Full-width electric emergency safety device for B-type subway vehicles

Abstract

The present application relates to a subway emergency safety device, and more specifically to a full-width electric emergency safety device for a Type B subway vehicle, wherein the full-width electric emergency safety device for a Type B subway vehicle includes a track climbing device, the track climbing device including a movable plate, two first rolling assemblies, a second connecting shaft, and a swinging assembly, wherein the movable plate is telescopically arranged on a pedal away from a ramp recovery mechanism, and the two first rolling assemblies are both arranged on the second connecting shaft, and the swinging assembly is located between the two first rolling assemblies and connected to the second connecting shaft, and the two first rolling assemblies are in contact with the ground track and subjected to the force of the ground track, causing the second connecting shaft to be misaligned, and the swinging assembly swings a predetermined angle to ensure that the deployable ramp is deployed in place. The present invention can achieve the advantages of a deployable ramp that can climb the track, is not easily stuck, and can effectively evacuate passengers to both sides of the ground track by effectively utilizing its own structural configuration.

Description

Technical Field

[0001] The present application relates to a subway emergency safety device, and more particularly to a full-width electric emergency safety device for a B-type subway vehicle. Background Art

[0002] Fully autonomous vehicles, a widely adopted mainstream product in the current market, are booming in major cities across China. Rail transit products, particularly urban rail vehicles, offer numerous advantages over traditional urban land transportation, including safety, comfort, punctuality, speed, environmental friendliness, high capacity, high efficiency, and minimal ground space occupation. Type A subway vehicles, widely used in urban rail transit, are deployed on major city lines due to their maximum width and passenger capacity. However, with the nationwide promotion and development of urban rail vehicles, frequent safety accidents have heightened awareness of the need for safe evacuation. Since a large portion of urban rail vehicles is located underground, with only limited access to the surface, such as through emergency passages and wind shelters, ensuring the fastest possible evacuation of passengers from vehicles in the event of a fire, flood, or other disaster is crucial. Currently, there are actual application cases of emergency safety devices installed in urban rail vehicles in many parts of the country for emergency evacuation. Moreover, with the increasing safety requirements for rail transit, emergency safety devices are crucial in the design of urban rail vehicles. While deployable ramps are often used for emergency evacuation, in actual application, the front end of the last step of the existing deployable ramp is already supported on the ground before it is fully deployed. Therefore, the deployable ramp cannot be fully deployed, which is not conducive to emergency evacuation.

[0003] Therefore, there is a need to provide a full-width electric emergency safety device for B-type subway vehicles that can climb a track with an expandable ramp, is not easily stuck, and can effectively evacuate passengers to both sides of the ground track. Summary of the Invention

[0004] The main purpose of the present application is to provide a full-width electric emergency safety device for Type B subway vehicles, wherein the full-width electric emergency safety device for Type B subway vehicles can effectively utilize its own structural configuration to achieve an expandable ramp that can climb the rails and is not easy to get stuck.

[0005] Another object of the present application is to provide a full-width electric emergency safety device for type B subway vehicles, wherein the full-width electric emergency safety device for type B subway vehicles includes a track climbing device, which is arranged on the pedal away from the ramp recovery mechanism, and the track climbing device includes a movable plate, two first rolling assemblies, a second connecting shaft and a swinging assembly, the movable plate is telescopically arranged on the pedal away from the ramp recovery mechanism, and the second connecting shaft is located on one side of the movable plate, and the two first rolling assemblies are both arranged on the second connecting shaft, and the swinging assembly is located between the two first rolling assemblies and connected to the second connecting shaft, and the two first rolling assemblies are in contact with the ground track and are subjected to the force of the ground track, so that the second connecting shaft is misaligned, and at the same time the swinging assembly swings a predetermined angle to apply force to the top of the outer ground track, so that the two first rolling assemblies can roll the top of the outer ground track, thereby ensuring that the deployable ramp is deployed into place.

[0006] Another object of the present application is to provide a full-width electric emergency safety device for Type B subway vehicles, wherein the full-width electric emergency safety device for Type B subway vehicles has a simple structure and is easy to operate, does not involve complex manufacturing processes and expensive materials, has high economy, and is easy to promote and use.

[0007] In order to achieve at least one of the above-mentioned invention objectives, the present application provides a full-width electric emergency safety device for a B-type subway vehicle, wherein the full-width electric emergency safety device for a B-type subway vehicle comprises:

[0008] A fully open door leaf;

[0009] a sealed door frame;

[0010] a ramp recovery mechanism;

[0011] a deployable ramp, wherein the fully-open door leaf is rotatably mounted on the sealed door frame, and the ramp recovery mechanism is mounted on the inner side of the fully-open door leaf, and the deployable ramp is retractable on the ramp recovery mechanism. Furthermore, the deployable ramp can be deployed to a predetermined length and contact the external ground track of the subway, thereby facilitating rapid evacuation of passengers. The deployable ramp includes a plurality of pedals, the plurality of pedals being rotatably connected, and the pedal facing away from the ramp recovery mechanism contacting the external ground track; and

[0012] A track climbing device is provided on the pedal away from the ramp recovery mechanism, and the track climbing device includes:

[0013] A movable plate is movably arranged on the pedal away from the ramp recovery mechanism, and the side of the movable plate away from the ramp recovery mechanism has two oppositely arranged connecting parts,

[0014] Two first connecting shafts, the two first connecting shafts are arranged opposite to each other and are both placed between the two first connecting parts, and the ends of the two first connecting shafts that are away from each other are fixedly connected to the sides of the two connecting parts that are close to each other;

[0015] a second connecting shaft, the second connecting shaft being located between the two first connecting shafts, and having two ends of the second connecting shaft spaced a predetermined distance from ends of the two first connecting shafts that are close to each other;

[0016] Two deflection assemblies, the two deflection assemblies are arranged opposite to each other, and the ends of the two deflection assemblies that are away from each other are matched with the ends of the two first connecting shafts that are close to each other, and the ends of the two deflection assemblies that are close to each other are matched with both ends of the second connecting shaft, wherein when the second connecting shaft is subjected to an external force, the two deflection assemblies swing a predetermined distance, thereby causing the second connecting shaft to be misaligned with the first connecting shaft by a predetermined distance;

[0017] two first rolling assemblies, the two first rolling assemblies being arranged opposite to each other and both being arranged on the second connecting shaft; and

[0018] a swing assembly disposed between the two first rolling assemblies and cooperating with the middle section of the second connecting shaft, wherein when the second connecting shaft moves a predetermined distance away from the outer ground track, the swing assembly swings a predetermined angle to apply a force to the top of the outer ground track, thereby enabling the two first rolling assemblies to roll the top of the outer ground track, and then the swing assembly is reset.

[0019] In one or more embodiments of the present application, the two first connecting shafts have a first insertion hole at one end close to each other, and the bottom wall forming the first insertion hole has a first spherical cavity. In addition, the two ends of the second connecting shaft have a second insertion hole, and the bottom wall forming the second insertion hole has a second spherical cavity. The second insertion hole is opposite to the first insertion hole, and each side wall forming the first insertion hole has two oppositely arranged first assembly holes. In addition, each side wall forming the second insertion hole has two oppositely arranged second assembly holes.

[0020] In one or more embodiments of the present application, each of the deflection assemblies includes a third connecting shaft and two first spheres, and the two ends of the third connecting shaft are fixedly connected to the two first spheres respectively, one of the first spheres is placed in the corresponding first ball cavity, and the other first sphere is placed in the corresponding second ball cavity, and the third connecting shaft passes through the first insertion hole and the second insertion hole respectively.

[0021] In one or more embodiments of the present application, each of the deflection assemblies includes two first telescopic assemblies and two second telescopic assemblies, the two first telescopic assemblies are arranged in the corresponding first insertion holes, and the two second telescopic assemblies are arranged in the corresponding second insertion holes, wherein the two first telescopic assemblies and the two second telescopic assemblies are both in contact with the third connecting shaft, and are both configured to reset the third connecting shaft.

[0022] In one or more embodiments of the present application, the third connecting shaft has two oppositely arranged first arc grooves and two oppositely arranged second arc grooves, the two first arc grooves respectively correspond to the two first assembly holes, and the two second arc grooves respectively correspond to the two second assembly holes.

[0023] In one or more embodiments of the present application, each of the first telescopic components includes a first elastic member and a second sphere, one end of the first elastic member is placed in the corresponding first assembly hole, and the other end is fixedly connected to the second sphere, and the first elastic member is placed in the corresponding first arc groove. In addition, each of the second telescopic components includes a second elastic member and a third sphere, one end of the second elastic member is placed in the corresponding second assembly hole, and the other end is fixedly connected to the third sphere, and the third sphere is placed in the corresponding second arc groove.

[0024] In one or more embodiments of the present application, each of the first rolling components includes an assembly and a first roller, both of the assembly components are arranged on the second connecting shaft and are respectively close to the two ends of the second connecting shaft, and the first roller is rotatably arranged on the assembly component.

[0025] In one or more embodiments of the present application, the swing assembly includes a first connecting rod, a second connecting rod and two second rollers, one end of the first connecting rod is fixedly connected to the middle section of the second connecting shaft, and the other end is fixedly connected to the middle section of the second connecting rod, the second connecting rod is arranged horizontally, and the two second rollers are respectively rotatably connected to the two ends of the second connecting rod, and the two second rollers are both located on the upper side of the two first rollers.

[0026] In one or more embodiments of the present application, the full-width electric emergency safety device of type B subway vehicle also includes a second drive assembly, the second drive assembly includes a first gear member, a second gear member and a second drive member, the movable plate has a first mounting groove and a second connecting groove on the side close to the swinging assembly, and the side wall forming the first mounting groove has a third connecting groove, and the two ends of the third connecting groove are respectively connected to the first mounting groove and the second connecting groove, wherein the second drive member is arranged in the first mounting groove, and the first drive member has a rotating shaft, the rotating shaft passes through the third connecting groove and is placed in the second connecting groove, the second gear member is placed in the second connecting groove and is connected to the rotating shaft, and one side of the second gear member is placed outside, in addition, the first gear member is arranged on the second connecting shaft and is close to the first connecting rod, and the first gear member is also meshed with the second gear member.

[0027] In one or more embodiments of the present application, two contact elements are further provided on the side of the movable plate close to the swinging assembly, and the two contact elements respectively correspond to the two first rollers, the first rollers are spaced a predetermined distance from the contact elements, and the two contact elements are also electrically connected to the second driving component, that is, when the second connecting shaft is misaligned, at least one of the first rollers will contact the corresponding contact element, thereby ensuring the operation of the second driving assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] These and / or other aspects and advantages of the present application will become more clear and easier to understand from the following detailed description of the embodiments of the present application in conjunction with the accompanying drawings, in which:

[0029] Figure 1 The figure shows a schematic structural diagram of a full-width electric emergency safety device for a B-type subway vehicle.

[0030] Figure 2 The diagram shows the structure of the climbing cabinet device Figure 1 .

[0031] Figure 3 The diagram shows the structure of the climbing cabinet device Figure 2 .

[0032] Figure 4 Pictured Figure 3 A magnified view of center.

[0033] Figure 5 Pictured Figure 4 Magnified view of B. DETAILED DESCRIPTION

[0034] The terms and words used in the following description and claims are not limited to the literal meanings, but are merely used by the inventor to enable a clear and consistent understanding of the present application. Therefore, it will be apparent to those skilled in the art that the following description of various embodiments of the present application is provided for illustration purposes only and not for the purpose of limiting the present application as defined by the appended claims and their equivalents.

[0035] It is to be understood that the term "one" should be understood as "at least one" or "one or more", that is, in one embodiment, the number of an element may be one, while in another embodiment, the number of the elements may be multiple, and the term "one" should not be understood as a limitation on the quantity.

[0036] Although ordinal numbers such as "first," "second," and the like will be used to describe various components, these are not intended to limit those components. The terms are used solely to distinguish one component from another. For example, a first component could be referred to as a second component, and similarly, a second component could be referred to as a first component without departing from the teachings of the inventive concept. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0037] The terms used herein are for the purpose of describing various embodiments only and are not intended to be limiting. As used herein, the singular is intended to include the plural, unless the context clearly indicates otherwise. It will also be understood that the terms "comprising" and / or "having" when used in this specification specify the presence of a stated feature, number, step, operation, component, element, or combination thereof, and do not preclude the presence or addition of one or more other features, numbers, steps, operations, components, elements, or groups thereof.

[0038] Schematic diagram of full-width electric emergency safety device for Type B subway vehicles

[0039] refer to Figures 1 to 5 According to a preferred embodiment of the present invention, a full-width electric emergency safety device for a type B subway vehicle, it should be noted that, Figure 1The illustrated full-width electric emergency safety device for a Type B subway vehicle includes a fully-opening door leaf 10, a sealed door frame 20, a ramp recovery mechanism 30, and an deployable ramp 40. The fully-opening door leaf 10 is rotatably mounted on the sealed door frame 20, and the ramp recovery mechanism 30 is located inside the fully-opening door leaf 10. The deployable ramp 40 is retractable on the ramp recovery mechanism 30. Furthermore, the deployable ramp 40 can be deployed to a predetermined length and contact the subway's external rails, thereby facilitating the rapid evacuation of passengers. Furthermore, the fully-opening door leaf ensures the integrity of the front window glass, ensuring the transparency and field of view of the driver's cab, and providing a more aesthetically pleasing appearance. It also provides better access to evacuation passage lighting and the collection of vehicle external information, improving evacuation safety and facilitating the rapid evacuation of passengers in an emergency. It should be understood by those skilled in the art that the deployable ramp 40 is deployed at an angle, so that one end of the deployable ramp 40 facing away from the ramp recovery mechanism 30 contacts the track on the ground.

[0040] In addition, a rotating mechanism is provided on the deployable ramp 40 to ensure that the deployable ramp 40 can land on the ground under any circumstances. However, in reality, the rotating mechanism is in place first during the deployment process of the deployable ramp 40, resulting in the front end of the last step pedal 41 being supported on the ground before the deployable ramp 40 is deployed, thus preventing the deployable ramp 40 from being deployed. It should be noted that the deployable ramp 40 includes multiple pedals 41, which are rotatably connected, and the pedal 41 facing away from the ramp recovery mechanism 30 is in contact with the ground track.

[0041] It should be noted that the full-width electric emergency safety device for Type B subway vehicles also includes a track climbing device, which is retractably positioned on the pedal 41 near the ground track. It is worth noting that one end of the pedal 41 near the ground track has a receiving groove 4101, and the bottom wall forming the receiving groove 4101 has a first slide groove 4102, and the track climbing device is slidably positioned within the first slide groove 4102. In other words, the track climbing device can move a predetermined distance toward the receiving groove 4101, so that one end of the track climbing device is positioned outside and in contact with the ground track.

[0042] It should also be noted that one side of the pedal 41 close to the ground track has an assembly groove 4104, and the bottom wall forming the first slide groove 4102 has a first connecting groove 4103, and the first connecting groove 4103 is respectively connected to the first slide groove 4102 and the assembly groove 4104, wherein the full-width electric emergency safety device of type B subway vehicle also includes a first driving component 100, the first driving component 100 is arranged in the assembly groove 4104, and the first driving component 100 has a first telescopic rod on the side close to the first connecting groove 4103, one end of the first telescopic rod is connected to the first driving component 100, and the other end passes through the first connecting groove 4103 and is connected to the climbing rail device, wherein the first driving component 100 is configured to drive the first telescopic rod to extend and retract a predetermined length, so that the climbing rail device connected to the first telescopic rod can move in the first slide groove 4102.

[0043] It should be noted that if the deployable ramp 40 can be deployed effectively, there is no need to start the climbing rail device. If the deployable ramp 40 cannot be deployed effectively, the climbing rail device needs to be started, wherein the deployable ramp 40 is deployed in stages, such as Figure 1 and 2 As shown, the two A-1 steps 41 are first deployed, followed by the two B-1 steps 41. If the A-1 steps 41 are about to contact the ground track during the deployment of the two B-1 steps 41, the track climbing device must be activated. A distance sensor is also provided at the bottom of the step 41 near the ground track. When the distance detected by the distance sensor is less than a predetermined value, the first drive component 100 activates, pushing the end of the track climbing device facing away from the first drive component 100 outward, ensuring that the track climbing device first contacts the ground track, thereby ensuring that the deployable ramp 40 can be effectively deployed.

[0044] It's worth noting that the climbing rail device includes a movable plate 200, one end of which is positioned within the receiving groove 4101 and the other end of which is positioned within the first slide groove 4102 and connected to the first telescopic rod. That is, the first telescopic rod can be extended to a predetermined length so that the end of the movable plate 200 facing away from the first telescopic rod is positioned externally.

[0045] It should be noted that the end of the movable plate 200 facing away from the first telescopic rod further comprises two opposing connecting portions, separated by a predetermined distance. Furthermore, the climbing rail device further comprises two first connecting shafts 61, which are oppositely disposed and positioned between the two first connecting portions. The ends of the two first connecting shafts 61 facing away from each other are fixedly connected to the sides of the two connecting portions that are closer to each other.

[0046] In which, the climbing rail device also includes a second connecting shaft 62, which is located between the two first connecting shafts 61, and the two ends of the second connecting shaft 62 are spaced a predetermined distance from the ends of the two first connecting shafts 61 that are close to each other. It is worth mentioning that the second connecting shaft 62 is configured to be offset from the two first connecting shafts 61 by a predetermined distance, that is, two deflection assemblies 70 are also provided between the two first connecting shafts 61 and the second connecting shaft 62, and the two deflection assemblies 70 are arranged opposite to each other, and the ends of the two deflection assemblies 70 that are away from each other cooperate with the ends of the two first connecting shafts 61 that are close to each other, and at the same time, the ends of the two deflection assemblies 70 that are close to each other cooperate with the two ends of the second connecting shaft 62, wherein when the second connecting shaft 62 is subjected to external force, the two deflection assemblies 70 swing a predetermined distance, so that the second connecting shaft 62 is offset from the first connecting shaft 61 by a predetermined distance.

[0047] The two first connecting shafts 61 have a first insertion hole 6101 at one end close to each other, and the bottom wall of the first insertion hole 6101 has a first ball cavity 6102. In addition, the two ends of the second connecting shaft 62 have a second insertion hole 6201, and the bottom wall of the second insertion hole 6201 has a second ball cavity 6202, and the second insertion hole 6201 is opposite to the first insertion hole 6101. The two ends of the deflection assemblies 70 that are away from each other pass through the corresponding first insertion hole 6101 respectively and are placed in the corresponding first ball cavity 6102. At the same time, the two ends of the deflection assemblies 70 that are close to each other are placed in the two second ball cavities 6202 respectively.

[0048] Furthermore, each side wall forming the first insertion hole 6101 has two oppositely disposed first assembly holes 6103 , and each side wall forming the second insertion hole 6201 has two oppositely disposed second assembly holes 6203 .

[0049] Furthermore, each of the deflection assemblies 70 includes a third connecting shaft 71 and two first spheres 72. The ends of the third connecting shaft 71 are fixedly connected to the two first spheres 72, respectively. One of the first spheres 72 is positioned within the corresponding first sphere cavity 6102, and the other first sphere 72 is positioned within the corresponding second sphere cavity 6202. The third connecting shaft 71 passes through the first insertion hole 6101 and the second insertion hole 6201, respectively. It should be noted that the two first spheres 72 are movable within the first sphere cavity 6102 and the second sphere cavity 6202, respectively. The dimensions of the first insertion hole 6101 and the second insertion hole 6201 are consistent, and the dimensions of the third connecting shaft 71 are smaller than those of the first insertion hole 6101. This provides conditions for the rotation of the two first spheres 72. Specifically, when the third rotation axis is tilted, the wall forming the first insertion hole 6101 or the wall forming the second insertion hole 6201 will not interfere with the third rotation axis. In addition, the same side (bottom or top) of the first ball cavity 6102 and the first insertion hole 6101 are connected to the outside, so that the two first spheres 72 can be assembled in the first ball cavity 6102 and the second ball cavity 6202 respectively. At the same time, the user can use external limiters to block the first ball cavity 6102 and the second ball cavity 6202, thereby limiting the positions of the two first spheres 72.

[0050] In addition, each of the deflection assemblies 70 includes two first telescopic assemblies and two second telescopic assemblies, the two first telescopic assemblies are arranged in the corresponding first insertion holes 6101, and the two second telescopic assemblies are arranged in the corresponding second insertion holes 6201, wherein the two first telescopic assemblies and the two second telescopic assemblies are both in contact with the third connecting shaft 71, and are both configured to reset the third connecting shaft 71.

[0051] It should be noted that the third connecting shaft 71 has two oppositely arranged first arc grooves and two oppositely arranged second arc grooves, the two first arc grooves respectively correspond to the two first assembly holes 6103, and the two second arc grooves respectively correspond to the two second assembly holes 6203.

[0052] Each of the first telescopic components includes a first elastic member 73 and a second sphere 74, one end of the first elastic member 73 is placed in the corresponding first assembly hole 6103, and the other end is fixedly connected to the second sphere 74, and the first elastic member 73 is placed in the corresponding first arc groove. In addition, each of the second telescopic components includes a second elastic member 75 and a third sphere 76, one end of the second elastic member 75 is placed in the corresponding second assembly hole 6203, and the other end is fixedly connected to the third sphere 76, and the third sphere 76 is placed in the corresponding second arc groove, that is, when the third connecting shaft 71 is no longer subjected to external force, the third connecting shaft 71 is reset by the elastic potential energy of the two first elastic members 73 and the two second elastic members 75, and the second connecting shaft 62 is also reset by the force of the third connecting shaft 71.

[0053] It should be noted that two first rolling assemblies 80 are arranged opposite to each other on the second connecting shaft 62, wherein each of the first rolling assemblies 80 includes an assembly part 81 and a first roller 82. The two assembly parts 81 are arranged on the second connecting shaft 62 and are respectively close to the two ends of the second connecting shaft 62, and the first roller 82 is rotatably arranged on the assembly part 81. The connection between the assembly part 81 and the second connecting shaft 62 can be a threaded connection, thereby limiting the position of the assembly part 81. The user then puts the first roller 82 on the assembly part 81 and limits the position of the first roller 82 by using a gasket and a nut. In addition, the user can also set a peripheral side on the assembly part 81 to assemble the first roller 82. Figure 2 、 Figure 4 and Figure 5 As shown, when the two first rollers 82 are in contact with the outer track, the two first rollers 82 are squeezed, so that the second connecting shaft 62 moves away from the outer track by a predetermined distance.

[0054] It should also be noted that the full-width electric emergency safety device of the Type B subway vehicle also includes a swing assembly 90, which is arranged between the two first rolling assemblies 80 and cooperates with the middle section of the second connecting shaft 62, wherein when the second connecting shaft 62 moves a predetermined distance in the direction away from the outer track, the swing assembly 90 swings a predetermined angle to apply a force to the top of the outer track, so that the two first rolling assemblies 80 can roll to the top of the outer track, and then the swing assembly 90 is reset. Specifically, when the two first rolling assemblies 80 contact the side wall of the outer track, the swing assembly 90 will start to operate to ensure that the two first rolling assemblies 80 roll to the top of the outer track, thereby achieving track climbing in this way, so that the deployable ramp 40 of the present invention can be effectively deployed without being stuck by the outer track.

[0055] Furthermore, the swing assembly 90 includes a first connecting rod 91, a second connecting rod 92 and two second rollers 93, one end of the first connecting rod 91 is fixedly connected to the middle section of the second connecting shaft 62, and the other end is fixedly connected to the middle section of the second connecting rod 92, the second connecting rod 92 is arranged horizontally, and the two second rollers 93 are respectively rotatably connected to the two ends of the second connecting rod 92, and the two second rollers 93 are both located on the upper side of the two first rollers 82.

[0056] It should be noted that the full-width electric emergency safety device for type B subway vehicles also includes a second drive assembly 300, which includes a first gear member 3001, a second gear member 3002 and a second drive component 3003. The side of the movable plate 200 close to the swing assembly 90 has a first mounting groove and a second connecting groove, and the side wall forming the first mounting groove has a third connecting groove, and the two ends of the third connecting groove are respectively connected to the first mounting groove and the second connecting groove, wherein the second drive component 3003 is arranged in the first mounting groove, and the first drive component 1 00 has a rotating shaft that passes through the third connecting groove and is placed in the second connecting groove. The second gear member 3002 is placed in the second connecting groove and connected to the rotating shaft. At the same time, one side of the second gear member 3002 is placed on the outside. In addition, the first gear member 3001 is placed on the second connecting shaft 62 and is close to the first connecting rod 91. The first gear member 3001 is also meshed and connected with the second gear member 3002. That is, when the second driving component 3003 is in operation, the second connecting shaft 62 rotates a predetermined distance, thereby causing the swing assembly 90 to swing downward by a predetermined angle. It should also be noted that the two oppositely arranged first assembly holes 6103 can also be implemented as a plurality of first assembly holes 6103 evenly distributed in an annular shape, thereby ensuring that the first telescopic assembly will not be misaligned when the second connecting shaft 62 rotates.

[0057] It is worth noting that two contact elements 400 are further provided on the side of the movable plate 200 near the swing assembly 90. The two contact elements 400 correspond to the two first rollers 82, respectively. The first rollers 82 are separated from the contact elements 400 by a predetermined distance. The two contact elements 400 are also electrically connected to the second drive component 3003. That is, when the second connecting shaft 62 is misaligned, at least one of the first rollers 82 will contact the corresponding contact element, thereby ensuring the operation of the second drive assembly 300. In addition, the first drive component 100 is implemented as a cylinder, and the second drive component 3003 is implemented as a motor.

[0058] It should be noted that a guide assembly is also provided on the top of the pedal 41 close to the ground track, and the pedal 41 close to the ground track has two second mounting grooves arranged opposite to each other, and the guide assembly includes one or two third driving components 4004, and the two third driving components are respectively placed in the two second mounting grooves, and the guide assembly also includes a first guide rod 4001 and a second guide rod 4002, the first guide rod 4001 and the second guide rod 4002 are respectively rotatably connected to the two third driving components 4004, and are respectively arranged in the two second mounting grooves. When the two third driving components 4004 are in operation, the two third driving components 4004 respectively drive the first guide rod 4001 and the second guide rod 4002, so that the first guide rod 4001 and the second guide rod 4002 are both perpendicular to the pedal 41 close to the ground track. In addition, the first guide rod 4001 has a third guide rod on the side close to the second guide rod 4002. The third guide rod is rotatably connected to the first guide rod 4001, and the user can rotate the third guide rod so that the end of the third guide rod facing away from the first guide rod 4001 cooperates with the second guide rod 4002, so that passengers will not evacuate to the end of the deployable ramp 40, but will evacuate to both sides of the guide assembly.

[0059] In summary, the full-width electric emergency safety device for type B subway vehicles based on the embodiment of the present application is explained, which provides the full-width electric emergency safety device for type B subway vehicles with advantages such as an expandable ramp that can climb the track, is not easy to get stuck, and can effectively evacuate passengers to both sides of the ground track.

[0060] It is worth noting that the full-width electric emergency safety device for Type B subway vehicles in the embodiments of this application has a simple structure, does not involve complex manufacturing processes and does not require expensive materials, and is highly economical. Furthermore, for manufacturers, the full-width electric emergency safety device for Type B subway vehicles provided in this application is easy to produce and is low-cost, which is more conducive to controlling production costs and further promoting product promotion and use.

[0061] Those skilled in the art will appreciate that the embodiments of the present invention described above and shown in the accompanying drawings are intended to be illustrative only and are not intended to limit the present invention. The objectives of the present invention have been fully and effectively achieved. The functional and structural principles of the present invention have been demonstrated and explained in the embodiments. Any variations or modifications may be made to the embodiments of the present invention without departing from these principles.

Claims

1. A full-width electric emergency safety device for type B subway vehicles, characterized in that: The full-width electric emergency safety device for Type B subway vehicles includes: A fully open door leaf; a sealed door frame; a ramp recovery mechanism; a deployable ramp, wherein the fully-open door leaf is rotatably mounted on the sealed door frame, and the ramp recovery mechanism is mounted on the inner side of the fully-open door leaf, and the deployable ramp is retractable on the ramp recovery mechanism. Furthermore, the deployable ramp can be deployed to a predetermined length and contact the external ground track of the subway, thereby facilitating rapid evacuation of passengers. The deployable ramp includes a plurality of pedals, the plurality of pedals being rotatably connected, and the pedal facing away from the ramp recovery mechanism contacting the external ground track; and A track climbing device is provided on the pedal away from the ramp recovery mechanism, and the track climbing device includes: A movable plate is movably arranged on the pedal away from the ramp recovery mechanism, and the side of the movable plate away from the ramp recovery mechanism has two oppositely arranged connecting parts, Two first connecting shafts, the two first connecting shafts are arranged opposite to each other and are both placed between the two connecting parts, and the ends of the two first connecting shafts that are away from each other are fixedly connected to the sides of the two connecting parts that are close to each other; a second connecting shaft, the second connecting shaft being located between the two first connecting shafts, and having two ends of the second connecting shaft spaced a predetermined distance from ends of the two first connecting shafts that are close to each other; Two deflection assemblies, the two deflection assemblies are arranged opposite to each other, and the ends of the two deflection assemblies that are away from each other are matched with the ends of the two first connecting shafts that are close to each other, and the ends of the two deflection assemblies that are close to each other are matched with both ends of the second connecting shaft, wherein when the second connecting shaft is subjected to an external force, the two deflection assemblies swing a predetermined distance, thereby causing the second connecting shaft to be misaligned with the first connecting shaft by a predetermined distance; two first rolling assemblies, the two first rolling assemblies being arranged opposite to each other and both being arranged on the second connecting shaft; and a swing assembly disposed between the two first rolling assemblies and cooperating with the middle section of the second connecting shaft, wherein when the second connecting shaft moves a predetermined distance away from the outer ground track, the swing assembly swings a predetermined angle to apply a force to the top of the outer ground track, thereby enabling the two first rolling assemblies to roll the top of the outer ground track, and then the swing assembly is reset.

2. The full-width electric emergency safety device for type B subway vehicles according to claim 1, wherein the ends of the two first connecting shafts that are close to each other each have a first insertion hole, and the bottom wall forming the first insertion hole has a first spherical cavity, and the two ends of the second connecting shaft each have a second insertion hole, and the bottom wall forming the second insertion hole has a second spherical cavity, and the second insertion hole is opposite to the first insertion hole, and each side wall forming the first insertion hole has two oppositely arranged first assembly holes, and each side wall forming the second insertion hole has two oppositely arranged second assembly holes.

3. The full-width electric emergency safety device for type B subway vehicles according to claim 2, wherein each of the yaw assemblies includes a third connecting shaft and two first spheres, the two ends of the third connecting shaft are fixedly connected to the two first spheres, one of the first spheres is placed in the corresponding first spherical cavity, the other first sphere is placed in the corresponding second spherical cavity, and the third connecting shaft passes through the first insertion hole and the second insertion hole respectively.

4. The full-width electric emergency safety device for a Type B subway vehicle according to claim 3, wherein each of the yaw assemblies includes two first telescopic assemblies and two second telescopic assemblies, the two first telescopic assemblies are arranged in the corresponding first insertion holes, and the two second telescopic assemblies are arranged in the corresponding second insertion holes, wherein the two first telescopic assemblies and the two second telescopic assemblies are both in contact with the third connecting shaft and are both configured to reset the third connecting shaft.

5. The full-width electric emergency safety device for a Type B subway vehicle according to claim 4, wherein the third connecting shaft has two oppositely arranged first arcuate grooves and two oppositely arranged second arcuate grooves, the two first arcuate grooves respectively correspond to the two first assembly holes, and the two second arcuate grooves respectively correspond to the two second assembly holes.

6. The full-width electric emergency safety device for type B subway vehicles according to claim 5, wherein each of the first telescopic components includes a first elastic member and a second sphere, one end of the first elastic member is placed in the corresponding first assembly hole, and the other end is fixedly connected to the second sphere, and the first elastic member is placed in the corresponding first arcuate groove; in addition, each of the second telescopic components includes a second elastic member and a third sphere, one end of the second elastic member is placed in the corresponding second assembly hole, and the other end is fixedly connected to the third sphere, and the third sphere is placed in the corresponding second arcuate groove.

7. The full-width electric emergency safety device for a Type B subway vehicle according to claim 6, wherein each of the first rolling assemblies includes an assembly and a first roller, the two assembly members are both arranged on the second connecting shaft and are respectively close to the two ends of the second connecting shaft, and the first roller is rotatably arranged on the assembly member.

8. The full-width electric emergency safety device for type B subway vehicles according to claim 7, wherein the swing assembly includes a first connecting rod, a second connecting rod and two second rollers, one end of the first connecting rod is fixedly connected to the middle section of the second connecting shaft, and the other end is fixedly connected to the middle section of the second connecting rod, the second connecting rod is arranged laterally, and the two second rollers are respectively rotatably connected to the two ends of the second connecting rod, and the two second rollers are both located on the upper side of the two first rollers.

9. The full-width electric emergency safety device for a type B subway vehicle according to claim 8, wherein the full-width electric emergency safety device for a type B subway vehicle further includes a second drive assembly, the second drive assembly includes a first gear member, a second gear member and a second drive member, the movable plate has a first mounting groove and a second communicating groove on one side close to the swing assembly, and the side wall forming the first mounting groove has a third communicating groove, the two ends of the third communicating groove are respectively connected to the first mounting groove and the second communicating groove, wherein the second drive member is arranged in the first mounting groove, and the second drive member has a rotating shaft, the rotating shaft passes through the third communicating groove and is placed in the second communicating groove, the second gear member is placed in the second communicating groove and is connected to the rotating shaft, and at the same time, one side of the second gear member is placed outside, and the first gear member is arranged on the second connecting shaft and is close to the first connecting rod, and the first gear member is also meshed with the second gear member.

10. The full-width electric emergency safety device for type B subway vehicles according to claim 9, wherein two contact elements are further provided on a side of the movable plate close to the swing assembly, the two contact elements respectively corresponding to the two first rollers, the first rollers and the contact elements are spaced a predetermined distance apart, and the two contact elements are also electrically connected to the second drive component, wherein when the second connecting shaft is misaligned, at least one of the first rollers will contact the corresponding contact element, thereby ensuring the operation of the second drive assembly.

Images