Split type car interior handrail

Abstract

This utility model provides a split-type in-vehicle handrail, a crossbar installed inside the vehicle compartment. The split-type in-vehicle handrail includes a first handrail component, a second handrail component, and a connecting structure. The first handrail component includes a first grip portion, which is hinged to the crossbar via a first connecting arm. The second handrail component includes a second grip portion, which is hinged to the crossbar via a second connecting arm. The first and second grip portions are detachably connected via the connecting structure. This utility model, by setting a connecting structure to make the grip portions of adjacent handrail components detachable, allows for selective connection of the first and second grip portions when passenger flow is low, forming a double-support stable handrail, effectively improving the stability of the handrail when passengers grip it. When passenger flow is high, each handrail component can be used individually as a handrail, providing support for more passengers.

Description

Technical Field

[0001] This utility model relates to the field of public transportation technology, and more specifically, to a split-type in-vehicle handrail. 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 fixed to a horizontal bar on the roof of the vehicle.

[0004] However, due to the limited number of handrails in the carriage, the single-suspension handrail design has at least the following drawbacks: When there are few passengers and the moving vehicle shakes significantly, the longitudinal impact from the vehicle is more pronounced. At this time, it is difficult for passengers to reliably maintain their balance by holding onto a single handrail, and they are prone to losing stability due to the vehicle's shaking, increasing the risk of falling or collision. When there are many passengers and the moving vehicle shakes significantly, although the longitudinal impact from the vehicle on a single passenger will be significantly reduced due to the cushioning effect of other passengers, since a single handrail can only be used by one passenger, some passengers will still be unable to stand steadily because they have no handrail to hold onto. Utility Model Content

[0005] In view of this, the purpose of this utility model is to provide a split-type in-vehicle handrail to at least overcome the technical problems of known hanging handrails being unstable when there are few passengers and unable to be used by more passengers when there are many passengers.

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

[0007] This utility model provides a split-type vehicle interior handrail, a horizontal bar installed inside the vehicle compartment; the split-type vehicle interior handrail includes:

[0008] The first handrail component includes a first grip portion; the first grip portion is hinged to the crossbar via a first connecting arm, so that the first grip portion can rotate about a first horizontal axis perpendicular to the crossbar;

[0009] The second handrail component is adjacent to the first handrail component and includes a second grip portion; the second grip portion is hinged to the crossbar via a second connecting arm so that the second grip portion can rotate about a second horizontal axis perpendicular to the crossbar.

[0010] A connecting structure is provided, wherein the first gripping part and the second gripping part are detachably connected via the connecting structure.

[0011] Optionally, the connection structure includes:

[0012] A card slot is provided in the first gripping part;

[0013] A snap-fit ​​portion is provided on the second grip portion and is adapted to the card slot; the snap-fit ​​portion is snap-fitted into the card slot.

[0014] Optionally, the two ends of the card slot extend through the first grip portion in the axial direction of the first grip portion;

[0015] The slot has an inlet and outlet that penetrate the outer circumferential wall of the first gripping part, and the inlet and outlet are used for the locking part to enter and exit the slot.

[0016] Optionally, the latching portion is the second gripping portion, and the axial length of the second gripping portion is greater than the axial length of the slot.

[0017] Optionally, the outer wall of the snap-fit ​​portion and / or the inner wall of the slot are provided with an anti-slip structure.

[0018] Optionally, when the snap-fit ​​part enters the slot, the snap-fit ​​part is completely accommodated within the slot;

[0019] The connection structure further includes:

[0020] A limiting sleeve is movably connected to the first grip, allowing it to move between a closed position (closing the inlet / outlet) and an open position (opening the inlet / outlet).

[0021] Optionally, the limiting sleeve is arc-shaped and coaxial with the first gripping part; the limiting sleeve is rotatably disposed on the circumferential outer wall of the first gripping part.

[0022] Optionally, the outer circumferential wall of the snap-fit ​​portion is provided with an abutment portion;

[0023] When the snap-fit ​​part enters the slot and the limiting sleeve is in the closed position, the abutting part abuts against the inner wall of the limiting sleeve.

[0024] Optionally, the first connecting arm is U-shaped and includes two opposing first connecting portions; the first gripping portion is disposed between the two first connecting portions;

[0025] The second connecting arm is U-shaped and includes two opposing second connecting portions; the second gripping portion is located between the two second connecting portions.

[0026] Optionally, the first handrail component further includes a first fixing sleeve fixedly connected to the crossbar, and the end of the first connecting arm opposite to the first grip portion is hingedly connected to the first fixing sleeve.

[0027] The second handrail component also includes a second fixing sleeve that is fixedly connected to the crossbar, and one end of the second connecting arm opposite to the second gripping part is hinged to the second fixing sleeve.

[0028] The technical solution of this utility model embodiment has at least the following advantages and beneficial effects:

[0029] The modular handrail provided by this utility model features a connecting structure that allows the gripping parts of two adjacent handrail components to be detachable. When passenger flow is low, the first and second gripping parts can be selectively connected to form a double-support stable handrail, which can effectively improve the stability of passengers gripping the handrail. When passenger flow is high, the longitudinal impact from the vehicle on passengers will be significantly reduced, and each handrail component can be used as a handrail individually to provide gripping for more passengers. Attached Figure Description

[0030] Figure 1 A schematic diagram of the structure of a split-type vehicle armrest provided for an embodiment of the present utility model; it shows the situation when the first gripping part and the second gripping part are in a separated state;

[0031] Figure 2 A schematic diagram of the structure of a split-type vehicle armrest provided for an embodiment of the present utility model; it shows the situation when the first gripping part and the second gripping part are connected;

[0032] Figure 3 for Figure 1 Enlarged view of the local structure at point A;

[0033] Figure 4 for Figure 1 Enlarged view of the local structure at point B;

[0034] Figure 5 for Figure 2 Enlarged view of the local structure at point C.

[0035] Icons: 10-First handrail component, 11-First grip part, 12-First connecting arm, 121-First connecting part, 13-First fixing sleeve, 20-Second handrail component, 21-Second grip part, 22-Second connecting arm, 221-Second connecting part, 23-Second fixing sleeve, 30-Connecting structure, 31-Slot, 311-Inlet / outlet, 32-Snap-fit ​​part, 33-Limiting sleeve, 34-Abutting part, 100-Horizontal bar, a-First horizontal axis, b-Second horizontal axis. Detailed Implementation

[0036] 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.

[0037] 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.

[0038] 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 words as 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 words, do not necessarily indicate a limitation on quantity.

[0039] An embodiment of this utility model provides a split-type in-vehicle handrail, applicable to public transportation vehicles, especially rail transit vehicles, for passengers to hold onto to maintain their balance.

[0040] Figure 1 and Figure 2 The diagram illustrates the structure of the split-type vehicle armrest disclosed in this embodiment of the invention. Figure 1 and Figure 2 As shown, according to an embodiment of the present invention, the split-type vehicle body handrail is used on the crossbar 100 inside the carriage of a public transportation vehicle. The handrail may include a first handrail component 10, a second handrail component 20, and a connecting structure 30.

[0041] The first handrail member 10 may include a first grip portion 11 and a first connecting arm 12. The first grip portion 11 is adapted for a passenger to hold and may have a generally cylindrical structure. Furthermore, the first grip portion 11 is hinged to the crossbar 100 via the first connecting arm 12, such that the first grip portion 11 can be rotated about a first horizontal axis a perpendicular to the crossbar 100 (see...). Figure 1 Rotate.

[0042] The second handrail member 20 is disposed adjacent to the first handrail member 10. The second handrail member 20 may include a second grip portion 21 and a second connecting arm 22. The second grip portion 21 is also adapted for passenger gripping and may have a generally cylindrical structure. Furthermore, the second grip portion 21 is hinged to the crossbar 100 via the second connecting arm 22, so that the second grip portion 21 can be rotated about a second horizontal axis b perpendicular to the crossbar 100 (see...). Figure 1 Rotate.

[0043] The first gripping part 11 and the second gripping part 21 are detachably connected via a connecting structure 30. When the first gripping part 11 and the second gripping part 21 are connected, they together form an integral gripping component for the passenger to hold. Figure 2 .

[0044] According to an embodiment of this utility model, by setting a connecting structure 30 to construct the gripping parts of two adjacent handrail components into a detachable structure, when passenger flow is sparse, the first gripping part 11 and the second gripping part 21 can be selectively connected to form a double-support stable handrail. Compared with a single-suspension handrail design, this effectively improves the stability when passengers grip the handrail. Correspondingly, when passenger flow is high, the longitudinal impact from vehicles on passengers is significantly reduced, and each handrail component can be used as a handrail individually for more passengers to grip. This design allows the handrail to switch arbitrarily between "single-person stable grip" and "multiple-person shared use," effectively solving the technical contradiction that traditional handrails cannot balance stability and efficiency.

[0045] In some possible embodiments, combined Figure 3 and Figure 4 As shown, the connection structure 30 may include a slot 31 and a latching part 32. The slot 31 is disposed on the first gripping part 11. The latching part 32 is disposed on the second gripping part 21 and is adapted to the slot 31, so that the latching part 32 can be latched and connected to the slot 31.

[0046] By using a snap-fit ​​structure consisting of a slot 31 and a snap-fit ​​part 32 as the connection structure 30, it is beneficial to simplify the connection and separation process of the first grip part 11 and the second grip part 21, making the use of the handrail more convenient.

[0047] In some possible embodiments, such as Figure 3 As shown, the slot 31 extends through both ends of the first gripping part 11 in the axial direction. Simultaneously, the slot 31 is provided with an inlet / outlet 311 that penetrates the circumferential outer wall of the first gripping part 11, allowing the engaging part 32 to enter and exit the slot 31. This design facilitates further improvement in the ease of connection between the first gripping part 11 and the second gripping part 21 via the connecting structure 30.

[0048] In some possible embodiments, the snap-fit ​​portion 32 is the second grip portion 21. That is, the second grip portion 21 can be directly used as the snap-fit ​​portion 32 to simplify the structure of the handrail as much as possible. Furthermore, the axial length of the second grip portion 21 is greater than the axial length of the slot 31 to improve the structural strength of the integrated grip member formed by the connection of the first grip portion 11 and the second grip portion 21, and to facilitate the hinged connection of the second grip portion 21 to the crossbar 100 via the second connecting arm 22.

[0049] In some possible embodiments, an anti-slip structure (not shown in the figure) may also be provided on the inner wall of the snap-fit ​​portion 32 and / or the slot 31. The anti-slip structure may be anti-slip texture or anti-slip protrusion, etc. By providing the anti-slip structure, the friction between the snap-fit ​​portion 32 and the slot 31 can be increased when they are snapped into each other, thereby improving the stability of the connection.

[0050] In some possible embodiments, the diameter of the latching portion 32 may be smaller than the diameter of the slot 31, so that when the latching portion 32 enters the slot 31, it can be completely accommodated within the slot 31 without any protrusion. This design facilitates the construction of a substantially cylindrical gripping member through the first gripping portion 11 and the second gripping portion 21 in the connected state, providing better grip for passengers.

[0051] Based on this, combined Figure 3 and Figure 5 As shown, the connecting structure 30 may also include a limiting sleeve 33. The limiting sleeve 33 is movably connected to the first gripping part 11, allowing it to move between a closed position of the inlet / outlet 311 and an open position of the inlet / outlet 311.

[0052] By setting the limit sleeve 33, refer to Figure 5 As shown, when the latching part 32 enters the slot 31 through the inlet and outlet 311 and is fully accommodated in the slot 31, the limiting sleeve 33 can be moved from the open position to the closed position to close the inlet and outlet 311, thereby preventing the latching part 32 from moving out of the inlet and outlet 311 and further improving the reliability of the connection between the first gripping part 11 and the second gripping part 21.

[0053] The limiting sleeve 33 can be an arc-shaped cylindrical component, and it can be coaxially arranged with the first gripping part 11. Furthermore, the limiting sleeve 33 is rotatably disposed on the circumferential outer wall of the first gripping part 11, allowing it to rotate around the axis of the first gripping part 11, thus enabling it to move between an open and closed position by rotation. This design simplifies the operation of moving the limiting sleeve 33 between the open and closed positions.

[0054] Based on this, combined Figure 4 and Figure 5 As shown, the circumferential outer wall of the latching portion 32 may also be provided with a protruding abutment portion 34. When the latching portion 32 enters the latching groove 31 and the limiting sleeve 33 is in the closed position, the abutment portion 34 abuts against the inner wall of the limiting sleeve 33. This design helps to further enhance the structural strength of the gripping member formed by the combination of the first gripping portion 11 and the second gripping portion 21.

[0055] For example, the abutment portion 34 can be as follows: Figure 4 The two abutting portions 34 shown can be arranged opposite each other along the axial direction of the engaging portion 32. When the engaging portion 32 is the second gripping portion 21, this design not only further enhances the structural strength, but also facilitates the formation of a gripping area between the two abutting portions 34 for passengers to hold.

[0056] In some possible embodiments, in order to improve the structural strength of individual handrail components, refer to Figure 1 As shown, both the first connecting arm 12 and the second connecting arm 22 can be U-shaped. The first connecting arm 12 may include two opposing and parallel first connecting portions 121, with a first gripping portion 11 disposed between the two first connecting portions 121. The second connecting arm 22 may include two opposing and parallel second connecting portions 221, with a second gripping portion 21 disposed between the two second connecting portions 221.

[0057] In some embodiments, the hinged connection between the first connecting arm 12 and the crossbar 100, and between the second connecting arm 22 and the crossbar 100, can be achieved in the manner described below, but is not limited to.

[0058] like Figure 1 As shown, the first handrail component 10 may further include a first fixing sleeve 13 fixedly connected to the crossbar 100. A first grip portion 11 is fixedly disposed at one end of the first connecting arm 11, and the end of the first connecting arm 12 opposite to the first grip portion 11 is hingedly connected to the first fixing sleeve 13. The second handrail component 20 may further include a second fixing sleeve 23 fixedly connected to the crossbar 100. A second grip portion 21 is fixedly disposed at one end of the second connecting arm 22, and the end of the second connecting arm 22 opposite to the second grip portion 21 is hingedly connected to the second fixing sleeve 23.

[0059] The above design enables the hinged connection between each connecting arm and the crossbar 100 without compromising the structural integrity of the crossbar 100, and facilitates the overall replacement of individual handrail components.

[0060] 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 split type armrest for a vehicle, which is installed to a cross bar in a vehicle cabin, characterized in that, include: The first handrail component includes a first grip portion; the first grip portion is hinged to the crossbar via a first connecting arm, so that the first grip portion can rotate about a first horizontal axis perpendicular to the crossbar; The second handrail component is adjacent to the first handrail component and includes a second grip portion; the second grip portion is hinged to the crossbar via a second connecting arm so that the second grip portion can rotate about a second horizontal axis perpendicular to the crossbar. A connecting structure is provided, wherein the first gripping part and the second gripping part are detachably connected via the connecting structure.

2. The split-type vehicle interior armrest according to claim 1, characterized in that, The connection structure includes: A card slot is provided in the first gripping part; A snap-fit ​​portion is provided on the second grip portion and is adapted to the card slot; the snap-fit ​​portion is snap-fitted into the card slot.

3. The split-type vehicle interior armrest according to claim 2, characterized in that, The slot extends through the first grip portion at both ends along the axial direction; The slot has an inlet and outlet that penetrate the outer circumferential wall of the first gripping part, and the inlet and outlet are used for the locking part to enter and exit the slot.

4. The split-type vehicle interior armrest according to claim 3, characterized in that, The latching part is the second gripping part, and the axial length of the second gripping part is greater than the axial length of the slot.

5. The split-type vehicle interior armrest according to claim 2, characterized in that, The outer wall of the snap-fit ​​part and / or the inner wall of the slot are provided with an anti-slip structure.

6. The split-type vehicle interior armrest according to claim 3, characterized in that, When the snap-fit ​​part enters the slot, the snap-fit ​​part is completely accommodated within the slot; The connection structure also includes: A limiting sleeve is movably connected to the first grip, allowing it to move between a closed position (closing the inlet / outlet) and an open position (opening the inlet / outlet).

7. The split-type vehicle interior armrest according to claim 6, characterized in that, The limiting sleeve is arc-shaped and coaxial with the first gripping part; the limiting sleeve is rotatably disposed on the circumferential outer wall of the first gripping part.

8. The split-type vehicle interior armrest according to claim 6, characterized in that, The outer circumferential wall of the snap-fit ​​part is provided with an abutment part; When the snap-fit ​​part enters the slot and the limiting sleeve is in the closed position, the abutting part abuts against the inner wall of the limiting sleeve.

9. The split-type vehicle interior armrest according to claim 1, characterized in that, The first connecting arm is U-shaped and includes two opposing first connecting portions; the first gripping portion is disposed between the two first connecting portions; The second connecting arm is U-shaped and includes two opposing second connecting portions; the second gripping portion is located between the two second connecting portions.

10. The split-type vehicle interior armrest according to claim 1, characterized in that, The first handrail component also includes a first fixing sleeve fixedly connected to the crossbar, and the end of the first connecting arm opposite to the first grip portion is hinged to the first fixing sleeve; The second handrail component also includes a second fixing sleeve that is fixedly connected to the crossbar, and one end of the second connecting arm opposite to the second gripping part is hinged to the second fixing sleeve.

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