阅读说明：本技术 地铁机车的紧急疏散装置 (Emergency evacuation device of subway locomotive ) 是由 栗明 丁静 周银妹 胡锦骊 陈德兵 于 2021-09-27 设计创作，主要内容包括：本发明公开了一种地铁机车的紧急疏散装置,其要点是：包括门框、门页组件、门锁组件、释放机构、回收机构、扶手组件和紧急解锁器。紧急解锁器用于将门页从门锁组件上解锁。门页组件包括门页、踏板框架和踏板。踏板框架为两级踏板框架结构,两级踏板框架结构分别为一级踏板框架和二级踏板框架,门页设置在一级踏板框架上。踏板折叠收纳在一级踏板框架和二级踏板框架上,展开后与踏板框架形成疏散坡道。释放机构在两级踏板框架结构展开时起到缓冲作用,回收机构通过释放机构将两级踏板框架结构收回。扶手组件设置在一级踏板框架上,扶手组件展开的同时驱动二级踏板框架展开。(The invention discloses an emergency evacuation device of a subway locomotive, which is characterized in that: including door frame, door leaf subassembly, lock subassembly, release mechanism, recovery mechanism, handrail subassembly and emergency unlocking ware. The emergency delatch is used to unlatch the door leaf from the door lock assembly. The door leaf assembly comprises a door leaf, a pedal frame and a pedal. The pedal frame is two-stage pedal frame structure, and two-stage pedal frame structure is one-level pedal frame and second grade pedal frame respectively, and the door leaf sets up on one-level pedal frame. The pedals are folded and stored on the first-stage pedal frame and the second-stage pedal frame, and the pedals and the pedal frames form an evacuation ramp after being unfolded. The releasing mechanism plays a role in buffering when the two-stage pedal frame structure is unfolded, and the recycling mechanism recycles the two-stage pedal frame structure through the releasing mechanism. The handrail component is arranged on the first-level pedal frame, and drives the second-level pedal frame to expand while expanding.)

1. An emergency evacuation device for a subway locomotive, characterized in that: the device comprises a door frame, a door leaf assembly, a door lock assembly, a release mechanism, a recovery mechanism, a handrail assembly and an emergency unlocking device; the emergency unlocking device is used for unlocking the door leaf from the door lock assembly; the door leaf assembly comprises a door leaf, a pedal frame and a pedal; the pedal frame is of a two-stage pedal frame structure, the two-stage pedal frame structure is a first-stage pedal frame and a second-stage pedal frame respectively, and the door leaf is arranged on the first-stage pedal frame; the pedals are folded and stored on the first-stage pedal frame and the second-stage pedal frame, and the pedals and the pedal frames form an evacuation ramp after being unfolded; the releasing mechanism plays a role in buffering when the two-stage pedal frame structure is unfolded, and the recovery mechanism recovers the two-stage pedal frame structure through the releasing mechanism; the handrail component is arranged on the first-level pedal frame, and drives the second-level pedal frame to expand while expanding.

2. An emergency evacuation device for a subway locomotive according to claim 1, wherein: the device also comprises a jacking assembly; the jacking component comprises a jacking rod, and the jacking rod always provides upward jacking force for the second-stage folding pedal after the second-stage folding pedal is unfolded.

3. An emergency evacuation device for a subway locomotive according to claim 1, wherein: the armrest assembly cushions the door leaf when deployed.

4. An emergency evacuation device for a subway locomotive according to any one of claims 1 to 3, wherein: the handrail components are divided into two groups, the two groups of handrail components are respectively called as a left handrail component and a right handrail component according to different left and right positions of the handrail components, and the two groups of handrail components have the same structure and respectively comprise a first handrail upright rod, a second handrail upright rod, a handrail cross rod, a first fixed steel wire rope, a second fixed steel wire rope and a primary buffer mechanism; the lower part of the second handrail upright stanchion is provided with a steel wire rope hole which penetrates through the front part and the rear part of the second handrail upright stanchion; the lower end of the first handrail upright stanchion is hinged to the front part of the first-level pedal frame, the lower end of the second handrail upright stanchion is hinged to the middle part of the first-level pedal frame, the front end of the handrail cross rod is hinged to the upper end of the first handrail upright stanchion, and the rear end of the handrail cross rod is hinged to the upper end of the second handrail upright stanchion; one end of the first fixed steel wire rope is connected to the front end of the handrail cross rod, and the other end of the first fixed steel wire rope is fixedly connected to the front part of the secondary pedal frame; the primary buffer mechanism comprises a primary spring seat, a primary buffer tension spring and a primary pull rod; the upper end of the first-stage spring seat is hinged to the upper part of one corresponding side of the door frame; the upper end of the first-level buffer tension spring is fixedly connected in the first-level spring seat, the other end of the first-level buffer tension spring is connected with the first-level pull rod, the other end of the first-level pull rod is fixedly connected with the upper end of the second fixed steel wire rope, the first-level pull rod is slidably arranged in the first-level spring seat, and the lower end of the second fixed steel wire rope is fixedly connected to the front end of the first-level pedal frame; the second fixed steel wire rope passes through a steel wire rope hole at the lower part of the second handrail upright rod.

5. An emergency evacuation device for a subway locomotive according to claim 3, wherein: the armrest assembly further comprises a first speed-reducing tension spring and a second speed-reducing tension spring; the first deceleration tension spring is arranged in the handrail cross rod, the rear end of the first deceleration tension spring is connected to the rear end of the handrail cross rod, and the front end of the first deceleration tension spring is fixedly connected with the rear end of the first fixed steel wire rope; a second deceleration tension spring; one end of the second speed-reducing tension spring is fixedly connected to the front end of the first-stage pedal frame, and the other end of the second speed-reducing tension spring is sleeved on the first fixed steel wire rope, so that the first fixed steel wire rope is kept in a tensioning state.

6. An emergency evacuation device for a subway locomotive according to any one of claims 1 to 3, wherein: the pedals comprise a first-stage fixed pedal, a first-stage folding pedal, a second-stage folding pedal and a second-stage fixed pedal; transition hinge plates are respectively connected between the first-stage fixed pedal and the first-stage folding pedal, between the first-stage folding pedal and the second-stage folding pedal, and between the second-stage folding pedal and the second-stage fixed pedal; the upper side of the front part of the door leaf is provided with a pedal lock, the rear part of the lower side of the second-stage folding pedal is provided with a pedal lock catch, and the pedal lock catch is matched with the pedal lock of the door leaf.

7. An emergency evacuation device for a subway locomotive according to any one of claims 1 to 3, wherein: the door lock assembly comprises a mechanical electronic rotating door lock, an unlocking rotating seat, an armature ejector rod, an armature seat and a first electromagnet group; the door leaf is provided with a lock catch which is matched with the mechanical electronic rotating door lock; the unlocking rotating seat is used for pulling and unlocking the mechanical electronic rotating door lock; the unlocking rotating seat is provided with a swing rod along the radial direction, and the swing rod drives the unlocking rotating seat to rotate; the first electromagnet group is used for releasing the armature ejector rod, and the emergency unlocking device pulls the armature ejector rod to drive the swinging rod.

8. An emergency evacuation device for a subway locomotive according to any one of claims 1 to 3, wherein: the release mechanism comprises a connecting seat, a cable belt release assembly, a transmission shaft and a cable belt; the connecting seat is fixedly arranged on the upper part of the door frame; two cables are provided; the two groups of the cable releasing assemblies have the same structure and are symmetrically arranged on the left side and the right side of the connecting seat; the two groups of cable belt releasing assemblies respectively comprise a cable belt disc, a transmission screw rod, a screw rod nut, a linear guide rail and a speed reduction tension spring; the transmission screw rods of the two groups of cable release assemblies and the transmission shaft are rotatably arranged on the connecting seat, and the transmission screw rods of the two groups of cable release assemblies are coaxially connected through the transmission shaft in a transmission way; the cable belt disc is fixedly arranged on the outer end of the transmission screw rod; two cable belts are respectively arranged on a corresponding group of cable belt releasing components, one end of each cable belt is fixedly connected onto the cable belt disc, the other end of each cable belt is fixedly connected onto the one-level pedal frame, when the cable belt disc releases the cable belts, the screw nuts move inwards along the linear guide rails, the speed reduction tension springs are lengthened by the screw nuts, the moving speed of the screw nuts is reduced under the action of the speed reduction tension springs, and therefore the rotating speed of the cable belt disc is reduced.

9. An emergency evacuation device for a subway locomotive according to claim 8, wherein: the recovery driving mechanism comprises a speed reducer, a turnover handle, a first straight-tooth reduction gear and a second straight-tooth reduction gear; the overturning handle is hinged to an input shaft of the speed reducer; the speed reducer is fixedly arranged on the connecting seat; the axis of the output shaft of the speed reducer is parallel to the axis of the transmission screw rod; the second straight-tooth reduction gear is in coaxial transmission connection with a transmission screw rod of the cable belt release assembly positioned on the left side through a flat key; the first straight-tooth reduction gear is coaxially connected with an output shaft of the speed reducer in a transmission way through a flat key and is axially and slidably arranged on the output shaft; when the turnover handle is turned over, the first straight-tooth reduction gear is driven to slide rightwards to be meshed with the second straight-tooth reduction gear or the first straight-tooth reduction gear slides leftwards to be separated from the second straight-tooth reduction gear.

10. An emergency evacuation device for a subway locomotive according to claim 9, wherein: the recovery driving mechanism also comprises an anti-rotation pin; prevent changeing the pin and slide and set up on the input shaft of speed reducer, after the upset handle is pulled down, prevent changeing the pin and be used for spacing upset handle and can not pull upwards to can drive the input shaft rotation of speed reducer through rotating the upset handle.

Technical Field

The invention relates to the technical field of rail transit, in particular to an emergency evacuation device of a subway locomotive.

Background

When a user goes out by taking a subway, sudden emergencies such as power failure and fire disasters can be met. When this occurs, the doors for boarding and alighting are often disabled from opening due to a power outage. Therefore, the corresponding manual door-opening escape device is arranged on the subway locomotive and used for emergency evacuation and escape. The existing escape device system comprises a door frame and an outwards-turned escape door, wherein the door frame is fixed on a vehicle body, the outwards-turned escape door is hinged to the door frame through the lower part, a two-stage turning pedal is hinged to the front end of the outwards-turned escape door, and handrails which are automatically opened along with the unfolding of the escape door and the two-stage turning pedal are arranged on two sides of the two-stage turning pedal respectively. At present, the escape device in the market is arranged at the head of the locomotive (namely a cockpit), and when the escape device is used, a driver who is specially learned opens or retracts the escape device through a corresponding tool. With the rapid development of science and technology, subways all enter the unmanned stage, and once a sudden emergency occurs, passengers need to open the escape device from a carriage, so that the escape device which is simple in structure and convenient to operate and is suitable for being opened by common passengers is needed.

Disclosure of Invention

The invention aims to provide an emergency evacuation device of a subway locomotive, which has a simple structure, can be opened by common passengers and has better reliability.

The basic technical scheme for realizing the purpose of the invention is as follows: an emergency evacuation device of a subway locomotive is structurally characterized in that: including door frame, door leaf subassembly, lock subassembly, release mechanism, recovery mechanism, handrail subassembly and emergency unlocking ware. The emergency delatch is used to unlatch the door leaf from the door lock assembly. The door leaf assembly comprises a door leaf, a pedal frame and a pedal. The pedal frame is two-stage pedal frame structure, and two-stage pedal frame structure is one-level pedal frame and second grade pedal frame respectively, and the door leaf sets up on one-level pedal frame. The pedals are folded and stored on the first-stage pedal frame and the second-stage pedal frame, and the pedals and the pedal frames form an evacuation ramp after being unfolded. The releasing mechanism plays a role in buffering when the two-stage pedal frame structure is unfolded, and the recycling mechanism recycles the two-stage pedal frame structure through the releasing mechanism. The handrail component is arranged on the first-level pedal frame, and drives the second-level pedal frame to expand while expanding.

In order to prevent the pedal from being dead and incapable of being withdrawn after being unfolded, a jacking assembly is further preferably arranged. The jacking component is provided with an elastic ejector rod, and the ejector rod always provides upward jacking force for the second-stage folding pedal after the second-stage folding pedal is unfolded.

For a more even release, further preferred solutions are: further cushioning of the door leaf is provided by the armrest assembly when deployed.

For safety when passing the step during transportation, a further preferred solution is to provide two sets of handrail assemblies. The two groups of handrail components are respectively called as a left handrail component and a right handrail component according to the left and right positions of the handrail components, have the same structure and respectively comprise a first handrail upright rod, a second handrail upright rod, a handrail cross rod, a first fixed steel wire rope, a second fixed steel wire rope and a first-level buffer mechanism. The lower part of the second handrail upright stanchion is provided with a steel wire rope hole which penetrates through the front part and the back part of the second handrail upright stanchion.

The lower end of the first handrail vertical rod is hinged to the front part of the first-level pedal frame, the lower end of the second handrail vertical rod is hinged to the middle part of the first-level pedal frame, the front end of the handrail cross rod is hinged to the upper end of the first handrail vertical rod, and the rear end of the handrail cross rod is hinged to the upper end of the second handrail vertical rod. One end of the first fixed steel wire rope is connected to the front end of the handrail cross rod, and the other end of the first fixed steel wire rope is fixedly connected to the front portion of the secondary pedal frame. The first-level buffer mechanism comprises a first-level spring seat, a first-level buffer tension spring and a first-level pull rod. The upper end of the first-level spring seat is hinged to the upper part of one corresponding side of the door frame. The upper end fixed connection of one-level buffering extension spring is in one-level spring holder, and the other end links to each other with one-level pull rod, and the other end of one-level pull rod and the upper end fixed connection of the fixed wire rope of second, one-level pull rod slide to set up in one-level spring holder, and the lower extreme fixed connection of the fixed wire rope of second is on the front end of one-level pedal frame. The second fixed steel wire rope passes through a steel wire rope hole at the lower part of the second handrail upright rod. The handrail assembly is deployed while simultaneously driving the deployment of the secondary pedal frame.

In order to smoothly unfold the two-stage pedal frame, the further technical scheme is as follows: the armrest assembly also includes a first speed reduction tension spring and a second speed reduction tension spring. The first deceleration tension spring is arranged in the handrail cross rod, the rear end of the first deceleration tension spring is connected to the rear end of the handrail cross rod, and the front end of the first deceleration tension spring is fixedly connected with the rear end of the first fixed steel wire rope. The second deceleration tension spring. One end of the second speed-reducing tension spring is fixedly connected to the front end of the first-stage pedal frame, and the other end of the second speed-reducing tension spring is sleeved on the first fixed steel wire rope, so that the first fixed steel wire rope is kept in a tensioning state.

In order to keep the pedal flat after being unfolded, the further technical scheme is as follows: the pedal comprises a first-stage fixed pedal, a first-stage folding pedal, a second-stage folding pedal and a second-stage fixed pedal. Transition hinge plates are connected between the first-stage fixed pedal and the first-stage folding pedal, between the first-stage folding pedal and the second-stage folding pedal, and between the second-stage folding pedal and the second-stage fixed pedal. The upper side of the front part of the door leaf is provided with a pedal lock, the rear part of the lower side of the second-stage folding pedal is provided with a pedal lock catch, and the pedal lock catch is matched with the pedal lock of the door leaf.

In order to prevent misoperation and open the door leaf assembly, the further technical scheme is as follows: the door lock assembly comprises a mechanical electronic rotating door lock, an unlocking rotating seat, an armature ejector rod, an armature seat and a first electromagnet group. The door leaf is provided with a lock catch which is matched with the mechanical electronic rotating door lock. The unlocking rotating seat is used for pulling and unlocking the mechanical electronic rotating door lock. The unlocking rotating seat is provided with a swing rod along the radial direction, and the swing rod drives the unlocking rotating seat to rotate. The first electromagnet group is used for releasing the armature ejector rod, and the emergency unlocking device pulls the armature ejector rod to drive the swinging rod.

In order to smoothly unfold the two-stage pedal frame, the further technical scheme is as follows: the release mechanism comprises a connecting seat, a cable release assembly, a transmission shaft and a cable. The connecting seat is fixedly arranged on the upper part of the door frame. Two cables are provided. The cable belt releasing assemblies are two groups, the two groups of cable belt releasing assemblies are identical in structure and are symmetrically arranged on the left side and the right side of the connecting seat. Two sets of cable belt release subassemblies all include cable belt dish, transmission lead screw, screw-nut, linear guide and speed reduction extension spring. The transmission screw rods and the transmission shafts of the two groups of cable release assemblies are rotatably arranged on the connecting seat, and the transmission screw rods of the two groups of cable release assemblies are coaxially connected through the transmission shafts in a transmission manner. The cable belt disc is fixedly arranged at the outer end of the transmission screw rod. Two cable belts are respectively arranged on a corresponding group of cable belt releasing components, one end of each cable belt is fixedly connected onto the cable belt disc, the other end of each cable belt is fixedly connected onto the one-level pedal frame, when the cable belt disc releases the cable belts, the screw nuts move inwards along the linear guide rails, the speed reduction tension springs are lengthened by the screw nuts, the moving speed of the screw nuts is reduced under the action of the speed reduction tension springs, and therefore the rotating speed of the cable belt disc is reduced.

In order to recover the two-stage pedal frame, the further technical scheme is as follows: the recovery driving mechanism comprises a speed reducer, a turnover handle, a first straight-tooth reduction gear and a second straight-tooth reduction gear. The turnover handle is hinged to an input shaft of the speed reducer. The speed reducer is fixedly arranged on the connecting seat. The axis of the output shaft of the speed reducer is parallel to the axis of the transmission screw rod. The second straight-tooth reduction gear is in coaxial transmission connection with a transmission screw rod of the cable release assembly positioned on the left side through a flat key. The first straight-tooth reduction gear is in coaxial transmission connection with an output shaft of the speed reducer through a flat key and is axially and slidably arranged on the output shaft. When the turnover handle is turned over, the first straight-tooth reduction gear is driven to slide rightwards to be meshed with the second straight-tooth reduction gear or the first straight-tooth reduction gear slides leftwards to be separated from the second straight-tooth reduction gear.

In order to keep the operation continuity of the turnover handle when the two-stage pedal frame is recovered, the further technical scheme is as follows: the recovery driving mechanism further comprises an anti-rotation pin. Prevent changeing the pin and slide and set up on the input shaft of speed reducer, after the upset handle is pulled down, prevent changeing the pin and be used for spacing upset handle and can not pull upwards to can drive the input shaft rotation of speed reducer through rotating the upset handle.

The invention has the following beneficial effects: (1) the emergency evacuation device of the subway locomotive is simple to operate, common passengers can push the door leaves open by operating the emergency unlocking device under the permission condition of a vehicle control system, the first-stage pedal frame after the door leaves are pushed open automatically expands under the action of gravity, the handrail component is expanded by the first fixed steel wire rope while expanding, and the second-stage pedal frame is driven to expand while expanding the handrail component, so that the whole automatic expansion is realized, the whole expansion process does not need manual participation, and the passengers can evacuate by rushing an evacuation ramp after the expansion. The door leaf is provided with a window, so that the outside condition can be observed conveniently before unfolding, and the door leaf can be opened outwards under the condition of ensuring environmental safety.

(2) The emergency evacuation device of the subway locomotive is provided with the release mechanism, the door leaf is turned downwards, the lead screw nut drives a mechanical spring part (the design does not adopt a gas spring component with short service life cycle), the mechanical spring part is slowed down in a mode of lengthening and absorbing energy through the speed reduction tension spring, the service life of the mechanical spring is very long, and the maintenance cost is favorably reduced.

(3) The left side of the rear part of the door leaf of the emergency evacuation device of the subway locomotive is provided with the operating pull rod, and an operator can unlock the pedal lock after returning to the carriage through the pedal.

(4) The recovery mechanism of the emergency evacuation device of the subway locomotive is meshed with the pair of straight-tooth reduction gears through the worm gear and worm speed reducer, the operation is labor-saving, the suspension and the restart at any time in the recovery process can be realized, after the recovery is finished, the two straight-tooth reduction gears can be changed from a meshed state to a separated state only by turning over the recovery turning handle, the transmission chain is disconnected, and the next expansion of equipment is facilitated. The anti-rotation pin is used for limiting the overturning handle not to be pulled upwards, so that the input shaft of the speed reducer can be driven to rotate continuously by rotating the overturning handle, and the use reliability and efficiency are improved; the phenomenon that the turnover handle is pulled upwards due to misoperation to enable the first straight-tooth reduction gear and the second straight-tooth reduction gear to be separated is avoided, and the door leaf assembly falls down again due to the fact that the door leaf assembly fails to be recovered.

(5) The door lock assembly of the emergency evacuation device of the subway locomotive is provided with the first electromagnet group, the armature ejector rod is adsorbed normally, accidents caused by opening of a door leaf due to the fact that a person mistakenly opens the emergency unlocking device can be avoided, and the use safety is greatly improved.

(6) The handrail component of the emergency evacuation device of the subway locomotive is provided with the first speed reduction tension spring and the second speed reduction tension spring, so that the handrail component can play a role of buffering when the side beam of the secondary door leaf turns downwards, and is more stable when the side beam turns downwards. Meanwhile, the first fixed steel wire rope is kept in a tensioning state by the first speed-reducing tension spring and the second speed-reducing tension spring, one part of the first fixed steel wire rope is stored in the handrail cross rod, and the part outside the first fixed steel wire rope is kept in a good folding, storing and tensioning state by the second speed-reducing tension spring.

(7) The handrail assembly of the emergency evacuation device of the subway locomotive is provided with the primary buffer mechanism, so that the primary door leaf side beam can play a buffer role when being turned down, and the turning down is more stable.

(8) The emergency evacuation device of the subway locomotive is provided with the jacking assembly, when the ejector rod of the jacking assembly jacks the second-stage folding pedal upwards, the pedal lock catch can be separated from the pedal lock, and the joint of the second-stage folding pedal and the first-stage folding pedal is arched upwards, so that the emergency evacuation device is convenient to fold and retract, and the situation that the emergency evacuation device is dead in jacking and cannot be folded is avoided.

Drawings

Fig. 1 is a schematic structural view of an emergency evacuation device for a subway locomotive according to the present invention.

Fig. 2 is a rear view of fig. 1.

Fig. 3 is a left side view of fig. 1.

Fig. 4 is a right-side schematic view of fig. 1.

Fig. 5 is a schematic top view of fig. 1.

Fig. 6 is a schematic bottom view of fig. 1.

Fig. 7 is a schematic view when viewed from the front left upper side of fig. 1.

Fig. 8 is a schematic view as viewed from the lower right side of fig. 1.

Fig. 9 is a perspective view of the emergency evacuation device of a subway locomotive according to the present invention in a deployed use state.

Fig. 10 is a rear view of fig. 9.

Fig. 11 is a left side view of fig. 9.

Fig. 12 is a right side view of fig. 9.

Fig. 13 is a schematic view when viewed from the front left upper side of fig. 9.

Fig. 14 is a schematic view as viewed from the lower right rear of fig. 9.

Fig. 15 is a schematic view of the structure of the door leaf as viewed from the upper left front of fig. 9.

Fig. 16 is a schematic structural view of the jacking assembly as viewed from the upper left front of fig. 9.

Fig. 17 is a schematic structural view of the door leaf assembly as viewed from the upper right rear of fig. 1.

Fig. 18 is a schematic structural view of the release mechanism and the recovery mechanism (when the flip handle is folded up) when viewed from the upper right rear side of fig. 1.

Fig. 19 is a schematic structural view of the release mechanism and the recovery mechanism (when the flip handle is folded) as viewed from the front right below in fig. 1.

Fig. 20 is a schematic structural view of the release mechanism and the recovery mechanism (when the flip handle is unfolded downward) as viewed from the upper right rear side of fig. 9.

Fig. 21 is a schematic structural view of the release mechanism and the recovery mechanism (when the flip handle is unfolded downward) as viewed from the lower left rear side of fig. 9.

Fig. 22 is a schematic structural view of the recovery mechanism as viewed from the left front lower side of fig. 1.

Fig. 23 is a schematic structural view of the recovery mechanism as viewed from the lower left front side of fig. 9.

Fig. 24 is a schematic view of the door leaf assembly with the door leaf removed, as viewed from the bottom left of fig. 9.

The reference numbers in the drawings are:

the door frame 1 is provided with a door frame,

a door leaf component 2, a door leaf 2-1, a window 2-11, a pedal lock 2-12, a pedal frame 2-2, a first-level door leaf side beam 2-21, a lock catch 2-211, a second-level door leaf side beam 2-22, a pedal 2-3, a first-level fixed pedal 2-31, a first-level folding pedal 2-32, a second-level folding pedal 2-33, a pedal lock catch 2-331, a second-level fixed pedal 2-34, a transition hinge plate 2-35,

a door lock component 3, a mechanical electronic rotating door lock 3-1, an unlocking rotating seat 3-2, a swinging rod 3-21, a rotating seat tension spring 3-3, an armature ejector rod 3-4, an armature seat 3-5, a first electromagnet group 3-6, an armature seat tension spring 3-7,

a release mechanism 4, a connecting seat 4-1, a cord release component 4-2, a cord disc 4-21, a transmission screw rod 4-22, a screw rod nut 4-23, a linear guide rail 4-24, a speed reduction tension spring 4-25, a transmission shaft 4-3, a cord 4-4,

the device comprises a recovery mechanism 5, a speed reducer 5-1, an output shaft 5-11, a turnover handle 5-2, a first straight-tooth reduction gear 5-3, a second straight-tooth reduction gear 5-4, a gear bushing 5-5, a bushing connecting rod 5-6, a connecting rod sliding block 5-7, an anti-rotation pin 5-8 and a handle positioning tension spring 5-9,

a handrail component 6, a left handrail component 6a, a right handrail component 6b, a first handrail upright post 6-1, a second handrail upright post 6-2, a steel wire rope hole 6-21, a handrail cross rod 6-3, a first fixed steel wire rope 6-4, a second fixed steel wire rope 6-5, a first speed-reducing tension spring 6-6, a second speed-reducing tension spring 6-7, a primary buffer mechanism 6-8, a primary spring seat 6-81, a primary buffer tension spring 6-82 and a primary pull rod 6-83,

a jacking component 7, a mandril 7-1, a mandril limiting seat 7-2, a mandril mounting seat 7-3,

an emergency release 8.

Detailed Description

In order that the present invention may be more readily and clearly understood, a more particular description of the invention briefly described above will be rendered by reference to specific embodiments that are illustrated in the appended drawings. The orientation of the present invention is described with reference to the orientation shown in fig. 9, that is, the up-down and left-right directions shown in fig. 9 are the up-down and left-right directions described, one side facing fig. 9 is the front side (i.e., the door opening direction), and the other side facing away from fig. 9 is the rear side (i.e., the vehicle interior).

It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures. Meanwhile, in the description of the present invention, the terms "first", "second", and the like are used only for distinguishing the description, and are not to be construed as indicating or implying relative importance.

It is to be understood that the terms "upper", "lower", "inner", "outer", and the like, indicate orientations or positional relationships based on the positional relationships illustrated in the drawings, and are used merely for convenience in describing the present invention or for simplifying the description, but do not indicate that a particular orientation must be present.

(example 1)

Referring to fig. 1 to 24, the emergency evacuation device for a subway locomotive of the present invention includes a door frame 1, a door leaf assembly 2, a door lock assembly 3, a release mechanism 4, a recovery mechanism 5, a handle assembly 6, a jack assembly 7, and an emergency unlocking device 8.

Referring to fig. 1 to 7 and 24, the door leaf assembly 2 includes a door leaf 2-1, a step frame 2-2 and a step 2-3.

The pedal frame 2-2 comprises two first-level door leaf side beams 2-21 respectively positioned at the left side and the right side and two second-level door leaf side beams 2-22 respectively positioned at the left side and the right side. The first-level door leaf side beam 2-21 on the left side is hinged with the corresponding second-level door leaf side beam 2-22 on the left side, and the first-level door leaf side beam 2-21 on the right side is hinged with the corresponding second-level door leaf side beam 2-22 on the right side, so that a two-stage pedal frame structure is formed, namely the two first-level door leaf side beams 2-21 form a first-level pedal frame, and the two second-level door leaf side beams 2-22 form a second-level pedal frame. The door leaf 2-1 is fixedly connected to two first-level door leaf side beams 2-21, and the lower end of the door leaf 2-1 is hinged to the lower part of the door frame 1. The upper ends of the two first-level door leaf side beams 2-21 are respectively provided with a lock catch 2-211. The upper part of the door leaf 2-1 is provided with a window 2-11. The upper side of the front part of the door leaf 2-1 is provided with a pedal lock 2-12, and the pedal lock 2-12 adopts a Southco R4 push type door lock. An operation pull rod (not shown in the figure) is arranged on the left side of the rear portion of the door leaf 2-1, the operation pull rod is connected with a trigger rod of the pedal lock 2-12 through a steel wire rope, and the pedal lock 2-12 is unlocked by pulling the operation pull rod.

The pedals 2-3 comprise a first-stage fixed pedal 2-31, a first-stage folding pedal 2-32, a second-stage folding pedal 2-33 and a second-stage fixed pedal 2-34. The first-level fixed pedals 2-31 and the first-level folding pedals 2-32 are arranged between the two first-level door leaf side beams 2-21, and the second-level folding pedals 2-33 and the second-level fixed pedals 2-34 are arranged between the two second-level door leaf side beams 2-22. Transition hinge plates 2-35 are respectively connected between the first-stage fixed pedals 2-31 and the first-stage folding pedals 2-32, between the first-stage folding pedals 2-32 and the second-stage folding pedals 2-33, and between the second-stage folding pedals 2-33 and the second-stage fixed pedals 2-34.

The primary fixed pedal 2-31 is fixedly arranged between the lower parts of the two primary door leaf side beams 2-21. The second-level fixed pedals 2-34 are fixedly arranged between the lower parts of the two second-level door leaf side beams 2-22, and when the pedals 2-3 are folded, the first-level folding pedals 2-32 and the second-level folding pedals 2-33 are clamped between the first-level fixed pedals 2-31 and the second-level fixed pedals 2-34. The rear part of the lower side of the second-stage folding pedal 2-33 is provided with a pedal lock 2-331, and the pedal lock 2-331 is matched with the pedal lock 2-12 of the door leaf 2-1.

Referring to fig. 1 to 14, the door lock assembly 3 comprises a mechanical electronic rotary door lock 3-1, an unlocking rotary seat 3-2, a rotary seat tension spring 3-3, an armature ejector rod 3-4, an armature seat 3-5, a first electromagnet group 3-6 and an armature seat tension spring 3-7.

Two mechanical electronic rotating door locks 3-1 are provided, and the two mechanical electronic rotating door locks 3-1 are respectively and fixedly arranged at the left side and the right side of the connecting seat 4-1. The lock catches 2-211 at the upper ends of the two first-level door leaf side beams are respectively matched with the two mechanical electronic rotating door locks 3-1.

The unlocking rotating seat 3-2 is rotatably arranged on the middle part of the connecting seat 4-1, and the rotating axis of the unlocking rotating seat is arranged along the vertical direction. The unlocking rotating seat 3-2 is provided with a swinging rod 3-21 along the radial direction, and the swinging rod 3-21 drives the unlocking rotating seat 3-2 to rotate. One end of the rotating seat tension spring 3-3 is connected to the periphery of the unlocking rotating seat 3-2, and the other end is connected to the connecting seat 4-1.

The unlocking deflector rods of the two mechatronic rotary door locks 3-1 are respectively and fixedly connected with the unlocking rotary seat 3-2 through corresponding steel wire ropes, when the rotary seat 3-2 is unlocked, the unlocking deflector rods of the mechatronic rotary door lock 3-1 are pulled through the steel wire ropes, so that the mechatronic rotary door lock 3-1 is unlocked, and the rotary seat tension spring 3-3 is used for resetting the unlocking rotary seat 3-2, so that the unlocking deflector rods of the mechatronic rotary door lock 3-1 are in a locking state.

The armature seat 3-5 is arranged on the connecting seat 4-1 in a left-right sliding mode through the linear guide rail assembly. The first electromagnet group 3-6 comprises two electromagnets which are fixedly arranged on the armature seat 3-5 in sequence along the left-right direction. The armature ejector rod 3-4 is arranged along the left and right direction, the armature ejector rod 3-4 is arranged on the armature seat 3-5 in a sliding way along the direction parallel to the axis of the unlocking rotating seat 3-2, when the two electromagnets of the first electromagnet group 3-6 are electrified, the armature ejector rod 3-4 is upwards adsorbed, at the moment, the armature ejector rod 3-4 and the swinging rod 3-21 on the rotating seat 3-2 are mutually staggered in the up and down direction, the armature ejector rod 3-4 can not be contacted with the swinging rod 3-21, when the two electromagnet ends of the first electromagnet group 3-6 are electrified, the armature ejector rod 3-4 falls to the position which is parallel to the swinging rod 3-21 under the action of gravity, so that the front part of the swinging rod 3-21 is pushed to the left when the armature ejector rod 3-4 moves to the left, the swinging rod 3-21 drives the unlocking rotating seat 3-2 to rotate, therefore, the unlocking deflector rod of the mechanical electronic rotating door lock 3-1 is pulled by the steel wire rope to unlock. One end of the armature seat 3-5 is connected with the emergency unlocking device 8 through a corresponding steel wire rope, the other end of the armature seat 3-5 is connected with one end of an armature seat tension spring 3-7, and the other end of the armature seat tension spring 3-7 is connected with the connecting seat 4-1.

Referring to fig. 1 to 14 and 18 to 21, the release mechanism 4 includes a coupling seat 4-1, a strap release assembly 4-2, a drive shaft 4-3, and a strap 4-4. The connecting seat 4-1 is fixedly arranged on the upper part of the door frame 1. Two of the cords 4-4.

The two groups of the cable releasing components 4-2 are provided, and the two groups of the cable releasing components 4-2 have the same structure and are symmetrically arranged on the left side and the right side of the connecting seat 4-1. The two groups of cord release components 4-2 respectively comprise cord reels 4-21, transmission screw rods 4-22, screw rod nuts 4-23, linear guide rails 4-24 and speed reduction tension springs 4-25. The transmission screw rods 4-22 and the transmission shafts 4-3 of the two groups of cable release assemblies 4-2 are rotatably arranged on the connecting seat 4-1, and the transmission screw rods 4-22 of the two groups of cable release assemblies 4-2 are coaxially connected through the transmission shafts 4-3 in a transmission way. The cable reel 4-21 is fixedly arranged on the outer end of the transmission screw rod 4-22. The lead screw nut 4-23 is matched with the transmission lead screw 4-22, the guide rail of the linear guide rail 4-24 is fixedly arranged on the connecting seat 4-1 along the left-right direction, and the lead screw nut 4-23 is fixedly connected with the slide block of the linear guide rail 4-24. Two speed reducing tension springs 4-25 are provided, the two speed reducing tension springs 4-25 are respectively arranged on the upper side and the lower side of the transmission screw rod 4-22, one end of each speed reducing tension spring 4-25 is fixedly connected to the connecting seat 4-1, and the other end of each speed reducing tension spring is fixedly connected to the screw rod nut 4-23. Two cable belts 4-4 are respectively arranged on a corresponding group of cable belt releasing components, one end of each cable belt 4-4 is fixedly connected to the cable belt discs 4-21, and the other end of each cable belt 4-4 is fixedly connected to the front part of the lower side of the primary door leaf side beam 2-21 after passing around the front end of the secondary door leaf side beam 2-22 on the corresponding side from the upper side.

Referring to fig. 1 to 14 and 18 to 23, the recovery driving mechanism 5 comprises a speed reducer 5-1, a turnover handle 5-2, a first straight-tooth speed reduction gear 5-3, a second straight-tooth speed reduction gear 5-4, a gear bushing 5-5, a bushing connecting rod 5-6, a connecting rod sliding block 5-7, an anti-rotation pin 5-8 and a handle positioning tension spring 5-9. The turnover handle 5-2 is hinged to an input shaft of the speed reducer 5-1.

The speed reducer 5-1 is fixedly arranged on the connecting seat 4-1. The turnover handle 5-2 is hinged to an input shaft of the speed reducer 5-1, and the hinge axis of the turnover handle is perpendicular to the axis of the input shaft. The axis of the output shaft 5-11 of the speed reducer 5-1 is parallel to the axis of the transmission screw rod 4-22. The second straight-tooth reduction gear 5-4 is in coaxial transmission connection with a transmission screw rod 4-22 of the cable release assembly 4-2 on the left side through a flat key. The first straight-tooth reduction gear 5-3 is in coaxial transmission connection with an output shaft 5-11 of the speed reducer 5-1 through a flat key and is axially and slidably arranged on the output shaft 5-11. The first straight-tooth reduction gear 5-3 slides rightwards to be meshed with the second straight-tooth reduction gear 5-4, and the first straight-tooth reduction gear 5-3 slides leftwards to be separated from the second straight-tooth reduction gear 5-4. The left side of the first straight-tooth reduction gear 5-3 is provided with a connecting sleeve part, and the gear bushing 5-5 is fixedly arranged on the connecting sleeve part. The connecting rod sliding block 5-7 is arranged on the overturning handle 5-2 in a sliding mode, one end of the bushing connecting rod 5-6 is connected to the gear bushing 5-5 in a hinged mode, and the other end of the bushing connecting rod 5-6 is connected to the connecting rod sliding block 5-7 in a hinged mode. One end of a handle positioning tension spring 5-9 is fixedly connected to the connecting rod sliding block 5-7, and the other end of the handle positioning tension spring is connected to the upper portion of the rear portion of the right side of the speed reducer 5-1 and used for keeping the turnover handle 5-2 in the current state. The anti-rotation pin 5-8 is arranged on the input shaft of the speed reducer 5-1 in a sliding mode through the corresponding mounting seat, the sliding axis of the anti-rotation pin is parallel to the input shaft of the speed reducer 5-1, and after the turnover handle 5-2 is pulled downwards, the anti-rotation pin 5-8 is used for limiting the turnover handle 5-2 and cannot be pulled upwards, so that the input shaft of the speed reducer 5-1 can be driven to rotate continuously by rotating the turnover handle 5-2, and the use reliability and efficiency are improved. When the turnover handle 5-2 is folded, the rocking axis of the turnover handle 5-2 is perpendicular to the input shaft of the speed reducer 5-1, at the time, the connecting rod slider 5-7 enables the first straight-tooth reduction gear 5-3 to be in the leftward position through the bushing connecting rod 5-6, and the first straight-tooth reduction gear 5-3 is disengaged from the second straight-tooth reduction gear 5-4. When the turning handle 5-2 is turned downwards, the shaking axis of the turning handle 5-2 is coaxial with the input shaft of the speed reducer 5-1, the connecting rod slider 5-7 on the turning handle 5-2 pulls the gear bush 5-5 through the bush connecting rod 5-6, the gear bush 5-5 drives the first straight-tooth reduction gear 5-3 to slide rightwards and then is meshed with the second straight-tooth reduction gear 5-4, thereby shaking the turnover handle 5-2 to drive the input shaft of the speed reducer 5-1 to rotate, driving the second straight-tooth reduction gear 5-4 by the first straight-tooth reduction gear 5-3 on the output shaft 5-11 of the speed reducer 5-1, the cord reel 4-21 is driven to rotate by the transmission screw rod 4-22, and the cord 4-4 is wound and withdrawn.

Referring to fig. 9 to 14 and 24, the two handrail components 6 are respectively called a left handrail component 6a and a right handrail component 6b according to the left and right positions of the two handrail components 6, and the two handrail components 6 have the same structure and respectively comprise a first handrail upright rod 6-1, a second handrail upright rod 6-2, a handrail cross rod 6-3, a first fixed steel wire rope 6-4, a second fixed steel wire rope 6-5, a first speed-reducing tension spring 6-6, a second speed-reducing tension spring 6-7 and a first-stage buffer mechanism 6-8. The lower part of the second handrail upright stanchion 6-2 is provided with a steel wire rope hole which penetrates through the front part and the rear part of the second handrail upright stanchion.

The lower end of the first handrail upright stanchion 6-1 is hinged with the front end of the first-level door leaf side beam 2-21 on the corresponding side, the lower end of the second handrail upright stanchion 6-2 is hinged with the middle part of the first-level door leaf side beam 2-21 on the corresponding side, the front end of the handrail cross rod 6-3 is hinged with the upper end of the first handrail upright stanchion 6-1, and the rear end of the handrail cross rod 6-3 is hinged with the upper end of the second handrail upright stanchion 6-2. The first deceleration tension spring 6-6 is arranged in the handrail cross rod 6-3, the rear end of the first deceleration tension spring 6-6 is connected to the rear end of the handrail cross rod 6-3, the front end of the first deceleration tension spring 6-6 is fixedly connected with the rear end of the first fixed steel wire rope 6-4, and the front end of the first fixed steel wire rope 6-4 is fixedly connected to the front end of the secondary door leaf side beam 2-22 on the corresponding side. One end of a second speed-reducing tension spring 6-7 is fixedly connected to the front end of the first-level door leaf side beam 2-21 on the corresponding side, and the other end of the second speed-reducing tension spring 6-7 is sleeved on the first fixed steel wire rope 6-4, so that the first fixed steel wire rope 6-4 is kept in a tensioned state.

The primary buffer mechanism 6-8 comprises a primary spring seat 6-81, a primary buffer tension spring 6-82 and a primary pull rod 6-83. The upper ends of the first-stage spring seats 6-81 are hinged on the upper part of the corresponding side of the doorframe 1. The upper ends of the primary buffer tension springs 6-82 are fixedly connected in the primary spring seats 6-81, the other ends of the primary buffer tension springs are connected with the primary pull rods 6-83, the other ends of the primary pull rods 6-83 are fixedly connected with the upper ends of the second fixed steel wire ropes 6-5, the primary pull rods 6-83 are slidably arranged in the primary spring seats 6-81, and the lower ends of the second fixed steel wire ropes 6-5 are fixedly connected to the front ends of the primary door leaf side beams 2-21 on the corresponding side. The second fixed steel wire rope 6-5 passes through the steel wire rope hole 6-21 at the lower part of the second handrail upright rod 6-2.

Referring to fig. 15 and 16, the jacking assembly 7 comprises a jacking rod 7-1, a jacking rod limiting seat 7-2 and a jacking rod mounting seat 7-3. The ejector rod mounting seat 7-3 is fixedly arranged in the front of the door leaf 2-1, the ejector rod limiting seat 7-2 is fixedly arranged in the front of the door leaf 2-1 and located above the ejector rod mounting seat 7-3, the ejector rod 7-1 is slidably arranged in the ejector rod mounting seat 7-3, the ejector rod 7-1 is limited by the ejector rod limiting seat 7-2, and the ejector rod mounting seat 7-3 is internally provided with a compression spring which is used for upwards ejecting the ejector rod 7-1.

The first electromagnet group 3-6 of the door lock assembly 3 of the emergency evacuation device is electrified when a vehicle normally runs, the armature ejector rod 3-4 is in a high position, and the emergency unlocking device 8 cannot be really unlocked if a passenger operates the emergency unlocking device by mistake. Only when the vehicle control system judges that the door needs to be opened in emergency, and when the vehicle speed is in a zero state, the first electromagnet group 3-6 is powered off, the armature ejector rod 3-4 falls under the action of gravity, at the moment, a passenger operates the emergency unlocking device 8, the unlocking deflector rod of the mechanical electronic rotating door lock 3-1 is pulled by a steel wire rope, the lock catch 2-211 of the first-level door leaf side beam 2-21 can be separated from the mechanical electronic rotating door lock 3-1, at the moment, the door leaf 2-1 is pushed outwards, the door leaf 2-1 is overturned under the action of potential energy, the cable belt 4-4 is released, the cable belt disc 4-21 drives the transmission screw rod 4-22 to rotate, thereby the feed screw nut 4-23 moves towards the middle, the deceleration tension spring 4-25 extends, and the speed of the door leaf 2-1 turning down can be slowed down by the deceleration tension spring 4-25 in a way of absorbing energy. When the door leaf 2-1 is unfolded, the second fixed steel wire rope 6-5 takes up the second handrail upright post 6-2, so that the handrail cross rod 6-3 is lifted, and the first handrail upright post 6-1 is erected. When the handrail cross rod 6-3 rises, the second-level door leaf side beam 2-22 is pushed to turn over, after the second-level door leaf side beam 2-22 turns over and unfolds, the first-level folding pedal 2-32 and the second-level folding pedal 2-33 are unfolded completely, when a person passes through the second-level folding pedal 2-33, the pedal lock catch 2-331 is locked by the pedal lock 2-12, the first-level folding pedal 2-32 and the second-level folding pedal 2-33 are kept unfolded flatly, and after unfolding, each pedal and the pedal frame form an evacuation ramp.

When the door leaf 2-1 needs to be recovered, an operator stands at the door frame 1, pulls an operation pull rod (not shown in the figure) on the left side of the rear part of the door leaf 2-1, the operation pull rod is connected with a trigger rod of the pedal lock 2-12 through a steel wire rope, the pedal lock 2-12 is unlocked by pulling the operation pull rod, at the moment, a top rod 7-1 of the jacking assembly 7 upwards jacks the second-stage folding pedal 2-33, so that the pedal lock catch 2-331 can be separated from the pedal lock 2-12, and the joint of the second-stage folding pedal 2-33 and the first-stage folding pedal 2-32 is upwards arched.

The turnover handle 5-2 is pulled downwards to turn over, the connecting rod slide block 5-7 on the turnover handle 5-2 pulls the gear bush 5-5 through the bush connecting rod 5-6, the gear bush 5-5 drives the first straight-tooth reduction gear 5-3 to slide rightwards and then is meshed with the second straight-tooth reduction gear 5-4, so that the turnover handle 5-2 is shaken to drive the input shaft of the speed reducer 5-1 to rotate, the first straight-tooth reduction gear 5-3 on the output shaft 5-11 of the speed reducer 5-1 drives the second straight-tooth reduction gear 5-4 to rotate, the cable reel 4-21 is driven to rotate through the transmission screw rod 4-22, the cable reel 4-4 is wound and retracted, and the door leaf is pulled back.

The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are only exemplary embodiments of the present invention, and are not intended to limit the present invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the protection scope of the present invention.