Handrail lock

Abstract

The utility model discloses a handrail lock, including bottom plate and clamping plate, is equipped with the perforation of the outside handrail pivot of being set up to offer on the bottom plate, is equipped with the locking plate on the bottom plate, is equipped with the locking groove on the clamping plate, the end of locking plate forms the locking end, the tail of locking plate forms the pull hole, is equipped with the limit slot on the bottom plate, the limit plate is movably arranged in the limit slot, the limit plate beginning end is provided with one double locking structure for with clamping plate cooperation to limit the rotation of clamping plate, the limit plate end is provided with two double locking structures for with locking end cooperation to when the limit of one double locking structure to clamping plate is removed when locking plate swings, two double locking structures and locking end cooperation to when locking plate does not swing, limit locking plate to shake. The utility model solves the problem that the connecting strength between the traditional locking plate and the clamping plate is low and the clamping plate is easy to shake or loosen when the car is jolted, which leads to the disengagement of the clamping plate and the car locking pin.

Description

Technical Field

[0001] This utility model relates to the technical field of automotive armrest lock components, specifically an armrest lock. Background Technology

[0002] In the automotive manufacturing industry, the stability and reliability of the locking structure of car armrests, as an important component inside the vehicle, are crucial. Currently, traditional car armrest locks typically use a locking plate and a latching plate to lock the armrest's pivot, ensuring stability during use. However, this existing locking method has significant drawbacks: firstly, the connection strength between the traditional locking plate and the latching plate is relatively low, making it prone to loosening or wear over time, thus affecting the overall performance of the locking structure; secondly, when the car is traveling on bumpy roads, vibration and impact can cause the latching plate to wobble or loosen, leading to disengagement between the latching plate and the car lock pin, causing the car armrest to lose its locking function. This not only affects the user experience but may also pose certain safety hazards. Utility Model Content

[0003] To address the shortcomings of existing technologies, this utility model provides a handrail lock that solves the problem of low connection strength between the traditional locking plate and the locking plate, and the easy occurrence of the locking plate shaking or loosening when the car is bumpy, which leads to the locking plate and the car lock stop pin disengaging.

[0004] To achieve the above objectives, this utility model provides a handrail lock, comprising a base plate for installation on an external car handrail frame and a locking plate for fixed connection with the external car handrail pivot. The base plate has a through hole for the external handrail pivot to pass through. A locking plate is provided on the base plate, and a locking groove is provided on the locking plate. The end of the locking plate has a locking end for engaging with the locking groove to limit the rotation of the locking plate. The tail of the locking plate has a connection for connecting to an external pull cable and pulling externally. A pull hole drives the locking plate to swing when the line is pulled, causing the locking end to separate from the locking groove. A limit groove is formed on the base plate, and a limit plate is movably disposed within the limit groove. The starting end of the limit plate has a first locking structure for cooperating with a locking plate to restrict its rotation. The ending end of the limit plate has a second locking structure for cooperating with the locking end to release the restriction of the first locking structure on the locking plate when the locking plate swings. The second locking structure, cooperating with the locking end, restricts the swaying of the locking plate when it is not swinging.

[0005] The advantages of adopting the above technical solution are as follows: The first locking structure at the beginning of the limiting plate, in conjunction with the locking plate, further restricts the rotation of the locking plate. During vehicle operation, especially on bumpy roads, it effectively prevents the locking plate from shaking or loosening, ensuring the stability of the car armrest lock and improving user experience and safety. The second locking structure at the end of the limiting plate, in conjunction with the locking end, restricts the shaking of the locking plate when it is not swinging, and releases the restriction of the locking plate by the first locking structure when the locking plate swings. This dual locking mechanism not only improves the reliability of the locking structure but also makes the car armrest lock smoother, more flexible, and easier to operate during unlocking and locking. Because the double locking structure restricts the shaking of the locking plate when it is not swinging, it avoids accidental swinging of the locking plate due to external factors such as vehicle bumps, thereby preventing accidental separation of the locking plate from the locking groove and effectively preventing... This technology prevents accidental unlocking of car handrails during driving, improving the safety of car handrail use. The locking plate in the above technology consists of a first linkage plate and a second linkage plate. The first linkage plate has a first protrusion, and the second linkage plate has a second protrusion. Both the first and second linkage plates are sway-mounted on the base plate. A pull hole is located on the first linkage plate, and the locking end is located on the second linkage plate. When the external car lever is pulled, it first causes the first linkage plate to swing in a fan shape. During this fan-shaped swing, the first protrusion on the first linkage plate swings and abuts against the second protrusion, thereby causing the second protrusion to swing. The swing of the second protrusion causes the second linkage plate to swing synchronously, which in turn causes the locking end to swing, thus achieving the separation of the locking end from the locking groove. This technical structure is the locking structure in existing handrail locks. Since this structure is existing technology, it is only briefly described in the instruction manual.

[0006] The present invention further comprises: the single locking structure including a plurality of first limiting strips formed on the inner wall surface of the starting end of the limiting plate, adjacent first limiting strips being spaced apart and forming a first mating groove, the plurality of first limiting strips being arranged sequentially along the width direction of the limiting plate, the radial cross section of the first limiting strips being triangular, the plurality of first limiting strips being positioned close to the locking groove, the outer wall of the card plate being provided with a second limiting strip corresponding to each first mating groove, each second limiting strip being engaged with its corresponding first mating groove, the first limiting strips being arc-shaped and the opening direction of the first limiting strips being perpendicular to the swing direction of the card plate.

[0007] The advantages of adopting the above technical solution are as follows: By setting several first limiting strips with clearance fit to form a first mating groove on the inner wall surface of the starting end of the limiting plate, and simultaneously setting a second limiting strip at a corresponding position on the outer wall of the locking plate and engaging it, a tight and effective connection is achieved between the limiting plate and the locking plate. Furthermore, the interlocking of the first and second limiting strips greatly restricts the rotation of the locking plate, ensuring that the locking plate remains stably in the set position under various working conditions, thus improving the overall locking performance of the handrail lock. Additionally, the first limiting strips are arranged sequentially along the width of the limiting plate, with a triangular radial cross-section. The triangular structure has inherent stability, and the coordinated work of multiple first limiting strips further strengthens the limiting effect on the locking plate, enabling the limiting structure to withstand external impacts. It can better disperse stress and prevent structural damage or locking failure due to excessive local stress, significantly enhancing the stability and reliability of the entire single-locking structure. The first limiting strip is arc-shaped and its opening direction is perpendicular to the swing direction of the plate. The first limiting strip, which is perpendicular to the swing direction of the plate, can provide strong limiting resistance to the plate when the plate tends to swing due to the bumps of the car. The arc-shaped first limiting strip can closely fit the possible swing path of the plate. No matter what direction the bump comes from, it can continuously and effectively limit the swing of the plate, greatly reducing the probability of the plate shaking or loosening due to bumps. This ensures the stable operation of the handrail lock under complex road conditions and improves the safety and reliability of the car handrail.

[0008] This utility model further includes the following configuration: the double locking structure includes a plurality of third limiting strips disposed on the inner wall surface of the end of the limiting plate. Adjacent third limiting strips are spaced apart and form a second mating groove. The plurality of third limiting strips are arranged sequentially along the long axis of the limiting plate. The radial cross section of the third limiting strips is triangular. The plurality of third limiting strips are disposed near the locking end. A fourth limiting strip is disposed on the outer wall of the locking end corresponding to each third limiting groove. Each fourth limiting strip is engaged with its corresponding second mating groove. The third limiting strips are arc-shaped. The opening direction of the third limiting strips is perpendicular to the opening direction of the first limiting strips and is consistent with the swing direction of the locking plate.

[0009] The advantages of adopting the above technical solution are: the third limiting strip in the above technology is arc-shaped, and its opening direction is not only perpendicular to the opening direction of the first limiting strip, but also consistent with the swing direction of the locking plate. This allows the arc-shaped third limiting strip to closely fit the swing trajectory of the locking plate, effectively limiting the shaking of the locking plate without causing additional obstruction to the swing of the locking plate during normal unlocking, ensuring the smooth movement of the locking plate. That is, when the external cable does not pull the locking plate, if the locking plate tends to swing due to the impact of external vehicle bumps, the swing can be eliminated by the third limiting strip. When the external cable pulls the locking plate to swing, it can drive the limiting plate to slide to release the first locking structure's restriction on the card plate. The above technology, through the design perpendicular to the opening direction of the first limiting strip, allows the double locking structure and the first locking structure to complement each other and work together, further improving the double limiting effect on the card plate and the locking plate; by setting a few on the inner wall surface of the end of the limiting plate... A third limiting strip is installed, and a fourth limiting strip is installed at the corresponding position on the outer wall of the locking end. The two are engaged to form a stable limiting structure. During the vehicle's operation, when external bumps cause the locking plate to swing, the third limiting strip, whose opening direction is consistent with the swing direction of the locking plate, can effectively and promptly block the swing of the locking plate. The tight fit between the third and fourth limiting strips greatly increases the resistance that the locking plate needs to overcome to swing, thereby effectively eliminating the swing of the locking plate caused by bumps, maintaining the stability of the locking plate, and ensuring the normal locking function of the handrail lock under complex road conditions. Several third limiting strips are arranged sequentially along the long axis of the limiting plate and have a triangular radial cross section. The triangular structure gives the limiting structure good stability. The multiple triangular third limiting strips work together to better disperse stress when the locking plate is subjected to external force from bumps, avoiding structural damage or limiting failure due to local stress concentration.

[0010] The present invention is further provided that both the first limiting strip and the third limiting strip are made of rubber.

[0011] The advantages of adopting the above technical solution are as follows: Since both the first and third limiting strips are made of rubber, which has good elasticity and flexibility, when the car encounters bumpy roads during driving, the locking plate and the clamping plate will tend to move relative to each other due to vibration. At this time, the rubber first limiting strip can effectively buffer the impact force between the clamping plate and the limiting plate, reducing damage caused by rigid collisions. Similarly, the rubber third limiting strip can buffer the swing impact of the locking plate, avoiding damage to components due to severe vibration, significantly improving the durability of the handrail lock under complex road conditions and extending the product's service life. Simultaneously, rubber has sound-absorbing and noise-reducing properties. During car driving, traditional metal limiting strips are prone to generating friction noise when components move relative to each other, affecting the riding experience. However, the rubber first and third limiting strips can effectively absorb and reduce the noise generated by friction when there is relative movement between the clamping plate and the limiting plate, and between the locking plate and the limiting plate, creating a quieter and more comfortable environment inside the car and improving the user experience.

[0012] The present invention further comprises: the radial cross section of the limiting plate is arc-shaped and the arc direction is consistent with the swing direction of the locking plate.

[0013] The advantages of adopting the above technical solution are: the radial cross-section of the limiting plate is arc-shaped and the arc direction is consistent with the swing direction of the locking plate. When the locking plate swings to unlock under the pull of an external cable, or when it swings unexpectedly due to vehicle bumps, the arc-shaped limiting plate can always maintain good contact and cooperation with the locking plate. During normal unlocking, the arc-shaped limiting plate will not obstruct the swing of the locking plate, ensuring smooth unlocking. Under bumpy road conditions, it can timely and accurately limit the abnormal swing of the locking plate, greatly improving the locking structure's ability to cope with different working conditions.

[0014] The present invention further includes a reset spring connected between the end of the limiting plate and the inner peripheral wall of the limiting groove.

[0015] The advantages of adopting the above technical solution are: the return spring connected between the end of the limiting plate and the inner peripheral wall of the limiting groove in the above technology gives the limiting plate the ability to automatically reset. When the external pull cable pulls the locking plate to swing, causing the limiting plate to move to release the restriction on the locking plate, once the pull cable tension disappears, the return spring can quickly release the elastic potential energy and drive the limiting plate back to the initial position. This automatic reset function ensures that the handrail lock can be restored to the locking preparation state in time after each unlocking operation, providing a reliable guarantee for the next locking operation, greatly improving the continuity and convenience of the handrail lock. At the same time, during the car driving process, especially on bumpy roads, the handrail lock will be subjected to various vibrations and impacts. The return spring provides a stable preload to the limiting plate at all times, ensuring that the limiting plate fits tightly in the limiting groove. This ensures that the primary and secondary locking structures are always in an effective working state. When the locking plate or the locking plate experiences slight displacement due to vibration, the return spring can quickly adjust the limiting plate to the correct position, maintaining the limiting of the locking plate and the locking plate. This prevents locking failure due to component displacement and significantly enhances the stability and reliability of the entire handrail lock under complex road conditions. Attached Figure Description

[0016] Figure 1 This is a three-dimensional view of the present invention;

[0017] Figure 2 This is a simplified schematic diagram showing the locking plate and the card plate in their working state in this utility model;

[0018] Figure 3 This is a simplified schematic diagram of the base plate of this utility model;

[0019] Figure 4 This is a simplified schematic diagram showing the back view of the card plate and locking plate in this utility model. Detailed Implementation

[0020] This utility model provides a handrail lock, including a base plate 1 for installation on an external car handrail frame and a locking plate 2 for fixed connection with the external car handrail pivot. The base plate 1 has a through hole for the external handrail pivot to pass through. A locking plate 3 is provided on the base plate 1. A locking groove 21 is provided on the locking plate 2. The end of the locking plate 3 has a locking end 31 for engaging with the locking groove 21 to limit the rotation of the locking plate 2. The tail of the locking plate 3 has a pull hole 32 for connecting to an external pull cable and for driving the locking plate 3 to swing when the external pull cable is pulled, thereby separating the locking end 31 from the locking groove 21. A limiting groove 11 is provided on the base plate 1, and a limiting plate 4 is movably disposed in the limiting groove 11. The starting end of the positioning plate 4 is provided with a first locking structure for cooperating with the locking plate 2 to restrict the rotation of the locking plate 2. The ending end of the positioning plate 4 is provided with a second locking structure for cooperating with the locking end 31 to release the restriction of the locking plate 2 by the first locking structure when the locking plate 3 swings. The second locking structure cooperates with the locking end 31 to restrict the wobbling of the locking plate 3 when it does not swing. The first locking structure includes a plurality of first limiting strips 41 formed on the inner wall surface of the starting end of the positioning plate 4. Adjacent first limiting strips 41 are spaced apart and form a first mating groove 411. The plurality of first limiting strips 41 are arranged sequentially along the width direction of the positioning plate 4. The radial cross section of the first limiting strips 41 is triangular. 1. A second limiting strip 22 is provided on the outer wall of the locking plate 2 near the locking groove 21, corresponding to each first mating groove 411. Each second limiting strip 22 is engaged with its corresponding first mating groove 411. The first limiting strip 41 is arc-shaped and its opening direction is perpendicular to the swing direction of the locking plate 2. The double locking structure includes several third limiting strips 42 on the inner wall of the end of the limiting plate 4. Adjacent third limiting strips 42 are spaced apart and form second mating grooves 421. The several third limiting strips 42 are arranged sequentially along the long axis of the limiting plate 4. The radial cross section of each third limiting strip 42 is triangular. Located near the locking end 31, a fourth limiting strip 33 is provided on the outer wall of the locking end 31 corresponding to each third limiting groove 11. Each fourth limiting strip 33 is engaged with its corresponding second mating groove 421. The third limiting strip 42 is arc-shaped, and its opening direction is perpendicular to the opening direction of the first limiting strip 41 and consistent with the swing direction of the locking plate 3. Both the first limiting strip 41 and the third limiting strip 42 are made of rubber. The radial section of the limiting plate 4 is arc-shaped, and its arc direction is consistent with the swing direction of the locking plate 3. A return spring 12 is connected between the end of the limiting plate 4 and the inner peripheral wall of the limiting groove 11.

[0021] The dimensions and shapes of the first, second, third, and fourth limit bars in the accompanying drawings of the above instruction manual are for illustrative purposes only and can be adjusted according to actual production, assembly, adaptation, and limiting requirements. Similarly, the dimensions and shapes of the limit plates and limit grooves are for illustrative purposes only.

[0022] The foregoing has shown and described the basic principles and main features of this utility model, as well as its advantages. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications may be made to this utility model without departing from its spirit and scope. All such changes and modifications fall within the scope of protection of this utility model as defined by the appended claims and their equivalents.

Claims

1. A handrail lock, comprising a base plate for mounting on an external vehicle handrail frame and a locking plate for fixedly connecting to the external vehicle handrail pivot, wherein the base plate has a through hole for the external handrail pivot to pass through, a locking plate is provided on the base plate, the locking plate has a locking groove, the end of the locking plate has a locking end for engaging with the locking groove to limit the rotation of the locking plate, and the tail of the locking plate has a pull hole for connecting to an external pull cable and driving the locking plate to swing when the external pull cable is pulled, so that the locking end separates from the locking groove, characterized in that: A limiting groove is provided on the base plate, and a limiting plate is movably disposed in the limiting groove. The starting end of the limiting plate is provided with a first locking structure for cooperating with the locking plate to limit the rotation of the locking plate. The ending end of the limiting plate is provided with a second locking structure for cooperating with the locking end to release the restriction of the first locking structure on the locking plate when the locking plate swings. The second locking structure cooperates with the locking end to limit the shaking of the locking plate when the locking plate does not swing.

2. The handrail lock according to claim 1, characterized in that: The first locking structure includes a plurality of first limiting strips formed on the inner wall of the starting end of the limiting plate. Adjacent first limiting strips are spaced apart and form a first mating groove. The plurality of first limiting strips are arranged sequentially along the width direction of the limiting plate. The radial cross-section of the first limiting strips is triangular. The plurality of first limiting strips are positioned close to the locking groove. A second limiting strip is provided on the outer wall of the card plate corresponding to each first mating groove. Each second limiting strip is engaged with its corresponding first mating groove. The first limiting strips are arc-shaped and the opening direction of the first limiting strips is perpendicular to the swing direction of the card plate.

3. A handrail lock according to claim 2, characterized in that: The dual locking structure includes a plurality of third limiting strips disposed on the inner wall surface of the end of the limiting plate. Adjacent third limiting strips are spaced apart and form a second mating groove. The plurality of third limiting strips are arranged sequentially along the long axis of the limiting plate. The radial cross section of the third limiting strips is triangular. The plurality of third limiting strips are disposed near the locking end. A fourth limiting strip is disposed on the outer wall of the locking end corresponding to each third limiting groove. Each fourth limiting strip is engaged with its corresponding second mating groove. The third limiting strips are arc-shaped. The opening direction of the third limiting strips is perpendicular to the opening direction of the first limiting strips and is consistent with the swing direction of the locking plate.

4. A handrail lock according to claim 3, characterized in that: Both the first and third limiting strips are made of rubber.

5. A handrail lock according to claim 1, characterized in that: The radial cross-section of the limiting plate is arc-shaped, and the arc direction is consistent with the swing direction of the locking plate.

6. A handrail lock according to claim 1, characterized in that: A reset spring is connected between the end of the limiting plate and the inner peripheral wall of the limiting groove.

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