A locking mechanism for a vehicle frame

Abstract

This utility model discloses a locking mechanism for a vehicle frame. The technical solution includes a fixed tube, a seat with a locking hole at the end of the fixed tube, an axially movable locking pin, and a drive mechanism. The drive mechanism includes a drive housing rotatably sleeved outside the fixed tube, a transmission component, and a traction component. The transmission component moves in response to the rotation of the drive housing and winds up the traction component via a winding section to pull the locking pin from a first position on the locking seat to a second position on the unlocking seat. This utility model, through its innovative winding and traction method, replaces the traditional inclined groove pushing, transforming sliding friction into a more efficient transmission, thereby achieving a labor-saving and smooth unlocking process and laying the foundation for lightweight structural design. This utility model has the beneficial effects of labor-saving operation and lightweight construction.

Description

Technical Field

[0001] This utility model relates to the field of infant and child product technology, and in particular to a locking mechanism for a vehicle frame. Background Technology

[0002] In stroller products, the locking mechanism is the core component that enables the stable unfolding and convenient folding of the frame. A common solution in existing technology is a locking mechanism composed of a seat fixing base, a fixing tube, a slanted locking rotating base, and a folding linkage pin. Its working principle is that rotating the folding rotating component drives the slanted locking rotating base to rotate, and the slanted surface pushes the folding linkage pin. This linkage pin causes the locking pin fixing sliding component to move axially together with the locking pin, compressing the return spring and thus disengaging the locking pin from the locking hole, completing the unlocking process.

[0003] However, this widely adopted "sloping groove-linking pin" solution has revealed significant shortcomings in practical applications. The force transmission mechanism of this structure relies on the sliding friction between the sloping groove and the linking pin, overcoming the spring force of the return spring through direct pushing. This forces the user to simultaneously cope with both the enormous sliding friction and the axial pressure of the spring. The combined effect of these two resistances results in excessively high operating force, making the unlocking action stiff and jerky, hindering the smooth and effortless "one-button retrieval" experience. Furthermore, to withstand such a large force, the relevant components in the mechanism must possess sufficient structural strength, often leading to increased component size and material usage, thus increasing the product's weight and cost. This creates a passive design situation where strength is sacrificed for ease of operation. In summary, existing technologies, due to their reliance on the "sliding push" force transmission principle, suffer from technical defects such as cumbersome operation and insufficient lightweight construction. Utility Model Content

[0004] The main purpose of this invention is to propose a locking mechanism for vehicle frames, which aims to solve the technical problems of laborious operation and insufficient lightweight construction in the existing technology.

[0005] To achieve the above objectives, this utility model proposes a locking mechanism for a vehicle frame, comprising:

[0006] Fixed tube;

[0007] A base, located at the end of a fixed tube, includes a locking hole;

[0008] The locking pin is axially movable along the fixed tube and has a first position that extends axially into the locking hole to lock the seat body and a second position that retracts axially from the locking hole to release the locking seat body.

[0009] The drive mechanism includes a drive housing, a transmission component, and a traction component. The drive housing is rotatably sleeved on the outside of the fixed tube. The drive housing includes a drive portion arranged circumferentially within the cavity. The transmission component includes a transmission portion and a winding portion. The transmission portion is tractively connected to the drive portion, thereby moving in response to the rotation of the drive housing. One end of the traction component is fixed to the winding portion, and the other end is connected to a locking pin. The transmission component is configured to drive the winding portion to rotate via the transmission portion, thereby winding the traction component and pulling the locking pin from a first position to a second position.

[0010] Furthermore, the drive unit has a toothed structure, including protruding teeth and recesses formed between adjacent protruding teeth, and the transmission unit extends at least partially into the recesses.

[0011] Furthermore, the transmission part is a gear, which includes gear teeth and tooth roots. The gear teeth mesh with the drive part, and the width of the gear teeth in the tooth width direction is greater than the width of the root and the width of the end.

[0012] Furthermore, the winding section is provided with an annular winding groove for winding the traction member and a fixing hole for fixing the end of the traction member. The fixing hole is located at the end of the winding groove, and its radial depth is less than the width of the winding groove.

[0013] Furthermore, the winding groove is provided with a baffle on the side to prevent the traction member from falling out of the winding groove.

[0014] Furthermore, the drive mechanism also includes an operating component for accepting user operation. The operating component includes a connecting seat and an operating part. A linkage part is provided at the end of the drive housing. The operating component is connected to the drive housing through the connecting seat and the linkage part. The operating component is configured to drive the operating part to move, and then the connecting seat drives the linkage part to rotate the drive housing relative to the fixed tube.

[0015] Furthermore, the connecting seat is provided with a first stop, and the linkage part is provided with a corresponding second stop. The first stop and the second stop achieve transmission by abutting against each other. At the same time, a circumferential gap is formed between the first stop and the second stop. When an external force is applied to the operating part, the first stop first crosses the circumferential gap and then abuts against the second stop, thereby driving the drive housing to rotate.

[0016] Furthermore, a locking element is provided between the fixed tube and the drive housing. The fixed tube has an accommodating chamber with an opening. The locking element is movably disposed in the accommodating chamber. The locking element includes a block portion and a protrusion extending from the block portion toward the opening. The protrusion has a locking position that extends out of the accommodating chamber and engages with the drive housing, and a releasing position that retracts into the accommodating chamber. When the protrusion is in the locking position, the drive housing is locked relative to the fixed tube. When the protrusion is in the releasing position, the drive housing can rotate relative to the fixed tube.

[0017] Furthermore, the drive housing is provided with a movable double-lock button, the operation direction of the double-lock button is towards the opening, and the double-lock button is configured such that when pressed, the drive protrusion moves from the locked position to the unlocked position.

[0018] Furthermore, the locking pin includes a pin body and a receiving seat. The pin body is located at the end of the receiving seat facing the seat body. The receiving seat is fixedly connected to the traction member. The locking pin is configured such that after the traction member drives the receiving seat to move, the receiving seat causes the pin body to retract relative to the locking hole of the seat body. The receiving seat has a fixing cavity, and the fixing cavity has an elastic member for resetting the locking pin. At the same time, the fixing cavity has a mounting groove at the end away from the pin body, and the mounting groove has a fastener for providing support for the elastic member.

[0019] This utility model includes a fixed tube, a seat with a locking hole at the end of the fixed tube, an axially movable locking pin, and a drive mechanism. The drive mechanism includes a drive housing rotatably sleeved on the outside of the fixed tube, a transmission component, and a traction component. The transmission component moves in response to the rotation of the drive housing and winds up the traction component via a winding section to pull the locking pin from a first position on the locking seat to a second position on the unlocking seat. This utility model, through its innovative winding and traction method, replaces the traditional inclined groove pushing, transforming sliding friction into a more efficient transmission, thereby achieving a labor-saving and smooth unlocking process. It also lays the foundation for further lightweight structural design. This utility model has the beneficial effects of labor-saving operation and lightweight construction. Attached Figure Description

[0020] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0021] Figure 2 This is a partial three-dimensional exploded view of the fixing tube and seat of this utility model;

[0022] Figure 3 This is an exploded three-dimensional structural view of the present invention;

[0023] Figure 4 This is a schematic diagram of the planar structure of the present invention;

[0024] Figure 5 This is a sectional view of components such as the fixed tube, drive housing, and transmission parts along section AA.

[0025] Figure 6 This is a sectional view of the present invention along the BB line;

[0026] Figure 7 This is a schematic diagram of the planar structure of the drive housing;

[0027] Figure 8 This is a sectional view of the drive housing along the CC line;

[0028] Figure 9 An exploded view of the three-dimensional structure of the drive housing and operating components;

[0029] Figure 10 This is a schematic diagram of the planar structure of components such as the drive housing and operating parts;

[0030] Figure 11 A sectional view of components such as the drive housing and operating parts along the DD section;

[0031] Figure 12 This is a schematic diagram showing the fit between the transmission components, traction components, and locking pins.

[0032] Figure 13 This is a top view of the transmission components;

[0033] Figure 14 This is a three-dimensional structural diagram of the transmission components;

[0034] Figure 15 This is a top view of the locking pin.

[0035] The above figures include the following reference numerals:

[0036] 1. Fixed tube; 2. Base body; 21. Locking hole; 3. Engaging pin; 31. Pin body; 32. Receiving seat; 33. Fixed cavity; 34. Elastic element; 35. Mounting groove; 4. Drive mechanism; 41. Drive housing; 411. Drive part; 412. Protruding tooth; 413. Recess; 414. Linkage part; 4141. Second stop block; 415. Double lock button; 42. Transmission component; 421. Transmission part; 4211, Gear tooth; 4212, Tooth root; 422, Winding part; 4221, Winding groove; 4222, Fixing hole; 4223, Baffle; 423, Connecting part; 43, Traction member; 431, Fixing part; 432, Traction member; 44, Operating member; 441, Connecting seat; 4411, First stop block; 442, Operating part; 5, Clamping member; 51, Block part; 52, Protrusion part; 6, Accommodating chamber. Detailed Implementation

[0037] The technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this utility model.

[0038] It should be noted that if any directional indication (such as up, down, left, right, front, back, top, bottom, inside, outside, vertical, horizontal, longitudinal, counterclockwise, clockwise, circumferential, radial, axial, etc.) is involved in the embodiments of this utility model, the directional indication is only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0039] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," such descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed by this utility model.

[0040] This utility model proposes a locking mechanism for a vehicle frame.

[0041] In this embodiment of the utility model, such as Figures 1 to 15As shown, the locking mechanism includes a fixed tube 1, a seat 2, a locking pin 3, and a drive mechanism 4. The base 2 is located at the end of the fixed tube 1 and includes a locking hole 21. The locking pin 3 is axially movable along the fixed tube 1 and has a first position where it extends axially into the locking hole 21 to lock the base 2 and a second position where it retracts axially from the locking hole 21 to release the base 2. The drive mechanism 4 includes a drive housing 41, a transmission component 42, and a traction component 43. The drive housing 41 is rotatably sleeved on the outside of the fixed tube 1 and includes a drive part 411 arranged circumferentially along the cavity. The transmission component 42 includes a transmission part 421 and a winding part 422. The transmission part 421 is tractively connected to the drive part 411 and moves in response to the rotation of the drive housing 41. One end of the traction component 43 is fixed to the winding part 422 and the other end is connected to the locking pin 3. The transmission component 42 is configured to drive the winding part 422 to rotate through the transmission part 421 to wind up the traction component 43 and pull the locking pin 3 from the first position to the second position. It is worth noting that the first position refers to the position where the locking pin 3 extends out of the locking hole 21 to lock, while the second position refers to the position where the locking pin 3 retracts from the locking hole 21 to release the lock. The focus of this utility model is the conception and implementation of a novel force transmission mechanism centered on "gear transmission, rotary winding, and flexible traction." This is not a simple optimization of existing technology, but a revolution in working principle. First, the various distinguishing technical features of this solution collectively constitute a non-obvious whole. Those skilled in the art lack the motivation to apply the "gear-steel rope" traction transmission method to the stroller locking mechanism. This is because replacing the rigid push-unlocking mode described in the background art with a flexible pull-back mode is not a direct component replacement; it requires a reconstructive and systematic design of the locking pin's reset method, the transmission chain layout, and the synergistic effect of each component, which exceeds the scope of conventional design knowledge in this field. Second, this overall solution brings unexpected technical effects. Compared to existing technologies, this invention significantly reduces frictional losses during transmission due to the use of gear meshing and steel rope traction, resulting in a substantial reduction in operating force and a more convenient and smooth user experience. Simultaneously, the precision of gear transmission and the impact resistance of steel rope transmission effectively improve the reliability and service life of the mechanism. Furthermore, this solution eliminates complex inclined grooves and sliding parts, making the overall structure more compact and simplified, providing an advantage for lightweight stroller design. Therefore, this invention successfully solves a long-standing technical problem by providing a non-obvious alternative technical solution, achieving multiple synergistic and beneficial effects, and possesses outstanding substantive features and significant progress.

[0042] In some embodiments of this utility model, the drive housing 41 includes a drive portion 411 disposed along the circumferential direction within the cavity, and a transmission portion 421 is at least partially connected to the drive portion 411 to achieve a transmission connection. It is understood that the drive portion 411 can have various implementations. For example, the drive portion 411 can be integrally formed or fixedly disposed within the cavity of the drive housing 41 as a toothed structure or a gear structure. The toothed structure, due to its significantly lower thickness compared to the gear structure, offers the advantage of simpler assembly.

[0043] Specifically, the drive unit 411 preferably has a toothed structure, comprising protruding teeth 412 and recesses 413 formed between adjacent protruding teeth 412, with the transmission unit 421 extending at least partially into the recesses 413. Understandably, the transmission unit 421 can be implemented in various ways, such as by a handle, rod, or gear extending partially into the recesses 413 to connect with the drive unit 411 (toothed structure). This structure is rotated by the drive unit 411, and the gear, due to the closer transmission of the driven structure (tooth 4211), achieves a more efficient transmission effect.

[0044] Specifically, the transmission part 421 is preferably a gear, which includes teeth 4211 and tooth roots 4212. The teeth 4211 mesh with the drive part 411. To ensure smoother meshing between the teeth 4211 and the drive part 411, the width of the teeth 4211 at the center in the tooth width direction is greater than the width at the root and the width at the end. Understandably, in conventional gear designs in the art, teeth 4211 are usually constructed to have a uniform width in the tooth width direction, or designed with a slight draft angle (i.e., the root is slightly wider than the end) to facilitate demolding. The above-described special design of the profile of the teeth 4211 in this invention is not a conventional or known shape in the art. This design allows the contact area of ​​the gear tooth 4211 to transition more smoothly from the middle to both sides during the meshing process with the convex tooth 412 of the drive unit 411. This effectively avoids the line contact or stress concentration phenomenon caused by machining errors or assembly gaps in traditional equal-width gear teeth 4211, and optimizes the contact state to approximately surface contact.

[0045] In some embodiments of this utility model, the winding portion 422 is provided with an annular winding groove 4221 for winding the traction member 43 and a fixing hole 4222 for fixing the end of the traction member 43. The fixing hole 4222 is located at the end of the winding groove 4221, and its radial depth is less than the groove width of the winding groove 4221. This structural design is not a conventional choice in the art. Holes used to fix the ends of ropes are usually designed to have sufficient depth to ensure strength. The purpose of this construction is to use the difference in size to create a mechanical interference: when the end of the traction member 43 (such as a metal indenter) is placed into the fixing hole 4222, because it cannot be fully accommodated, the end will protrude and be restricted by the side wall of the winding groove 4221, thereby achieving a simple and reliable anti-detachment fixation; at the same time, since additional fasteners (such as screws or pins) are eliminated, the end fixing operation of the traction member 43 is extremely simple, the assembly efficiency is high, and the connection reliability under repeated traction forces is guaranteed. This design, which achieves a fixing function through specific size limitations, is not obvious to those skilled in the art, and brings substantial progress to the locking mechanism in terms of structural simplification and assembly convenience.

[0046] Specifically, the winding groove 4221 has a raised baffle 4223 on its side to prevent the traction member 43 from disengaging from the winding groove 4221. The baffle 4223 effectively restricts the radial disengagement of the traction member 43 in an uncontrolled state, avoiding transmission failure caused by the traction member 43 deviating from the predetermined winding path. This simple design solves the common problem of wire derailment in flexible traction mechanisms, improving reliability and stability with lower complexity and cost.

[0047] In some embodiments of this utility model, instead of directly fixing the transmission part 421 and the winding part 422 together, a connecting part 423 is provided between the transmission part 421 and the winding part 422. The connecting part is preferably a connecting rod, with one side of the rod fixedly connected to the transmission part 421 (e.g., by interference fit, welding, or pin fixation), and the other side fixedly connected to the winding part 422. Thus, the transmission part 421, the connecting part 423, and the winding part 422 together constitute a synchronously rotating transmission component 42. Understandably, the connection part 423 brings several beneficial technical effects. First, it increases the design flexibility of the transmission component 42. By selecting connecting rods of different lengths as the connecting part 423, the axial position of the winding part 422 in the fixed tube 1 can be easily adjusted, thereby better adapting to the internal structural layout of the frame and providing a more optimized path for the wiring of the traction component 43. Second, this structure facilitates the manufacturing and assembly of parts. The transmission part 421 and the winding part 422 can be manufactured separately using materials and processes best suited to their functions, and then assembled via the connecting part 423. This reduces the molding difficulty and mold complexity of the overall parts, and is especially convenient for injection molding. In addition, the split structure also facilitates maintenance and replacement; if one part is damaged, it is not necessary to replace the entire transmission component 42.

[0048] Of course, the implementation of the connecting part 423 is not limited to the connecting rod. In other embodiments of this utility model, the connecting part 423 may also be a mating structure of a splined shaft and a splined sleeve, or a mating structure of a non-circular cross-section shaft (such as a D-shaped shaft or a square shaft) and a corresponding sleeve hole, etc. These structures, while ensuring reliable transmission, also allow the transmission part 421 and the winding part 422 to be axially adjustable. Furthermore, the connecting part 423 may also be a universal joint or a flexible coupling, which allows a certain angle between the axes of the transmission part 421 and the winding part 422, thereby further improving the adaptability to complex installation spaces.

[0049] In some embodiments of this utility model, the traction member 43 includes a fixing part 431 and a traction part 432. The fixing part 431 is disposed at both ends of the traction part 432, and the two fixing parts 431 are respectively installed on the locking pin 3 and the winding part 422. Specifically, the fixing part 431 is preferably a metal pressure head. The advantage of the metal pressure head is that it can directly extend into the fixing structure corresponding to the locking pin 3 and the winding part 422. Similar structures include crimping ends, metal balls, cross pins, etc. Of course, this part can also be fixed by welding or knotting.

[0050] Specifically, the traction part 432 is preferably a rope. In some embodiments of this utility model, the traction part 432 is preferably a steel rope. Steel rope is a commonly used traction component in the prior art, characterized by high strength, good fatigue resistance, and excellent flexibility. Furthermore, steel rope can adapt to the complex wiring paths inside strollers and maintain good stress even when wound at a small radius. Using a steel rope as the traction part 432 allows the drive mechanism 4 to achieve high flexibility in layout while transmitting power, helping to optimize the space utilization of the entire locking structure. It is understood that the implementation of the traction part 432 is not limited to steel rope. Provided that the requirements for traction strength and durability are met, the traction part 432 can also use other flexible or semi-flexible components with similar functions, such as high-strength polymer fiber rope, spring wire, or chain. These alternatives can all achieve the core function of converting the rotational motion of the winding part 422 into linear traction of the locking pin 3.

[0051] In some embodiments of this utility model, the drive mechanism 4 further includes an operating member 44 for receiving user operation. The operating member 44 includes a connecting seat 441 and an operating part 442. A linkage part 414 is provided at the end of the drive housing 41. The operating member 44 is connected to the drive housing 41 through the connecting seat 441 and the linkage part 414. The operating member 44 is configured to drive the operating part 442 to move, thereby driving the linkage part 414 through the connecting seat 441, causing the drive housing 41 to rotate relative to the fixed tube 1. It is understood that the operating part 442 can be implemented in various ways, such as a handle or a lever. Here, the ergonomic technology section of the prior art can be referred to to adopt a labor-saving operating structure to deploy the operating part 442.

[0052] Specifically, the connection relationship between the operating element 44 and the drive housing 41 can be implemented in various ways. For example, the connecting seat 441 and the linkage part 414 can be limited to a fixed connection or a movable connection.

[0053] When a fixed connection is used, the aforementioned connecting seat 441 and linkage part 414 should be interpreted as a fixed structure formed between the operating member 44 and the drive housing 41, and its shape is not specifically limited. In this embodiment, the operating force applied by the user is directly transmitted through the connecting seat 441, causing the drive housing 41 to rotate accordingly.

[0054] In some preferred embodiments of this utility model, in order to allow the operating member 44 to have a certain degree of freedom of movement on the drive housing 41, so as to transmit torque and conform to ergonomics and reduce rigid impact during operation, the connection relationship between the operating member 44 and the drive housing 41 can be set as a movable connection. In some embodiments of this utility model, the connecting seat 441 is provided with a first stop 4411, and the linkage part 414 is provided with a corresponding second stop 4141. The first stop 4411 and the second stop 4141 achieve transmission by abutting against each other. More specifically, a circumferential gap is formed between the first stop 4411 and the second stop 4141. When an operating force is applied to the operating part 442, the operating member 44 will rotate as a whole. The first stop 4411 on it must first cross the circumferential gap before it can abut against the second stop 4141, thereby driving the drive housing 41 to rotate. More specifically, refer to the attached drawing. Figure 11 As shown, both the first stop 4411 and the second stop 4141 are configured in pairs, and are arranged symmetrically with their upper and lower positions and left and right positions opposite each other. This allows the first stop 4411 to simultaneously or sequentially abut against the second stop 4141 from two symmetrical points when moving along a predetermined trajectory (such as an arc). This symmetrical force transmission method effectively improves the stress condition of the drive housing 41, avoids uneven wear and jamming caused by unilateral force, and ensures a smooth and reliable transmission process.

[0055] In some embodiments of this utility model, a locking member 5 is provided between the fixed tube 1 and the drive housing 41. The fixed tube 1 has an accommodating chamber 6 with an opening. The locking member 5 is movably disposed within the accommodating chamber 6. The locking member 5 includes a block portion 51 and a protrusion 52 extending from the block portion 51 towards the opening. The protrusion 52 has a locking position that extends out of the accommodating chamber 6 and engages with the drive housing 41, and a releasing position that retracts into the accommodating chamber 6. When the protrusion 52 is in the locking position, the drive housing 41 is locked relative to the fixed tube 1. When the protrusion 52 is in the releasing position, the drive housing 41 can rotate relative to the fixed tube 1. This locking member 5 constitutes a switchable mechanical interlock between the fixed tube 1 and the drive housing 41. The movable design of the locking member 5 is its core feature. By moving the protrusion 52 between the locking and releasing positions, a reliable switching between a safe locked state and a free rotation state is achieved. This purely mechanical interlocking method has a simple structure and reliable operation, providing an essential safety locking function for the frame.

[0056] Specifically, the drive housing 41 is equipped with a movable double-lock button 415. The operating direction of the double-lock button 415 is towards the opening. The double-lock button 415 is configured such that, when pressed, the drive protrusion 52 moves from the locked position to the unlocked position. The introduction of the double-lock button 415 constitutes a necessary prerequisite operation. Its precise correspondence with the movement path of the card 5 (pointing towards the opening) ensures that the operating force is efficiently and directly used to unlock the card 5. This design, by introducing an additional, intentional operating step, effectively prevents accidental rotation of the drive housing 41, thereby avoiding misoperation of the locking mechanism and significantly improving product safety.

[0057] In some embodiments of this utility model, the locking pin 3 includes a pin body 31 and a receiving seat 32. The pin body 31 is located at the end of the receiving seat 32 facing the seat body 2. The receiving seat 32 is fixedly connected to the traction member 43. The locking pin 3 is configured such that after the traction member 43 drives the receiving seat 32 to move, the receiving seat 32 drives the pin body 31 to retract relative to the locking hole 21 of the seat body 2.

[0058] Specifically, to enable the locking pin 3 to automatically reset from the unlocked second position to the locked first position, the receiving seat 32 is provided with a fixing cavity 33, and the fixing cavity 33 is provided with an elastic element 34 for resetting the locking pin. At the same time, the fixing cavity 33 is provided with a mounting groove 35 at the end away from the pin body 31, and the mounting groove 35 is provided with a fastener (not shown) for supporting the elastic element 34. When the traction member 43 pulls the receiving seat 32 to retract the pin body 31, the fastener provides support for the elastic element 34. When the receiving seat 32 is pulled, it moves relative to the fastener and compresses the elastic element 34, causing it to accumulate elastic potential energy. When the traction force is released, the elastic element 34 releases the potential energy, pushing the receiving seat 32 and the pin body 31 to reset as a whole to the first position. The aforementioned fasteners are preferably rivets, but bolts, screws, and pins can also be used as equivalent replacements. Common fasteners are described in the prior art and will not be elaborated here. The elastic element 34 can also be a component made of elastic materials such as rubber or elastic fiber to replace the spring. Common elastic elements are described in the prior art and will not be elaborated here.

[0059] In some embodiments of this utility model, the seat 2 often refers to the seat joint seat, as the seat joint seat is often the innermost joint seat in the joint seat group. However, this utility model does not specifically refer to the seat joint seat as the seat joint seat; the seat 2 can also refer to the backrest joint seat, armrest joint seat, or other joint seats that may also face inward. It should be explained that this utility model does not limit its scope of protection by the specific designation of the seat 2. The focus of this utility model is the locking method of the locking mechanism on the seat 2.

[0060] The above description is only a preferred embodiment of the present utility model and does not limit the patent scope of the present utility model. All equivalent structural transformations made under the inventive concept of the present utility model using the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A locking mechanism for a vehicle frame, characterized in that, include: Fixed tube; A base, located at the end of a fixed tube, includes a locking hole; The locking pin is axially movable along the fixed tube and has a first position that extends axially into the locking hole to lock the seat body and a second position that retracts axially from the locking hole to release the locking seat body. The drive mechanism includes a drive housing, a transmission component, and a traction component. The drive housing is rotatably sleeved on the outside of the fixed tube. The drive housing includes a drive portion arranged circumferentially within the cavity. The transmission component includes a transmission portion and a winding portion. The transmission portion is tractively connected to the drive portion, thereby moving in response to the rotation of the drive housing. One end of the traction component is fixed to the winding portion, and the other end is connected to a locking pin. The transmission component is configured to drive the winding portion to rotate via the transmission portion, thereby winding the traction component and pulling the locking pin from a first position to a second position.

2. The locking mechanism as described in claim 1, characterized in that: The drive unit has a toothed structure, including convex teeth and recesses formed between adjacent convex teeth, and the transmission unit extends at least partially into the recesses.

3. The locking mechanism as described in claim 2, characterized in that: The transmission part is a gear, which includes gear teeth and tooth roots. The gear teeth mesh with the drive part, and the width of the gear teeth in the tooth width direction is greater than the width of the root and the width of the end.

4. The locking mechanism as described in claim 1, characterized in that: The winding section is provided with an annular winding groove for winding the traction member and a fixing hole for fixing the end of the traction member. The fixing hole is located at the end of the winding groove, and its radial depth is less than the width of the winding groove.

5. The locking mechanism as described in claim 4, characterized in that: The winding groove has a raised baffle on the side to prevent the traction component from coming out of the winding groove.

6. The locking mechanism as described in claim 1, characterized in that: The drive mechanism also includes an operating component for accepting user operation. The operating component includes a connecting seat and an operating part. A linkage part is provided at the end of the drive housing. The operating component is connected to the drive housing through the connecting seat and the linkage part. The operating component is configured to drive the operating part to move, and then the connecting seat drives the linkage part to rotate the drive housing relative to the fixed tube.

7. The locking mechanism as described in claim 6, characterized in that: The connecting seat is provided with a first stop, and the linkage part is provided with a corresponding second stop. The first stop and the second stop achieve transmission by abutting each other. At the same time, a circumferential gap is formed between the first stop and the second stop. When an external force is applied to the operating part, the first stop first crosses the circumferential gap and then abuts against the second stop, thereby driving the drive housing to rotate.

8. The locking mechanism as described in claim 1, characterized in that: A locking element is provided between the fixed tube and the drive housing. The fixed tube has an accommodating chamber with an opening. The locking element is movably disposed in the accommodating chamber. The locking element includes a block portion and a protrusion extending from the block portion toward the opening. The protrusion has a locking position that extends out of the accommodating chamber and engages with the drive housing, and a releasing position that retracts into the accommodating chamber. When the protrusion is in the locking position, the drive housing and the fixed tube are locked relative to each other. When the protrusion is in the releasing position, the drive housing can rotate relative to the fixed tube.

9. The locking mechanism as described in claim 8, characterized in that: The drive housing is equipped with a movable double-lock button. The operation direction of the double-lock button is towards the opening. The double-lock button is configured such that when pressed, the drive protrusion moves from the locked position to the unlocked position.

10. The locking mechanism as described in claim 1, characterized in that: The locking pin includes a pin body and a receiving seat. The pin body is located at the end of the receiving seat facing the seat body. The receiving seat is fixedly connected to the traction member. The locking pin is configured such that after the traction member drives the receiving seat to move, the receiving seat causes the pin body to retract relative to the locking hole of the seat body. The receiving seat has a fixed cavity, and the fixed cavity has an elastic member for resetting the locking pin. At the same time, the fixed cavity has a mounting groove at the end away from the pin body, and the mounting groove has a fastener for providing support for the elastic member.

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