Full-automatic driving a-type vehicle pneumatic emergency safety device

Abstract

The application provides a full-automatic driving A-type vehicle pneumatic emergency safety device and belongs to the technical field of rail transit. The control cabinet comprises two groups of vertical skeletons, the vertical skeletons have stands arranged in two sections and sliding on guide sliding blocks, the two sections of the stand are hingedly connected, the bottom end of the stand is connected with a traction steel wire and is wound on a retractable steel wire roller, when evacuating, the lower section of the stand of the control cabinet moves downward along the guide sliding block and is separated from the guide sliding block, the retractable steel wire roller and the traction steel wire pull the lower end of the stand to deflect, then the upper section of the stand moves downward along the guide sliding block so that the top surface of the control cabinet is flush with the vehicle floor, the hiding of the control cabinet is realized under the condition that the space at the bottom of the vehicle is limited, an auxiliary folding ramp is arranged on the vehicle floor and at the side of the control cabinet close to the vehicle head, so that the driver and the passenger in the vehicle head can cross the control cabinet and evacuate through the auxiliary folding ramp, the evacuation congestion problem is avoided, and the safety of the vehicle is higher.

Description

Technical Field

[0001] This invention relates to the technical field of rail transit, specifically to a pneumatic emergency safety device for a fully automated Type A vehicle. Background Technology

[0002] With the development of remote control technology and the diversification of people's travel methods, the application of fully automated driving rail trains is becoming more and more widespread. Moreover, for large and medium-sized cities, where people have greater travel needs, they usually configure Type A vehicles with larger passenger capacity and wider body width. Therefore, fully automated Type A vehicles are increasingly favored by the market.

[0003] Currently, most fully automated driving trains on the market have emergency safety devices installed at both ends of the train. These devices include fully openable doors, evacuation ramps, and door opening mechanisms. The door opening mechanisms and evacuation ramps are mounted on the vehicle floor. The fully openable doors are hinged to the body crossbeams, and the door opening mechanism selectively operates on them. In an emergency, the driver and passengers can open the fully open doors via the door opening mechanism, causing them to flip upwards and open the train. Simultaneously, the evacuation ramp automatically deploys and contacts the track sleepers, allowing the driver and passengers to evacuate quickly. However, in existing fully automated driving Type A trains, the control cabinet, door opening mechanism, and evacuation ramp are arranged side-by-side along the width of the train floor. Due to the large space occupied by the control cabinet, the width of the existing evacuation ramps is relatively small, typically only wide enough for one person to pass through. This can lead to evacuation congestion and fails to meet the design requirements for rapid evacuation in emergencies, posing a significant safety hazard that requires industry research and solutions. Summary of the Invention

[0004] To address the aforementioned problems in existing technologies, this invention aims to provide a pneumatic emergency safety device for fully automated Type A vehicles. This device allows for the liftable installation of a control cabinet, located next to the door opening mechanism, onto the vehicle floor. Simultaneously, a clearance space is provided at the bottom of the vehicle floor, enabling the control cabinet to be concealed under the floor when the user opens the fully extended door, thus avoiding obstruction of the front-end space. Furthermore, an auxiliary folding ramp is located on the vehicle floor, in front of the control cabinet near the front of the vehicle. This allows drivers and passengers to evacuate via the area where the control cabinet was originally located, preventing evacuation congestion, improving evacuation efficiency, better meeting the design requirements for rapid evacuation in emergency situations, and enhancing vehicle safety performance.

[0005] The specific technical solution is as follows:

[0006] The pneumatic emergency safety device for a fully automated Type A vehicle includes a fully openable door, a door opening mechanism, and an evacuation ramp. The top of the fully openable door is hinged to the vehicle body crossbeam. The door opening mechanism and the evacuation ramp are mounted side-by-side on the vehicle floor. A control cabinet is located on the vehicle floor, on the side of the door opening mechanism facing away from the evacuation ramp. It also includes an auxiliary folding ramp, mounted on the vehicle floor and located on the side of the control cabinet closest to the front of the vehicle. The control cabinet includes a vertical frame, a transverse mounting bracket, a top cover, and side panels. Two sets of vertical frames are arranged at intervals along the length of the vehicle. Each set of vertical frames includes several uprights, and a transverse mounting bracket is provided between adjacent uprights in the same set. The electrical components inside the control cabinet are mounted on the horizontal mounting frame. Each upright is arranged in two sections, with a hinge between the two sections of the same upright. Each set of vertical frames is covered with a side plate, and the top of both sets of vertical frames is covered with a top cover plate. A sinking structure is installed on the two outermost uprights in each set of vertical frames. The sinking structure includes a guide slider, a traction steel wire, and a take-up and release steel wire roller. The guide slider has a guide groove along the vertical direction and is fixed to the vehicle floor. The upright slides in the guide groove, and a traction steel wire is connected to the bottom of the upright. At the same time, a take-up and release steel wire roller is set at the bottom of the vehicle floor, and the other end of the traction steel wire is wound around the take-up and release steel wire roller.

[0007] The aforementioned pneumatic emergency safety device for fully automated Type A vehicles includes an upper rod and a lower rod. The lower end of the upper rod is hinged to the upper end of the lower rod. The upper end of the lower rod extends a certain distance toward one end of the upper rod to form a limiting part on one side of the upper rod. When the upper rod and the lower rod are arranged in the same direction, the lower end of the upper rod is attached to the limiting part.

[0008] In the aforementioned pneumatic emergency safety device for fully automated Type A vehicles, the limiting parts on the two sets of vertical frames are located on opposite sides of the two sets of vertical frames.

[0009] In the aforementioned pneumatic emergency safety device for fully automated Type A vehicles, the upper and lower rods are staggered within the same frame. The guide groove on the guide slider has an opening on one side, with the opening facing the direction of the horizontal mounting bracket connected to the frame. A partition protruding into the groove is provided in the middle of the side of the guide groove away from the opening, dividing the guide groove into a first slide groove and a second slide groove. Vertically, the lower and upper rods slide within the first and second slide grooves, respectively.

[0010] The aforementioned pneumatic emergency safety device for fully automated Type A vehicles also includes a brake. Each guide slider is equipped with a brake, which is located on the side of the guide groove away from the opening. The brake includes a telescopic actuator, a push plate, and friction pads. The telescopic actuator is fixedly installed on the bottom of the guide slider or the vehicle floor. The telescopic shaft of the telescopic actuator is arranged facing the guide groove. A push plate is installed on the telescopic shaft of the telescopic actuator, and two friction pads corresponding to the first and second slide grooves are installed on the push plate.

[0011] In the aforementioned pneumatic emergency safety device for fully automated Type A vehicles, the tops of the two sets of vertical frames are connected to the top cover plate by welding or hinge.

[0012] The aforementioned pneumatic emergency safety device for fully automated Type A vehicles includes a take-up and release wire roller with a built-in rotary driver, which drives the take-up and release wire roller to rotate in both directions.

[0013] The aforementioned pneumatic emergency safety device for fully automated Type A vehicles also includes a lifting structure, which comprises a pulley and a cable. The pulley is mounted on the vehicle body crossbeam, and the middle of the cable is wound around the pulley. One end of the cable is equipped with a hook, and the top of the control cabinet is equipped with a recessed hook hole. The hook can selectively connect to the hook hole. The other end of the cable is rolled up and hidden inside the roof sheet metal, and the roof sheet metal is provided with an opening with a door that corresponds to the rolled-up end of the cable.

[0014] The aforementioned pneumatic emergency safety device for fully automated Type A vehicles includes a fully open door panel comprising a door body, a flip hinge, and a linear telescopic device. Flip hinges are installed on the crossbeams of the vehicle's front end, and the top of the door body is mounted on the flip hinges. One end of the linear telescopic device is hinged to the side of the vehicle's front frame, and the other end of the linear telescopic device is hinged to the corresponding side of the door body.

[0015] The aforementioned pneumatic emergency safety device for fully automated Type A vehicles includes a door opening mechanism comprising a vertical frame, a support rod, a pneumatic telescopic cylinder, a retractor, and a pull rope. The bottom of the vertical frame is fixedly installed on the vehicle floor. One end of the support rod is hinged to the upper end of the vertical frame, and the other end of the support rod extends toward the door. The two ends of the pneumatic telescopic cylinder are respectively hinged to the lower part of the vertical frame and the middle part of the support rod. The retractor is located on the side of the vertical frame. One end of the pull rope is wound onto the retractor, and the other end is connected to the bottom of the door.

[0016] The positive effects of the above technical solution are:

[0017] The aforementioned pneumatic emergency safety device for fully automated Type A vehicles involves mounting an evacuation ramp, door opening mechanism, and control cabinet side-by-side on the vehicle floor. The control cabinet includes two vertical frames, each with a two-section upright that slides on guide sliders mounted on the vehicle floor. The two sections of the upright are hinged together. A traction wire is connected to the bottom of the upright and wound onto a take-up / release wire roller. When the user opens the fully open door, the lower section of the control cabinet's upright moves down along the guide slider until it disengages from the guide slider. The take-up / release wire roller and the traction wire then pull the lower end of the upright. The control cabinet is deflected, and then the upper part of the stand moves down along the guide slider, so that the top surface of the control cabinet is flush with the vehicle floor. This achieves the concealment of the control cabinet under the vehicle floor in the case of limited space at the bottom of the vehicle, avoiding the problem of the control cabinet obstructing the space at the front of the vehicle. At the same time, an auxiliary folding ramp is set on the vehicle floor and on the side of the control cabinet near the front of the vehicle, so that the driver and passengers in the front of the vehicle can step over the control cabinet and evacuate through the auxiliary folding ramp, thereby avoiding the problem of evacuation congestion, improving evacuation efficiency, better meeting the design requirements of rapid evacuation in emergency situations, and making the vehicle safer. Attached Figure Description

[0018] Figure 1 This is a structural diagram of an embodiment of the pneumatic emergency safety device for fully automated driving type A vehicles of the present invention;

[0019] Figure 2 This is an initial state diagram of the control cabinet according to a preferred embodiment of the present invention;

[0020] Figure 3 This is an initial state diagram of the control cabinet in a preferred embodiment of the present invention when it is lowered to a certain extent;

[0021] Figure 4 This is a diagram showing the final state of the control cabinet after it has sunk a certain distance according to a preferred embodiment of the present invention.

[0022] Figure 5 This is a diagram showing the control cabinet after it has been fully lowered according to a preferred embodiment of the present invention.

[0023] Figure 6 This is a schematic diagram of the installation of a set of vertical frames and guide sliders according to a preferred embodiment of the present invention;

[0024] Figure 7 This is a structural diagram of a guide slider according to a preferred embodiment of the present invention;

[0025] Figure 8 This is a structural diagram of the door opening mechanism according to a preferred embodiment of the present invention.

[0026] In the attached diagram: 1. Fully open door leaf; 11. Door body; 12. Flip hinge; 13. Linear telescopic device; 2. Door opening mechanism; 21. Vertical frame; 22. Support rod; 23. Pneumatic telescopic cylinder; 24. Retractor; 3. Evacuation ramp; 31. Bracket; 32. Linkage rod; 33. Step; 34. Deployment actuator; 4. Control cabinet; 41. Vertical frame; 42. Horizontal mounting bracket; 43. Top cover plate; 44. Electrical components; 45. Recessed structure; 46. Hook hole ; 411, upright; 451, guide slider; 452, traction wire; 453, take-up and release wire roller; 454, brake; 4111, hinge; 4112, upper rod; 4113, lower rod; 4114, limiting part; 4511, partition; 4512, first slide rail; 4513, second slide rail; 4541, telescopic actuator; 4542, push plate; 4543, friction plate; 5, auxiliary folding ramp; 6, vehicle floor; 7, roller. Detailed Implementation

[0027] To make the technical means, creative features, objectives, and effects of this invention easier to understand, the following embodiments are provided in conjunction with the appendix. Figure 1 To be continued Figure 8 The technical solutions provided by this invention are described in detail, but the following content is not intended to limit this invention.

[0028] Figure 1 This is a structural diagram of an embodiment of the pneumatic emergency safety device for fully automated driving type A vehicles of the present invention; Figure 2 This is an initial state diagram of the control cabinet according to a preferred embodiment of the present invention; Figure 3 This is an initial state diagram of the control cabinet in a preferred embodiment of the present invention when it is lowered to a certain extent; Figure 4 This is a diagram showing the final state of the control cabinet after it has sunk a certain distance according to a preferred embodiment of the present invention. Figure 5 This is a diagram showing the control cabinet after it has been fully lowered according to a preferred embodiment of the present invention. Figures 1 to 5 As shown, the pneumatic emergency safety device for a fully automated Type A vehicle provided in this embodiment includes: a fully open door 1, a door opening mechanism 2, an evacuation ramp 3, a control cabinet 4, and an auxiliary folding ramp 5.

[0029] Specifically, the top of the fully open door 1 is hinged to the vehicle body crossbeam, allowing the fully open door 1 to flip upwards, thus opening the front of the vehicle and providing conditions for the subsequent deployment of the evacuation ramp 3 and the auxiliary folding ramp 5. Preferably, the auxiliary folding ramp 5 is installed on the vehicle floor 6 and located on the side of the control cabinet 4 near the front of the vehicle. The auxiliary folding ramp 5 and the evacuation ramp 3 have the same structure, differing only in length and / or width. In this case, the door opening mechanism 2 and the evacuation ramp 3 are installed side by side on the vehicle floor 6. At the same time, the control cabinet 4 is located on the vehicle floor 6 on the side of the door opening mechanism 2 away from the evacuation ramp 3. That is, along the width direction of the vehicle, the evacuation ramp 3, the door opening mechanism 2, and the auxiliary folding ramp 5 are arranged sequentially, thereby facilitating the rapid evacuation of drivers and passengers via the evacuation ramp 3 and the auxiliary folding ramp 5.

[0030] More specifically, the control cabinet 4 includes a vertical frame 41, a horizontal mounting bracket 42, a top cover plate 43, and side plates. Two sets of vertical frames 41 are provided, spaced apart along the length of the vehicle. Each set of vertical frames 41 includes several vertically arranged, spaced apart, uprights 411. These uprights 411 are arranged along the width of the vehicle. A horizontal mounting bracket 42 is provided between adjacent uprights 411 in the same set of vertical frames 41. The horizontal mounting bracket 42, combined with the uprights 411, forms a frame structure. This allows the electrical components 44 used for control to be installed in the control cabinet 4, mounted on the horizontal mounting bracket 42. Furthermore, each electrical component 44 is connected to only one set of vertical frames 41. This ensures that when the control cabinet 4 is lowered, the deformation of the two sets of vertical frames 41 will not affect the normal operation of the electrical components 44, providing conditions for the subsequent reset and use of the control cabinet 4. Furthermore, each upright frame 411 is arranged in two sections, and a hinge 4111 is provided between the two sections of the same upright frame 411, allowing the middle of the upright frame 411 to be folded. This allows the upright frame 411 to be lowered a certain distance before bending it, and then fully lowered when the control cabinet 4 is lowered. This avoids the problem of needing a large height space below the vehicle floor 6 to lower the entire upright frame 411 at once. In other words, it achieves the concealment of the tall control cabinet 4 under the vehicle floor 6 with a smaller footprint, better meeting the needs of the limited space under the vehicle floor 6. In addition, each set of vertical frames 41 is covered with side panels, that is, the opposite side of the two vertical frames 41 is covered by side panels, which provides better concealment and protection and is more aesthetically pleasing. It is worth noting that the ends of the two vertical frames 41 and the parts located between the two vertical frames 41 correspond to the side wall of the vehicle compartment and the door opening mechanism 2, so no additional covering structure is required. Meanwhile, a top cover plate 43 is placed on top of the two sets of vertical frames 41 and between them, covering the space between the tops of the two sets of vertical frames 41. This top cover plate 43 also covers the holes on the vehicle floor 6 used for lowering the control cabinet 4 after it is lowered, facilitating the evacuation of the driver and passengers. Furthermore, the side panels are arranged in two sections, with each section of the upright 411 corresponding to a section of the side panel, allowing the side panels to accommodate the folding of the two sections of the upright 411.

[0031] Furthermore, a sinking structure 45 is installed on the two outermost uprights 411 in each set of vertical frames 41. The sinking structure 45 includes a guide slider 451, a traction steel wire 452, and a take-up and release steel wire roller 453. A guide groove is opened on the guide slider 451 along the vertical direction, and the guide slider 451 is fixed on the vehicle floor 6. At the same time, the corresponding upright 411 is slidably placed in the guide groove. The guide groove provides guidance for the vertical sliding of the upright 411, which improves the stability of the control cabinet 4 installed on the vehicle floor 6. Furthermore, a traction steel wire 452 is connected to the bottom end of the upright frame 411, that is, the bottom end of the lower section of the upright frame 411 is connected to the traction steel wire 452. At the same time, a take-up and release steel wire roller 453 is provided at the bottom of the vehicle floor 6, and the other end of the traction steel wire 452 is wound around the take-up and release steel wire roller 453. When the control cabinet 4 sinks, in the initial state, the traction steel wire 452 can be slowly released by the slow rotation of the take-up and release steel wire roller 453, so that the upright frame 411 of the control cabinet 4 can slowly move down along the guide groove. When the top of the lower end of the upright frame 411 has completely slid out of the guide groove of the guide slider 451, the take-up and release steel wire roller 453 can be rotated quickly in the opposite direction to release the traction steel wire 452. Pulling the lower section of the upright 411 allows for rapid flipping, thus folding the upright 411 and preventing its lower end from excessively occupying space under the vehicle floor 6. Subsequently, the upper section of the upright 411 is slowly lowered by gradually releasing the traction wire 452. This allows the tall control cabinet 4 to be hidden under the vehicle floor 6, given the limited space. After the control cabinet 4 is hidden, the auxiliary folding ramp 5 unfolds, allowing drivers and passengers to evacuate across the area where the control cabinet 4 was originally located. This avoids the control cabinet 4 obstructing evacuation, resulting in higher evacuation efficiency and greater vehicle safety.

[0032] More specifically, each upright 411 includes an upper rod 4112 and a lower rod 4113. At this time, the lower end of the upper rod 4112 is hinged to the upper end of the lower rod 4113, so that the lower rod 4113 can be folded on the upper rod 4112. Furthermore, the upper end of the lower rod 4113 extends a certain distance toward one end of the upper rod 4112, and a limiting part 4114 is formed on one side of the lower end of the upper rod 4112 through the upward extension of the upper end of the lower rod 4113. When the upper rod 4112 and the lower rod 4113 are arranged in the same direction, that is, when the lower rod 4113 is not folded relative to the upper rod 4112, the lower end of the upper rod 4112 is attached to the limiting part 4114. In other words, the limiting part 4114 prevents the upper rod 4112 and the lower rod 4113 from flipping over each other, thus providing the condition for the control cabinet 4 to maintain a stable state under normal circumstances.

[0033] More specifically, in the two sets of vertical frames 41, the limiting parts 4114 on the uprights 411 are respectively located on opposite sides of the two sets of vertical frames 41. This allows the limiting part 4114 on one upright to prevent the upper rod 4112 of the other upright from folding relative to the lower rod 4113. As a result, the two uprights 411 can respectively provide limiting for the folding of the two sides of the control cabinet 4, effectively preventing the uprights 411 of the control cabinet 4 from bending under normal circumstances. The structural design is more reasonable.

[0034] Figure 6 This is a schematic diagram of the installation of a set of vertical frames and guide sliders according to a preferred embodiment of the present invention; Figure 7 This is a structural diagram of a guide slider according to a preferred embodiment of the present invention. Figure 6 and Figure 7 As shown, in the same upright 411, the upper rod 4112 and the lower rod 4113 are staggered and positioned one in front of the other along the length of the vehicle. This allows the limiting part 4114 on the lower rod 4113 to be positioned in front of or behind the upper rod 4112 in the direction the vehicle is moving, thus limiting the upper rod 4112 in the direction it may flip, effectively maintaining the structural stability of the control cabinet 4 under normal conditions. Furthermore, the guide groove on the guide slider 451 has an opening on one side. The opening of the guide groove faces the direction in which the upright 411 connects to the horizontal mounting bracket 42. That is, the opening of the guide groove corresponds to the side of the upright 411 where the horizontal mounting bracket 42 is connected. This allows the opening of the guide groove to provide clearance for the horizontal mounting bracket 42 as it slides within the guide groove, thus maintaining the normal sliding of the upright 411 within the guide groove. Meanwhile, a partition 4511 protruding into the groove is provided on the middle groove wall on the side opposite to the outlet of the guide groove. At this time, the partition 4511 divides the guide groove into a first sliding groove 4512 and a second sliding groove 4513, ensuring that the first sliding groove 4512 and the second sliding groove 4513 are separated by the partition 4511. In the vertical direction, the lower rod 4113 and the upper rod 4112 are respectively slidably disposed in the first sliding groove 4512 and the second sliding groove 4513. That is, the first sliding groove 4512 and the second sliding groove 4513 provide guidance for the sliding of the lower rod 4113 and the upper rod 4112, respectively. Preferably, the length of the partition 4511 is less than the width of the first slide groove 4512 and the second slide groove 4513, which avoids the partition 4511 from being completely separated and maintains the partial connection between the first slide groove 4512 and the second slide groove 4513 to provide conditions for the passage of the hinge 4111 between the upper rod 4112 and the lower rod 4113.

[0035] More specifically, each guide slider 451 is equipped with a brake 454. At this time, the brake 454 is located on the side of the guide groove away from the opening, which prevents the arrangement of the brake 454 from interfering with the subsequent horizontal mounting bracket 42 sliding in the guide groove along with the upright bracket 411. In addition, the brake 454 includes a telescopic actuator 4541, a push plate 4542, and friction plates 4543. The telescopic actuator 4541 is fixedly installed on the bottom of the guide slider 451 or the vehicle floor 6, achieving stable installation of the telescopic actuator 4541 on the vehicle. At the same time, the telescopic shaft of the telescopic actuator 4541 is arranged towards the guide groove, so that the telescopic shaft of the telescopic actuator 4541 can extend into the guide groove. Furthermore, a push plate 4542 is installed on the telescopic shaft of the telescopic actuator 4541, and two friction plates 4543 are installed on the push plate 4542, respectively corresponding to the first slide groove 4512 and the second slide groove 4513. This allows the friction plates 4543 to pass through the push plate 4542 when the telescopic shaft of the telescopic actuator 4541 extends into the guide groove. 2. The two friction plates 4543 are driven to contact the lower rod 4113 and the upper rod 4112 located in the first slide groove 4512 and the second slide groove 4513. Under normal driving conditions, the upright 411 can be restricted in the guide groove, so that the upright 411 remains stationary relative to the guide slider 451, thereby maintaining the stability of the control cabinet 4 under normal use. When the control cabinet 4 needs to be lowered, the telescopic shaft of the telescopic driver 4541 can be controlled to slowly retract, reducing the friction force applied to the upright 411 by the friction plates 4543, so that the upright 411 can descend slightly and slowly, thereby realizing the slow descent of the control cabinet 4. This avoids the problem that the electrical components 44 inside the control cabinet 4 are easily dislodged under inertia due to rapid descent, thus ensuring higher safety.

[0036] More specifically, the tops of the two sets of vertical frames 41 are connected to the top cover plate 43 by welding or hinge. Preferably, the top cover plate 43 is connected to the tops of the two sets of vertical frames 41 by welding, which improves the connection stability between the top cover plate 43 and the tops of the two sets of vertical frames 41. This makes the top cover plate 43 more stable and safer when it is used as a load-bearing plate for drivers and passengers to pass through after the control cabinet 4 is lowered so that it is flush with the vehicle floor 6. The structural design is more reasonable.

[0037] More specifically, the take-up and release wire roller 453 is equipped with a rotary driver, which drives the take-up and release wire roller 453 to rotate in both directions. That is, when the control cabinet 4 initially sinks, the rotary driver can drive the take-up and release wire roller 453 to rotate, realizing the wire release operation of the traction wire 452, which meets the requirement that the lower rod 4113 of the support frame 411 can move down normally. After the top of the lower rod 4113 is disengaged from the guide groove, that is, after the limiting part 4114 at the upper end of the lower rod 4113 is disengaged from the first slide groove 4512, the rotary driver drives the take-up and release wire roller 453 to rotate in the opposite direction, realizing the recovery of the traction wire 452, thereby pulling the lower rod 4113 to fold relative to the upper rod 4112, avoiding the problem of the lower rod 4113 occupying too much space at the bottom of the vehicle floor 6, thus providing space for the further downward movement of the upper rod 4112, and the structural design is more reasonable.

[0038] More specifically, the pneumatic emergency safety device also has a lifting structure, which includes a pulley and a cable. The pulley is mounted on the vehicle body crossbeam, achieving stable installation above the control cabinet 4. Simultaneously, the middle of the cable is wound around the pulley, with a hook at one end. A recessed hook hole 46 is provided on the top of the control cabinet 4. The hook can selectively connect to the hook hole 46. That is, when the lowered control cabinet 4 needs to be reset, the operator can pull down the cable to hook the hook into the hook hole 46, achieving a quick connection between the cable and the control cabinet 4. Meanwhile, the other end of the cable is rolled up and hidden inside the roof panel. A window with an opening and closing door, corresponding to the rolled-up end of the cable, is provided on the roof panel to further conceal the cable and improve aesthetics. When the lowered control cabinet 4 needs to be reset, the operator can open the opening and closing door of the window and apply an upward pulling force to the control cabinet 4 by pulling the cable and pulley hook. At this time, the wire reel roller 453 releases the traction wire 452 and pushes it in the opposite direction. The lower rod 4113 is reset, so that it is reset not only by its own weight, but also by being pushed reset by the traction wire 452. This avoids the problem that the upper end of the lower rod 4113 cannot be completely aligned with the bottom opening of the first slide groove 4512 after the center of gravity of the lower rod 4113 is slightly shifted. This ensures that the lower rod 4113 can accurately enter the first slide groove 4512 when it rises later. At this time, the control cabinet 4 is pulled up by the cable and locked by the brake 454 after it is fully reset.

[0039] It is worth noting that a roller 7 is provided at the upper end of each lower rod 4113, on the side opposite to the side connected to the upper rod 4112. That is, a roller 7 is provided at the edge of the limiting part 4114 on the side opposite to the side abutting against the upper rod 4112. At the same time, the edge of the bottom groove of the first slide groove 4512 is flared, so that when the upper end of the lower rod 4113 needs to be reset and enter the first slide groove 4512, even if the lower rod 4113 is slightly tilted, the upper end of the lower rod 4113 can be guided smoothly into the first slide groove 4512 by the roller 7 and the flared edge, ensuring that the control cabinet 4 can be reset smoothly.

[0040] More specifically, the fully open door 1 includes a door body 11, a flip hinge 12, and a linear telescopic device 13. In this case, flip hinges 12 are installed on the crossbeam of the vehicle's front end, and the top of the door body 11 is mounted on the flip hinges 12. This achieves the mounting of the door body 11 on the crossbeam through the flip hinges 12, and also provides the conditions for the door body 11 to flip upwards. Furthermore, one end of the linear telescopic device 13 is hinged to the side of the vehicle's front frame, and the other end of the linear telescopic device 13 is hinged to the corresponding side of the door body 11. Preferably, the linear telescopic device 13 is an air spring, meaning that after the door body 11 flips to a certain angle, the linear telescopic device 13 can push the door body 11 open, meeting the usage requirement of opening the front of the vehicle.

[0041] Figure 8 This is a structural diagram of a door opening mechanism according to a preferred embodiment of the present invention. Figure 1 and Figure 8 As shown, the door opening mechanism 2, installed on the vehicle floor 6, includes a vertical frame 21, a support rod 22, a pneumatic telescopic cylinder 23, a retractor 24, and a pull rope. The bottom of the vertical frame 21 is fixedly installed on the vehicle floor 6, and one end of the support rod 22 is hinged to the upper end of the vertical frame 21. The other end of the support rod 22 extends towards the door body 11, providing conditions for the support rod 22 to contact and push the door body 11 to open at a predetermined angle. Simultaneously, both ends of the pneumatic telescopic cylinder 23 are hinged to the lower part of the vertical frame 21 and the middle part of the support rod 22, respectively. That is, the extension and retraction of the pneumatic telescopic cylinder 23 drives the support rod 22 to rotate on the vertical frame 21, thereby opening the door body 11 and facilitating its closing after it moves away from the door body 11. Furthermore, the retractor 24 is placed on the side of the vertical frame 21, and one end of the pull rope is wound onto the retractor 24, while the other end is connected to the bottom of the door 11. This allows the operator to pull down the pull rope to close the door 11 after it has been flipped up.

[0042] More specifically, the evacuation ramp 3 is installed on the vehicle floor 6 at the front of the vehicle and located next to the door opening mechanism 2. The evacuation ramp 3 includes a support 31, a connecting rod 32, a pedal 33, and a deployment actuator 34. The support 31 is fixed to the vehicle floor 6, and the middle parts of the connecting rod 32 and the pedal 33 are hinged together to form a scissor lift structure. Both ends of one end of the scissor lift structure are hinged to the support 31, and both ends of the deployment actuator 34 are hinged to adjacent pedals 33. That is, after removing the restriction on the evacuation ramp 3, the deployment actuator 34 extends, driving the connecting rod 32 and the pedal 33 to deflect, thereby unfolding the evacuation ramp 3 to meet the automatic unfolding requirement. Preferably, the deployment actuator 34 is also an air spring, which can operate without external drive during use, providing higher safety. It is worth noting that since the folding evacuation ramp 3 is a commonly used structure in the field of safe evacuation, its specific structure will not be described in detail here.

[0043] More specifically, a sliding base plate is provided at the bottom of the vehicle floor 6, below the evacuation ramp 3 and the door opening mechanism 2. The sliding base plate slides along the width direction of the vehicle. Furthermore, a slide rail is provided at the bottom of the vehicle floor 6, with one end extending to the edge of the hole for the control cabinet 4 to sink. The sliding base plate slides on the slide rail. At the same time, a rack arranged along the width direction of the vehicle is installed on the sliding base plate. A rotary motor is installed on the vehicle floor 6, and a gear is installed on the drive shaft of the rotary motor and meshes with the rack. The width of the sliding base plate is less than the interval between the two sets of vertical frames 41. When the vehicle is in normal operation, the rotary motor sends the sliding base plate along the width direction of the vehicle to the space between the two vertical frames 41 through the gear and rack, thereby covering the bottom of the control cabinet 4 and providing better protection. When the control cabinet 4 needs to be sinked, the rotary motor uses the gear and rack to push the sliding base plate out from the bottom of the control cabinet 4 toward the side below the evacuation platform, thereby avoiding the problem of the sliding base plate blocking the sinking of the control cabinet 4. The structural design is more reasonable. In addition, a limiting block is provided at the bottom of the vehicle floor 6 on the side away from the evacuation ramp 3. When the side sliding base plate moves to the bottom of the control cabinet 4, one end of the side sliding base plate is inserted into the limiting block, so that both ends of the side sliding base plate are supported by the limiting block and gears, thereby improving the stability of the side sliding base plate installation.

[0044] The pneumatic emergency safety device for a fully automated Type A vehicle provided in this embodiment includes a fully open door 1, a door opening mechanism 2, an evacuation ramp 3, a control cabinet 4, and an auxiliary folding ramp 5. The evacuation ramp 3, door opening mechanism 2, and control cabinet 4 are installed side-by-side on the vehicle floor 6. The control cabinet 4 includes two sets of vertical frames 41. Each vertical frame 41 has a two-section upright 411 that slides on a guide slider 451. The two sections of the upright 411 are connected by a hinge 4111. A traction steel wire 452 is connected to the bottom end of the upright 411 and wound onto a take-up / release steel wire roller 453. During evacuation, the fully open door 1 is opened via the door opening mechanism 2, the evacuation ramp 3 pops out, and the lower part of the upright 411 of the control cabinet 4... A section moves down along the guide slider 451 and disengages from the guide slider 451. The lower end of the upright 411 is deflected by the retracting steel wire roller 453 and the traction steel wire 452. Then, the upper part of the upright 411 of the control cabinet 4 moves down along the guide slider 451 so that the top surface of the control cabinet 4 is flush with the vehicle floor 6. The control cabinet 4 is hidden in the limited space under the vehicle. An auxiliary folding ramp 5 is also provided on the vehicle floor 6 and on the side of the control cabinet 4 near the front of the vehicle. This allows the driver and passengers in the front of the vehicle to cross the control cabinet 4 and then evacuate through the auxiliary folding ramp 5, avoiding the problem of evacuation congestion. The evacuation efficiency is higher and it is more in line with the design requirements for rapid evacuation in emergency situations, thus improving vehicle safety.

[0045] The above are merely preferred embodiments of the present invention and are not intended to limit the implementation methods and protection scope of the present invention. Those skilled in the art should recognize that any equivalent substitutions and obvious changes made based on the description and illustrations of the present invention should be included within the protection scope of the present invention.

Claims

1. A full-automatic driving A-type vehicle pneumatic emergency safety device, comprising a full-open door leaf, a door opening mechanism and an evacuation ramp, the top of the full-open door leaf is hinged to a vehicle body beam, the door opening mechanism and the evacuation ramp are installed side by side on a vehicle floor, and a control cabinet is arranged on the vehicle floor and located on the side of the door opening mechanism away from the evacuation ramp, characterized in that, The auxiliary folding ramp is installed on the vehicle floor and located at the side of the control cabinet close to the vehicle head, and the control cabinet comprises vertical frames, transversely arranged racks, a top cover plate and side plates, the vertical frames are provided in two groups and arranged at intervals along the length direction of the vehicle, each group of the vertical frames comprises a plurality of vertical racks, the transversely arranged racks are arranged between adjacent vertical racks in the same group, the electrical elements in the control cabinet are installed on the transversely arranged racks, each vertical rack is arranged in two sections, a hinge is arranged between the two sections of the same vertical rack, the side plates are arranged on each group of the vertical frames, and the top of the two groups of the vertical frames is covered with the top cover plate, a sunken structure is installed on the two outermost vertical racks in each group of the vertical frames, the sunken structure comprises a guide sliding block, a traction steel wire and a steel wire reel, a guide groove is formed in the vertical direction on the guide sliding block, the guide sliding block is fixed on the vehicle floor, the vertical rack is slidably arranged in the guide groove, the bottom end of the vertical rack is connected with the traction steel wire, and the bottom of the vehicle floor is provided with the steel wire reel, and the other end of the traction steel wire is wound around the steel wire reel.

2. The fully automated driverless A-vehicle pneumatic emergency safety arrangement according to claim 1, characterized in that, The vertical rack comprises an upper rod body and a lower rod body, the lower end of the upper rod body is hingedly connected with the upper end of the lower rod body, the upper end of the lower rod body extends a distance towards one end of the upper rod body to form a limiting portion on one side of the upper rod body, and the lower end of the upper rod body is attached to the limiting portion when the upper rod body and the lower rod body are arranged in the same direction.

3. The fully automated driverless A-vehicle pneumatic emergency safety arrangement according to claim 2, characterized in that, The limiting portions on the vertical racks of the two groups of the vertical frames are respectively located on opposite sides of the two groups of the vertical frames.

4. The fully automated driverless A-vehicle pneumatic emergency safety arrangement according to claim 3, characterized in that, The upper rod body and the lower rod body in the same vertical rack are arranged in a staggered manner, the guide groove on the guide sliding block has an opening on one side, the opening of the guide groove faces the direction in which the vertical rack is connected with the transversely arranged rack, a partition is arranged in the middle of the guide groove on the side away from the opening, the partition protrudes into the guide groove, the guide groove is divided into a first sliding groove and a second sliding groove by the partition, and the lower rod body and the upper rod body are slidably arranged in the first sliding groove and the second sliding groove respectively in the vertical direction.

5. The fully automated driverless A-vehicle pneumatic emergency safety arrangement according to claim 4, characterized in that, A brake is arranged on each guide sliding block, the brake is located on the side of the guide groove away from the opening, the brake comprises a telescopic driver, a push plate and a friction plate, the telescopic driver is fixedly installed on the bottom of the guide sliding block or the vehicle floor, the telescopic shaft of the telescopic driver faces the guide groove, the push plate is installed on the telescopic shaft of the telescopic driver, and the two friction plates corresponding to the first sliding groove and the second sliding groove are installed on the push plate.

6. The fully automated driverless A-vehicle pneumatic emergency safety arrangement according to claim 1, characterized in that, The top of the two groups of the vertical frames and the top cover plate are connected by welding or hinging.

7. The fully automated driverless A-vehicle pneumatic emergency safety arrangement according to claim 1, characterized in that, The steel wire reel is provided with a rotary driver, and the rotary driver drives the steel wire reel to rotate in opposite directions.

8. The fully automated driverless A-vehicle pneumatic emergency safety arrangement according to claim 1, characterized in that, The ascending structure comprises a pulley and a cable, the pulley is installed on the cross beam of the vehicle body, the middle part of the cable is wound on the pulley, one end of the cable is provided with a hook, the top of the control cabinet is provided with a concave hook hole, the hook is selectively connected with the hook hole, the other end of the cable is hidden in the roof panel after being wound, and the roof panel is provided with a window with an opening and closing door corresponding to the wound end of the cable.

9. The fully automated driverless A-vehicle pneumatic emergency safety arrangement according to claim 1, characterized in that, The full opening door leaf comprises a door body, a turnover hinge and a linear extender, the turnover hinge is arranged on the cross beam of the vehicle body at the vehicle head, the top of the door body is installed on the turnover hinge, one end of the linear extender is hinged to the side of the vehicle frame at the vehicle head, and the other end of the linear extender is hinged to the side of the door body.

10. The fully automated driverless A-vehicle pneumatic emergency safety arrangement according to claim 9, characterized in that, The door opening mechanism comprises a vertical frame, a support rod, a pneumatic telescopic cylinder, a retractor and a pull rope, the bottom of the vertical frame is fixedly installed on the floor of the vehicle, one end of the support rod is hinged to the upper end of the vertical frame, the other end of the support rod extends towards the side of the door body, the two ends of the pneumatic telescopic cylinder are respectively hinged to the lower part of the vertical frame and the middle part of the support rod, the retractor is arranged on the side of the vertical frame, one end of the pull rope is retracted on the retractor, and the other end of the pull rope is connected with the bottom of the door body.

Images