Height adjustable in-car armrest

Abstract

The utility model provides a height adjustable's car inside handrail, install in the cross bar in the carriage, including fixed part, movable part and connecting rod mechanism, fixed part fixedly set up in the cross bar, movable part is configured as can along the axial movement of cross bar, connecting rod mechanism mechanical coupling is in fixed part with movable part between, and has the holding part, when movable part along the axial movement of cross bar, connecting rod mechanism drives the holding part and moves along the vertical direction. The utility model discloses a movable part along the axial movement of cross bar is arranged, and the connecting rod mechanism with holding part is mechanically coupled between fixed part and movable part, constructs double fulcrum steady handrail, can effectively promote the stability of handrail when the vehicle occurs large amplitude shaking. At the same time, this design makes different height passengers to adjust the height of holding part according to the demand of self, to keep the comfortable posture and grasp handrail, so that the handrail can adapt to the comfortable grasping demand of a variety of different height passengers.

Description

Technical Field

[0001] This utility model relates to the field of public transportation technology, and more specifically, to a height-adjustable handrail for vehicle interiors. Background Technology

[0002] The content in this section only provides background information related to this utility model and may not constitute prior art.

[0003] In public transportation vehicles such as rail transit vehicles and buses, standing passengers typically rely on suspended handrails inside the carriage to maintain their balance. Current suspended handrails usually employ a single suspended design, generally fixedly installed on a horizontal bar at the ceiling of the carriage, and their installation height is fixed.

[0004] Regarding this type of suspended handrail, on the one hand, when the vehicle shakes significantly, the suspended design causes the handrail to swing excessively, making it difficult for passengers to grip firmly. On the other hand, the fixed installation height is difficult to adapt to the comfortable gripping needs of passengers of different heights. Utility Model Content

[0005] In view of this, the purpose of this utility model is to provide a height-adjustable in-vehicle handrail, so as to overcome at least the technical problems of the hanging handrail with a single suspended design, which is not conducive to the passenger's stable grip and is difficult to adapt to the comfortable grip needs of passengers of different heights.

[0006] The objective of this utility model is achieved through the following technical solution:

[0007] This utility model provides a height-adjustable handrail for vehicle interiors, a horizontal bar installed inside the vehicle compartment; the handrail includes:

[0008] The fixing part is fixedly installed on the crossbar;

[0009] The movable part is configured to move axially along the crossbar;

[0010] A linkage mechanism, mechanically coupled between the fixed part and the movable part, and having a gripping part;

[0011] When the movable part moves along the axial direction of the crossbar, the linkage mechanism drives the gripping part to move in the vertical direction.

[0012] Optionally, the linkage mechanism includes:

[0013] A first connecting arm, one end of which is hinged to the fixed part to form a first rotating joint, the axis of which is perpendicular to the crossbar; the gripping part is provided at the other end of the first connecting arm;

[0014] A second connecting arm, one end of which is hinged to the movable part to form a second rotary joint; the other end of the second connecting arm is provided with a hinge part;

[0015] The gripping part is hinged to the hinged part to form a third revolute joint; the axes of the second revolute joint and the third revolute joint are both parallel to the axis of the first revolute joint.

[0016] Optionally, the height-adjustable interior armrest may also include a locking mechanism;

[0017] The locking mechanism is located between the gripping part and the hinge part, and has a locked state and an unlocked state;

[0018] In the locked state, the locking mechanism prevents relative rotation between the grip and the hinge, thereby locking the movable part at the current axial position of the crossbar and locking the grip at the current height; in the unlocked state, the locking mechanism allows relative rotation between the grip and the hinge.

[0019] Optionally, the locking mechanism includes:

[0020] The gear is configured to rotate synchronously with the hinge.

[0021] A locking element is movably connected to the grip and can move between a locked position and an unlocked position; the locking element is provided with locking teeth that engage with the gear.

[0022] In the locked position, the locking teeth are inserted between two adjacent teeth of the gear to prevent the gear from rotating, thereby locking the relative rotation between the grip and the hinge; in the unlocked position, the locking teeth are separated from the gear to allow the gear to rotate.

[0023] Optionally, the gripping part has a rotating channel extending along the axis of the third rotating joint, and the hinge part passes through the rotating channel and rotates with the gripping part;

[0024] The outer circumferential wall of the gripping part is provided with an inlet and outlet communicating with the rotating channel, and the locking teeth can extend into the rotating channel through the inlet and outlet;

[0025] The gear is coaxially fixed to the hinge and housed within the rotation channel;

[0026] The locking element is located outside the rotation channel and can move between the locked position and the unlocked position.

[0027] Optionally, the locking element is arc-shaped and coaxial with the gripping part.

[0028] Optionally, the first connecting arm is U-shaped and includes two opposing first connecting portions; the gripping portion is disposed between the two first connecting portions;

[0029] The second connecting arm is U-shaped and includes two opposing second connecting portions; the hinge portion is located between the two second connecting portions.

[0030] Optionally, the movable part is coaxially sleeved on the crossbar and slides in cooperation with the crossbar.

[0031] The technical solution of this utility model embodiment has at least the following advantages and beneficial effects:

[0032] The vehicle interior handrail provided by this utility model features a movable part that can move along the axial direction of a crossbar, and a linkage mechanism with a gripping part mechanically coupled between the fixed part and the movable part. This constructs a double-support stable handrail, effectively improving its stability when the vehicle experiences significant swaying, allowing passengers to more reliably maintain their balance. Simultaneously, this design allows passengers of different heights to adjust the height of the gripping part according to their needs, maintaining a comfortable gripping posture. Therefore, this handrail can adapt to the comfortable gripping needs of passengers of various heights, effectively improving its usability. Attached Figure Description

[0033] Figure 1 A schematic diagram of the structure of a vehicle armrest in one state provided for an embodiment of the present invention; it shows the situation when the gripping part is in a lower position;

[0034] Figure 2 A schematic diagram of the structure of the vehicle armrest provided in an embodiment of the present invention in another state; it shows the situation when the gripping part is in a higher position;

[0035] Figure 3 for Figure 1 The diagram shown is a cross-sectional view of the interior armrest.

[0036] Figure 4 for Figure 3 Enlarged view of the local structure at point A;

[0037] Figure 5 A schematic diagram of the structure of the first connecting arm and the gripping part provided for an embodiment of this utility model;

[0038] Figure 6 A schematic diagram of the structure of the second connecting arm and hinge portion provided for an embodiment of this utility model;

[0039] Figure 7A structural schematic diagram of the locking component is provided for an embodiment of this utility model.

[0040] Icons: 10-Fixed part, 20-Moving part, 30-Linkage mechanism, 31-Grip part, 311-Rotation channel, 312-Inlet / outlet, 32-First connecting arm, 321-First connecting part, 33-Second connecting arm, 331-Second connecting part, 34-Hinge part, 40-Locking mechanism, 41-Gear, 42-Locking element, 421-Locking tooth, 100-Crossbar, a-First rotating joint, b-Second rotating joint, c-Third rotating joint. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below in conjunction with specific embodiments. The same reference numerals in the accompanying drawings represent the same components. It should be noted that the described embodiments are only some, not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the described embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0042] Compared to the embodiments shown in the accompanying drawings, feasible embodiments within the scope of protection of this utility model may have fewer components, have other components not shown in the drawings, different components, components with different arrangements, or components with different connections, etc. Furthermore, two or more components in the drawings may be implemented in a single component, or a single component shown in the drawings may be implemented as multiple separate components.

[0043] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms "an" or "a," and similar terms, do not necessarily indicate a limitation on quantity. It should be noted that the hinged connection between two components and the revolute joint formed by the hinge, as described below in the embodiments of this invention, refers to two components having a common axis of rotation, and the two rotating relative to each other about this common axis of rotation.

[0044] An embodiment of this utility model provides a height-adjustable handrail for use in public transportation vehicles, especially rail transit vehicles, for passengers to hold onto to maintain their balance.

[0045] Figure 1 and Figure 2 The diagram illustrates the structure of the vehicle interior armrest disclosed in this embodiment of the invention in two different states. Figure 1 and Figure 2 As shown, according to an embodiment of the present invention, the split-type vehicle handrail is used on a crossbar 100 installed inside the carriage of a public transportation vehicle. The handrail may include a fixed part 10, a movable part 20, and a linkage mechanism 30.

[0046] The fixing part 10 is fixedly disposed on the crossbar 100. Exemplarily, the fixing part 10 may be a fixed sleeve fixedly sleeved on the crossbar 100. The movable part 20 is configured to move axially along the crossbar 100 to approach or move away from the fixing part 10. Exemplarily, the movable part 20 may be a movable sleeve coaxially sleeved on the crossbar 100, and the movable part 20 and the crossbar 100 are slidably engaged, allowing the movable part 20 to move slidably along the crossbar 100 axially.

[0047] The linkage mechanism 30 is mechanically coupled between the fixed part 10 and the movable part 20, and has a grip part 31 suitable for passengers to hold. The grip part 31 may have a cylindrical structure to improve passenger comfort when holding it.

[0048] When the movable part 20 moves axially along the crossbar 100, the linkage mechanism 30 drives the gripping part 31 to move vertically. Specifically, when the movable part 20 moves axially along the crossbar 100 toward the fixed part 10, the linkage mechanism 30 can drive the gripping part 31 to move downward vertically to reduce the height of the gripping part 31; when the movable part 20 moves axially along the crossbar 100 away from the fixed part 10, the linkage mechanism 30 can drive the gripping part 31 to move upward vertically to increase the height of the gripping part 31.

[0049] According to an embodiment of this utility model, by providing a movable part 20 that can move axially along the crossbar 100, and mechanically coupling a linkage mechanism 30 with a gripping part 31 between the fixed part 10 and the movable part 20, a double-support stable handrail is constructed. This effectively improves the stability of the handrail when the vehicle experiences significant swaying, allowing passengers to more reliably maintain their balance using the handrail. Simultaneously, this design allows passengers of different heights to adjust the height of the gripping part 31 according to their needs, maintaining a comfortable gripping posture. This makes the handrail adaptable to the comfortable gripping needs of passengers of various heights, effectively improving the handrail's flexibility of use.

[0050] In some possible embodiments, the linkage mechanism 30 may be constructed in the manner described below, but is not limited to.

[0051] Combination Figures 1 to 3As shown, the linkage mechanism 30 may further include a first connecting arm 32 and a second connecting arm 33. One end of the first connecting arm 32 is hinged to the fixed part 10 to form a first revolute joint a, allowing the first connecting arm 32 to rotate about the axis of the first revolute joint a. The axis of the first revolute joint a is horizontal and perpendicular to the crossbar 100. A gripping part 31 is provided at the other end of the first connecting arm 32.

[0052] One end of the second connecting arm 33 is hinged to the movable part 20 to form a second rotary joint b, so that the second connecting arm 33 can rotate about the axis of the second rotary joint b. The other end of the second connecting arm 33 is provided with a hinge part 34.

[0053] The gripping part 31 is hinged to the hinge part 34 to form a third revolute joint c. Furthermore, the axes of both the second revolute joint b and the third revolute joint c are parallel to the axis of the first revolute joint a.

[0054] Based on the above configuration, the mechanism consisting of the fixed part 10, the movable part 20, the first connecting arm 32, and the second connecting arm 33 is essentially similar to a parallelogram mechanism. When the movable part 20 moves axially along the crossbar 100, the first connecting arm 32 rotates around the axis of the first revolute a, and the second connecting arm 33 rotates around the axis of the second revolute b. The gripping part 31 and the hinge part 34 between the first connecting arm 32 and the second connecting arm 33 rotate relative to each other around the axis of the third revolute c. At this time, in order to adapt to the change in the position of the movable part 20 along the axial direction of the crossbar 100, the position of the axis of the third revolute c in the vertical direction will change, thereby achieving the purpose of changing the height of the gripping part 31.

[0055] Understandably, the lengths of the first connecting arm 32 and the second connecting arm 33 can be equal to make the force acting on the grip 31 more balanced.

[0056] In some possible embodiments, based on the above-described structure of the linkage mechanism 30, combined with... Figure 2 and Figure 3 As shown in the embodiment of this utility model, the vehicle armrest may further include a locking mechanism 40. The locking mechanism 40 is disposed between the grip portion 31 and the hinge portion 34, and has a locked state and an unlocked state.

[0057] In the locked state, the locking mechanism 40 prevents relative rotation between the grip 31 and the hinge 34, thereby locking the movable part 20 at the current axial position of the crossbar 100 and locking the grip 31 at the current height; in the unlocked state, the locking mechanism 40 allows relative rotation between the grip 31 and the hinge 34.

[0058] It is worth noting that, as can be seen from the foregoing, when the movable part 20 moves axially along the crossbar 100, the grip part 31 and the hinge part 34 will rotate relative to each other around the axis of the third revolute joint c. Conversely, by preventing the grip part 31 and the hinge part 34 from rotating relative to each other around the axis of the third revolute joint c, the position of the movable part 20 in the axial direction of the crossbar 100 can be locked, and the height of the grip part 31 can also be locked. By setting the locking mechanism 40 to lock the height of the grip part 31, the height of the grip part 31 will not easily change, thereby overcoming the problem of complicated operation caused by requiring passengers to manually control the height of the grip part 31.

[0059] In some possible embodiments, the locking mechanism 40 may be constructed in the manner described below, but is not limited to.

[0060] Combination Figure 3 and Figure 4 As shown, the locking mechanism 40 may include a gear 41 and a locking member 42. The gear 41 is configured to rotate synchronously with the hinge 34. Exemplarily, the gear 41 may be a component coaxially fixed to the hinge 34 to reliably follow the rotation of the hinge 34, see [link to documentation]. Figure 6 .

[0061] The locking member 42 is movably connected to the grip 31 and can move between the locked position and the unlocked position. The locking member 42 is provided with locking teeth 421 that cooperate with the gear 41.

[0062] When the locking member 42 is in the locked position, the locking teeth 421 are inserted between two adjacent teeth of the gear 41 to prevent the gear 41 from rotating. With the gear 41 unable to rotate, the hinge portion 34 also cannot rotate, thus achieving the purpose of locking the relative rotation between the grip portion 31 and the hinge portion 34. When the locking member 42 is in the unlocked position, the locking teeth 421 disengage from the gear 41, allowing the gear 41 to rotate, thereby allowing the relative rotation between the grip portion 31 and the hinge portion 34.

[0063] This design only requires moving the locking member 42 between the locked and unlocked positions to prevent or allow relative rotation between the grip part 31 and the hinge part 34, making it simple and convenient to operate.

[0064] For example, the locking member 42 may be a component detachably connected to the grip 31. When the locking member 42 is connected to the grip 31, the locking member 42 is in a locked position; when the locking member 42 is removed from the grip 31, the locking member 42 is in an unlocked position. Of course, there are also methods to move the locking member 42 between the locked and unlocked positions without removing it. For example, an elastic member (not shown in the figure) may be added between the grip 31 and the locking member 42 to elastically hold the locking member 42 in the locked position. In this design, the elastic member is in a naturally elongated state under normal conditions, and the locking member 42 is held in the locked position by the elastic force of the elastic member. Figure 4 In the locked position shown, the elastic force provided by the elastic element is parallel to the movement path of the locking tooth 421 when it moves between two adjacent teeth of the gear 41. Correspondingly, only a force sufficient to overcome the elastic force needs to be applied to the locking member 42 to separate the locking tooth 421 from the gear 41, allowing the locking member 42 to move from the locked position to the unlocked position. During this process, the elastic element undergoes elastic deformation. Conversely, after the force applied to the locking member 42 is removed, the elastic element returns to its original deformation, enabling the locking member 42 to move from the unlocked position to the locked position. This arrangement of the elastic element allows the locking member 42 to automatically move from the unlocked position to the locked position, thus simplifying the process of moving the locking member 42 between the locked and unlocked positions.

[0065] In some possible embodiments, combined Figure 4 and Figure 5 As shown, the gripping part 31 has a rotating channel 311 that runs through the axis of the third rotating joint c. The hinge part 34 passes through the rotating channel 311 and rotates with the gripping part 31.

[0066] Meanwhile, the circumferential outer wall of the gripping part 31 is provided with an inlet and outlet 312 communicating with the rotation channel 311, and the locking teeth 421 of the locking member 42 can extend into the rotation channel 311 through the inlet and outlet 312. The gear 41 is coaxially fixed to the hinge part 34 and housed in the rotation channel 311 to protect the gear 41. The locking member 42 is located outside the rotation channel 311 and can move between the locked position and the unlocked position.

[0067] This design optimizes the structural design of the locking mechanism 40, so that only the locking element 42 is exposed to the external environment, thereby improving the overall aesthetics of the handrail. At the same time, the inlet and outlet 312 can limit and guide the locking teeth 421, which helps the locking element 42 to move stably between the locked and unlocked positions.

[0068] In some possible embodiments, such as Figure 7As shown, the locking element 42 can be arc-shaped and coaxial with the grip portion 31. This design minimizes the impact of the locking element 42 on the comfort of the passenger when holding the grip portion 31.

[0069] In some possible embodiments, refer to Figure 5 and Figure 6 As shown, both the first connecting arm 32 and the second connecting arm 33 can be U-shaped. The first connecting arm 32 may include two opposing and parallel first connecting portions 321, with a gripping portion 31 disposed between the two first connecting portions 321. The second connecting arm 33 may include two opposing and parallel second connecting portions 331, with a hinge portion 34 disposed between the two second connecting portions 331. This design helps to improve the structural strength of the linkage mechanism 30, thereby improving the structural strength of the entire handrail.

[0070] The above are merely preferred embodiments of this utility model and are not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A height-adjustable handrail for vehicle interiors, comprising a horizontal bar installed inside the vehicle compartment, characterized in that, include: The fixing part is fixedly installed on the crossbar; The movable part is configured to move axially along the crossbar; A linkage mechanism, mechanically coupled between the fixed part and the movable part, and having a gripping part; When the movable part moves along the axial direction of the crossbar, the linkage mechanism drives the gripping part to move in the vertical direction.

2. The height adjustable in-car armrest according to claim 1, characterized in that, The linkage mechanism includes: A first connecting arm, one end of which is hinged to the fixed part to form a first rotating joint, the axis of which is perpendicular to the crossbar; the gripping part is provided at the other end of the first connecting arm; A second connecting arm, one end of which is hinged to the movable part to form a second rotary joint; the other end of the second connecting arm is provided with a hinge part; The gripping part is hinged to the hinged part to form a third revolute joint; the axes of the second revolute joint and the third revolute joint are both parallel to the axis of the first revolute joint.

3. The height adjustable in-car armrest according to claim 2, characterized in that It also includes locking mechanisms; The locking mechanism is located between the gripping part and the hinge part, and has a locked state and an unlocked state; In the locked state, the locking mechanism prevents relative rotation between the grip and the hinge, thereby locking the movable part at the current axial position of the crossbar and locking the grip at the current height; in the unlocked state, the locking mechanism allows relative rotation between the grip and the hinge.

4. The height adjustable in-car armrest according to claim 3, characterized in that The locking mechanism includes: The gear is configured to rotate synchronously with the hinge. A locking element is movably connected to the grip and can move between a locked position and an unlocked position; the locking element is provided with locking teeth that engage with the gear. In the locked position, the locking teeth are inserted between two adjacent teeth of the gear to prevent the gear from rotating, thereby locking the relative rotation between the grip and the hinge; in the unlocked position, the locking teeth are separated from the gear to allow the gear to rotate.

5. The height adjustable in-car armrest according to claim 4, characterized in that The gripping part has a rotating channel that runs through the axis of the third rotating joint, and the hinge part passes through the rotating channel and rotates with the gripping part. The outer circumferential wall of the gripping part is provided with an inlet and outlet communicating with the rotating channel, and the locking teeth can extend into the rotating channel through the inlet and outlet; The gear is coaxially fixed to the hinge and housed within the rotation channel; The locking element is located outside the rotation channel and can move between the locked position and the unlocked position.

6. The height adjustable in-car armrest according to claim 5, wherein, The locking element is arc-shaped and coaxial with the gripping part.

7. The height adjustable in-car armrest of claim 2, wherein, The first connecting arm is U-shaped and includes two opposing first connecting portions; the gripping portion is located between the two first connecting portions; The second connecting arm is U-shaped and includes two opposing second connecting portions; the hinge portion is located between the two second connecting portions.

8. The height adjustable in-car armrest of claim 1, wherein, The movable part is coaxially sleeved on the crossbar and slides in cooperation with the crossbar.

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