Vehicle door latch mechanism, vehicle door, and railway insulated vehicle

Abstract

A vehicle door latch mechanism (10) connected between a door body (21) and a door frame (22), the vehicle door latch mechanism comprising: a first locking assembly (100) connected between the door body (21) and the door frame (22); a driving mechanism (200) connected to the first locking assembly (100) to drive the first locking assembly (100) to perform a locking or unlocking operation; a second locking assembly (300) connected between the door body (21) and the door frame (22); and a transmission assembly (400) connected between the driving mechanism (200) and the second locking assembly (300) to drive the second locking assembly (300) to synchronously perform a locking or unlocking operation when the driving mechanism (200) drives the first locking assembly (100) to perform the locking or unlocking operation. Further provided are a vehicle door having the vehicle door latch mechanism (10) and a railway insulated vehicle. The vehicle door latch mechanism, the vehicle door and the railway insulated vehicle solve the technical problem of unsatisfactory locking reliability and stability of a sliding embedded vehicle door of a railway vehicles to a certain extent.

Description

Car door locking mechanism, car door and railway insulation car

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese patent application No. 202310917335.9 filed on July 25, 2023, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present disclosure relates to the technical field of railway vehicles, and in particular to a door locking mechanism, a door, and a railway insulated vehicle. Background Art

[0004] In order to maintain the stability of thermal insulation performance, railway insulated vehicles have high requirements for the sealing and thermal insulation of the doors. Sliding embedded doors are usually used to press the door body tightly against the door frame, and the sealing and thermal insulation performance of the door area is maintained by the compression deformation of the sealing strip between the door and the door frame.

[0005] Since the door needs to slide open frequently, a stable and reliable locking structure needs to be provided between the door and the door frame to reliably realize the door opening and locking functions. Typically, a locking cam is provided on a locking rod that is rotatably provided on the door, and a locking seat that cooperates with the locking cam is provided on the door frame. After the door is inserted into the door frame, the locking rod is driven to rotate to drive the locking cam to engage with the locking seat to lock the door to the door frame. The locking rods can be symmetrically provided on both sides of the door, and a locking cam is provided on the upper and lower parts of each locking rod. By driving the locking rods to rotate, multiple locking cams can be synchronized and locked with the locking seat, which is convenient and quick.

[0006] However, as the use time of multiple locking cams increases, the locking pace of the multiple locking cams is prone to be inconsistent, resulting in some locking cams being embedded in the locking seat while some locking cams are not yet in place, making it impossible to lock one side or multiple positions of the door body to the door frame, which can easily cause a safety accident in which the door body loosens.

[0007] Summary of the Invention

[0008] The present disclosure provides a door locking mechanism, a door, and a railway insulated vehicle, which are intended to at least partially solve the technical problem of unsatisfactory locking reliability and stability of the sliding embedded doors of railway vehicles.

[0009] In a first aspect of the present disclosure, a vehicle door locking mechanism is provided, which is connected between a door body and a door frame; the mechanism comprises: a first locking assembly, which is connected between the door body and the door frame; a driving mechanism, which is connected to the first locking assembly, so as to drive the first locking assembly to perform a locking or unlocking operation; a second locking assembly, which is connected between the door body and the door frame; and a transmission assembly, which is connected between the driving mechanism and the second locking assembly, so as to drive the second locking assembly to synchronously perform a locking or unlocking operation when the driving mechanism drives the first locking assembly to perform a locking or unlocking operation.

[0010] According to a second aspect of the present disclosure, a vehicle door is provided, comprising: a door frame, a door body, and the vehicle door locking mechanism. The door body is connected to the door frame, the first locking assembly and the second locking assembly are respectively connected between the door body and the door frame, and the transmission assembly and the drive device are disposed on the door body.

[0011] According to a third aspect of the present disclosure, there is provided a railway insulated car, comprising the car door. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, a brief introduction will be given below to the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0013] FIG1 is a schematic structural diagram showing a locked state of a vehicle door locking mechanism according to some embodiments of the present disclosure;

[0014] FIG2 shows a side view of the door locking mechanism in FIG1 from a first perspective;

[0015] FIG3 shows a side view of the door locking mechanism in FIG1 from a second perspective;

[0016] FIG4 shows an enlarged view I of the locked state of the door locking mechanism in FIG1 ;

[0017] FIG5 shows an enlarged view II of the locked state of the door locking mechanism in FIG1 ;

[0018] FIG6 shows an enlarged view III of the locked state of the door locking mechanism in FIG1 ;

[0019] FIG7 shows an enlarged view IV of the locked state of the door locking mechanism in FIG1 ;

[0020] FIG8 shows an enlarged view V of the locked state of the door locking mechanism in FIG1 ;

[0021] FIG9 shows an enlarged view VI of the locked state of the door locking mechanism in FIG1 ;

[0022] FIG10 shows an enlarged view VI of the locked state of the door locking mechanism in FIG1 ;

[0023] FIG11 is a schematic structural diagram showing an open state of a vehicle door locking mechanism according to some embodiments of the present disclosure;

[0024] FIG12 shows a side view of the door locking mechanism in an open state according to some embodiments of the present disclosure;

[0025] FIG13 shows an enlarged view IX of an open state of a door locking mechanism according to some embodiments of the present disclosure;

[0026] FIG14 shows an enlarged view X of the door locking mechanism in an open state according to some embodiments of the present disclosure;

[0027] FIG15 shows an enlarged view XI of the door locking mechanism in an open state according to some embodiments of the present disclosure;

[0028] FIG16 is a schematic diagram showing a sealing structure between a locking rod and a door pivot rod of a vehicle door locking mechanism according to some embodiments of the present disclosure.

[0029] Reference numerals: 10, door locking mechanism; 100, first locking assembly; 110, first locking seat; 111, first seat body; 112, first locking pin; 120, first locking cam; 130, first connecting rod; 140, first lever; 150, first lever support; 160, first locking rod; 170, first supporting seat; 200, driving mechanism; 210, spindle; 220, slider; 230, handle; 240, driving support; 300, second locking assembly; 310, second locking seat; 311, second seat body; 312, second locking pin; 320, Second locking cam; 330, second connecting rod; 331, pull rod head; 340, second lever; 350, second lever support; 360, second locking rod; 370, second supporting seat; 380, connecting rod; 381, first movable joint; 382, ​​second movable joint; 390, first guide seat; 400, transmission assembly; 410, driving gear; 420, transmission connecting rod; 421, transmission gear portion; 430, driven gear; 440, transmission screw; 450, connecting head; 460, movable connecting rod; 470, second guide seat; 510, door pivot rod; 520, second crank; 530, first crank; 540, sliding wheel assembly; 550, first slide rail; 560, second slide rail; 600, vehicle body. DETAILED DESCRIPTION

[0030] The following will be combined with the accompanying drawings in the embodiments of the present disclosure to clearly and completely describe the technical solutions in the embodiments of the present disclosure. Obviously, the embodiments described are only part of the embodiments of the present disclosure, not all of the embodiments. Based on the embodiments of the present disclosure, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present disclosure.

[0031] In addition, the present disclosure may repeat reference numbers and / or reference letters in different examples. This repetition is for the purpose of simplicity and clarity and does not in itself indicate the relationship between the various embodiments and / or arrangements discussed. In addition, the present disclosure provides examples of various specific processes and materials, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0032] The technical solution of the present disclosure will be described below with reference to the accompanying drawings and specific embodiments.

[0033] A sliding recessed door on a railway vehicle comprises a door body mounted on a door frame and slidable on rails within the vehicle body. Once the door body is aligned with the door frame, it can be moved into the door frame and locked within it via a locking mechanism. To accommodate the door's larger area, multiple locking mechanisms are typically installed in various areas of the door body, each driven in series over a large span via a transmission structure. This makes the locking mechanisms susceptible to factors such as assembly errors, drive distance, and structural damage, leading to deterioration in drive function and unstable and unreliable locking, seriously compromising the safety of the door lock.

[0034] To this end, the present disclosure provides a vehicle door locking mechanism, a vehicle door, and a railway insulated vehicle, which aim to improve, to a certain extent, the reliability and stability of the multi-zone locking function embedded in the vehicle door during sliding.

[0035] Figure 1 shows a structural schematic diagram of the locked state of a vehicle door locking mechanism according to some embodiments of the present disclosure; Figure 2 shows a side view of the vehicle door locking mechanism in Figure 1 from a first perspective; Figure 3 shows a side view of the vehicle door locking mechanism in Figure 1 from a second perspective; Figure 11 shows a structural schematic diagram of the open state of a vehicle door locking mechanism according to some embodiments of the present disclosure; Figure 12 shows a side view of the open state of a vehicle door locking mechanism according to some embodiments of the present disclosure.

[0036] Referring to Figures 1, 2, 3, 11, and 12, in some embodiments, a vehicle door locking mechanism 10 is connected between a door body 21 and a door frame 22 to lock the door body 21 within the door frame 22 after the door body 21 and the door frame 22 are aligned. The vehicle door locking mechanism 10 includes a first locking assembly 100, a drive mechanism 200, a second locking assembly 300, and a transmission assembly 400. The first locking assembly 100 is connected between the door body and the door frame; the drive mechanism 200 is connected to the first locking assembly 100 to drive the first locking assembly 100 to lock or unlock; the second locking assembly 300 is connected between the door body and the door frame; and the transmission assembly 400 is connected between the drive mechanism 200 and the second locking assembly 300 to synchronously drive the second locking assembly 300 to lock or unlock when the drive mechanism 200 drives the first locking assembly 100 to lock or unlock.

[0037] The first locking assembly 100 and the second locking assembly 300 are used to lock the door body 21 and the door frame 22 together, thereby locking the door body. The first locking assembly 100 and the second locking assembly 300 can be respectively installed in the upper and lower parts or the left and right parts of the door body 21, so that the first locking assembly 100 and the second locking assembly 300 will have a certain span.

[0038] In order to maintain stable and reliable actuation of the first locking assembly 100 and the second locking assembly 300, the drive mechanism 200 can be directly connected to the first locking assembly 100 to achieve direct drive, thereby ensuring the reliability and stability of its locking and unlocking operations. The second locking assembly 300 can be indirectly connected to the drive mechanism 200 via the transmission assembly 400, and the second locking assembly 300 can be driven to operate via a second drive path. In this way, the first locking assembly 100 and the second locking assembly 300 are independently driven by the drive mechanism 200, rather than driving the first locking assembly 100 and the second locking assembly 300 in series. As a result, the first locking assembly 100 and the second locking assembly 300 are independently driven synchronously as a whole, achieving stable locking and unlocking of each area and ensuring functional reliability and stability.

[0039] In some embodiments, the first locking assembly 100 and the second locking assembly 300 can be respectively arranged in the upper and lower areas of the door body 21 to lock the upper and lower parts of the door body. The first locking assembly 100 and the second locking assembly 300 can also be provided in two groups, and the two groups of first locking assemblies 100 can be respectively arranged on the left and right sides of the lower part of the door body, and the two groups of second locking assemblies 300 can be respectively arranged on the left and right sides of the upper part of the door body 21, thereby achieving locking at the four corner areas of the door body 21, thereby improving the reliability and stability of the locking.

[0040] In some embodiments, the number of first locking assemblies 100 and second locking assemblies 300 can be increased to expand the locking area and improve locking reliability to a certain extent. Accordingly, the number of first locking assemblies 100 and second locking assemblies 300 can be increased according to the overall specifications of the door body 21, such as length and height. The number of first locking assemblies 100 and second locking assemblies 300 can avoid the situation where there are too few locking points within a large length range, which may affect the stability and reliability of the door body locking.

[0041] FIG7 shows an enlarged view IV of the locked state of the door lock mechanism in FIG1 ; and FIG10 shows an enlarged view VI of the locked state of the door lock mechanism in FIG1 .

[0042] 3 , 7 and 10 , in some embodiments, the first locking assembly 100 may include: a first locking seat 110 , a first locking cam 120 , a first connecting rod 130 and a first lever 140 .

[0043] The first locking seat 110 can be set on the door frame 22, and the first locking cam 120 can be deflectedly set on the door body 21, and the first locking cam 120 and the installation position of the first locking seat 110 are matched to enable the first locking cam 120 to be deflected and embedded in the first locking seat 110, and the first locking cam 120 can be deflected in the opposite direction to disengage from the first locking seat 110, thereby realizing the locking and then unlocking of the door body 21 and the door frame 22.

[0044] To achieve deflection drive of the first locking cam 120, the first connecting rod 130 can be connected to the first locking cam 120, and the first locking cam 120 can be pulled by the first connecting rod 130 to deflect. To adapt to the stable reciprocating deflection of the first locking cam 120, the movement mode of the first connecting rod 130 can be set to reciprocate along a set trajectory. Accordingly, the first connecting rod 130 can be connected to the first lever 140, and the first lever 140 can be connected to the driving mechanism 200. The driving mechanism 200 can drive the first lever 140 to deflect, push and pull the first connecting rod 130 to move, thereby driving the first locking cam 120 to deflect and embed or disengage from the first locking seat 110, thereby locking and unlocking the door body.

[0045] In order to ensure smooth and compatible movement of the first locking cam 120, the first connecting rod 130 and the first lever 140 and avoid rigid interference, the connection between the first connecting rod 130 and the first locking cam 120 and the first lever 140 can be set as a movable connection, such as a pivot connection, so that the smooth and compatible movement of each component can be achieved through relative rotation of the first connecting rod 130, the first locking cam 120 and the first lever 140, and rigid interference can be avoided.

[0046] In some embodiments, the first locking seat 110 may include a first seat body 111 and a first locking pin 112; the first seat body 111 may be configured as a frame-shaped structure with a cavity provided inside to accommodate the first locking cam 120; the first locking pin 112 is provided on the first seat body 111 and on the deflection trajectory of the first locking cam 120. After the first locking cam 120 deflects to the set position in the first seat body 111, it can abut against the first locking pin 112, thereby locking the first locking cam 120, and then pressing the door body 21 connected to the first locking cam 120 to lock it in the door frame 22.

[0047] In some embodiments, the deflection plane of the first locking cam 120 can be set to be perpendicular to the extension direction of the plate surface of the door body 21, so that the locking force between the first locking pin 112 and the first locking cam 120 is basically parallel to the extension direction of the plate surface constituting the first locking cam 120, rather than in a direction that forms an angle with the plate surface of the first locking cam 120, thereby greatly reducing the risk of force deformation of the first locking cam 120 and ensuring the reliability of the structural form of the first locking cam 120 and the stability of the locking state.

[0048] Referring to Figures 1, 2 and 7, in some embodiments, in order to maintain the stability of the rotational posture of the first locking cam 120, so that the direction of the abutment force between the first locking cam 120 and the first locking pin 112 is basically parallel to the plate extension direction of the first locking cam 120, the first locking assembly 100 may also include a first support seat 170 and a first locking rod 160, the first support seat 170 is fixed on the door body 21, the first locking rod 160 is rotatably arranged in the first support seat 170, and the first locking cam 120 is fixed on the first locking rod 160, so that the cooperation relationship between the first support seat 170 and the first locking rod 160 can be used to form a stable deflection support structure for maintaining the stability of the deflection posture of the first locking cam 120.

[0049] In some embodiments, the number of the first support seats 170 can be set to two or more, so as to support the first locking rod 160 at multiple points of rotation to ensure the stability of the rotation posture of the first locking rod 160; the first locking rod 160 ensures the uniformity of force under the support limit of multiple first support seats 170, avoiding deformation, swinging and other defects caused by unilateral support, thereby improving the structure of the first locking assembly 100 and the reliability of the locking function.

[0050] Referring to FIG. 10 , in some embodiments, to ensure the stability of the deflected posture of the first lever 140, the first locking assembly 100 may further include a first lever support 150. The first lever support 150 is disposed on the door body 21, and the first lever 140 is rotatably connected to the first lever support 150, thereby achieving stable, independent installation and deflection of the first lever 140. Furthermore, this can reduce the need for modification and processing of the door body 21, thereby improving the adaptability of the first locking assembly in installation and implementation.

[0051] Referring to Figures 1 and 10, in some embodiments, the driving mechanism 200 may include a core shaft 210 and a slider 220, the core shaft 210 being rotatably arranged on the door body 21, and the core shaft 210 being screwed into the slider 220 to constitute a driving functional structure in the form of a ball screw; that is, the core shaft 210 can only rotate in situ, and the slider 220 can only move back and forth in the axial direction of the core shaft 210, so that when the core shaft 210 rotates, the slider 220 moves in the axial direction of the core shaft 210 under the drive of the core shaft 210 to realize the push-pull operation of the first lever 140.

[0052] In some embodiments, the axial direction of the core shaft 210 can be set to be perpendicular to the extension direction of the door body's plate surface, and the moving direction of the slider 220 is perpendicular to the extension direction of the door body's plate surface, that is, the slider 220 can only approach or move away from the door body 21 in a direction perpendicular to the door body. In the process of the slider 220 approaching or moving away from the door body 21, the slider 220 pushes and pulls the first lever 140 to deflect, thereby pushing and pulling the first connecting rod 130 and the first locking cam 120 in turn, driving the first locking cam 120 to deflect and embed into or disengage from the first locking seat 110.

[0053] Referring to FIG. 10 , in some embodiments, the drive mechanism 200 may further include a drive support 240, which may be mounted on the door body. The end of the core shaft 210 may be rotatably embedded in the drive support 240, thereby enabling the core shaft 210 to achieve in-situ relative rotation relative to the door body 21. Furthermore, a structure such as a slide rail or a slide groove may be provided on the drive support 240 for slidably connecting the slider 220, and the slider 220 may move in a direction perpendicular to the door body 21 relative to the drive support 240.

[0054] Therefore, when the driving mechanism 200 is in operation, the core shaft 210 rotates to drive the slider 220 to move relative to the driving support 240 in a direction perpendicular to the door body 21 and simultaneously push and pull the first lever 140 .

[0055] In some embodiments, in order to facilitate driving the core shaft 210 to rotate, a handle 230 may be connected to the core shaft 210 , so that when opening or closing the door body 21 , the handle 230 may be operated to drive the core shaft 210 to rotate.

[0056] In some embodiments, the core shaft 210 can also be connected to an automated power device such as a drive motor to achieve automatic door locking and unlocking operations.

[0057] In some embodiments, considering that the moving direction of the slider 220 is perpendicular to the extension direction of the panel surface of the door body 21, the deflection plane of the first lever 140 can also be set to extend perpendicular to the panel surface of the door body 21, so as to smoothly adapt to the movement forms of the slider 220 and the first lever 140, thereby ensuring the driving smoothness of the first locking assembly 100 and the driving mechanism 200.

[0058] In some embodiments, the first lever support 150 can be configured as a U-shaped bracket, the first lever 140 is pivotally connected to the U-shaped bracket, and the first lever 140 is placed upright on the door body 21 .

[0059] In some embodiments, considering that the first lever 140 and the slider 220 have different movement forms, in order to reduce the probability of interference caused by a rigid connection, the first lever 140 and the slider 220 can also be movably connected, such as pivotally connected, so that they can adapt to each other through relative rotation to avoid interference.

[0060] FIG4 shows an enlarged view I of the locked state of the door lock mechanism in FIG1 ; and FIG8 shows an enlarged view V of the locked state of the door lock mechanism in FIG1 .

[0061] 3 , 4 and 8 , in some embodiments, the second locking assembly 300 may include: a second locking seat 310 , a second locking cam 320 , a second connecting rod 330 and a second lever 340 .

[0062] The second locking seat 310 can be set on the door frame 22, and the second locking cam 320 can be deflectedly set on the door body 21, and the second locking cam 320 and the installation position of the second locking seat 310 are matched to each other, so that the second locking cam 320 can be deflected and embedded in the second locking seat 310, and the second locking cam 320 can be deflected in the opposite direction to disengage from the second locking seat 310, thereby realizing the locking and then unlocking of the door body 21 and the door frame 22.

[0063] To achieve deflection drive of the second locking cam 320, the second connecting rod 330 can be connected to the second locking cam 320, and the second locking cam 320 can be pulled by the second connecting rod 330 to deflect. To adapt to the stable reciprocating deflection of the second locking cam 320, the movement mode of the second connecting rod 330 can be set to reciprocate along a set trajectory. Accordingly, the second connecting rod 330 can be connected to the second lever 340, and the second lever 340 can be connected to the drive mechanism 200 via the transmission assembly 400. This can indirectly drive the deflection of the second lever 340 remotely through the drive mechanism 200, pushing and pulling the second connecting rod 330 to move, thereby driving the second locking cam 320 to deflect and engage or disengage from the second locking seat 310, thereby locking and unlocking the door body.

[0064] In order to ensure that the movement of the second locking cam 320, the second connecting rod 330 and the second lever 340 is smooth and compatible and to avoid rigid interference, the connection between the second connecting rod 330 and the second locking cam 320 and the second lever 340 can be set as a movable connection, such as a pivot connection, so that the movement of each component can be smooth and compatible through the relative rotation of the second connecting rod 330 and the second locking cam 320 and the second lever 340 to avoid interference.

[0065] In some embodiments, the second locking seat 310 may include a second seat body 311 and a second locking pin 312; the second seat body 311 may be configured as a frame-shaped structure with a cavity provided inside to accommodate the second locking cam 320; the second locking pin 312 is provided on the second seat body 311 and on the deflection trajectory of the second locking cam 320. After the second locking cam 320 deflects to the set position in the second seat body 311, it can abut against the second locking pin 312, thereby locking the second locking cam 320, and then pressing the door body 21 connected to the second locking cam 320 to lock it in the door frame 22.

[0066] In some embodiments, the deflection plane of the second locking cam 320 can be set to be perpendicular to the extension direction of the plate surface of the door body 21, so that the locking force between the second locking pin 312 and the second locking cam 320 is basically parallel to the extension direction of the plate surface of the second locking cam 320, rather than in the direction at an angle to the plate surface of the second locking cam 320, thereby greatly reducing the risk of force deformation of the second locking cam 320 and ensuring the reliability of the structural form of the second locking cam 320 and the stability of the locking state.

[0067] Referring to Figures 1, 2 and 8, in some embodiments, in order to maintain the stability of the rotational posture of the second locking cam 320, so that the abutting force between the first locking cam 120 and the first second locking pin 312 is basically parallel to the plate extension direction of the second locking cam 320, the second locking assembly 300 may also include a second support seat 370 and a second locking rod 360, the second support seat 370 is fixed on the door body 21, the second locking rod 360 is rotatably arranged in the second support seat 370, and the second locking cam 320 is fixed on the second locking rod 360, so that the cooperation relationship between the second support seat 370 and the second locking rod 360 can be used to form a stable deflection support structure for maintaining the stability of the deflection posture of the second locking cam 320.

[0068] Accordingly, the number of the second support seats 370 can be set to two or more, so as to support the second locking rod 360 at multiple points of rotation to ensure the stability of its rotation posture; the second locking rod 360 ensures the uniformity of its force under the support limit of multiple second support seats 370, avoiding deformation, swinging and other defects caused by unilateral support, thereby improving the structure of the second locking assembly 300 and the reliability of the locking function.

[0069] Figure 6 shows an enlarged view III of the locked state of the vehicle door locking mechanism in Figure 1; Figure 13 shows an enlarged view IX of the open state of the vehicle door locking mechanism according to some embodiments of the present disclosure; Figure 14 shows an enlarged view X of the open state of the vehicle door locking mechanism according to some embodiments of the present disclosure.

[0070] Referring to Figures 4, 6, 13, and 14, in some embodiments, to ensure the stability of the deflected posture of the second lever 340, the second locking assembly 300 may further include a second lever support 350. The second lever support 350 is disposed on the door body 21, and the second lever 340 is rotatably connected to the second lever support 350 to achieve stable, independent installation and deflection of the second lever 340. Furthermore, this can reduce the need for modification and processing of the door body 21, thereby improving the adaptability of the first locking assembly in installation and implementation.

[0071] Referring to FIG8 , in some embodiments, considering that the second locking assembly 300 is far away from the driving mechanism 200, in order to ensure the stability of the posture and amplitude of the driving of the second locking cam 320, the second locking assembly 300 may further include a connecting rod 380 and a first guide seat 390. The first guide seat 390 can be mounted on the door body, and the connecting rod 380 can be movably set on the first guide seat 390 to stably reciprocate in a set direction. The two ends of the connecting rod 380 are movably connected to the second locking cam 320 and the second connecting rod 330 respectively. Under the constraint of the first guide seat 390, the push-pull direction and amplitude of the second locking cam 320 are stably guaranteed; it can also flexibly adapt to the movement error or assembly error of the second connecting rod 330 to ensure stable and reliable driving of the second locking cam 320.

[0072] In some embodiments, the connection method between the connecting rod 380 and the second locking cam 320 and the second connecting rod 330 can be set to be pivoted, and can be specifically pivoted to the second connecting rod 330 through a first movable joint 381 set at one end of the connecting rod 380, and pivoted to the second locking cam 320 through a second movable joint 382 set at the other end of the connecting rod 380.

[0073] In some embodiments, a pull rod head 331 may be provided at the end of the second connecting rod 330 and pivotally connected to the second lever 340 .

[0074] Figure 5 shows an enlarged view II of the locked state of the vehicle door locking mechanism in Figure 1; Figure 9 shows an enlarged view VI of the locked state of the vehicle door locking mechanism in Figure 1; Figure 15 shows an enlarged view XI of the open state of the vehicle door locking mechanism according to some embodiments of the present disclosure.

[0075] Referring to Figures 2, 5, 6, 9 and 15, in some embodiments, in order to achieve remote indirect driving of the driving mechanism 200 and the second locking assembly 300, the transmission assembly 400 may include a driving gear 410 and a translation link 420, and the driving gear 410 is sleeved on the core shaft 210 and can rotate following the core shaft 210; the translation link 420 is movably arranged on the door body 21 and connected to the second lever 340, and the translation link 420 is provided with a transmission tooth portion 421 arranged along the axial direction of the translation link 420, and the transmission tooth portion 421 can directly engage with the driving gear 410. In the process of the driving gear 410 following the rotation of the core shaft 210, the translation link 420 is driven by the driving gear 410 to move along its axial direction to push and pull the second lever 340 to deflect.

[0076] Due to the meshing transmission of the translation connecting rod 420 and the driving gear 410, the driving mechanism 200 can remotely and synchronously drive the second locking assembly 300 to move when driving the first locking assembly 100, so that the first locking assembly 100 and the second locking assembly 300 can be independently driven by one driving mechanism, thereby ensuring the multi-point and multi-position synchronous locking and unlocking of the door body 21, thereby improving the reliability of the vehicle door locking mechanism.

[0077] In some embodiments, in order to adapt to the different movement forms of the translation link 420 and the second lever 340, the transmission assembly 400 may also include a connecting head 450 and a movable link 460. The connecting head 450 is arranged on the translation link 420, and the connecting head 450 is movably connected to one end of the movable link 460, such as a pivot connection, and the other end is movably connected to the second lever 340, such as a pivot connection, so that the greater mobility of the movable link 460 ensures the stable connection and transmission of the translation link 420 and the second lever 340, and can offset the influence of assembly errors.

[0078] In some embodiments, in order to ensure the stability of the direction of the translation link 420 and reduce the swing amplitude, the transmission assembly 400 may also include a second guide seat 470, and the second guide seat 470 can be installed on the door body 21. The translation link 420 can be connected to the second guide seat 470 along its axial sliding connection, so that when the driving gear 410 drives the translation link 420 to move, the second lever 340 is pushed and pulled stably to achieve stable and reliable driving of the second locking assembly 300.

[0079] In some embodiments, the transmission assembly 400 may further include a transmission screw 440, which has threads on its inner and outer walls. When the transmission screw 440 is sleeved on the translation connecting rod 420, the transmission screw 440 is threadedly connected to the transmission tooth portion 421, and the external thread of the transmission screw 440 is also threadedly connected to the driving gear 410, so that when the driving gear 410 rotates, the transmission screw 440 follows the rotation and applies a force to the transmission tooth portion 421. Since the translation connecting rod 420 cannot rotate, it can only move axially, thereby pushing and pulling the second lever 340.

[0080] In some embodiments, in order to coordinate and avoid the surrounding structure of the driving gear 410, the transmission assembly 400 may also include a driven gear 430, which is engaged with the driving gear 410 and is engaged with the transmission screw 440 or the transmission tooth portion 421, so as to avoid arranging too many structural parts in a smaller area, thereby avoiding an increase in the risk of interference.

[0081] 1 , 2 , 3 , 11 , and 12 , in some embodiments, a vehicle door equipped with the vehicle door locking mechanism 10 is provided based on the vehicle door locking mechanism 10, comprising a door body 21, a door frame 22, and the vehicle door locking mechanism 10. The door body is connected to the door frame, a first locking assembly 100 and a second locking assembly 300 are respectively connected between the door body and the door frame, and a transmission assembly 400 and a drive device are disposed on the door body.

[0082] The door body 21 is adapted to the door frame 22 and can be moved into the door frame 22 to achieve smooth and stable movements of the first locking assembly 100 and the second locking assembly 300 .

[0083] In some embodiments, a first slide rail 550 and a second slide rail 560 may be respectively provided in the lower and upper areas of the door frame 22 for supporting the sliding of the door body 21 to achieve the movement of the door body 21 to open and lock the door.

[0084] In some embodiments, in order to achieve stable sliding of the door body 21 , a sliding wheel set 540 may be connected to the door body 21 and matched with the sliding arrangement on the first slide rail 550 .

[0085] In order to ensure that the door body 21 is smoothly embedded in the door frame, a door pivot rod 510 and a first crank 530 and a second crank 520 connected to both ends of the door pivot rod 510 can be provided on the door body 21. The door pivot rod 510 is rotatably connected to the door body; one end of the first crank 530 is pivotally connected to the sliding wheel assembly 540, and the other end is fixed to the door pivot rod 510; one end of the second crank 520 is fixed to the door pivot rod 510, and the other end is rotatably connected to the second slide rail 560. Therefore, when the door body 21 slides to align with the door frame 22, the door pivot rod 510 can be rotated to allow the door body 21 to move closer to the door frame 22 or move away from the door frame 22.

[0086] In some embodiments, in order to facilitate operation, a handle or other structure may be provided on the door pivot rod 510 to facilitate operation.

[0087] In some embodiments, in order to reduce occupied space, the door pivot rod 510 can be rotatably disposed within the first support seat 170 and the second support seat 370 .

[0088] Figure 16 shows a schematic diagram of the sealing state structure between the locking rod and the door pivot rod of the vehicle door locking mechanism according to some embodiments of the present disclosure; referring to Figures 1 and 16, in some embodiments, the first locking rod 160 and the second locking rod 360 can also be opened into tubular parts, and the door pivot rod 510 can be rotatably embedded in the tubular cavity of the first locking rod 160 and the second locking rod 360 to reduce space occupancy.

[0089] In some embodiments, a railway insulated vehicle is provided based on the above-mentioned vehicle door, including a vehicle body 600 and the above-mentioned vehicle door; the door frame 22 and the first slide rail 550 and the second slide rail 560 can be set on the vehicle body 600.

[0090] The technical solutions according to some embodiments of the present disclosure have at least the following beneficial effects: The embodiments of the present disclosure provide a vehicle door locking mechanism, a vehicle door, and a railway insulated vehicle, wherein a first locking assembly and a second locking assembly are arranged in correspondence with the upper and lower regions of the sliding embedded door body of the railway insulated vehicle, respectively, for stably locking the door body within the door frame. The first locking assembly is directly driven by a drive mechanism, and the drive mechanism indirectly drives the second locking assembly remotely and synchronously via a transmission assembly, thereby enabling the drive mechanism to synchronously drive the first and second locking assemblies, respectively, to ensure the reliability and stability of the operation of the locking assemblies in different positions.

[0091] In the present disclosure, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Moreover, a first feature being "above," "above," and "above" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature includes the first feature being directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0092] In the description of the present disclosure, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise" and "counterclockwise" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present disclosure.

[0093] It should be noted that all directional indications in the embodiments of the present disclosure are only used to explain the relative position relationship, movement status, etc. between various components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0094] In this disclosure, unless otherwise expressly specified or limited, the terms "connect," "fix," etc. should be understood in a broad sense. For example, "fix" can mean a fixed connection, a detachable connection, or an integral connection; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean internal communication between two elements or an interaction between two elements, unless otherwise expressly specified. Those skilled in the art will understand the specific meanings of the above terms in this disclosure based on specific circumstances.

[0095] In addition, the terms "first," "second," and so on, used in this disclosure are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this disclosure, "plurality" means two or more, unless otherwise specifically defined.

[0096] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification.

[0097] In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that ordinary technicians in this field can implement them. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by this disclosure.

[0098] Although the embodiments of the present disclosure have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and alterations may be made to the embodiments without departing from the principles and spirit of the present disclosure, the scope of which is defined by the claims and their equivalents.

Claims

1. A door locking mechanism, connected between a door body and a door frame, comprising: A first locking assembly connected between the door body and the door frame; A driving mechanism connected to the first locking assembly to drive the first locking assembly to perform a locking or unlocking operation; A second locking assembly connected between the door body and the door frame; and The transmission assembly is connected between the driving mechanism and the second locking assembly, so as to drive the second locking assembly to synchronously perform the locking or unlocking operation when the driving mechanism drives the first locking assembly to perform the locking or unlocking operation.

2. The door locking mechanism according to claim 1, wherein: The first locking assembly comprises: A first locking seat, arranged on the door frame; a first locking cam, rotatably connected to the door body; a first connecting rod, movably disposed on the door body and connected to the first locking cam; and The first lever is rotatably connected to the door body, and both ends of the first lever are respectively connected to the driving mechanism and the first connecting rod. Driven by the driving mechanism, the first lever is deflected to push and pull the first connecting rod to move, so as to drive the first locking cam to deflect and embed into or disengage from the first locking seat.

3. The door locking mechanism according to claim 2, wherein: The second locking assembly comprises: A second locking seat, arranged on the door frame; a second locking cam, rotatably connected to the door body; a second connecting rod, movably disposed on the door body and connected to the second locking cam; and The second lever is rotatably connected to the door body, and the two ends of the second lever are respectively connected to the transmission assembly and the second connecting rod. Driven by the driving mechanism, the second connecting rod is deflected to push and pull the second connecting rod to move, so as to drive the second locking cam to deflect and embed into or disengage from the second locking seat.

4. The door locking mechanism according to claim 3, wherein: The first locking assembly further comprises a first support seat and a first locking rod, wherein the first support seat is disposed on the door body, the first locking rod is rotatably disposed on the first support seat and the first locking cam is connected to the first locking rod; The second locking assembly also includes a second supporting seat and a second locking rod, the second supporting seat is arranged on the door body, the second locking rod is rotatably arranged on the second supporting seat and the second locking cam is connected to the second locking rod.

5. The vehicle door locking mechanism according to claim 4, wherein: The driving mechanism comprises: a slider, movably disposed on the door body, and the slider is connected to the first lever; and The core shaft is rotatably arranged on the door body, and the core shaft is threaded in the slider. During the rotation of the core shaft, the slider is driven to move along the axial direction of the core shaft to push and pull the first lever to deflect, and the core shaft simultaneously drives the second lever to deflect through the transmission assembly to synchronously push and pull the second lever to deflect.

6. The vehicle door locking mechanism according to claim 5, wherein: The transmission assembly comprises: A driving gear sleeved on the core shaft; and A translation connecting rod is movably arranged on the door body and connected to the second lever, and a transmission tooth portion arranged axially is provided on the translation connecting rod, and the transmission tooth portion is engaged with the driving gear to drive the driving gear to rotate during the rotation of the core shaft to drive the translation connecting rod to move and push and pull the second lever to deflect.

7. The vehicle door locking mechanism according to claim 6, wherein: The transmission assembly also includes: A driven gear meshing with the transmission gear portion and the driving gear; A connecting head connected to the translation connecting rod; and The movable connecting rod has two ends which are movably connected to the connecting head and the second lever respectively.

8. The vehicle door locking mechanism according to claim 5, wherein: The transmission assembly comprises: A translation connecting rod, movably disposed on the door body and connected to the second lever; A transmission screw barrel is sleeved on the translation connecting rod and is threadedly connected to a transmission tooth portion provided on the translation connecting rod; and The driving gear is sleeved on the core shaft and meshes with the helical gear provided on the outer peripheral surface of the transmission screw barrel. During the rotation of the core shaft, the driving gear is driven to rotate to drive the transmission screw barrel to rotate and drive the translation connecting rod to move and push and pull the second lever to deflect.

9. The vehicle door locking mechanism according to claim 8, wherein: The transmission assembly also includes: The driven gear is meshed with the transmission screw barrel and the driving gear.

10. The vehicle door locking mechanism according to claim 8, wherein: The transmission assembly also includes: A connecting head connected to the translation connecting rod; The movable connecting rod has two ends which are movably connected to the connecting head and the second lever respectively.

11. The vehicle door locking mechanism according to claim 3, wherein: The second locking assembly may further include: A first guide seat connected to the door body; and The connecting rod is movably arranged in the first guide seat, and the two ends of the connecting rod are respectively connected to the second locking cam and the second connecting rod.

12. The vehicle door locking mechanism according to claim 11, wherein: Two ends of the connecting rod are pivotally connected to the second connecting rod and the second locking cam respectively.

13. The vehicle door locking mechanism according to any one of claims 1 to 12, wherein: The number of the first locking components and the number of the second locking components are two respectively, and the two groups of first locking components and the two groups of second locking components are respectively arranged at four corner areas of the door body.

14. A vehicle door, comprising: A door frame, a door body, and a door locking mechanism as claimed in any one of claims 1 to 13; The door body is connected to the door frame, the first locking assembly and the second locking assembly are respectively connected between the door body and the door frame, and the transmission assembly and the driving device are arranged on the door body.

15. A railway insulated car, comprising the car door according to claim 14.

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