Microswitch type automobile central control door lock closer

Abstract

The utility model relates to the technical field of closer, and discloses a microswitch type automobile central control door lock closer which is characterized in that a fixing structure comprises a sleeve block, a lock catch structure comprises a pull rod, a positioning groove is formed in the outer wall of one side of the bottom of the sleeve block, rotating rods are rotationally connected to the inner walls of the two sides of the positioning groove, and a handle rod is connected to the outer portions of the rotating rods in a sleeved mode; a sliding groove is formed in the outer wall of the pull rod, and the handle rod is slidably connected to the inner wall of the sliding groove. Due to the arrangement of the handle rod, the sliding groove and the pull rod, when the pull rod translates backwards, the pull rod slides outside the handle rod through the sliding groove, and the two sides of the top of the pull rod are limited through the two check blocks, so that the pull rod cannot be driven to shake in the sleeve block when the locking block is subjected to impact force; and the handle rod rotates to drive the stop block to lock the pull rod and the locking block, so that the flexibility of the closer is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of closer devices, in particular to a microswitch type automotive central control door lock closer. Background Technique

[0002] With the increasing improvement of people's living standards, cars have gradually entered thousands of households and become a common means of transportation. People's requirements for the comfort of vehicles have also been greatly improved. The car door also plays a crucial role in a vehicle. If a loud tremor sound is emitted when closing the car door, it will seriously affect the mood of the user.

[0003] The application number is CN202121522613.3, which discloses a low-closure tremor car door lock, including a handle and a lock box. A cylindrical shaft is fixedly connected to the outer surface of the handle, and two cover plates are fixedly connected to the outer surface of the lock box. A first blocking mechanism is arranged inside the lock box, and a second blocking mechanism is arranged inside the lock box. By the contraction of the first spring and the second spring and the change of the force direction, the utility model can reduce the collision force of the car door lock and effectively reduce the tremor sound emitted when the car door is closed and the lock is locked.

[0004] The low-closure tremor car door lock disclosed in the above document has the following defects: When the door lock is opened or closed, it needs to be locked or unlocked through a closer. After the locking structure of the closer is unlocked, when the car door is closed, a corresponding structure needs to be set to reset the closer of the door lock to lock the car door. This structure does not have a corresponding linkage structure and cannot lock the car door more conveniently.

[0005] It can be seen that the existing low-closure tremor car door locks do not have the function of locking the car door more efficiently after the car door is closed. It is necessary to improve the existing deficiencies and provide a function that can lock the car door more efficiently after the car door is closed. Content of the Utility Model

[0006] The purpose of the utility model is to provide a microswitch type automotive central control door lock closer to solve the problems raised in the above background technique.

[0007] To solve the above technical problems, the utility model is realized through the following technical solutions:

[0008] The utility model relates to a microswitch type central locking door closer for automobiles, which comprises a fixing structure and a locking structure. The locking structure is installed on the inner wall of the fixing structure. The fixing structure comprises a sleeve block, and the locking structure comprises a pull rod. A positioning groove is formed in the outer wall of one side of the bottom of the sleeve block. Rotating rods are rotatably connected to the inner walls of both sides of the positioning groove. A handle rod is sleeved outside the rotating rods. A sliding groove is formed in the outer wall of the pull rod, and the handle rod is slidably connected to the inner wall of the sliding groove. The purpose of such a setting is that during the use of this door closer, after the car door is closed, the side of the door presses the lock block and pushes it backward. The lock block slides horizontally on the inner wall of the sleeve block, and the lock block drives the pull rod to move backward together. One end of a compression spring is pressed by the other end of the lock block, and the other end of the compression spring is fixed by the sleeve block. At this time, the compression spring is in a contracted state. When the external force disappears, the compression spring stretches and drives one end of the lock block to push forward to lock the door inside the car. When the pull rod moves backward horizontally, the pull rod slides outside the handle rod through the sliding groove. The top sides of both sides of the pull rod are limited by two stoppers, so that when the lock block is impacted, the pull rod will not shake in the sleeve block. The handle rod is fixed in the sleeve block through the rotating rod, the rotating rod is fixed at both ends by the positioning groove, the bottom end of the handle rod is allowed to rotate in the sleeve block through the limiting groove, and the handle rod rotates to drive the stoppers to lock the pull rod and the lock block, improving the flexibility of this door closer.

[0009] Further, a limiting groove is formed in the bottom end of the sleeve block close to the rotating rod, and the bottom end of the rotating rod is located on the inner walls of both sides of the limiting groove. The purpose of such a setting is that during the use of this door closer, the handle rod is fixed in the sleeve block through the rotating rod, the rotating rod is fixed at both ends by the positioning groove, and the bottom end of the handle rod is allowed to rotate in the sleeve block through the limiting groove.

[0010] Further, stoppers are welded on the outer walls of both sides of the handle rod, and the stoppers are located on the top sides of both sides of the pull rod. The purpose of such a setting is that during the use of this door closer, the top sides of both sides of the pull rod are limited by the two stoppers, so that when the lock block is impacted, the pull rod will not shake in the sleeve block.

[0011] Further, flanges are welded on the outer walls of both sides of the sleeve block. The purpose of such a setting is that during the use of this door closer, the two sides of the sleeve block are fixed through the flanges, and this door closer is fixedly installed in the car.

[0012] Further, a compression spring is welded on the inner wall of one side of the sleeve block, and the compression spring is located on the inner walls around the sleeve block. The purpose of such a setting is that during the use of this door closer, one end of the compression spring is pressed by the other end of the lock block, and the other end of the compression spring is fixed by the sleeve block. At this time, the compression spring is in a contracted state. When the external force disappears, the compression spring stretches and drives one end of the lock block to push forward to lock the door inside the car.

[0013] Further, a lock block is welded to one end of the sliding groove. The compression spring is located between the sleeve block and the lock block, and the lock block is slidably connected to the inner wall of the sleeve block. The purpose of this setting is that during the use of the latch, one end of the compression spring is squeezed by the other end of the lock block, and the other end of the compression spring is fixed by the sleeve block, and the compression spring is in a contracted state.

[0014] The utility model has the following beneficial effects:

[0015] (1) Through the settings of the handle rod, the sliding groove and the pull rod in the utility model, when the pull rod moves backward, the pull rod slides outside the handle rod through the sliding groove, and the two sides of the top of the pull rod are limited by the two stoppers, so that when the lock block is impacted, the pull rod will not shake in the sleeve block. The handle rod is fixed in the sleeve block through the rotating rod, and the pull rod and the lock block can be locked by driving the stopper through the rotation of the handle rod, improving the flexibility of the closer.

[0016] Of course, it is not necessary for any product implementing the utility model to achieve all the above advantages simultaneously. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present utility model, and those of ordinary skill in the art can also obtain other drawings based on these drawings without creative efforts.

[0018] Figure 1 It is a schematic diagram of the main structure of the present utility model;

[0019] Figure 2 It is a schematic diagram of a partial sectional structure of the present utility model;

[0020] Figure 3 It is a schematic diagram of the internal structure of a partial section of the present utility model;

[0021] Figure 4 It is a schematic diagram of the side structure of a partial section of the present utility model;

[0022] In the drawings, the list of components represented by each reference numeral is as follows:

[0023] In the figure: 1. Fixed structure; 101. Sleeve block; 102. Flange; 103. Positioning groove; 104. Limiting groove; 105. Rotating rod; 106. Handle rod; 107. Stopper; 108. Compression spring; 2. Locking structure; 201. Pull rod; 202. Sliding groove; 203. Lock block. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0024] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0025] Please refer to Figure 1 - Figure 4 As shown, the present invention is a microswitch type automotive central locking closer, including a fixed structure 1 and a latch structure 2. The latch structure 2 is installed on the inner wall of the fixed structure 1. The fixed structure 1 includes a sleeve block 101, and the latch structure 2 includes a pull rod 201. A positioning groove 103 is opened on the outer wall of one side of the bottom of the sleeve block 101. Rotating rods 105 are rotatably connected to the inner walls on both sides of the positioning groove 103. A handle rod 106 is sleeved outside the rotating rods 105. A sliding groove 202 is opened on the outer wall of the pull rod 201. The handle rod 106 is slidably connected to the inner wall of the sliding groove 202. The purpose of such a setting is that during the use of this closer, after the car door is closed, the side of the door squeezes the lock block 203 and pushes it backward. The lock block 203 slides horizontally on the inner wall of the sleeve block 101. The lock block 203 drives the pull rod 201 to move backward together. One end of a compression spring 108 is squeezed by the other end of the lock block 203. The other end of the compression spring 108 is fixed by the sleeve block 101. At this time, the compression spring 108 is in a contracted state. When the external force disappears, the compression spring 108 stretches and drives one end of the lock block 203 to push forward to lock the door inside the car. When the pull rod 201 moves backward horizontally, the pull rod 201 slides outside the handle rod 106 through the sliding groove 202. The top sides of both sides of the pull rod 201 are limited by two stoppers 107, so that when the lock block 203 is impacted, it will not drive the pull rod 201 to shake in the sleeve block 101. The handle rod 106 is fixed in the sleeve block 101 through the rotating rod 105. The positioning groove 103 fixes both ends of the rotating rod 105. The bottom end of the handle rod 106 can rotate in the sleeve block 101 through the limiting groove 104. The handle rod 106 rotates to drive the stopper 107 to lock the pull rod 201 and the lock block 203, improving the flexibility of this closer.

[0026] A limiting groove 104 is opened near the bottom end of the sleeve block 101 close to the rotating rod 105. The bottom end of the rotating rod 105 is located on the inner walls on both sides of the limiting groove 104. The purpose of such a setting is that during the use of this closer, the handle rod 106 is fixed in the sleeve block 101 through the rotating rod 105. The positioning groove 103 fixes both ends of the rotating rod 105. The bottom end of the handle rod 106 can rotate in the sleeve block 101 through the limiting groove 104.

[0027] On the outer walls on both sides of the bar 106, stoppers 107 are welded. The stoppers 107 are located on both sides of the top of the pull rod 201. The purpose of this setting is that during the use of this latch, the two stoppers 107 limit both sides of the top of the pull rod 201, so that when the lock block 203 is impacted, it will not drive the pull rod 201 to shake within the sleeve block 101.

[0028] On the outer walls on both sides of the sleeve block 101, flanges 102 are welded. The purpose of this setting is that during the use of this latch, this structure is fixed on both sides of the sleeve block 101 through the flanges 102, so that this latch is fixedly installed in the vehicle.

[0029] On one inner wall of the sleeve block 101, a compression spring 108 is welded. The compression spring 108 is located on the inner walls around the sleeve block 101. The purpose of this setting is that during the use of this latch, one end of the compression spring 108 is squeezed by the other end of the lock block 203, and the other end of the compression spring 108 is fixed by the sleeve block 101. At this time, the compression spring 108 is in a contracted state. When the external force disappears, the compression spring 108 stretches to drive one end of the lock block 203 to push forward to lock the door in the vehicle.

[0030] At one end of the sliding groove 202, a lock block 203 is welded. The compression spring 108 is located between the sleeve block 101 and the lock block 203. The lock block 203 is slidably connected to the inner wall of the sleeve block 101. The purpose of this setting is that during the use of this latch, one end of the compression spring 108 is squeezed by the other end of the lock block 203, and the other end of the compression spring 108 is fixed by the sleeve block 101. The compression spring 108 is in a contracted state.

[0031] During use, during the use of this latch, after the car door is closed, the side of the door squeezes the lock block 203 and pushes it backward. The lock block 203 slides horizontally on the inner wall of the sleeve block 101. The lock block 203 drives the pull rod 201 to move backward together. One end of the compression spring 108 is squeezed by the other end of the lock block 203, and the other end of the compression spring 108 is fixed by the sleeve block 101. At this time, the compression spring 108 is in a contracted state. When the external force disappears, the compression spring 108 stretches to drive one end of the lock block 203 to push forward to lock the door in the vehicle. When the pull rod 201 moves backward horizontally, the pull rod 201 slides outside the bar 106 through the sliding groove 202. The two stoppers 107 limit both sides of the top of the pull rod 201, so that when the lock block 203 is impacted, it will not drive the pull rod 201 to shake within the sleeve block 101. The bar 106 is fixed in the sleeve block 101 through the rotating rod 105. The positioning grooves 103 fix both ends of the rotating rod 105. The limiting groove 104 allows the bottom end of the bar 106 to rotate within the sleeve block 101. The rotation of the bar 106 drives the stopper 107 to lock the pull rod 201 and the lock block 203, improving the flexibility of this latch.

[0032] The preferred embodiments of the present utility model disclosed above are only used to help illustrate the present utility model. The preferred embodiments do not describe all the details in detail, nor do they limit the present utility model to the specific embodiments described. Obviously, many modifications and variations can be made according to the content of this specification. These embodiments are selected and specifically described in this specification in order to better explain the principle and practical application of the present utility model, so that those skilled in the relevant technical field can well understand and utilize the present utility model. The present utility model is only limited by the claims and their full scope and equivalents.

Claims

1. A microswitch-type central door lock closer for automobiles, comprising a fixed structure (1) and a latch structure (2), characterized in that: The latch structure (2) is installed on the inner wall of the fixed structure (1). The fixed structure (1) includes a sleeve block (101). The latch structure (2) includes a pull rod (201). A positioning groove (103) is formed on the outer wall of one side of the bottom of the sleeve block (101). Rotating rods (105) are rotatably connected to the inner walls on both sides of the positioning groove (103). A handle rod (106) is sleeved outside the rotating rods (105). A sliding groove (202) is formed on the outer wall of the pull rod (201). The handle rod (106) is slidably connected to the inner wall of the sliding groove (202).

2. The microswitch-type automotive central locking door closer according to claim 1, characterized in that: A limiting groove (104) is formed near the bottom end of the rotating rod (105) of the sleeve block (101). The bottom end of the rotating rod (105) is located between the inner walls on both sides of the limiting groove (104).

3. The closing device for a car central control door lock of the microswitch type according to claim 1, characterized in that: Blocking blocks (107) are welded on the outer walls on both sides of the handle rod (106). The blocking blocks (107) are located on both sides of the top of the pull rod (201).

4. A microswitch-type automotive central locking door closer according to claim 1, characterized in that: Flanges (102) are welded on the outer walls on both sides of the sleeve block (101).

5. The closing device for a car central control door lock of the microswitch type according to claim 1, wherein: A compression spring (108) is welded on the inner wall of one side of the sleeve block (101). The compression spring (108) is located on the inner walls around the sleeve block (101).

6. The microswitch type automobile central control door lock closer according to claim 5, characterized in that: A locking block (203) is welded at one end of the sliding groove (202). The compression spring (108) is located between the sleeve block (101) and the locking block (203). The locking block (203) is slidably connected to the inner wall of the sleeve block (101).

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