Mechanical tailgate latch for utility vehicle

Abstract

The utility model provides a kind of engineering vehicle rear tail box mechanical lock, including seat, locking piece, cooperation piece, driving part and torsion spring, the side of seat is equipped with the first recess with opening;Locking piece is rotatably connected on seat, the side of locking piece is equipped with the second recess with opening at the position opposite with first recess, and first clamping portion is equipped on locking piece;Cooperation piece is rotatably connected on seat, and second clamping portion is equipped on cooperation piece;Driving part is rotatably connected on seat;One end of torsion spring is connected with cooperation piece, to provide the first elastic force of cooperation piece rotation and second clamping portion and first clamping portion are engaged;The other end of torsion spring is connected with locking piece, to provide the second elastic force of locking piece rotation and second recess and the opening of first recess at least partially overlap.The utility model's engineering vehicle mechanical lock structure is simple, small in size, convenient to operate.

Description

Technical Field

[0001] This utility model relates to the field of mechanical lock technology, and in particular to a mechanical impact lock for the rear trunk of an engineering vehicle. Background Technology

[0002] In actual operation scenarios of pickup trucks or Ford engineering vehicles, the rear cargo box is a critical part for loading goods, and its safety and ease of operation are of paramount importance. In order to effectively prevent goods from accidentally falling off during transportation due to factors such as vehicle bumps and vibrations, and to ensure that the left and right windows or tailgate of the rear cargo box are always kept closed while the vehicle is in motion, mechanical locks have become the core component for ensuring the safety of the rear cargo box.

[0003] However, the mechanical locks widely used in the trunks of such vehicles currently on the market generally have a series of significant drawbacks. From a structural design perspective, existing mechanical locks are complex in construction, often containing numerous interoperable parts, such as complex lock cylinder structures, multiple sets of transmission linkages, and cumbersome latching assemblies. This complex structure not only greatly increases the difficulty and cost of manufacturing processes, but also significantly increases the probability of malfunctions after long-term and frequent use due to friction and wear between parts, thus increasing the difficulty of maintenance. In terms of size, existing mechanical locks are usually quite bulky, occupying too much valuable space in the limited space of the vehicle's trunk and affecting the effective loading volume. In terms of ease of operation, existing mechanical locks are also unsatisfactory. Their unlocking and locking processes often require operators to perform multiple steps and relatively complex actions. For example, it may be necessary to first insert the key and rotate it multiple times, then operate a specific lever or handle, and complete a series of cumbersome operations before the unlocking or locking action can be completed. In real-world applications, especially at construction sites, operators may have dirty hands or be in a state of emergency. In such situations, operating such an inconvenient mechanical lock will not only waste a lot of time and energy, but may also cause many inconveniences due to the lack of smooth operation. It may even affect the overall progress and efficiency of the construction work because the tailgate cannot be opened or closed in time.

[0004] Therefore, in order to overcome the problems of large size, complex structure and inconvenient operation of existing mechanical locks, it is necessary to provide a mechanical lock for engineering vehicles that is simple in structure, small in size and easy to operate. Utility Model Content

[0005] The purpose of this utility model is to provide a mechanical bumper lock for engineering vehicles that is simple in structure, small in size, and easy to operate.

[0006] To achieve the above objectives, this utility model provides a mechanical lock for the rear cargo box of an engineering vehicle, comprising a base, a locking component, a mating component, a driving component, and a torsion spring. The base has a first recess with an opening on its side. The locking component is rotatably connected to the base, and its side has a second recess with an opening opposite to the first recess. The locking component has a first engaging portion. The mating component is rotatably connected to the base, and it has a second engaging portion. The driving component is rotatably connected to the base. One end of the torsion spring is connected to the mating component to provide a first elastic force that drives the mating component to rotate, causing the second engaging portion to engage with the first engaging portion. The other end of the torsion spring is connected to the locking component to provide a driving force for the lock to engage. A second elastic force causes the opening of the second recess to at least partially overlap with the opening of the first recess when the fixed part rotates; the second engaging part engages with the first engaging part under the action of the first elastic force, causing the locking member to overcome the second elastic force and cause the opening of the second recess to be misaligned with the opening of the first recess, thereby locking the outer part that passes through the first recess and the second recess; the driving member rotates and pushes the mating member to rotate, causing the second engaging part to disengage from the first engaging part, thereby causing the locking member to rotate under the action of the second elastic force so that the opening of the second recess at least partially overlaps with the opening of the first recess, thereby releasing the outer part and allowing the outer part to exit the first recess and the second recess.

[0007] Preferably, the seat body is provided with a receiving space, the locking member and the mating member are located in the receiving space, and one end of the driving member is inserted into the receiving space. Preferably, the seat includes a first housing and a second housing, the first housing and the second housing are connected and enclose the accommodating space, and the first recess is arranged through the sides of the first housing and the second housing. Preferably, the seat body is provided with a first connecting shaft, and the locking member is rotatably sleeved on the first connecting shaft; the seat body is provided with a second connecting shaft, and the mating member is rotatably sleeved on the second connecting shaft. Preferably, the torsion spring includes a first torsion spring coil portion and a second torsion spring coil portion, one end of the first torsion spring coil portion is connected to one end of the second torsion spring coil portion, the other end of the first torsion spring coil portion is connected to the mating member, the other end of the second torsion spring coil portion is connected to the locking member, and the spring winding direction of the first torsion spring coil portion is opposite to the spring winding direction of the second torsion spring coil portion. Preferably, the first torsion spring coil is sleeved on the second connecting shaft, and the second torsion spring coil is sleeved on the first connecting shaft. Preferably, a platform portion protrudes from the side wall of the seat, and the drive member is rotatably connected to the platform portion via a rotating shaft. Preferably, the axis of rotation of the locking member is parallel to the axis of rotation of the mating member, and the axis of rotation of the driving member is spatially perpendicular to both the axis of rotation of the locking member and the axis of rotation of the mating member.

[0008] Preferably, the first engaging portion is an engaging groove, and the second engaging portion is an engaging protrusion. Preferably, the drive member is provided with a lever for turning the drive member. Compared with existing technologies, the mechanical bumper lock for the rear trunk of this utility model achieves locking and unlocking functions through the ingenious cooperation of the base, locking component, mating component, driving component, and torsion spring. It eliminates the complex lock cylinder and multiple transmission linkages found in existing mechanical locks, resulting in a simpler structure. This not only reduces manufacturing complexity and cost but also helps to reduce the lock body size, thus saving trunk space and increasing the effective loading volume of the vehicle's rear trunk. Furthermore, the mechanical bumper lock for the rear trunk of this utility model achieves a highly efficient "bumper lock" function, with extremely convenient operation. When the trunk door component (outer component) bumps into the first and second recesses, it pushes the locking component to rotate, overcoming the second elastic force of the torsion spring. When the locking component rotates to a position where the opening of the second recess is misaligned with the opening of the first recess, the mating component automatically rotates and rebounds under the action of the first elastic force of the torsion spring. Its second engaging part engages with the first engaging part of the locking component, thereby automatically locking the locking component and subsequently automatically locking the trunk door component that has penetrated the first and second recesses. No additional steps are required from the operator. Externally, simply closing the tailgate component automatically locks it, perfectly solving the problem of inconvenience when hands are dirty or busy. To unlock, simply rotate the drive component and push the mating component to overcome the first elastic force, causing the second engaging part to disengage from the first engaging part. Once the second engaging part disengages from the first engaging part, the locking component quickly rotates under the action of the second elastic force of the torsion spring, causing the opening of the second recess to at least partially overlap with the opening of the first recess, thereby releasing the tailgate component and allowing it to exit the first and second recesses. A simple action is all it takes to unlock, making the operation simple and efficient. Attached Figure Description

[0009] Figure 1 This is a three-dimensional structural diagram of the mechanical lock of the rear trunk of an engineering vehicle in the first embodiment of this utility model when the locking component is in the locked state.

[0010] Figure 2This is a three-dimensional structural diagram of the mechanical lock of the rear trunk of an engineering vehicle in the first embodiment of this utility model when the locking component is in the unlocked state.

[0011] Figure 3 This is an internal structural diagram of the mechanical lock of the rear trunk of an engineering vehicle in the first embodiment of this utility model when the locking component is in the locked state.

[0012] Figure 4 This is an internal structural diagram of the mechanical lock on the rear trunk of an engineering vehicle according to the first embodiment of this utility model, when the driving component is rotated at a certain angle and the second engaging part is disengaged from the first engaging part.

[0013] Figure 5 This is an internal structural diagram of the mechanical lock of the rear trunk of an engineering vehicle according to the first embodiment of this utility model, when the second engaging part disengages from the first engaging part and the driving component is released.

[0014] Figure 6 This is a structural diagram of the seat of the mechanical impact lock for the rear trunk of an engineering vehicle, according to the first embodiment of this utility model.

[0015] Figure 7 This is a structural diagram of the locking component of the mechanical impact lock for the rear trunk of an engineering vehicle, according to the first embodiment of this utility model.

[0016] Figure 8 This is a three-dimensional structural diagram of the mechanical lock of the rear trunk of an engineering vehicle in the second embodiment of this utility model when the locking component is in the locked state.

[0017] Figure 9 This is a three-dimensional structural diagram of the mechanical lock of the rear trunk of an engineering vehicle in the third embodiment of this utility model when the locking component is in the locked state.

[0018] Figure 10 This is a three-dimensional structural diagram of the mechanical lock of the rear trunk of an engineering vehicle in the fourth embodiment of this utility model when the locking component is in the locked state. Detailed Implementation

[0019] To explain in detail the technical content, structural features, objectives and effects of this utility model, the following description is provided in conjunction with the embodiments and accompanying drawings.

[0020] Please see Figures 1 to 7The mechanical lock 100 for the rear trunk of an engineering vehicle of this utility model includes a base 1, a locking member 2, a mating member 3, a driving member 4, and a torsion spring 5. The base 1 has a first recess 11 with an opening 111 on its side. The locking member 2 is rotatably connected to the base 1, and a second recess 21 with an opening 211 is provided on the side of the locking member 2 at a position opposite to the first recess 11. The locking member 2 has a first engaging portion 22. The mating member 3 is rotatably connected to the base 1, and the mating member 3 has a second engaging portion 31. The driving member 4 is rotatably connected to the base 1. One end of the torsion spring 5 is connected to the mating member 3 to provide a first elastic force that drives the mating member 3 to rotate, causing the second engaging portion 31 to engage with the first engaging portion 22. The other end of the torsion spring 5 is connected to the locking member 2 to provide a first elastic force that drives the locking member 2 to rotate, causing the second engaging portion 31 to engage with the first engaging portion 22. A second elastic force causes the opening 211 of the second recess 21 to at least partially overlap with the opening 111 of the first recess 11. The second engaging part 31 engages with the first engaging part 22 under the action of the first elastic force, causing the locking member 2 to overcome the second elastic force and misalign the opening 211 of the second recess 21 with the opening 111 of the first recess 11, thereby locking the outer component that penetrates the first and second recesses 11. The driving member 4 rotates and pushes the mating member 3 to rotate, causing the second engaging part 31 to disengage from the first engaging part 22. This causes the locking member 2 to rotate under the action of the second elastic force, causing the opening 211 of the second recess 21 to at least partially overlap with the opening 111 of the first recess 11, thus releasing the outer component and allowing it to exit the first and second recesses 11. The locking and unlocking functions are achieved through the coordinated operation of the seat 1, locking member 2, mating member 3, driving member 4, and torsion spring 5. The overall transmission path is short and the response is rapid, making it suitable for high-frequency use in the rear cargo box of engineering vehicles.

[0021] Please see Figures 1 to 6 In one embodiment, the seat 1 has a receiving space 12, the locking member 2 and the mating member 3 are located in the receiving space 12, and one end of the driving member 4 is inserted into the receiving space 12. The receiving space 12 can effectively protect the locking member 2 and the mating member 3, preventing external dust, moisture or debris from entering and affecting the rotation flexibility of the components. At the same time, the core components are integrated inside, making the overall structure more compact and reducing the space occupied by the tail box.

[0022] Please see Figures 1 to 6In one embodiment, the seat 1 includes a first housing 13 and a second housing 14. The first housing 13 and the second housing 14 are connected and enclose an accommodating space 12. A first recess 11 is arranged through the sides of the first housing 13 and the second housing 14. The split housing design facilitates the assembly and subsequent maintenance of internal components such as the locking component 2 and the mating component 3. Only the first housing 13 and the second housing 14 of the seat 1 need to be disassembled to inspect the internal structure. The design of the first recess 11 penetrating both sides ensures that external components (such as the locking rod of the tailgate) can be smoothly inserted from either side, adapting to the installation orientation requirements of different vehicle tailgate models.

[0023] Please see Figures 1 to 4 In one embodiment, the seat 1 has a first connecting shaft 15, and the locking member 2 is rotatably sleeved on the first connecting shaft 15; the seat 1 also has a second connecting shaft 16, and the mating member 3 is rotatably sleeved on the second connecting shaft 16. The first connecting shaft 15 and the second connecting shaft 16 provide stable rotation fulcrums for the locking member 2 and the mating member 3, ensuring that they do not shift or wobble during rotation under force, thereby ensuring precise engagement between the first engaging part 22 and the second engaging part 31 and improving the reliability of the locking action.

[0024] Please see Figures 3 to 5 In one embodiment, the torsion spring 5 includes a first torsion spring coil 51 and a second torsion spring coil 52. One end of the first torsion spring coil 51 is connected to one end of the second torsion spring coil 52, the other end of the first torsion spring coil 51 is connected to the mating member 3, and the other end of the second torsion spring coil 52 is connected to the locking member 2. The spring winding direction of the first torsion spring coil 51 is opposite to that of the second torsion spring coil 52. This design of opposite winding directions allows the same torsion spring 5 to apply elastic forces in opposite directions to the mating member 3 and the locking member 2 respectively when subjected to force deformation. This satisfies the locking requirement of the mating member 3 and provides the locking member 2 with the power to reset and release, realizing the dual function of a single torsion spring 5 and avoiding the complex assembly of multiple elastic elements.

[0025] Furthermore, the first torsion spring coil 51 is sleeved on the second connecting shaft 16, and the second torsion spring coil 52 is sleeved on the first connecting shaft 15. By sleeved the coil of the torsion spring 5 on the connecting shaft, the connecting shaft can be used to form a radial limit on the torsion spring 5, preventing the torsion spring 5 from radially shifting or twisting during the extension and contraction deformation process, ensuring the stable output of elastic force, and saving the space of setting a separate mounting position for the torsion spring 5, making the overall structure more compact.

[0026] Please see Figure 1In one embodiment, a platform portion 17 protrudes from the side wall of the base 1, and the drive member 4 is rotatably connected to the platform portion 17 via a rotating shaft 41. The platform portion 17 provides an independent mounting reference for the drive member 4, ensuring that its rotation center forms a reasonable distance with the rotation centers of the locking member 2 and the mating member 3, so as to ensure that the drive member 4 can accurately push the mating member 3 when rotating; at the same time, the protruding platform structure allows the operating end of the drive member 4 to be exposed outside the base 1, making it convenient for the operator to quickly access and operate it.

[0027] Please see Figures 1 to 5 In one embodiment, the axis of rotation of the locking member 2 is parallel to the axis of rotation of the mating member 3, while the axis of rotation of the driving member 4 is spatially perpendicular to both the axes of rotation of the locking member 2 and the mating member 3. This spatial layout reduces the projected area of ​​each component in the same plane, resulting in a thinner overall lock body, which is suitable for the narrow installation space on the side of the tailgate. Simultaneously, the vertical axis design of the driving member 4 creates an angle difference between the operating direction and the movement direction of the locking member 2, preventing interference with other components in the tailgate during operation.

[0028] Please see Figures 3 to 5 In one embodiment, the first engaging portion 22 is an engaging groove, and the second engaging portion 31 is an engaging protrusion. The engagement of the engaging groove and the engaging protrusion is simple in structure and easy to manufacture. Furthermore, the protrusion, after being embedded in the groove, forms a circumferential limit, effectively preventing relative rotation between the mating part 3 and the locking part 2 when the vehicle is bumpy, ensuring the stability of the locked state. However, this is not a limitation. For example, in other embodiments, the first engaging portion 22 may be an engaging protrusion, and the second engaging portion 31 may be an engaging groove.

[0029] Please see Figure 1 and Figure 2 In one embodiment, the driving component 4 is provided with a lever 42 for rotating the driving component 4. The lever 42 increases the operating arm of the driving component 4, allowing the operator to rotate the driving component 4 with only a small amount of force, thus reducing the operational intensity. At the same time, the lever 42 also makes the operating position clearer, allowing the operator to quickly locate and complete the unlocking action even in low-light environments. Furthermore, the driving component 4 is provided with a connecting hole 43, and one end of the lever 42 is detachably connected to the connecting hole 43.

[0030] like Figure 8The diagram shown illustrates the structure of the mechanical lock for the rear cargo box of an engineering vehicle according to the second embodiment of this utility model. Compared to the drive component 4 of the mechanical lock for the rear cargo box of the engineering vehicle in the first embodiment, the main difference is that the positions of all components of the entire mechanical lock 100 for the rear cargo box of the engineering vehicle are arranged in a mirror or centrally symmetrical manner. The specific structural form of the drive component 4 is different from that of the drive component 4 in the mechanical lock for the rear cargo box of the engineering vehicle in the first embodiment. For example... Figure 9 As shown, this is the structure of the mechanical lock for the rear cargo box of an engineering vehicle according to the third embodiment of this utility model. The main difference between the drive component 4 and the mechanical lock for the rear cargo box of the engineering vehicle in the first embodiment is that the drive component 4 does not have a lever 42. For example... Figure 10 As shown, the structure of the mechanical lock for the rear trunk of an engineering vehicle according to the fourth embodiment of this utility model is presented. Compared with the driving component 4 of the mechanical lock for the rear trunk of the engineering vehicle in the third embodiment, the main difference is that the positions of the various components of the entire mechanical lock 100 for the rear trunk of the engineering vehicle are arranged in a mirror or centrally symmetrical manner.

[0031] Combination Figures 1 to 10 The specific working principle of the mechanical lock 100 for the rear cargo box of this utility model is as follows: When the tailgate component (outer component) impacts the first recess 11 and the second recess 21, it pushes the locking member 2 to rotate, overcoming the second elastic force of the torsion spring 5. When the locking member 2 rotates to a position where the opening 211 of the second recess 21 is misaligned with the opening 111 of the first recess 11, the mating member 3 automatically rotates and rebounds under the action of the first elastic force of the torsion spring 5. Its second engaging part 31 engages with the first engaging part 22 of the locking member 2, thereby completing the automatic locking of the locking member 2, and then automatically locking the tailgate component that has penetrated the first recess 11 and the second recess 21. At this time, the structural state of the mechanical impact lock 100 of the rear tailgate of the engineering vehicle changes from... Figure 5 Switch to Figure 3 When unlocking, simply drive the drive component 4 to rotate and push the mating component 3 to rotate against the first elastic force, causing the second engaging part 31 to disengage from the first engaging part 22. Once the second engaging part 31 disengages from the first engaging part 22, the locking component 2 quickly rotates under the action of the second elastic force of the torsion spring 5, causing the opening 211 of the second recess 21 to at least partially overlap with the opening 111 of the first recess 11, thereby releasing the tailgate component and allowing the tailgate component to exit the first recess 11 and the second recess 21. At this time, the structural state of the mechanical impact lock 100 of the engineering vehicle tailgate changes from... Figure 3 Switch to Figure 4 When the drive component 4 is released, the mating component 3 can rotate under the first elastic force of the torsion spring 5, causing the second engaging portion 31 of the mating component 3 to abut against other positions of the locking component. At this time, the structural state of the mechanical impact lock 100 of the rear trunk of the engineering vehicle changes from... Figure 4 Switch to Figure 5.

[0032] In summary, the mechanical bumper lock 100 for the rear trunk of this utility model achieves locking and unlocking functions through the ingenious cooperation of the base 1, locking component 2, mating component 3, driving component 4, and torsion spring 5. It eliminates the complex lock cylinder and multiple transmission linkages found in existing mechanical locks, resulting in a simple structure that reduces manufacturing complexity and cost, while also reducing the lock body size, thus saving trunk space and increasing the effective loading volume of the vehicle's rear trunk. Furthermore, the mechanical bumper lock 100 for the rear trunk of this utility model achieves a highly efficient "bumper lock" function with extremely convenient operation. Operators do not need to perform any additional actions; simply closing the outer components automatically locks the lock, perfectly solving the problem of inconvenient operation when hands are dirty or busy. A simple action is all it takes to unlock, making the operation simple and efficient.

[0033] The above-disclosed embodiments are merely preferred embodiments of the present utility model and should not be construed as limiting the scope of the present utility model. Therefore, any equivalent changes made in accordance with the scope of the present utility model application shall still fall within the scope of the present utility model.

Claims

1. A mechanical lock for the rear cargo box of an engineering vehicle, characterized in that, include: A seat body, wherein a first recess with an opening is provided on the side of the seat body; A locking component is rotatably connected to the base body. The side of the locking component has a second notch with an opening at a position opposite to the first notch. The locking component has a first engaging portion. A mating component is rotatably connected to the base body, and the mating component is provided with a second engaging portion; A driving component, which is rotatably connected to the base; A torsion spring, one end of which is connected to the mating member to provide a first elastic force that drives the mating member to rotate so that the second engaging portion engages with the first engaging portion; the other end of the torsion spring is connected to the locking member to provide a second elastic force that drives the locking member to rotate so that the opening of the second recess at least partially overlaps with the opening of the first recess. By engaging the second engaging portion with the first engaging portion under the action of the first elastic force, the locking member overcomes the second elastic force and causes the opening of the second recess to be misaligned with the opening of the first recess, thereby locking the outer component that passes through the first recess and the second recess; by rotating the driving member and pushing the mating member to rotate, the second engaging portion disengages from the first engaging portion, thereby causing the locking member to rotate under the action of the second elastic force and causing the opening of the second recess to at least partially overlap with the opening of the first recess, thereby releasing the outer component and allowing the outer component to exit the first recess and the second recess.

2. The mechanical lock for the rear cargo box of an engineering vehicle according to claim 1, characterized in that, The seat body has a receiving space, the locking member and the mating member are located in the receiving space, and one end of the driving member is inserted into the receiving space.

3. The mechanical lock for the rear cargo box of an engineering vehicle according to claim 2, characterized in that, The seat includes a first housing and a second housing, the first housing and the second housing are connected and enclose the accommodating space, and the first notch is arranged through the sides of the first housing and the second housing.

4. The mechanical lock for the rear cargo box of the engineering vehicle according to claim 1, characterized in that, The seat body is provided with a first connecting shaft, and the locking member is rotatably sleeved on the first connecting shaft; the seat body is provided with a second connecting shaft, and the mating member is rotatably sleeved on the second connecting shaft.

5. The mechanical lock for the rear cargo box of the engineering vehicle according to claim 4, characterized in that, The torsion spring includes a first torsion spring coil portion and a second torsion spring coil portion. One end of the first torsion spring coil portion is connected to one end of the second torsion spring coil portion, the other end of the first torsion spring coil portion is connected to the mating member, and the other end of the second torsion spring coil portion is connected to the locking member. The spring winding direction of the first torsion spring coil portion is opposite to the spring winding direction of the second torsion spring coil portion.

6. The mechanical lock for the rear cargo box of the engineering vehicle according to claim 5, characterized in that, The first torsion spring coil is sleeved on the second connecting shaft, and the second torsion spring coil is sleeved on the first connecting shaft.

7. The mechanical lock for the rear cargo box of the engineering vehicle according to claim 1, characterized in that, A platform portion protrudes from the side wall of the seat, and the drive component is rotatably connected to the platform portion via a rotating shaft.

8. The mechanical lock for the rear cargo box of the engineering vehicle according to claim 1, characterized in that, The axis of rotation of the locking member is parallel to the axis of rotation of the mating member, while the axis of rotation of the driving member is spatially perpendicular to both the axis of rotation of the locking member and the axis of rotation of the mating member.

9. The mechanical lock for the rear cargo box of the engineering vehicle according to claim 1, characterized in that, The first engaging part is an engaging groove, and the second engaging part is an engaging protrusion.

10. The mechanical lock for the rear cargo box of the engineering vehicle according to claim 1, characterized in that, The driving component is provided with a lever for turning the driving component.

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