A rail transit screen door wind pressure intelligent pressure relief system and pressure relief control method thereof

Abstract

This application relates to the field of rail transit platform screen door systems and discloses an intelligent wind pressure relief system for rail transit platform screen doors and its pressure relief control method. The system is designed to reduce wind pressure in the platform screen door tunnel area when necessary to ensure reliable opening and closing of the platform screen door system's sliding doors. The system includes a wind pressure detection device located in the tunnel area, a pressure relief device connecting the platform screen door tunnel area and the platform area, and a system controller. The system controller pre-sets opening and closing thresholds. When the wind pressure exceeds the opening threshold, the system controller issues an opening command to the pressure relief device to relieve pressure. When the wind pressure drops below the closing threshold, the system controller issues a closing command to the pressure relief device to ensure isolation between the tunnel area and the platform area, thereby achieving thermal insulation and energy conservation in the platform area.

Description

Technical Field

[0001] The present application relates to the field of rail transit platform screen door systems, and in particular to a rail transit platform screen door wind pressure intelligent pressure relief system and a pressure relief control method thereof. Background Art

[0002] Most subway stations in tunnels now use platform screen door systems to isolate the platform from the tracks and ensure safe operation. When a train is parked on the platform and a following train approaches, the air in the narrow space between them is compressed by the train's movement and the inability to vent air in time, creating high-pressure air. The sliding doors of the platform screen door system are affected by wind pressure and move toward the columns, increasing friction. When wind pressure exceeds a certain value, the resistance to the sliding door becomes greater than the driving force provided by the motor, causing the door to fail to open, disrupting normal rail operations. Summary of the Invention

[0003] In order to solve the problem in the prior art that excessive wind pressure in subway tunnels easily causes sliding doors to be unable to open, the present application provides a rail transit screen door wind pressure intelligent pressure relief system and a control method thereof that can timely relieve pressure.

[0004] In order to achieve the above objectives, the technical solutions adopted in this application are:

[0005] An intelligent wind pressure relief system for rail transit screen doors is used to reduce the wind pressure in a tunnel where screen doors are installed. The system includes a wind pressure detection device arranged in the tunnel and a pressure relief device connecting the inside and outside of the tunnel. The wind pressure detection device and the pressure relief device are connected through a system controller.

[0006] A pressure relief control method, using the rail transit screen door wind pressure intelligent pressure relief system in the above solution, includes the following steps:

[0007] S1. Wind pressure detection device monitors the wind pressure inside the tunnel in real time;

[0008] S2, the wind pressure detection device transmits the detection result to the system controller;

[0009] S3, the system controller compares the received data with the threshold;

[0010] S4. When the detected wind pressure is greater than the opening threshold, the pressure relief device is opened; when the detected wind pressure is less than the closing threshold, the pressure relief device is closed.

[0011] Furthermore, the pressure relief device is a ventilation butterfly valve, and the ventilation butterfly valve has an electric mechanism, and the electric mechanism is connected to the system controller.

[0012] Furthermore, the shielding door includes an end door, a fixed door and a sliding door, and the ventilation butterfly valve is installed above any one or more of the end door, the fixed door and the sliding door.

[0013] Furthermore, the ventilation butterfly valve includes a shell, which is provided with two openings facing the inside and outside of the tunnel respectively and whose axes intersect to form a ventilation channel. The opening facing the outside of the tunnel is normally open, and the opening facing the inside of the tunnel is provided with a valve body for closing or exposing the opening; the valve body includes a valve flap movably connected to the shell, a driving device that provides power for the movement of the valve flap, and a transmission mechanism that transmits the power output by the driving device to the valve flap.

[0014] Currently, underground subway platforms are equipped with screen doors to separate the tunnel and the platform to ensure the safety of passengers. The screen doors make the inside of the tunnel a relatively closed passage, and the train running in the tunnel is equivalent to a piston, thus forming a piston effect. Especially when the front train stops and the rear train moves toward the front train, the air in the tunnel is compressed to form high-pressure air. The sliding door in the screen door is subjected to a large friction force under the action of wind pressure, which can easily cause the door to fail to open. In the existing technology, in order to reduce the impact of the piston effect, most of the methods used are to set up air shafts and optimize the location and number of air shafts. Some technologies also require the installation of equipment such as fans. However, due to factors such as space and structure, the setting of air shafts is always limited. For trains with intensive operation and short intervals, the wind pressure control measures are more complicated and the cost is higher.

[0015] The ventilation butterfly valve in this solution is relatively small in size and is installed near the subway's platform screen door, such as above the platform screen door. The dispersed installation of ventilation butterfly valves increases the pressure relief channel, specifically addressing the problem of intermittent and short-duration wind pressure affecting the opening and closing of the sliding door when the distance between the front and rear vehicles shortens during the train's journey. During use, when the wind pressure inside the tunnel is high, the drive device drives the valve flap to move, opening the opening facing the inside of the tunnel. Thus, two openings facing the inside and outside of the tunnel form a ventilation channel, connecting the inside and outside of the tunnel and balancing the wind pressure inside and outside the tunnel. It is worth noting that the two opening axes in this solution intersect, and the centerline of the ventilation channel is bent or curved. On the one hand, when the pressure is released, the air in the tunnel flows out of the tunnel. When passing through the ventilation channel, the shell surface collides with dust and other impurities in the air, which can effectively reduce dust. On the other hand, it is more suitable for the design of subway screen doors. Specifically, a large amount of space is generally required on the panel above the subway screen door to display line information, etc. The linear shell of the ventilation channel means that the panel space above the screen door needs to be occupied, which is not beautiful. When the axes of the two openings intersect, the surface of the opening facing the tunnel can be set to a vertical plane, and the surface of the opening facing the outside of the tunnel can face the top or the ground, which not only makes room for the panel surface space, but also allows for the directional output of air flowing from the tunnel to the outside.

[0016] Furthermore, the transmission mechanism includes a rotating shaft disposed along the length of the valve disc and fixedly connected to the valve disc. The driving device is a motor, the output end of which is in driving connection with the rotating shaft. In this solution, a motor is used as the driving device to drive the valve disc. The motor has a relatively fast response speed and power output speed, which facilitates the immediate control of the motor to open the ventilation butterfly valve for pressure relief when the wind pressure in the tunnel increases rapidly.

[0017] At the same time, preferably, in this solution, the valve flap can be set to multiple, thereby reducing the range of movement of the farthest point of the valve flap when it rotates, avoiding the ventilation butterfly valve taking up too much space, and the problem of driving difficulty caused by the center of gravity position being far away from the driving position due to the large surface area of ​​the valve flap.

[0018] Furthermore, the transmission mechanism also includes a connecting rod connected to the rotating shaft, and the other end of the connecting rod is also connected to a side rod, and the side rod is fixedly connected to a transmission rod, and the transmission rod is respectively hinged to the output end of the driving device through a cam. This solution is suitable for situations with multiple valve flaps. Dividing a valve flap into multiple ones can reduce the range of motion of the farthest point when the valve flap rotates, avoiding the problem of the ventilation butterfly valve taking up too much space and the difficulty of driving caused by the center of gravity position being far away from the driving position due to the large surface area of ​​the valve flap. On the basis of multiple valve flaps, in order to enable the telescopic movement of the output shaft of a motor to simultaneously drive multiple valve flaps to move synchronously, a connecting rod is used to connect multiple rotating shafts to a side rod.

[0019] Furthermore, a grille is provided at the opening of the shell facing the outside of the tunnel.

[0020] Furthermore, a pre-pressure relief port is provided parallel to and below the opening of the shell facing the tunnel. A second valve flap that slidably cooperates with the shell is provided on the side of the pre-pressure relief port facing the tunnel. The second valve flap slides in a direction approaching or away from the tunnel.

[0021] The beneficial effects of this application are as follows: the pressure relief devices described herein can be dispersedly installed near subway screen doors. Multiple dispersed pressure relief devices effectively control the wind pressure within the tunnel, ensuring the normal opening and closing of the sliding doors while reducing pressure relief costs. Furthermore, the pressure relief devices are opened and closed using the coordination of a pressure detection device and a system controller, achieving intelligent pressure relief. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other drawings can be obtained based on these drawings without paying any creative work.

[0023] Figure 1 It is a simple schematic diagram of the wind pressure control method in this application;

[0024] Figure 2 This is a front view of the valve disc of the present application in the closed state;

[0025] Figure 3 It is a schematic diagram of the three-dimensional structure of this application;

[0026] Figure 4 This is a schematic diagram of the three-dimensional structure of the present application from another angle;

[0027] Figure 5 yes Figure 4 A partial enlarged schematic diagram of point A in the middle;

[0028] Figure 6 This is a schematic diagram of the structure of the valve disc in the open state in this application;

[0029] Figure 7 This is a schematic diagram of the structure of the valve disc in the open state from another angle in this application;

[0030] Figure 8 It is a structural diagram of the second valve disc in this application.

[0031] In the figure: 1-housing; 2-valve disc; 3-driving device; 4-transmission mechanism; 401-rotating shaft; 402-connecting rod; 403-side rod; 404-transmission rod; 5-grid; 6-second valve disc; 7-slide rail. DETAILED DESCRIPTION

[0032] To make the objectives, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Generally, the components of the embodiments of the present application described and shown in the drawings herein can be arranged and designed in various different configurations.

[0033] Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the present application for protection, but merely represents selected embodiments of the present application. All other embodiments obtained by persons of ordinary skill in the art based on the embodiments in the present application without making any creative efforts shall fall within the scope of protection of the present application.

[0034] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0035] In the description of this application, it should be noted that if the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. appear, the orientation or position relationship indicated is based on the orientation or position relationship shown in the accompanying drawings, or the orientation or position relationship in which the product of the application is usually placed when in use. It is only for the convenience of describing this application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation. Therefore, it cannot be understood as a limitation on this application. In addition, if the terms "first", "second", etc. appear in the description of this application, they are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0036] Furthermore, the use of terms such as "horizontal" and "vertical" in the description of this application does not necessarily imply that a component must be absolutely horizontal or suspended, but rather that it can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical" and does not mean that the structure must be completely horizontal, but rather that it can be slightly tilted.

[0037] It should also be noted that, unless otherwise expressly specified or limited, the terms "disposed," "installed," "connected," and "connected" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. A person of ordinary skill in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0038] Example 1:

[0039] like Figure 1 The intelligent wind pressure relief system for rail transit screen doors is shown. Figure 1 It can be seen that the rail transit system includes a platform area and a tunnel area, and the pressure relief system in this embodiment is arranged between the two areas to keep the air pressure difference in a normal state. The tunnel area and platform area shown in the figure correspond to the two sides outside the tunnel area respectively. The pressure relief system in this application is used to reduce the wind pressure in the tunnel equipped with a screen door, including a wind pressure detection device arranged in the tunnel, and a pressure relief device connecting the inside and outside of the tunnel, and the wind pressure detection device and the pressure relief device are connected through a system controller. The working principle is as follows: the pressure relief device in this application should be in a normally closed state, and the wind pressure detection device is used to test the wind pressure in the tunnel. The system controller not only plays the role of identifying the detection data of the wind pressure detection device, but also controls the opening and closing of the pressure relief device according to the detection data it identifies, thereby realizing data conversion and linkage between the wind pressure detection device and the pressure relief device.

[0040] Example 2:

[0041] Based on Example 1, this embodiment further optimizes and defines the control method among the wind pressure detection device, the system controller and the pressure relief device.

[0042] The steps include:

[0043] S1. Wind pressure detection device monitors the wind pressure inside the tunnel in real time;

[0044] S2, the wind pressure detection device transmits the detection result to the system controller;

[0045] S3, the system controller compares the received data with the threshold;

[0046] S4. When the detected wind pressure is greater than the opening threshold, the pressure relief device is opened; when the detected wind pressure is less than the closing threshold, the pressure relief device is closed.

[0047] The thresholds set in the system controller in this embodiment include an opening threshold and a closing threshold. These two values ​​can be the same or different. When the opening threshold and the closing threshold are different, when the wind pressure is within the range of these two values, although the wind pressure will cause the opening resistance of the sliding door in the shielding door to increase, the sliding door can still be opened normally.

[0048] Example 3:

[0049] Based on the above embodiments, this embodiment further optimizes and defines the structure of the ventilation butterfly valve.

[0050] like Figure 2-3 As shown, the pressure relief device is a ventilation butterfly valve, which has an electric mechanism connected to the system controller. The shield door includes an end door, a fixed door and a sliding door, and the ventilation butterfly valve is installed above any one or more of the end door, the fixed door and the sliding door.

[0051] Example 4:

[0052] like Figure 2-3 As shown, the ventilation butterfly valve includes a shell 1, which is provided with two openings facing the inside and outside of the tunnel respectively and whose axes intersect to form a ventilation channel. The opening facing the outside of the tunnel is normally open, and the opening facing the inside of the tunnel is provided with a valve body for closing or exposing the opening; the valve body includes a valve flap 2 movably connected to the shell 1, a driving device 3 for providing power for the movement of the valve flap 2, and a transmission mechanism 4 for transmitting the power output by the driving device 3 to the valve flap 2.

[0053] Here’s how it works:

[0054] The ventilation butterfly valve in this application is designed to be installed near a screen door. Due to its small size, multiple valves can be installed and dispersed along the screen door. When the leading vehicle stops and the following vehicle gradually approaches the leading vehicle, the air in the space in front of the following vehicle is squeezed, causing the air pressure in the tunnel to increase. When the wind pressure reaches a certain value, the drive device 3 is activated, and the transmission mechanism 4 converts the output power into the movement of the valve disc 2, causing the opening facing the tunnel to open, forming a channel connecting the inside and outside of the tunnel, so that the air in the tunnel can flow out through the ventilation channel.

[0055] Example 5:

[0056] This embodiment is further optimized and limited based on the embodiment 4.

[0057] like Figure 4-5As shown, the transmission mechanism 4 includes a rotating shaft 401 arranged along the length of the valve disc 2 and fixedly connected to the valve disc 2. The driving device 3 is a motor, and the output end of the driving device 3 is in transmission connection with the rotating shaft 401. The valve disc 2 in this embodiment moves synchronously with the rotating shaft 401, relying on rotation around the axis of the rotating shaft 401 to complete the action of opening or closing the opening. The power to drive the rotating shaft 401 comes from the rotation of the output shaft of the motor in the driving device 3. It is worth noting that since the motion trajectory of the output end of the driving device 3 is related to but does not overlap with the motion trajectory of the rotating shaft 401, in order to achieve a transmission connection between the driving device 3 and the rotating shaft 401, the transmission mechanism 4 should also include a component that can transmission-connect the driving device 3 and the rotating shaft 401. This can be achieved according to technical means familiar to those skilled in the art, such as a simple connecting rod mechanism.

[0058] In addition, preferably, both ends of the rotating shaft can be hinged to the housing. Connecting both ends of the rotating shaft to the housing can utilize the housing to support the rotating shaft and the valve flap, compared with the solution of directly connecting the rotating shaft to the transmission mechanism.

[0059] Example 6:

[0060] This embodiment is further optimized and limited based on the above embodiment.

[0061] like Figure 2-7 As shown, preferably, at least two valve flaps 2 are provided. Compared with a single valve flap 2, the arrangement of multiple valve flaps 2 can significantly reduce the range of motion of the valve flap 2. In addition, the center of gravity of the valve flap 2 with a smaller surface area is closer to the connection point between the valve flap 2 and the transmission mechanism 4, which is more conducive to driving the valve flap 2 to move with less power.

[0062] When multiple valve flaps 2 are provided, the movement of only one or two hydraulic telescopic rods 302 distributed at both ends of the valve flap 2 needs to drive multiple valve flaps 2 to move synchronously, and the components and connections in the transmission mechanism 4 need to be further defined. Specifically, Figure 5 As shown, the transmission mechanism 4 also includes a connecting rod 402 connected to the rotating shaft 401, and the other end of the connecting rod 402 is also connected to a side rod 403, and a transmission rod 404 is fixedly connected to the side rod 403, and the transmission rod 404 is respectively hinged to the output end of the driving device 3 through a cam 405.

[0063] In addition, it is worth noting that the drive device 3 is only used to provide power for the movement of the valve disc 2. Therefore, the drive devices 3 can be set at both ends of the valve disc 2 in the length direction, and the two drive devices 3 can be used to move synchronously to provide uniform and sufficient power. Figure 2 and 6As shown, the driving device 3 is only provided at one end of the valve disc 2, and the transmission mechanism 4 at the other end is directly connected to the top of the housing 1 to ensure that the valve disc 2 is evenly stressed.

[0064] Preferably, both ends of the rotating shaft 401 are hinged to the housing 1. It is worth noting that both ends of the rotating shaft 401 can be connected only to the connecting rod 402, or can be hinged to the housing 1 through the side rod 403. If the former arrangement is adopted, the rotating shaft 401 is also supported by the transmission mechanism 4, which increases the driving force required to drive the valve disc 2 to move. Therefore, the latter arrangement is preferably used, relying on the contact between the housing 1 and the rotating shaft 401 to support the rotating shaft 401.

[0065] Preferably, a grille 5 is provided at the opening of the shell facing the outside of the tunnel.

[0066] Example 7:

[0067] This embodiment is further optimized and limited based on the above embodiment.

[0068] like Figure 2 and 7 As shown, the housing 1 also has a pre-pressure relief port positioned parallel to and below the opening facing the tunnel. A second valve flap 6 is provided on the side of the pre-pressure relief port facing the tunnel, slidingly engaging with the housing 1. The second valve flap 6 slides in a direction toward or away from the tunnel. Specifically, the figure provides an example of a structural arrangement. Slide rails 7 are provided on the housing 1 along the length of the second valve flap 6. Sliders adapted to the slide rails 7 are provided at both ends of the second valve flap 6.

[0069] In this embodiment, a pre-pressure relief port and a second valve flap 6 are additionally provided below the valve flap 2. When the air pressure inside the tunnel is greater than that outside the tunnel, driven by the air pressure, the second valve flap 6 slides directly along the slide rail 7 and moves toward the inside of the tunnel, thereby opening the pre-pressure relief port and releasing pressure without relying on any external power that actively provides energy. On the one hand, this prevents the valve flap 2 and the transmission mechanism 4 from having difficulty rotating under the influence of excessive wind pressure. On the other hand, in the extreme case of damage to the drive device 3 and the transmission mechanism 4, the pressure relief action can be maintained.

[0070] The above description is merely a preferred embodiment of the present application and is not intended to limit the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. An intelligent wind pressure relief system for rail transit platform screen doors, used to reduce wind pressure in tunnels where platform screen doors are installed, characterized by: It includes a wind pressure detection device arranged in the tunnel, and a pressure relief device communicating with the inside and outside of the tunnel, wherein the wind pressure detection device and the pressure relief device are connected via a system controller; The pressure relief device is a ventilation butterfly valve, comprising a housing (1), the housing (1) being provided with two openings facing the inside and outside of the tunnel respectively and having axes intersecting to form a ventilation channel, the opening facing the outside of the tunnel being normally open, and the opening facing the inside of the tunnel being provided with a valve body for closing or exposing the opening; The housing (1) is also provided with a pre-pressure relief port in parallel below the opening facing the inside of the tunnel, and a second valve flap (6) that is slidably engaged with the housing (1) is provided on the side of the pre-pressure relief port facing the inside of the tunnel, and the second valve flap (6) slides in a direction toward or away from the tunnel; Slide rails (7) are provided on the housing (1) on both sides of the second valve flap (6) in the longitudinal direction, and sliders adapted to the slide rails (7) are provided at both ends of the second valve flap (6); when the air pressure inside the tunnel is greater than that outside the tunnel, the second valve flap (6) slides directly along the slide rails (7) under the drive of the air pressure, thereby opening the pre-pressure relief port.

2. The intelligent wind pressure relief system for rail transit screen doors according to claim 1, characterized in that: The ventilation butterfly valve has an electric mechanism, and the electric mechanism is connected to a system controller.

3. The intelligent wind pressure relief system for rail transit screen doors according to claim 2, characterized in that: The shielding door comprises an end door, a fixed door and a sliding door, and the ventilation butterfly valve is installed above any one or more of the end door, the fixed door and the sliding door.

4. The intelligent wind pressure relief system for rail transit screen doors according to claim 3, characterized in that: The valve body comprises a valve flap (2) movably connected to the housing (1), a driving device (3) for providing power for the movement of the valve flap (2), and a transmission mechanism (4) for transmitting the power output by the driving device (3) to the valve flap (2).

5. The intelligent wind pressure relief system for rail transit screen doors according to claim 4, characterized in that: The transmission mechanism (4) comprises a rotating shaft (401) arranged along the length direction of the valve flap (2) and fixedly connected to the valve flap (2); the driving device (3) is a motor; and the output end of the driving device (3) is in transmission connection with the rotating shaft (401).

6. The intelligent wind pressure relief system for rail transit screen doors according to claim 5, characterized in that: The transmission mechanism (4) further comprises a connecting rod (402) connected to the rotating shaft (401), the other end of the connecting rod (402) being simultaneously connected to a side rod (403), a transmission rod (404) being fixedly connected to the side rod (403), and the transmission rod (404) being respectively hinged to the output end of the driving device (3) via a cam (405).

7. The intelligent wind pressure relief system for rail transit screen doors according to claim 6, characterized in that: A grille (5) is provided at the opening of the housing (1) facing the outside of the tunnel.

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