An electric emergency safety device for fully autonomous B-type vehicles

Abstract

This application relates to the technical field of emergency evacuation devices, and more particularly to an electric emergency safety device for fully-automatic driving Type B vehicles, which is provided on the vehicle body and includes: a door body and an evacuation ramp. The door body is rotatably installed on the vehicle body. The door body includes a first door and two second doors. The two sides of the first door are respectively rotatably connected to the two second doors, and one end of the first door is rotatably connected to the vehicle body. When the first door is flipped away from the vehicle body by a predetermined angle, the two second doors are both bent towards the first door by a predetermined angle. The evacuation ramp includes a vertical frame and a plurality of pedals. The vertical frame is connected to the vehicle body, and the pedals are sequentially hinged, and one pedal is hinged to the vertical frame. When the two second doors are both bent towards the first door by a predetermined angle, the pedals are located between the two second doors. By using the second door as a pedal guardrail, the present invention realizes the advantages of having sealed guardrails on both sides of the evacuation ramp and safer evacuation by providing sealed guardrail protection on both sides of the pedals.

Description

Technical Field

[0001] This application relates to the technical field of emergency evacuation devices, and more particularly to an electric emergency safety device for fully automated driving Type B vehicles. Background Art

[0002] Urban rail transit products are a type of public transportation that uses a track structure for load-bearing and guiding, and transports a predetermined scale of passenger flow in the form of trains or single vehicles. Compared with traditional urban land transportation methods, they have many advantages such as safety, comfort, punctuality, speed, large transportation volume, and no occupation of ground space. They include five types: Type A vehicles, Type B vehicles, Type C vehicles, Type D vehicles, and Type L vehicles. Currently, Type B subway vehicles are the most widely used models in China's rail transit, and fully automated driving vehicles, without a driver in the cab, do not require manual operation for the train to open and close doors, accelerate, or decelerate when arriving at a station, and are currently booming in major cities across the country.

[0003] Existing urban rail vehicles usually choose to install an electric emergency safety device at both ends of the front of the vehicle, and generally install it at the center position in front of the driver's cab or at a position slightly to the left. The existing electric emergency safety device includes a door body and an evacuation ramp. The door body is rotatably installed on the vehicle body. The evacuation ramp is in a folded state under normal conditions. When an emergency occurs and personnel evacuation is required, the door body can be unlocked and flipped so that both ends of the vehicle body are connected to the outside. Since there is a certain height between the carriage and the ground, the evacuation ramp is provided to connect the carriage and the ground so that passengers can leave the train through the evacuation ramp. However, for the existing evacuation ramp to meet the folding requirement, the guardrails on both sides are mostly single rods or ropes, with low strength, and there is a large gap between the rope and the ramp board. When an emergency occurs, due to panic, passengers may involuntarily push and squeeze each other when passing through the evacuation ramp, and there is a risk of passengers being squeezed and falling.

[0004] Therefore, there is a need to provide an electric emergency safety device for fully automated driving Type B vehicles with sealed guardrails on both sides of the evacuation ramp and safer evacuation. Summary of the Invention

[0005] The main purpose of this application is to provide an electric emergency safety device for fully autonomous driving Type B vehicles, which is installed at both ends of the train. The train includes a vehicle body having a passenger compartment with an open end. The electric emergency safety device for fully autonomous driving Type B vehicles includes a door body and an evacuation ramp. The door body is rotatably installed on the vehicle body and closes or opens the opening of the passenger compartment. The door body includes a first door and two second doors. The first door is located between the two second doors, and both sides of the first door are rotatably connected to the two second doors respectively. One end of the first door is rotatably connected to the vehicle body. When the first door is flipped by a predetermined angle away from the opening of the passenger compartment, the two second doors are both bent by a predetermined angle towards the first door. The evacuation ramp includes a stand and a plurality of pedals. The stand is installed in the passenger compartment and close to the opening of the passenger compartment. The pedals are sequentially hinged, and one pedal is hinged to the stand. When the two second doors are both bent by a predetermined angle towards the first door, each pedal is located between the two second doors. Compared with the ropes or single rods with relatively low structural strength in the prior art, by using the second doors to be vertically arranged after flipping and forming the guardrails on both sides of the evacuation ramp, the advantages of having sealed guardrails on both sides of the evacuation ramp and safer evacuation are achieved.

[0006] Another purpose of this application is to provide an electric emergency safety device for fully autonomous driving Type B vehicles. The electric emergency safety device for fully autonomous driving Type B vehicles further includes a door locking device, which includes an anti-flipping member rotatably installed on the top of the vehicle body. One end of the anti-flipping member has a clamping portion, and a card slot is provided on the door body. When the anti-flipping member is rotated by a predetermined angle, the clamping portion is placed in the card slot or the clamping portion disengages from the card slot, so as to prevent the door body from being directly opened when the lock body structure fails by setting the anti-flipping member.

[0007] Another purpose of this application is to provide an electric emergency safety device for fully autonomous driving Type B vehicles. The electric emergency safety device for fully autonomous driving Type B vehicles further includes a locking assembly, which includes a ratchet wheel, a ratchet tooth, a first moving member, an electromagnetic assembly and a connecting line. The ratchet wheel is fixedly connected to the anti-flipping member. The ratchet tooth and the first moving member are both slidably arranged on the vehicle body, and the first moving member and the ratchet tooth are vertically arranged. The electromagnetic assembly is installed on the vehicle body. Both ends of the connecting line are respectively connected to the first moving member and the ratchet tooth. The electromagnetic assembly includes a first coil. When the first coil is powered on, the first moving member moves towards the first coil, and the ratchet tooth is separated from the ratchet wheel, so that the clamping portion of the anti-flipping member is normally placed in the card slot by the locking assembly.

[0008] Another object of the present application is to provide an electric emergency safety device for a fully autonomous driving Type B vehicle. Among them, the electric emergency safety device for the fully autonomous driving Type B vehicle further includes a door pushing device, and the door pushing device includes a lifting member and a pushing member. The lifting member is slidably disposed on the vehicle body in the height direction of the vehicle body, and the pushing member is slidably disposed on the vehicle body in the horizontal direction of the vehicle body. One end of the lifting member away from the clamping portion is rotatably connected to the anti-rolling member, and the other end of the lifting member has a pushing portion. One end of the pushing member away from the door body has a first inclined surface, and the pushing portion contacts the first inclined surface. When the anti-rolling member rotates a predetermined angle, the pushing member approaches or moves away from the door body. When the anti-rolling member disengages from the card slot, the pushing member pushes the door body.

[0009] Another object of the present application is to provide an electric emergency safety device for a fully autonomous driving Type B vehicle. Among them, the electric emergency safety device for the fully autonomous driving Type B vehicle further includes a supporting device, a pulling rope and a plurality of steering members. The supporting device includes a supporting member, and the supporting member is slidably disposed at the bottom of the vehicle body. One end of the pulling rope is connected to the clamping portion, and the other end of the pulling rope is connected to the supporting member. The pulling rope is wound around the steering members, and the steering members are located inside the pulling rope. When the anti-rolling member rotates a predetermined angle, the supporting member extends a predetermined distance from the end of the vehicle body or is placed at the bottom of the vehicle body. When the anti-rolling member disengages from the card slot, the supporting member extends a predetermined distance from the vehicle body and supports the falling door body.

[0010] In order to achieve at least one of the above invention objects, the present application provides an electric emergency safety device for a fully autonomous driving Type B vehicle, which is provided at both ends of a train. The train includes a vehicle body, and the vehicle body has a passenger compartment, and the end of the passenger compartment is penetrated. Among them, the electric emergency safety device for the fully autonomous driving Type B vehicle includes:

[0011] A door body, the door body is rotatably installed on the vehicle body and closes or opens the opening of the passenger compartment. The door body includes a first door and two second doors. The first door is located between the two second doors, and both sides of the first door are respectively rotatably connected to the two second doors. One end of the first door is rotatably connected to the vehicle body. When the first door flips a predetermined angle in the direction away from the opening of the passenger compartment, both of the second doors bend a predetermined angle in the direction of the first door; and

[0012] An evacuation ramp includes a stand and several pedals. The stand is arranged in the passenger cavity and close to the cavity opening of the passenger cavity. The pedals are hinged in sequence, and one pedal is hinged to the stand. When the two second doors are bent toward the first door at a predetermined angle, each pedal is located between the two second doors.

[0013] In one or more embodiments of the present application, the door body includes a wind-breaking layer and a plane layer, and the wind-breaking layer and the plane layer are respectively located on both sides of the door body. The wind-breaking layer is located on the side of the door body away from the passenger cavity, and the side of the first door and the second door close to the passenger cavity is the plane layer, and the surface of the wind-breaking layer is a curved surface.

[0014] In one or more embodiments of the present application, a rotating shaft is fixedly connected to one end of the first door close to the bottom of the vehicle body, and the rotating shaft is arranged on the planar layer of the first door. The rotating shaft is rotatably installed on the vehicle body. A plurality of double-headed motors are provided on the planar layer of the first door, and a first bevel gear is provided on the rotating shaft at both ends of each double-headed motor. A plurality of second bevel gears are fixedly installed on the planar layer of each second door, and the first bevel gears correspond to the second bevel gears one by one and mesh with each other.

[0015] In one or more embodiments of the present application, the electric emergency safety device for the fully automatic driving Type B vehicle also includes a door locking device, which includes an anti-flip part, which is rotatably installed on the top of the vehicle body, and one end of the anti-flip part has a locking portion, and a locking slot is provided on the door body. When the anti-flip part is rotated by a predetermined angle, the locking portion is placed in the locking slot or the locking portion is disengaged from the slot.

[0016] In one or more embodiments of the present application, the fully automatic driving type B vehicle electric emergency safety device also includes a locking assembly, the locking assembly includes a ratchet, a ratchet, a first moving part, an electromagnetic assembly and a connecting line, the ratchet is fixedly connected to the anti-rollover part, the ratchet and the first moving part are both slidably arranged on the vehicle body, and the first moving part and the ratchet are vertically arranged, the electromagnetic assembly is arranged on the vehicle body, the two ends of the connecting line are respectively connected to the first moving part and the ratchet, the electromagnetic assembly includes a first coil, when the first coil is energized, the first moving part moves toward the direction of the first coil, and the ratchet is separated from the ratchet.

[0017] In one or more embodiments of the present application, the top of the vehicle body has a receiving cavity with an opening, the anti-rollover member is placed in the receiving cavity, and the electric emergency safety device for the fully autonomous B-type vehicle further includes a protection device. The protection device includes a cover plate and a support block. One end of the cover plate is rotatably mounted on the vehicle body, the other end of the cover plate has an extension portion, the support block is fixedly connected to the door body, and the support block has a notch. When the cover plate rotates a predetermined angle, the extension portion is placed in the notch to close the opening of the receiving cavity, or the extension portion disengages from the notch to open the opening of the receiving cavity.

[0018] In one or more embodiments of the present application, the electric emergency safety device for the fully autonomous B-type vehicle further includes a door-pushing device. The door-pushing device includes a lifting member and a pushing member. The lifting member is slidably arranged on the vehicle body in the height direction of the vehicle body, the pushing member is slidably arranged on the vehicle body in the horizontal direction of the vehicle body. One end of the lifting member away from the clamping portion is rotatably connected to the anti-rollover member, the other end of the lifting member has a pushing portion, one end of the pushing member away from the door body has a first inclined surface, and the pushing portion contacts the first inclined surface. When the anti-rollover member rotates a predetermined angle, the pushing member approaches or moves away from the door body.

[0019] In one or more embodiments of the present application, the electric emergency safety device for the fully autonomous B-type vehicle further includes a support device, a pulling rope and a plurality of turning members. The support device includes a support member, the support member is slidably arranged at the bottom of the vehicle body, one end of the pulling rope is connected to the clamping portion, the other end of the pulling rope is connected to the support member, the pulling rope is wound around the turning members, and the turning members are located inside the pulling rope. When the anti-rollover member rotates a predetermined angle, the end of the support member extends a predetermined distance out of the vehicle body or is placed at the bottom of the vehicle body.

[0020] In one or more embodiments of the present application, the support device further includes a rack, a screw rod and a second moving member. The rack and the second moving member are both slidably arranged on the vehicle body, the screw rod is rotatably mounted on the vehicle body, a first gear is provided at one end of the screw rod close to the rack, the rack meshes with the first gear, the second moving member is threadedly connected to the screw rod, and one end of the support member close to the second moving member has a second inclined surface, and the second moving member contacts the second inclined surface.

[0021] In one or more embodiments of the present application, a vehicle lamp is provided on each of the wind-breaking layers of the second doors, and each of the flat layers of the second doors has a sliding cavity. One end of the sliding cavity close to the passenger compartment has a light-transmitting opening. The electric emergency safety device for the fully-automatic driving Type B vehicle further includes a plurality of light-shielding plates. One light-shielding plate is slidably arranged in each sliding cavity. When the light-shielding plate slides, the light-shielding plate closes or opens the light-transmitting opening.

[0022] In an embodiment of the present application, the electric emergency safety device for the fully-automatic driving Type B vehicle is provided on the vehicle body and includes a door body and an evacuation ramp. The door body is rotatably installed on the vehicle body. The door body includes a first door and two second doors. The two sides of the first door are respectively rotatably connected to the two second doors. One end of the first door is rotatably connected to the vehicle body. When the first door flips away from the vehicle body by a predetermined angle, the two second doors both bend towards the first door by a predetermined angle. The evacuation ramp includes a vertical frame and a plurality of pedals. The vertical frame is connected to the vehicle body. The pedals are sequentially hinged, and one pedal is hinged to the vertical frame. When the two second doors both bend towards the first door by a predetermined angle, each pedal is located between the two second doors. The two second doors that bend towards the first door by a predetermined angle are regarded as the guardrails of the pedal. Compared with the prior art in which ropes or single rods are relied on as the guardrails of the pedal, in the embodiment of the present application, the second doors are used as the guardrails of the pedal, and sealed guardrail protection is implemented on both sides of the pedal, having the advantages that there are sealed guardrails on both sides of the evacuation ramp and the evacuation is safer. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] From the following detailed description of the embodiments of the present application in conjunction with the drawings, these and / or other aspects and advantages of the present application will become clearer and easier to understand, where:

[0024] Figure 1 FIG. shows a schematic structural diagram of the door body of the present invention when it is closed;

[0025] Figure 2 FIG. shows a schematic structural diagram of the door body of the present invention when it is opened and the evacuation ramp is deployed;

[0026] Figure 3 FIG. shows a schematic structural diagram of the wind-breaking layer of the door body;

[0027] Figure 4 FIG. shows a schematic structural diagram of the flat layer of the door body;

[0028] Figure 5 FIG. shows a schematic structural diagram of the evacuation ramp when it is deployed;

[0029] Figure 6 FIG. shows Figure 4 a partial enlarged view of point A of

[0030] Figure 7 Illustrates Figure 1 A partial enlarged view at position B of

[0031] Figure 8 Illustrates a schematic structural diagram of the locking assembly;

[0032] Figure 9 Illustrates Figure 2 A partial enlarged view at position C of

[0033] Figure 10 Illustrates Figure 2 A partial enlarged view at position D of

[0034] Figure 11 Illustrates a schematic structural diagram of the support device from another perspective. Detailed implementation manners

[0035] The terms and words used in the following description and claims are not limited to the literal meanings, but are used only by the inventor to enable a clear and consistent understanding of the present application. Therefore, it is obvious to those skilled in the art that the following description of various embodiments of the present application is provided only for the purpose of illustration and not for the purpose of limiting the present application as defined by the appended claims and their equivalents.

[0036] It can be understood that the term "a" should be understood as "at least one" or "one or more". That is, in one embodiment, the number of an element can be one, while in other embodiments, the number of the element can be multiple. The term "a" cannot be understood as a limitation on the number.

[0037] Although ordinal numbers such as "first", "second", etc. will be used to describe various components, those components are not limited herein. The term is only used to distinguish one component from another. For example, the first component can be referred to as the second component, and similarly, the second component can also be referred to as the first component without departing from the teachings of the inventive concept. The term "and / or" used herein includes any and all combinations of one or more of the associated listed items.

[0038] The terms used herein are only for the purpose of describing various embodiments and are not intended to be limiting. As used herein, the singular form is intended to also include the plural form unless the context clearly indicates otherwise. Additionally, it will be understood that the terms "comprising" and / or "having" when used in this specification specify the presence of the stated features, numbers, steps, operations, components, elements, or combinations thereof, without excluding the presence or addition of one or more other features, numbers, steps, operations, components, elements, or groups thereof.

[0039] Application overview

[0040] In existing evacuation ramps, in order to meet the folding requirement, the guardrails on both sides are mostly single rods or ropes, which have low strength, and there is a large gap between the ropes and the ramp board. When an emergency occurs, due to panic, passengers may push and jostle each other when passing through the evacuation ramp, and there is a risk of being squeezed and falling.

[0041] Based on the above technical problems, the present application proposes an electric emergency safety device for fully autonomous driving Type B vehicles. Among them, the electric emergency safety device for fully autonomous driving Type B vehicles has a simple structure, does not involve complex manufacturing processes and expensive materials, and has high economy. At the same time, for manufacturers, the electric emergency safety device for fully autonomous driving Type B vehicles provided by the present application is easy to produce and has a low cost, which is more conducive to controlling production costs and further conducive to the promotion and use of products.

[0042] Schematic electric emergency safety device for fully autonomous driving Type B vehicles,

[0043] Reference Figures 1 to 11 , according to an electric emergency safety device for fully autonomous driving Type B vehicles of a preferred embodiment of the present invention, is provided at both ends of the train. As Figure 1 shown, the train includes a vehicle body 10, the vehicle body 10 has a passenger compartment, the end of the passenger compartment is through, and the passenger compartment is used for carrying passengers; the electric emergency safety device for fully autonomous driving Type B vehicles includes a door body 20 and an evacuation ramp 30.

[0044] Specifically, as Figure 1 and Figure 2 shown, the door body 20 is rotatably installed on the vehicle body 10 and closes or opens the cavity opening of the passenger compartment. In this embodiment, the bottom of the door body 20 is hinged to the bottom wall of the vehicle body 10; more specifically, as Figure 3 and Figure 4 shown, the door body 20 includes a first car door 201 and two second car doors 202. The first car door 201 is located between the two second car doors 202, and both sides of the first car door 201 are respectively rotatably connected to the two second car doors 202 by hinges in a hinged manner. One end of the first car door 201 is rotatably connected to the vehicle body 10. When the first car door 201 flips a predetermined angle in the direction away from the cavity opening of the passenger compartment, the two second car doors 202 both bend a predetermined angle in the direction of the first car door 201. In the embodiment of the present application, the two second car doors 202 are vertically arranged after rotating a predetermined angle.

[0045] In addition, as Figure 5As shown, the evacuation ramp 30 includes a vertical frame 301, a plurality of pedals 302, a plurality of connecting rods 303, and an unfolding drive device 304. The vertical frame 301 is disposed in the passenger compartment and near the opening of the passenger compartment, and the vertical frame 301 is fixedly connected to the vehicle body 10. The fixed connection method includes but is not limited to threaded connection. The pedals 302 are sequentially hinged, and one of the pedals 302 is hinged to the vertical frame 301. The connecting rods 303 are sequentially hinged, and one of the connecting rods 303 is hinged to the vertical frame 301. In this embodiment, the number of the connecting rods 303 is one more than the number of the pedals 302. Except for the connecting rod 303 hinged to the vertical frame 301, the remaining connecting rods 303 correspond to the pedals 302 one by one, and the middle sections of the remaining connecting rods 303 except for the one hinged to the vertical frame 301 are all hinged to the corresponding pedals 302. The unfolding drive device 304 includes but is not limited to an electric push rod. The unfolding drive device 304 is disposed between the two pedals 302, and both ends of the unfolding drive device 304 are respectively hinged to the two pedals 302. When the push rod of the unfolding drive device 304 extends a predetermined distance, the pedal 302 flips to the side away from the passenger compartment and automatically unfolds. It should also be emphasized that when both of the second doors 202 are bent at a predetermined angle in the direction of the first door 201, each of the pedals 302 is located between the two second doors 202. That is, after the evacuation ramp 30 is unfolded, the pedal 302 is disposed between the two second doors 202, and the door body 20 is located below the unfolded pedal 302. At this time, the two second doors 202 are regarded as the guardrails of the evacuation ramp 30, providing sealed guardrail protection on both sides of the pedal 302. Due to the limitation of the second doors 202, passengers will not be accidentally squeezed and dropped during the process of pushing and shoving each other. Compared with the prior art, the embodiment of the present application has the advantages that there are sealed guardrails on both sides of the evacuation ramp 30 and the evacuation is safer.

[0046] Furthermore, since the door body 20 is at the end of the train, in order to reduce wind resistance and achieve energy conservation, the door body 20 should be curved. And the second door 202 also has the function of a guardrail, and the guardrail puts forward requirements for the flatness of its railing surface: if the side of the second door 202 close to the pedal 302 is an arc surface, when passengers push and shove each other and come into contact with the second door 202, the passengers may be squeezed and injured by the arc surface on the side of the second door 202 close to the pedal 302. In view of this, in the embodiment of the present application, as Figure 3 and Figure 4As shown, the door body 20 includes a wind-breaking layer 20A and a plane layer 20B, and the wind-breaking layer 20A and the plane layer 20B are respectively located on both sides of the door body 20, the wind-breaking layer 20A is located on the side of the door body 20 away from the passenger cavity, and the plane layer 20B is located on the side of the door body 20 close to the passenger cavity. It should be noted that the side of the first door 201 and the second door 202 close to the passenger cavity is the plane layer 20B, and the first door 201 and the second door 202 away from the passenger cavity are the wind-breaking layer 20A. The surface of the wind-breaking layer 20A is a curved surface for reducing wind resistance; the plane layer 20B is flat as a whole, so that when the two second doors 202 are flipped at a predetermined angle and arranged vertically, the side of the second door 202 close to the pedal 302 is flat to avoid passengers from being squeezed and injured due to contact with the second door 202.

[0047] Furthermore, in order to realize that after the first door 201 is turned away from the opening of the passenger cavity by a predetermined angle, both the second doors 202 are bent toward the direction of the first door 201 by a predetermined angle, as shown in FIG. Figure 4 As shown, the first door 201 has a rotating shaft 2011 at one end close to the bottom of the vehicle body 10, and the rotating shaft 2011 is arranged on the planar layer 20B of the first door 201. Specifically, the planar layer 20B of the first door 201 has a convex burl (not marked in the figure), and the two ends of the convex burl are respectively fixedly connected to the first door 201 and the rotating shaft 2011, and the rotating shaft 2011 is rotatably mounted on the vehicle body 10 through a plurality of bearings; in addition, a plurality of double-headed motors 2012 are provided on the planar layer 20B of the first door 201, and a first bevel gear is provided on the rotating shaft at both ends of each double-headed motor 2012. 2013, a plurality of second bevel gears 2021 are fixedly installed on the planar layer 20B of each second door 202 by welding, the first bevel gear 2013 corresponds to the second bevel gear 2021 one by one and meshes with each other, when the double-headed motor 2012 is in operation, the first bevel gear 2013 drives the second bevel gear 2021 to rotate, and the second bevel gear 2021 drives the corresponding second door 202 to flip a predetermined angle toward the direction of the first door 201. In order to improve the carrying capacity of the first bevel gear 2013 and the bevel gears, the first bevel gear 2013 and the second bevel gear 2021 are both helical teeth.

[0048] In addition, in order to ensure that the second door 202 is locked at this angle after being turned toward the first door 201 at a predetermined angle, in the embodiment of the present application, the second door 202 is provided with a plurality of snap-fit components 2022, such as Figure 6As shown, the clamping component 2022 includes a clamping part 20221, a locking tongue 20222 and a linear electric push rod 20223. The clamping part 20221 is integrally L-shaped and has an inner cavity with an opening. The locking tongue 20222 is slidably arranged in the inner cavity. One end of the locking tongue 20222 facing away from the opening of the inner cavity is connected to the linear electric push rod 20223. The first vehicle door 201 has a number of L-shaped grooves 2014. When the second vehicle door 202 is flipped by a predetermined angle and the clamping part 20221 on the second vehicle door 202 passes through the notch of the L-shaped groove 2014 on the first vehicle door 201, the locking tongue 20222 still remains in the inner cavity of the clamping part 20221 and does not extend out. When the clamping part 20221 extends into the L-shaped groove 2014 and the clamping part 20221 contacts the bottom wall of the L-shaped groove 2014, the linear electric push rod 20223 acts to make the locking tongue 20222 extend out of the inner cavity of the clamping part 20221 by a predetermined distance and snap into the L-shaped groove 2014, and the locking tongue 20222 fits with the groove surface of the L-shaped groove 2014, thus fixing the angle of the second vehicle door 202.

[0049] In addition, to avoid the second bevel gear 2021 interfering with the movement of the planar layer 20B of the first vehicle door 201 after the second vehicle door 202 is flipped by a predetermined angle, as Figure 4 shown, the planar layer 20B of the first vehicle door 201 further has a number of relief grooves 2015.

[0050] Furthermore, as Figure 4 shown, the electric emergency safety device for the fully autonomous driving Type B vehicle further includes a door locking device 40. The door locking device 40 includes a number of locking latches 401 and locking grooves (not marked in the figure). Specifically, a locking latch 401 is provided at the top of the first vehicle door 201, and a locking latch 401 is provided on each side of the two second vehicle doors 202 facing away from the first vehicle door 201. The locking grooves are provided at one end of the vehicle body 10 close to the door body 20. During normal operation of the train, each locking latch 401 is placed in the locking groove. When an emergency occurs and personnel need to be evacuated only, the locking latch 401 needs to be disengaged from the locking groove first before the door body 20 can be opened. Since the technology of the locking latch 401 for trains is mature and widely used in the market, the structures of the locking latch 401 and the locking groove will not be elaborated here. The locking latch 401 and the locking groove include but are not limited to the lock body structure disclosed in the patent document (CN101666187B).

[0051] In addition, since the door body 20 of the embodiment of the present application is a downward flip type, to prevent the latch 401 from malfunctioning and failing to lock the door body 20 in a small probability case, assuming that the train is in the process of running at this time, the downward flipped door body 20 will cause a serious accident. In view of this, in addition to providing the latch 401 and the lock groove for the door body 20, in the embodiment of the present application, as Figure 7 shown, the door locking device 40 further includes an anti-flip member 402. The anti-flip member 402 is rotatably installed on the top of the vehicle body 10. One end of the anti-flip member 402 has a clamping portion 4021. A clamping groove 2016 is provided on the door body 20. When the anti-flip member 402 rotates a predetermined angle, the clamping portion 4021 is placed in the clamping groove 2016 or the clamping portion 4021 disengages from the clamping groove 2016. It should be noted that under normal conditions, the clamping portion 4021 of the anti-flip member 402 is placed in the clamping groove 2016 to achieve auxiliary locking of the door body 20. When performing emergency evacuation, to open the door body 20, in addition to unlocking the latch 401, it is also necessary to make the anti-flip member 402 disengage from the clamping groove 2016 so as to open the door body 20 under the action of the door opening mechanism.

[0052] Specifically, to achieve the rotatable installation of the anti-flip member 402 on the vehicle body 10, as Figure 7 shown, the door locking device 40 further includes a first rotating motor 403. The first rotating motor 403 is fixedly installed on the vehicle body 10, and the rotating shaft 2011 of the first rotating motor 403 is connected to the middle section of the anti-flip member 402. When the rotating shaft 2011 of the first rotating motor 403 operates, the anti-flip member 402 rotates.

[0053] To achieve that the clamping portion 4021 of the anti-flip member 402 is placed in the clamping groove 2016 under normal conditions and realize the auxiliary locking of the door body 20 by the anti-flip member 402, as Figure 7 and Figure 8As shown, the fully automatic driving type B vehicle electric emergency safety device also includes a locking assembly 50, the locking assembly 50 includes a ratchet 501, a ratchet 502, a first moving member 503, an electromagnetic assembly 504 and a connecting line 505, the ratchet 501 is fixedly connected to the anti-rollover member 402 by welding, the ratchet 502 and the first moving member 503 are both slidably arranged on the vehicle body 10, and the first moving member 503 and the ratchet 502 are arranged vertically. Specifically, there is a locking cavity (not shown in the figure) on the vehicle body 10, the locking cavity is L-shaped, and the ratchet 502 The first movable member 503 is slidably arranged in the locking cavity, the electromagnetic component 504 is arranged on the vehicle body 10, and the two ends of the connecting line 505 are respectively connected to the first movable member 503 and the ratchet 502. The electromagnetic component 504 includes a first coil (not marked in the figure) and a first coil frame (not marked in the figure). The first coil is wound in the first coil frame, and the first coil frame is fixedly installed at one end of the locking cavity. When the first coil is energized, the first movable member 503 moves toward the direction of the first coil, and the ratchet 502 is separated from the ratchet 501.

[0054] In addition, if Figure 8 As shown, the locking assembly 50 also includes a first spring 506 and a clamping structure 507, the two ends of the first spring 506 are connected to the first coil frame and the first moving member 503 respectively, when the first moving member 503 moves toward the first coil, the first spring 506 is in a compressed state, and under normal circumstances, the first coil loses power, the first moving member 503 is away from the first coil frame under the action of the first spring 506, and presses against the end of the ratchet 502 away from the ratchet 501, and the clamping structure 507 is clamped with the first moving member 503; in addition, since the ratchet 502 and the first moving member 503 are arranged vertically, when the When the anti-flip part 402 is lifted up by force, the ratchet 501 fixedly connected to the anti-flip part 402 is restricted by the ratchet 502, and the ratchet 502 is supported by the first movable part 503, so that the anti-flip part 402 cannot flip upward and cause the locking portion 4021 to disengage from the locking slot 2016. Only when the first coil is energized and the first movable part 503 moves toward the direction of the first coil, the connecting line 505 drags the ratchet 502 up a predetermined distance and causes the ratchet 502 to separate from the ratchet 501. At this time, the ratchet 501 is essentially functionally ineffective, and the first rotating motor 403 can drive the anti-flip part 402 to rotate.

[0055] Furthermore, in order to provide an external protection for the anti-turnover member 402 and the locking assembly 50, to prevent external factors from interfering with their functions, such asFigure 7 As shown, the top of the vehicle body 10 has a receiving cavity 101 with an opening. The anti-overturning member 402 is placed in the receiving cavity 101. The electric emergency safety device for the fully autonomous driving Type B vehicle further includes a protection device 60. The protection device 60 includes a cover plate 601 and a support block 602. One end of the cover plate 601 is rotatably mounted on the vehicle body 10. The other end of the cover plate 601 has an extension portion 6011. The support block 602 is fixedly connected to the door body 20. The support block 602 has a notch 6021. When the cover plate 601 rotates a predetermined angle, the extension portion 6011 is placed in the notch 6021 to close the opening of the receiving cavity 101, or the extension portion 6011 disengages from the notch 6021 to open the opening of the receiving cavity 101.

[0056] Specifically, an electromagnet including a second coil is further provided on the bottom surface of the notch 6021. The second coil is energized under normal conditions and adsorbs the cover plate 601, so that the cover plate 601 closes the opening of the receiving cavity 101 under normal conditions. After the first coil is energized and before the anti-overturning member 402 flips upward, the second coil loses power. At this time, the extension portion 6011 of the cover plate 601 can disengage from the notch 6021 by itself after being stressed. Specifically, when the anti-overturning member 402 flips upward a predetermined angle, as Figure 9 shown, the clamping portion 4021 will lift the anti-overturning member 402.

[0057] Further, as Figure 7 shown, the electric emergency safety device for the fully autonomous driving Type B vehicle further includes a door-pushing device 70. The door-pushing device 70 includes a lifting member 701 and a pushing member 702. The lifting member 701 is slidably arranged on the vehicle body 10 in the height direction of the vehicle body 10. The pushing member 702 is slidably arranged on the vehicle body 10 in the horizontal direction of the vehicle body 10. One end of the lifting member 701 facing away from the clamping portion 4021 is rotatably connected to the anti-overturning member 402. The other end of the lifting member 701 has a pushing portion (not marked in the figure). One end of the pushing member 702 facing away from the door body 20 has a first inclined surface (not marked in the figure). The pushing portion contacts the first inclined surface. When the anti-overturning member 402 rotates a predetermined angle, the pushing member 702 approaches or moves away from the door body 20.

[0058] It should be noted that, when the anti-turnover member 402 is turned upward by a predetermined angle, firstly, the engaging portion 4021 is disengaged from the engaging slot 2016, so that the door body 20 is ready for opening; secondly, the other end of the anti-turnover member 402 is turned downward, and drives the lifting member 701 hinged to the anti-turnover member 402 to move downward. Moreover, because the lifting member 701 contacts the first inclined surface of the pushing member 702, during the downward sliding process of the lifting member 701, as shown in FIG. Figure 2 and Figure 9 As shown, the pushing member 702 moves toward the door body 20 and pushes open the door body 20 at a certain moment.

[0059] In addition, in order to prevent the anti-turnover member 402 from getting stuck with the lifting member 701 during the turning process, the anti-turnover member 402 has a sliding groove (not marked in the figure) at one end away from the locking portion 4021; in addition, in order to increase the contact area between the pushing portion and the first inclined surface, the pushing portion is an inclined surface; in addition, in order to facilitate the subsequent resetting of the pushing member 702, the door pushing device 70 also includes a second spring (not marked in the figure), the two ends of the second spring are respectively connected to the vehicle body 10 and the pushing member 702; in addition, in order to prevent the first rotating motor 403 from failing in the unlikely event that the passenger opens the latch 401, the door body 20 cannot be opened. In view of this, it is assumed that the ratchet 502 has disengaged from the ratchet wheel 501 at this time. Figure 7 As shown, the lifting member 701 also has a bulge 7011, and the bulge 7011 is connected to a rope chain, and the other end of the rope chain extends into the passenger cavity. When the passenger pulls the rope chain, it can drive the lifting member 701 to move downward and drive the anti-flip member 402 to disengage from the slot 2016, and the pushing member 702 is no longer driven by the first rotating motor 403 as a driving source, but is driven manually.

[0060] It should also be noted that when the door body 20 is turned downward, in order to prevent the door body 20 from falling downward too quickly, Figure 4 As shown, the plane layer 20B of the first door 201 is further provided with two symmetrically arranged hinge protrusions 2017, as shown in FIG. Figure 2 As shown, the fully automatic driving type B vehicle electric emergency safety device also includes two gas springs 703, the two ends of the gas spring 703 are respectively hinged to the vehicle body 10 and the hinge protrusion 2017. When the door body 20 flips downward, the gas spring 703 provides a buffer for the door body 20 to make the descent smooth.

[0061] In addition, in order to reduce the load of the gas spring 703, as shown in FIG. Figure 2 、 Figure 7 、 Figure 9 and Figure 10As shown, the electric emergency safety device of the full-automatic driving Type B vehicle further includes a supporting device 80, a pulling rope 801, and several steering members 802. The supporting device 80 includes a supporting member 803. The supporting member 803 is slidably disposed at the bottom of the vehicle body 10. One end of the pulling rope 801 is connected to the clamping portion 4021, and the other end of the pulling rope 801 is connected to the supporting member 803. The pulling rope 801 is wound around the steering member 802, and the steering member 802 is located inside the pulling rope 801. When the anti-overturning member 402 rotates a predetermined angle, the end of the supporting member 803 extends a predetermined distance from the vehicle body 10 or is placed at the bottom of the vehicle body 10.

[0062] It should be noted that after the supporting member 803 extends a predetermined distance from the end of the vehicle body 10, the door body 20 will abut against the supporting member 803 after being turned downwards by a predetermined angle. The supporting member 803 provides a supporting force to the door body 20, thereby reducing the load of the gas spring 703.

[0063] Specifically, to enable the supporting member 803 to slide when the anti-overturning member 402 rotates, as Figure 10 and Figure 11 shown, the supporting device 80 further includes a rack 804, a screw rod 805, and a second moving member 806. The rack 804 and the second moving member 806 are both slidably disposed on the vehicle body 10. The screw rod 805 is rotatably installed on the vehicle body 10. A first gear 8051 is provided at one end of the screw rod 805 close to the rack 804. The rack 804 meshes with the first gear 8051. The second moving member 806 is threadedly connected to the screw rod 805. One end of the supporting member 803 close to the second moving member 806 has a second inclined surface, and the second moving member 806 contacts the second inclined surface.

[0064] It should be noted that when the anti-overturning member 402 is turned upwards and disengaged from the card slot 2016, the pulling rope 801 is tightened and drives the rack 804 to move a predetermined distance towards the end away from the supporting member 803. The movement of the rack 804 drives the first gear 8051 to rotate. Since the first gear 8051 is fixedly connected to the screw rod 805, the screw rod 805 rotates synchronously and drives the second moving member 806 to move. Then, the second inclined surface contacting the second moving member 806 is stressed, and the supporting member 803 extends a predetermined distance from the end of the vehicle body 10 and provides support to the door body 20 that is being turned downwards at a certain moment.

[0065] Furthermore, in the prior art, when the door body 20 is flipped, the lamp body installed on the door body 20 cannot irradiate the pedal 302. In the prior art, an additional lamp body is often arranged to provide illumination during evacuation. However, in the embodiment, as Figure 4 shown, each wind-breaking layer 20A of each second vehicle door 202 is provided with a vehicle lamp (not marked in the figure). Each planar layer 20B of each second vehicle door 202 has a sliding cavity 2023. One end of the sliding cavity 2023 close to the passenger compartment has a light-transmitting port 2024. The fully automatic driving type B vehicle electric emergency safety device further includes a plurality of light-shielding plates 2025. Each light-shielding plate 2025 is slidably arranged in each sliding cavity 2023. When the light-shielding plate 2025 slides, the light-shielding plate 2025 closes or opens the light-transmitting port 2024.

[0066] It should be noted that when the door body 20 is in a normally closed state, the light-shielding plate 2025 closes the light-transmitting port 2024 under its own weight, and the light emitted by the vehicle lamp is blocked by the light-shielding plate 2025 and does not penetrate into the passenger compartment; when the door body 20 is flipped downward, the light-shielding plate 2025 slides in the sliding cavity 2023 under its own weight and moves away from the light-transmitting port 2024. At this time, the light-transmitting port 2024 is exposed, and the light emitted by the vehicle lamp can pass through the light-transmitting port 2024 and provide illumination. It is worth mentioning that since the vehicle lamp is arranged on the second vehicle door 202, when the two second vehicle doors 202 are arranged vertically, the light transmitted from the light-transmitting port 2024 is horizontal light and will not directly irradiate into people's eyes, and can effectively illuminate the pedal 302, so that passengers can evacuate with a better view.

[0067] In summary, the fully automatic driving type B vehicle electric emergency safety device based on the embodiment of the present application is clarified, which provides advantages such as sealed guardrails on both sides of the evacuation ramp and safer evacuation for the fully automatic driving type B vehicle electric emergency safety device.

[0068] Those skilled in the art should understand that the embodiments of the present invention described above and shown in the drawings are only examples and do not limit the present invention. The object of the present invention has been fully and effectively achieved. The function and structural principle of the present invention have been shown and described in the embodiments. Without departing from this principle, the embodiments of the present invention can have any deformation or modification.

Claims

1. An electric emergency safety device for a fully automatic driving Type B vehicle, installed at both ends of a train, wherein the train comprises a vehicle body having a passenger compartment with through-holes at the ends thereof, characterized in that: The electric emergency safety device of the fully automatic driving type B vehicle includes a door body, the door body being rotatably mounted on the vehicle body and closing or opening the opening of the passenger chamber, the door body comprising a first door and two second doors, the first door being located between the two second doors, and the two sides of the first door being rotatably connected to the two second doors respectively, one end of the first door being rotatably connected to the vehicle body, and when the first door is flipped by a predetermined angle in a direction away from the opening of the passenger chamber, the two second doors are both bent by a predetermined angle in the direction of the first door; as well as An evacuation ramp includes a stand and several pedals. The stand is arranged in the passenger cavity and close to the cavity opening of the passenger cavity. The pedals are hinged in sequence, and one pedal is hinged to the stand. When the two second doors are bent toward the first door at a predetermined angle, each pedal is located between the two second doors.

2. The electric emergency safety device for a fully automatic driving Type B vehicle according to claim 1, characterized in that: The door body includes a wind-breaking layer and a plane layer, and the wind-breaking layer and the plane layer are respectively located on both sides of the door body. The wind-breaking layer is located on the side of the door body away from the passenger cavity, and the side of the first door and the second door close to the passenger cavity is the plane layer, and the surface of the wind-breaking layer is a curved surface.

3. The electric emergency safety device for a fully automatic driving Type B vehicle according to claim 2, characterized in that: One end of the first door close to the bottom of the vehicle body is fixedly connected to a rotating shaft, and the rotating shaft is arranged on the planar layer of the first door. The rotating shaft is rotatably mounted on the vehicle body. A plurality of double-headed motors are provided on the planar layer of the first door, and a first bevel gear is provided on the rotating shaft at both ends of each double-headed motor. A plurality of second bevel gears are fixedly mounted on the planar layer of each second door, and the first bevel gears correspond to the second bevel gears one by one and mesh with each other.

4. The electric emergency safety device for a fully automatic driving Type B vehicle according to claim 3, characterized in that: The electric emergency safety device for the fully automatic driving Type B vehicle also includes a door locking device, which includes an anti-flip part, which is rotatably installed on the top of the vehicle body, and one end of the anti-flip part has a locking portion, and a locking slot is provided on the door body. When the anti-flip part is rotated by a predetermined angle, the locking portion is placed in the locking slot or the locking portion is disengaged from the slot.

5. The electric emergency safety device for a fully automatic driving Type B vehicle according to claim 4, characterized in that: The fully automatic driving type B vehicle electric emergency safety device also includes a locking assembly, which includes a ratchet, a ratchet, a first moving part, an electromagnetic assembly and a connecting line. The ratchet is fixedly connected to the anti-rollover part, and the ratchet and the first moving part are both slidably arranged on the vehicle body, and the first moving part and the ratchet are vertically arranged. The electromagnetic assembly is arranged on the vehicle body, and the two ends of the connecting line are respectively connected to the first moving part and the ratchet. The electromagnetic assembly includes a first coil. When the first coil is energized, the first moving part moves toward the direction of the first coil, and the ratchet is separated from the ratchet.

6. The electric emergency safety device for a fully automatic driving Type B vehicle according to claim 5, characterized in that: The top of the vehicle body has a accommodating cavity with an opening, and the anti-rollover part is placed in the accommodating cavity. The fully automatic driving type B vehicle electric emergency safety device also includes a protective device, and the protective device includes a cover plate and a support block. One end of the cover plate is rotatably mounted on the vehicle body, and the other end of the cover plate has an extension. The support block is fixedly connected to the door body, and the support block has a notch. When the cover plate is rotated to a predetermined angle, the extension is placed in the notch and closes the cavity opening of the accommodating cavity, or the extension is detached from the notch and opens the cavity opening of the accommodating cavity.

7. The electric emergency safety device for a fully automatic driving Type B vehicle according to claim 6, characterized in that: The electric emergency safety device for a fully automatic driving Type B vehicle also includes a door pushing device, which includes a lifting member and a pushing member. The lifting member is slidably arranged on the vehicle body in the height direction of the vehicle body, and the pushing member is slidably arranged on the vehicle body in the horizontal direction of the vehicle body. The end of the lifting member facing away from the locking portion is rotatably connected to the anti-rollover member, and the other end of the lifting member has a pushing portion. The end of the pushing member facing away from the door body has a first inclined surface, and the pushing portion contacts the first inclined surface. When the anti-rollover member rotates a predetermined angle, the pushing member approaches or moves away from the door body.

8. The electric emergency safety device for a fully automatic driving Type B vehicle according to claim 7, characterized in that: The electric emergency safety device for a fully automatic driving Type B vehicle also includes a supporting device, a pull rope and several steering parts. The supporting device includes a supporting part, which is slidably arranged at the bottom of the vehicle body. One end of the pull rope is connected to the embedded part, and the other end of the pull rope is connected to the supporting part. The pull rope is wound around the steering part, and the steering part is located on the inner side of the pull rope. When the anti-rollover part rotates a predetermined angle, the supporting part extends out of the end of the vehicle body by a predetermined distance or is placed at the bottom of the vehicle body.

9. The electric emergency safety device for a fully automatic driving Type B vehicle according to claim 8, characterized in that: The supporting device also includes a rack, a screw and a second movable member, the rack and the second movable member are both slidably arranged on the vehicle body, the screw is rotatably mounted on the vehicle body, a first gear is provided at one end of the screw near the rack, the rack is meshed with the first gear, the second movable member is threadedly connected to the screw, and the end of the supporting member near the second movable member has a second inclined surface, and the second movable member is in contact with the second inclined surface.

10. The electric emergency safety device for a fully automatic driving Type B vehicle according to any one of claims 2 to 9, characterized in that: The wind-breaking layer of each second door is provided with a headlight, and the planar layer of each second door has a sliding cavity, and the sliding cavity has a light-transmitting opening at one end close to the passenger cavity. The fully automatic driving type B vehicle electric emergency safety device also includes a plurality of light baffles, and a light baffle is slidingly arranged in each sliding cavity. When the light baffle slides, the light baffle closes or opens the light-transmitting opening.

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