effect. When the coil 41 is blocked by the through groove 511, causing the slider 55 to be unable to slide normally, resulting in the coil 511 being overloaded and damaged, or in other cases, the electromagnet 56 loses its repulsive effect on the deflection rod 516. That is, the deflection rod 516 is always in contact with the stop block 514. Since in the initial state, that is, when the car door is locked, the slider 55 is in the through groove 511, but is close to the connection position between the through groove 511 and the oblique through groove 512, the risk of blockage in the close section of the through groove 511 is small and can be ignored. When the car door needs to be opened, the handwheel 62 can be manually turned to rotate the drive shaft 61, which in turn drives the gear 63 to rotate synchronously. Through the meshing of the gear 63 and the rack 64, the rack 64 moves, which in turn drives the armature 42 to move synchronously to the right. At the same time, the transmission rod 54 moves synchronously to the right. Slider 1 53 slides from left to right in the dovetail groove 513, while slider 3 55 slides from left to right in the straight through groove 511. When slider 3 55 slides to the position where the straight through groove 511 and the oblique through groove 512 are connected, it cannot deflect due to the obstruction of the deflection rod 516, which is blocked by the stop block 1 514. At this time, slider 3 55 enters the oblique through groove 512 and continues to slide to the right. Through the cooperation of the deflection rod 516, the stop block 1 514, and the stop block 2 515, under normal conditions, slider 3 55 is prevented from entering the oblique through groove 512, preventing manual unlocking from interfering with the automatic system. In the event of a malfunction, the slider is forced to move. The third slider 55 enters the oblique through groove 512, ensuring the unlocking process is controlled. During this process, the second slider 542 slides in the square groove 541, and the first spring 543 is compressed. When the door needs to be closed, the third slider 55 slides in the opposite direction under the action of the return spring 45. At this time, the second slider 542 slides in the opposite direction simultaneously. After the third slider 55 leaves the oblique through groove 512, the first spring 543 resets. After that, the third slider 55 continues to slide in the opposite direction, and the second slider 542 stops sliding until the third slider 55 has completed its reset, that is, the return spring 45 has fully reset, and the bolt 31 is reinserted into the lock hole to complete the relocking operation. This design ensures the feasibility of unlocking by forced path switching in the event of a fault. Combined with the automatic reset mechanism, it avoids the defect of additional locking after manual operation in traditional technology. It solves the inherent problems of existing pure mechanical or pure electronic locks and is particularly suitable for application scenarios with extremely high requirements for safety and reliability, such as high-speed rail, achieving efficient interlocking between mechanical and electronic systems.

[0031] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0032] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles, characterized in that: The device includes a mounting box assembly (1), a control panel (2) is fixedly connected to the outside of the mounting box assembly (1), a locking rod assembly (3) is slidably connected to the mounting box assembly (1), an electromagnetic drive assembly (4) is fixedly connected inside the mounting box assembly (1), one end of the electromagnetic drive assembly (4) is connected to the locking rod assembly (3) in a transmission connection, a dynamic unlocking assembly (5) is connected inside the mounting box assembly (1), the other end of the electromagnetic drive assembly (4) is connected to the dynamic unlocking assembly (5) in a transmission connection, and a manual unlocking assembly (6) is rotatably connected to the mounting box assembly (1), the manual unlocking assembly (6) is connected to the dynamic unlocking assembly (5) in a transmission connection.

2. The mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles according to claim 1, characterized in that: The mounting box assembly (1) includes a housing (11), which is fixedly connected to the car door. A cover (12) is fixedly connected to the housing (11), and the cover (12) is fixedly connected to the control panel (2). The locking rod assembly (3) is slidably connected to the housing (11). The manual unlocking assembly (6) is rotatably connected to the housing (11). The electromagnetic drive assembly (4) and the dynamic unlocking assembly (5) are both located inside the housing (11).

3. The mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles according to claim 2, characterized in that: The locking rod assembly (3) includes a locking tongue (31), which is slidably connected to the housing (11), and one end of the locking tongue (31) is fixedly connected to the slide bar (32).

4. The mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles according to claim 3, characterized in that: A fixed shaft (13) is fixedly connected inside the housing (11), and a rotating rod (14) is rotatably connected on the fixed shaft (13). Two drive grooves (141) are opened on the rotating rod (14), and one of the drive grooves (141) is slidably connected to the slide rod (32).

5. A mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles according to claim 4, characterized in that: The electromagnetic drive assembly (4) includes a coil (41), which is fixedly connected to the bottom of the inner cavity of the housing (11). An armature (42) is slidably connected inside the coil (41), and the armature (42) is coaxially arranged with the coil (41).

6. A mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles according to claim 5, characterized in that: One end of the armature (42) is provided with a push-pull rod (43), one end of the push-pull rod (43) is fixedly connected to one end of the armature (42), the other end of the push-pull rod (43) is fixedly connected to a slide rod (44), the slide rod (44) is slidably connected to another drive groove (141), one end of the push-pull rod (43) is fixedly connected to a return spring (45), the other end of the return spring (45) is fixedly connected to a coil (41), and the return spring (45) and the push-pull rod (43) are coaxially arranged.

7. A mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles according to claim 6, characterized in that: The dynamic unlocking component (5) includes a connecting plate (51). A plurality of connecting rods (52) are provided inside the housing (11). One end of the plurality of connecting rods (52) is fixedly connected to the bottom of the inner cavity of the housing (11), and the other end of the plurality of connecting rods (52) is fixedly connected to the connecting plate (51). A straight through groove (511) is symmetrically opened on the front and back of the connecting plate (51). An oblique through groove (512) is symmetrically opened on the front and back of the connecting plate (51). The straight through groove (511) and the oblique through groove (512) are connected. A dovetail groove (513) is symmetrically opened on the front and back of the connecting plate (51).

8. A mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles according to claim 7, characterized in that: Sliding slider 1 (53) is slidably connected in both dovetail grooves (513). A transmission rod (54) is provided above the two sliding slider 1 (53). The two sliding slider 1 (53) is fixedly connected to the transmission rod (54). Square grooves (541) are symmetrically opened on the transmission rod (54). Sliding slider 2 (542) is slidably connected in both square grooves (541). Spring 1 (543) is provided in both square grooves (541). One end of the two spring 1 (543) is fixedly connected to the two sliding slider 2 (542) respectively. The other end of the two spring 1 (543) is fixedly connected in the square groove (541) respectively. Sliding slider 3 (55) is provided at the lower end of the two sliding slider 2 (542). The two sliding slider 3 (55) is fixedly connected to the two sliding slider 2 (542) respectively. The two sliding slider 3 (55) is slidably connected in the two through grooves (511) respectively.

9. A mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles according to claim 7, characterized in that: Two electromagnets (56) are fixedly connected to the upper end of the connecting plate (51). The two electromagnets (56) are arranged symmetrically in front and behind. A stop block 1 (514) and a stop block 2 (515) are fixedly connected to the front and back of the two through slots (511). Two deflection rods (516) are arranged above the connecting plate (51). The two deflection rods (516) are arranged symmetrically in front and behind. One end of each of the two deflection rods (516) is fixedly connected to a deflection shaft (517). The two deflection shafts (517) are rotatably connected to the connecting plate (51). Two torsion springs (518) are arranged below the connecting plate (51). The two torsion springs (518) are coaxially arranged with the two deflection shafts (517). One end of each torsion spring (518) is fixedly connected to the two deflection shafts (517). The other end of each torsion spring (518) is fixedly connected to the lower end of the connecting plate (51).

10. A mechanical and electronic interlocking safety interlocking device for high-speed rail vehicles according to claim 8, characterized in that: The manual unlocking assembly (6) includes a drive shaft (61) which is rotatably connected to the housing (11). A handwheel (62) is fixedly connected to one end of the drive shaft (61). The handwheel (62) is located on the outside of the housing (11). A gear (63) is fixedly connected to the drive shaft (61). A rack (64) is provided above the connecting plate (51). One end of the rack (64) is fixedly connected to the other end of the armature (42). The other end of the rack (64) is fixedly connected to the transmission rod (54). The rack (64) meshes with the gear (63).

Images