Connecting rod type multi-point linkage crank lock system

Abstract

A connecting rod type multi-point linkage crank lock system comprises a crank lock and a plurality of linkage lock points. The crank lock comprises a seat body, and an unlocking crank is rotationally arranged on the seat body; the first spring bolt is rotationally arranged on the seat body and is coaxially and fixedly connected with the rotating shaft of the crank; the first steering part comprises a first rotating end and a first swinging end, the first rotating end is coaxially and fixedly connected with a rotating shaft of the first spring bolt, and the first swinging end is rotationally connected with a first end of a connecting rod; the linkage lock point comprises a base, and the base and a seat body of the crank lock are relatively fixed; the second spring bolt is rotationally arranged on the base, and a rotating shaft of the second spring bolt is parallel to a rotating shaft of the first spring bolt; the second steering part comprises a second rotating end and a second swing end, the second rotating end is coaxially and fixedly connected with the rotating shaft of the second spring bolt, and the second swing end is rotationally connected with the second end of the connecting rod. The structure is simple, the whole structure is light, the production cost and the assembly difficulty are reduced, and the reliability is improved.

Description

Technical Field

[0001] The utility model relates to the field of locks, in particular to a connecting rod type multi-point linkage crank lock system. Background Art

[0002] The multi-point linkage lock is a composite security system that combines the crank lock and multi-point locking technology to provide a higher level of door and window security. In this design, the crank lock operates one locking point, while the linkage synchronizes the other points to achieve multi-point linkage locking, thus providing a more convenient operating experience while improving security.

[0003] The advantages of the multi-point linkage crank lock system are mainly reflected in two aspects: safety and functionality. First, compared with the traditional single-point lock, the multi-point locking system has multiple locking points distributed on the door frame, which greatly improves the resistance and protection capabilities of doors and windows. This design can effectively prevent intrusion and damage and improve the overall security level. Secondly, through the operation of the crank lock, users can easily unlock and lock at a single point, while other points will be executed synchronously, allowing users to more easily control the status of doors and windows and improve convenience.

[0004] However, this technology still has some shortcomings. First, its structure is relatively complex, which leads to higher manufacturing costs. The high cost has limited the popularity of the multi-point interlocking crank lock system in the market. Secondly, the complex structure also increases the difficulty of installation and maintenance, which may affect the user's choice. In addition, some user feedback shows that due to the interconnection of multiple components in the system, there may be reliability issues, and a more reliable and durable design is needed.

[0005] Therefore, how to solve the above-mentioned deficiencies in the prior art has become a topic to be studied and solved in the present invention. Summary of the invention

[0006] The utility model aims to provide a connecting rod type multi-point linkage crank lock system.

[0007] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0008] A connecting rod type multi-point linkage crank lock system, comprising a crank lock and a plurality of linkage lock points in transmission cooperation with the crank lock;

[0009] The crank lock comprises a base body, on which a crank for unlocking is rotatably arranged;

[0010] It also includes a first locking tongue and a first steering member, wherein the first locking tongue is rotatably disposed on the seat body and is coaxially fixedly connected to the rotating shaft of the crank;

[0011] The first steering member includes a first rotating end and a first swinging end, the first rotating end is coaxially fixed to the rotating shaft of the first locking tongue, and the first swinging end is rotatably connected to the first end of a connecting rod;

[0012] The linkage lock point includes a base, which is relatively fixed to the base body of the crank lock;

[0013] It also includes a second locking tongue and a second steering member, wherein the second locking tongue is rotatably disposed on the base, and a rotation axis thereof is parallel to a rotation axis of the first locking tongue;

[0014] The second steering member includes a second rotating end and a second swinging end, the second rotating end is coaxially fixed to the rotating shaft of the second locking tongue, and the second swinging end is rotatably connected to the second end of the connecting rod.

[0015] According to a further technical solution, a first limiting portion for limiting the rotation angle of the first locking tongue is provided on the base of the crank lock.

[0016] According to a further technical solution, the first limiting portion includes a first arcuate groove opened on the seat body, and the first arcuate groove is arranged in a circumferential direction around the rotation axis of the seat body; a first limiting protrusion is provided on the first locking tongue, and the first limiting protrusion abuts against two ends of the first arcuate groove to limit the rotation angle of the first locking tongue.

[0017] According to a further technical solution, a second limiting portion for limiting the rotation angle of the second locking tongue is provided on the base of the linkage locking point.

[0018] According to a further technical solution, the second limiting portion includes a second arc-shaped groove on the base, which is arranged in a circumferential direction of the base rotation axis; a second limiting protrusion is provided on the second lock tongue, and the second limiting protrusion abuts against two ends of the second arc-shaped groove to limit the rotation angle of the second lock tongue.

[0019] According to a further technical solution, there are at least two interlocking locking points, which are located on two opposite sides of the crank lock; and the number of the connecting rods is equal to the number of the interlocking locking points.

[0020] According to a further technical solution, the rotating end of the first locking tongue is embedded in the first rotating end of the first steering member to achieve coaxial fixed connection between the two; the rotating end of the second locking tongue is embedded in the second rotating end of the second steering member to achieve coaxial fixed connection between the two.

[0021] According to a further technical solution, the angle between the center line of the first locking tongue and the first steering member in the length direction is 135±15°; the angle between the center line of the second locking tongue and the second steering member in the length direction is 135±15°.

[0022] According to a further technical solution, the first locking tongue and the second locking tongue have the same structure, and the first steering member and the second steering member have the same structure.

[0023] The working principle and advantages of this utility model are as follows:

[0024] The utility model discloses a connecting rod type multi-point linkage crank lock system, which is cleverly designed to cooperate with the crank lock and multiple linkage lock points through the connecting rod synchronous transmission. Compared with the existing technology, it avoids the traditional multi-stage linkage forms such as complex gears, racks, gear shafts, etc., has a simpler structure and is lighter as a whole. It not only reduces the production cost and assembly difficulty, but also effectively improves the overall reliability of use, has a wider range of applicable scenarios, and can better meet users' needs for safety and practicality. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Attached Figure 1 This is a schematic diagram of the structure of the embodiment of the utility model in a locked state;

[0026] Attached Figure 2 It is a side view of the embodiment of the utility model in a locked state;

[0027] Attached Figure 3 This is a bottom view of the embodiment of the utility model in a locked state;

[0028] Attached Figure 4 This is an exploded view of the linkage lock point of the embodiment of the utility model;

[0029] Attached Figure 5 This is a three-dimensional diagram of the embodiment of the utility model in a locked state;

[0030] Attached Figure 6 This is a three-dimensional diagram of the embodiment of the utility model when unlocking begins;

[0031] Attached Figure 7 This is a three-dimensional diagram of an embodiment of the utility model in an unlocked state;

[0032] Attached Figure 8 This is a schematic diagram of the structure of an embodiment of the utility model in an unlocked state;

[0033] Attached Fig. 9 It is a side view of the embodiment of the utility model in the unlocked state;

[0034] Attached Fig.10 This is a bottom view of the embodiment of the utility model in the unlocked state;

[0035] Attached Fig.11 for Figure 1 Enlarged view of point A in the middle.

[0036] Attached Fig.12 for Figure 5 Enlarged view of point B in the middle.

[0037] In the above drawings: 1. crank lock; 2. linkage lock point; 3. seat; 4. crank; 5. first lock tongue; 6. first steering member; 61. first rotating end; 62. first swing end; 7. connecting rod; 71. first end of connecting rod; 72. second end of connecting rod; 8. seat; 9. second lock tongue; 10. second steering member; 101. second rotating end; 102. second swing end; 11. first arc groove; 12. first limit convex block; 13. second arc groove; 14. second limit convex block. DETAILED DESCRIPTION

[0038] The utility model is further described below in conjunction with the accompanying drawings and embodiments:

[0039] Embodiment: The present invention will be clearly described below with diagrams and detailed descriptions. After understanding the embodiments of the present invention, any person skilled in the art can make changes and modifications based on the techniques taught by the present invention without departing from the spirit and scope of the present invention.

[0040] The terms used herein are only for describing specific embodiments and are not intended to be limiting of the present invention. Singular forms such as "a", "this", "here", "this" and "the" as used herein also include plural forms.

[0041] The terms “first”, “second”, etc. used in this document do not specifically refer to an order or sequence, nor are they used to limit the present case. They are only used to distinguish components or operations described with the same technical terms.

[0042] As used herein, “connected” or “positioned” may refer to two or more components or devices being in direct physical contact with each other, or being in indirect physical contact with each other, or may refer to two or more components or devices operating or moving with each other.

[0043] The words “include,” “including,” and “have” used in this document are open-ended terms, meaning including but not limited to.

[0044] The terms used in this document generally have the ordinary meaning of each term used in this field, in the context of the case and in the specific context, unless otherwise noted. Certain terms used to describe the present invention will be discussed below or elsewhere in this specification to provide additional guidance to those skilled in the art in describing the present invention.

[0045] The terms "upper" and "lower" used in this article are directional terms. In this case, they are only used to illustrate the positional relationship between the structures, and are not used to limit the protection plan of this case and the specific direction during actual implementation.

[0046] See attached Figures 1 to 11 As shown, a connecting rod type multi-point linkage crank lock system includes a crank lock 1 and a plurality of linkage lock points 2 that cooperate with the crank lock in transmission.

[0047] The crank lock 1 comprises a base 3 on which a crank 4 for unlocking is rotatably arranged.

[0048] The first locking tongue 5 and the first steering member 6 are also included. The first locking tongue 5 is rotatably arranged on the seat body 3 and is coaxially fixed with the rotating shaft of the crank 4. Therefore, the first locking tongue 5 can be rotated by rotating the crank 4, so that the tongue portion has two states: extended when locked and retracted when unlocked.

[0049] The first steering member 6 includes a first rotating end 61 and a first swinging end 62 . The first rotating end 61 is coaxially fixed to the rotating shaft of the first locking tongue 5 , and the first swinging end 62 is rotatably connected to a first end 71 of a connecting rod 7 .

[0050] like Figure 4 As shown, the linkage lock point 2 includes a base 8, and the base 8 is relatively fixed to the base body 3 of the crank lock 1. That is, the base 8 neither rotates nor moves.

[0051] It also includes a second locking tongue 9 and a second steering member 10 . The second locking tongue 9 is rotatably disposed on the base 8 , and its rotation axis is parallel to the rotation axis of the first locking tongue 5 .

[0052] The second steering member 10 includes a second rotating end 101 and a second swinging end 102 . The second rotating end 101 is coaxially fixed to the rotating shaft of the second locking tongue 9 , and the second swinging end 102 is rotatably connected to the second end 72 of the connecting rod 7 .

[0053] Preferably, Fig.12 As shown, the base body 3 of the crank lock 1 is provided with a first limiting portion for limiting the rotation angle of the first locking tongue 5. The first limiting portion includes a first arc-shaped groove 11 provided on the base body 3, and the first arc-shaped groove 11 is arranged around the circumferential direction of the rotation axis of the base body 3. The first locking tongue 5 is provided with a first limiting protrusion 12, and the first limiting protrusion 12 abuts against the two ends of the first arc-shaped groove 11 to limit the rotation angle of the first locking tongue 5. That is, the rotation angle of the first locking tongue 5 is limited by the groove length of the first arc-shaped groove 11. In this embodiment, the rotation angle of the first locking tongue 5 is 90°.

[0054] Preferably, the base 8 of the linkage lock point 2 is provided with a second limiting portion for limiting the rotation angle of the second lock tongue 9. The second limiting portion includes a second arc groove 13 provided on the base 8, and the second arc groove 13 is arranged around the circumferential direction of the rotation axis of the base 8. The second lock tongue 9 is provided with a second limiting protrusion 14, and the second limiting protrusion 14 is abutted against the two ends of the second arc groove 13 to achieve the limitation of the rotation angle of the second lock tongue 9. That is, the rotation angle of the second lock tongue 9 is limited by the groove length of the second arc groove 13. In this embodiment, the rotation angle of the second lock tongue 9 is the same as that of the first lock tongue 5, both of which are 90°.

[0055] Preferably, there are at least two interlocking locking points 2, which are located at two opposite sides in the up-down direction of the crank lock 1. The number of the connecting rods 7 is equal to the number of the interlocking locking points 2.

[0056] Preferably, the rotating end of the first locking tongue 5 is embedded in the first rotating end 61 of the first steering member 6, so that the two are coaxially fixed. The rotating end of the second locking tongue 9 is embedded in the second rotating end 101 of the second steering member 10, so that the two are coaxially fixed.

[0057] Preferably, Fig.11 As shown, the included angle between the centerline of the length direction of the first locking tongue and the first steering member is 135±15°, preferably 135°. The included angle between the centerline of the length direction of the second locking tongue and the second steering member is 135±15°, preferably 135° (i.e., angle α in the figure).

[0058] In this embodiment, the first locking tongue 5 and the second locking tongue 9 have the same structure (or may be different), and the first steering member 6 and the second steering member 10 have the same structure (or may be different).

[0059] The working process of the utility model is described as follows:

[0060] like Figure 5 As shown, in the locked state (i.e., closed state), first, unlock the crank 4 on the crank lock 1 (such as by unlocking with a key) so that it is lifted up for the operator to hold (see Figure 6 Then, the crank 4 is rotated, thereby driving the first locking tongue 5 to rotate together. At this time, since the first rotating end 61 of the first steering member 6 is fixed to the rotating shaft of the first locking tongue 5, the first steering member 6 will rotate with its first rotating end 61 as the axis, so that the first swinging end 62 can swing.

[0061] Since the first end 71 of the connecting rod 7 is rotatably connected to the first swing end 62 of the first steering member 6 , the swing of the first swing end 62 drives the connecting rod 7 to move, thereby causing the second end 72 of the connecting rod 7 to move.

[0062] Since the second end 71 of the connecting rod 7 is rotatably connected to the second swing end 102 of the second steering member 10 in the linkage lock point 2, the second steering member 10 is synchronously driven to rotate, thereby driving the second locking tongue 9 to rotate. When the first locking tongue 5 rotates 90°, the second locking tongue 5 also rotates 90° synchronously (see Figure 7 ), at this point, both lock tongues are completely separated from the door frame, completing the unlocking process.

[0063] Conversely, if the system of the utility model needs to be locked, it can be achieved by simply reversing the above steps.

[0064] The above embodiments are only for illustrating the technical concept and features of the utility model, and their purpose is to enable people familiar with the technology to understand the content of the utility model and implement it accordingly, and they cannot be used to limit the protection scope of the utility model. Any equivalent changes or modifications made according to the spirit of the utility model should be included in the protection scope of the utility model.

Claims

1. A connecting rod type multi-point linkage crank lock system, characterized in that: It includes a crank lock and a plurality of interlocking lock points that cooperate with the crank lock in transmission; The crank lock comprises a base body, on which a crank for unlocking is rotatably arranged; It also includes a first locking tongue and a first steering member, wherein the first locking tongue is rotatably disposed on the seat body and is coaxially fixedly connected to the rotating shaft of the crank; The first steering member includes a first rotating end and a first swinging end, the first rotating end is coaxially fixed to the rotating shaft of the first locking tongue, and the first swinging end is rotatably connected to the first end of a connecting rod; The linkage lock point includes a base, which is relatively fixed to the base body of the crank lock; It also includes a second locking tongue and a second steering member, wherein the second locking tongue is rotatably disposed on the base, and a rotation axis thereof is parallel to a rotation axis of the first locking tongue; The second steering member includes a second rotating end and a second swinging end, the second rotating end is coaxially fixed to the rotating shaft of the second locking tongue, and the second swinging end is rotatably connected to the second end of the connecting rod.

2. The linkage type multi-point crank lock system according to claim 1, characterized in that: A first limiting portion for limiting the rotation angle of the first locking tongue is provided on the seat body of the crank lock.

3. The linkage type multi-point crank lock system according to claim 2, characterized in that: The first limiting portion includes a first arc-shaped groove opened on the seat body, and the first arc-shaped groove is arranged around the circumferential direction of the seat body rotation axis; The first locking tongue is provided with a first limiting protrusion, and the first limiting protrusion abuts against two ends of the first arc-shaped groove to limit the rotation angle of the first locking tongue.

4. The linkage type multi-point crank lock system according to claim 1, characterized in that: A second limiting portion for limiting the rotation angle of the second locking tongue is provided on the base of the linkage locking point.

5. The linkage type multi-point crank lock system according to claim 4, characterized in that: The second limiting portion includes a second arc groove opened on the base, and the second arc groove is arranged around the circumferential direction of the base rotation axis; The second locking tongue is provided with a second limiting protrusion, and the second limiting protrusion abuts against two ends of the second arc-shaped groove to limit the rotation angle of the second locking tongue.

6. The linkage type multi-point crank lock system according to claim 1, characterized in that: There are at least two interlocking lock points, which are located on two opposite sides of the crank lock; The number of the connecting rods is equal to the number of the interlocking locking points.

7. The linkage type multi-point crank lock system according to claim 1, characterized in that: The rotating end of the first locking tongue is embedded in the first rotating end of the first steering member to achieve coaxial fixed connection between the two; the rotating end of the second locking tongue is embedded in the second rotating end of the second steering member to achieve coaxial fixed connection between the two.

8. A linkage type multi-point crank lock system according to claim 1 or 7, characterized in that: The included angle between the center line of the length direction of the first locking tongue and the first steering member is 135±15°; the included angle between the center line of the length direction of the second locking tongue and the second steering member is 135±15°.

9. The linkage type multi-point crank lock system according to claim 1, characterized in that: The first locking tongue and the second locking tongue have the same structure, and the first steering member and the second steering member have the same structure.

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