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

Abstract

This application relates to the field of subway technology, and more specifically to a pneumatic emergency safety device for a fully automated B-type vehicle, comprising: a fully open door, an opening mechanism for opening the fully open door, a control console, a pedal, and a trigger assembly. The fully open door and the control console are rotatably mounted on the vehicle body. The pedal includes a stepping part and a sliding part. The stepping part is placed in a sliding cavity, and the two ends of the sliding part are slidably disposed in two sliding grooves. The trigger assembly includes a trigger element, a lifting element, and a second gas spring. The lifting element is slidably disposed in a connecting hole and abuts against or separates from the sliding part. The trigger element is disposed on the control console. The second gas spring is mounted on the vehicle body, and its piston rod is connected to the pedal. When the control console is flipped at a predetermined angle, the trigger element abuts against the lifting element and causes the lifting element to separate from the sliding part. The piston rod pushes the pedal and causes the pedal to extend out of the opening of the sliding cavity by a predetermined distance. This invention achieves the advantage of a larger evacuation flow per unit time by placing the pedal at the bottom of the vehicle body and allowing the control console to flip.

Description

Technical Field

[0001] This application relates to the field of subway technology, and more specifically to a pneumatic emergency safety device for a fully automated B-type vehicle. Background Technology

[0002] A subway is a public transportation system that uses a track structure for load-bearing and guidance, transporting a predetermined number of passengers in the form of trains. Compared with traditional urban land transportation, it has advantages such as punctuality, large capacity, and no occupation of ground space. It includes A-type trains and B-type trains, among others. Currently, B-type subway trains are the most widely used type of train in my country's rail transit system. Fully automated driving trains, on the other hand, do not require manual operation for opening and closing doors, acceleration, and deceleration when the train arrives at the station. They are currently developing rapidly in major cities across the country. Existing subways typically install emergency safety devices at both ends of the train to evacuate passengers in the event of an emergency.

[0003] There is an emergency safety device, such as Figure 1 As shown, the system includes a fully openable door 90, a door opening mechanism 91, and an evacuation ramp 92. The fully openable door 90 is rotatably mounted on the train body. The evacuation ramp 92 is normally folded. In the event of an emergency requiring evacuation, the door opening mechanism 91 opens the fully open door 90, and then the evacuation ramp 92 unfolds, connecting the train car to the ground so that passengers can leave the train via the evacuation ramp 92. However, existing subway trains have control panels 93 at the front end containing various relays, and the width of the control panel 93 accounts for two-thirds of the entire train width. The evacuation ramp 92 is located at one end of the control panel 93. During evacuation, because the control panel 93 occupies a large amount of space in the width direction of the train car, the width of the evacuation ramp 92 is limited. Passengers can only escape through the relatively narrow evacuation ramp 92, resulting in a limited evacuation flow per unit time.

[0004] Therefore, there is a need for a pneumatic emergency safety device for fully automated B-type vehicles that can handle a larger evacuation volume per unit time. Summary of the Invention

[0005] The main objective of this application is to provide a pneumatic emergency safety device for a fully automated Type B vehicle, installed at the end of a subway line. The subway line includes a vehicle body with a passenger compartment having an opening at one end. The bottom wall of the passenger compartment has several communicating holes. The bottom of the vehicle body has a sliding cavity, and each side wall of the sliding cavity has a groove. The communicating holes connect to the grooves. The pneumatic emergency safety device for the fully automated Type B vehicle includes a fully openable door, a door opening mechanism for opening the fully openable door, a control console, a pedal, and a... A trigger assembly is included. The fully open door is rotatably mounted on the vehicle body. When the fully open door rotates a predetermined angle, it closes or opens the opening of the passenger compartment. The door opening mechanism is located within the passenger compartment. The control console is placed within the passenger compartment and rotatably mounted on the vehicle body. The pedal includes a foot pedal and a sliding part. The sliding part is connected to the foot pedal and is located at the end of the foot pedal away from the fully open door. The foot pedal is placed within the sliding cavity, and both ends of the sliding part are respectively... The trigger assembly, slidably disposed within the two aforementioned sliding grooves, comprises several trigger elements, several lifting elements, and a second gas spring. Each trigger element corresponds to one of the lifting elements. The lifting elements are slidably disposed within the communicating hole in the height direction and abut against or separate from the sliding portion. Each trigger element is located on the side of the console facing away from the fully open door. The second gas spring comprises a cylinder and a piston rod. The piston rod is slidably disposed on the cylinder, which is fixedly mounted on the vehicle body. The piston rod is connected to the pedal. When the console is flipped away from the fully open door by a predetermined angle, each trigger element abuts against the corresponding lifting element, causing the lifting element to separate from the sliding portion. The piston rod pushes the pedal, causing it to extend a predetermined distance beyond the opening of the sliding cavity. By placing the pedal on the bottom wall of the vehicle body, a larger width is achieved. By allowing the console to be flipped, passengers can pass through the console. Compared to existing technologies, this design offers advantages such as a larger evacuation flow and higher evacuation efficiency per unit time.

[0006] Another objective of this application is to provide a pneumatic emergency safety device for a fully automated B-type vehicle, wherein each of the slides has a recessed groove at one end near the fully open door leaf, and the end of the bottom wall of the sliding cavity is spaced at a predetermined distance from the recessed groove. When the sliding part slides a predetermined distance in the slide, the sliding part is placed in the recessed groove, and the pedal is separated from the bottom wall of the sliding cavity. The recessed groove provides the precondition for the pedal to rotate.

[0007] Another objective of this application is to provide a pneumatic emergency safety device for a fully automated Type B vehicle, wherein the door opening mechanism includes a swing member and an lifting member. When the swing member swings, the lifting member rotates upward by a predetermined angle. The pneumatic emergency safety device for a fully automated Type B vehicle further includes a first rotating shaft, a second rotating shaft, a crank, and a connecting rod. The first rotating shaft and the second rotating shaft are both rotatably mounted on the vehicle body. The first rotating shaft is fixedly connected to the control console and rotates with the control console. The first rotating shaft and the second rotating shaft are connected by gear transmission. One end of the crank is fixedly connected to the second rotating shaft. The two ends of the connecting rod are respectively rotatably connected to the swing member and the end of the crank away from the second rotating shaft. When the control console rotates away from the fully open door leaf by a predetermined angle, the swing member swings up and down repeatedly, providing an auxiliary starting force for opening the fully open door leaf.

[0008] To achieve at least one of the above-mentioned inventive objectives, this application provides a pneumatic emergency safety device for a fully automated Type B vehicle, disposed at the end of a subway train. The subway train includes a body with a passenger compartment having an opening at one end, wherein: The bottom wall of the passenger compartment has several connecting holes, the bottom of the vehicle body has a sliding cavity, and both sides of the sliding cavity have a groove, with the connecting holes connecting to the grooves. The pneumatic emergency safety device for the fully automated Type B vehicle includes: A fully openable door is rotatably mounted on the vehicle body. When the fully openable door rotates to a predetermined angle, it closes or opens the opening of the passenger compartment. A door opening mechanism for opening the fully open door, the door opening mechanism being disposed within the passenger compartment; A control console, which is located inside the passenger compartment and is rotatably mounted on the vehicle body; A pedal, the pedal including a stepping part and a sliding part, the sliding part being connected to the stepping part and located at the end of the stepping part opposite to the fully open door leaf, the stepping part being placed within the sliding cavity, and the two ends of the sliding part being slidably disposed within the two sliding grooves respectively; and A trigger assembly includes several trigger elements, several lifting elements, and a second gas spring. Each trigger element corresponds to one of the lifting elements. The lifting elements are slidably disposed in the communicating hole in the height direction and abut against or separate from the sliding part. Each trigger element is disposed on the side of the console away from the fully open door. The second gas spring includes a cylinder and a piston rod. The piston rod is slidably disposed on the cylinder. The cylinder is fixedly mounted on the vehicle body. The piston rod is connected to the pedal. When the console is rotated to a predetermined angle away from the fully open door, each trigger element abuts against the corresponding lifting element, causing the lifting element to separate from the sliding part. The piston rod pushes the pedal, causing the pedal to extend a predetermined distance out of the opening of the sliding cavity.

[0009] In one or more embodiments of this application, each of the slide grooves has a recessed groove at one end near the fully open door leaf, and the end of the bottom wall of the sliding cavity is spaced apart from the recessed groove by a predetermined distance. After the sliding part slides a predetermined distance in the slide groove, the sliding part is placed in the recessed groove, and the pedal is separated from the bottom wall of the sliding cavity.

[0010] In one or more embodiments of this application, the console has a movable slot at one end near the door opening mechanism. The pneumatic emergency safety device for the fully automated B-type vehicle further includes a linear drive device and a slider. The slider is slidably disposed in the movable slot. The linear drive device is rotatably mounted on the vehicle body, and the push rod of the linear drive device is rotatably connected to the slider. When the console is arranged vertically, the slider abuts against the top wall of the movable slot.

[0011] In one or more embodiments of this application, the door opening mechanism includes a swing member, a lifting member, and a frame. The swing member and the lifting member are rotatably mounted on the frame. The lifting member is located at the end of the swing member near the fully open door leaf. The swing member is connected to the lifting member. When the swing member swings a predetermined angle, the lifting member rotates upward by a predetermined angle.

[0012] In one or more embodiments of this application, the pneumatic emergency safety device for the fully automated B-type vehicle further includes a first rotating shaft, a second rotating shaft, a crank, and a connecting rod. The first rotating shaft and the second rotating shaft are both rotatably mounted on the vehicle body. The first rotating shaft is fixedly connected to the console and rotates with the console. The first rotating shaft and the second rotating shaft are connected by gear transmission. One end of the crank is fixedly connected to the second rotating shaft. The two ends of the connecting rod are respectively rotatably connected to the swing member and the end of the crank away from the second rotating shaft. When the console rotates a predetermined angle away from the fully open door, the swing member swings up and down reciprocally.

[0013] In one or more embodiments of this application, the foot pedal includes a first foot pedal surface and a second foot pedal surface, the first foot pedal surface and the second foot pedal surface are arranged at an inclination, and the first foot pedal surface is located at one end of the foot pedal near the sliding part.

[0014] In one or more embodiments of this application, the first step surface has a plurality of anti-slip parts arranged in an array.

[0015] In one or more embodiments of this application, the pneumatic emergency safety device for the fully automated B-type vehicle further includes a plurality of dampers. The dampers are fixedly installed on the vehicle body and are located on the side of the console away from the fully open door. The side of the console near the damper has a clearance groove. When the console rotates a predetermined angle, the damper abuts against the groove surface of the clearance groove.

[0016] In one or more embodiments of this application, the pneumatic emergency safety device for the fully automated B-type vehicle further includes a partition, which is located at the end of the door opening mechanism opposite to the control console, and the partition is connected to the vehicle body.

[0017] In one or more embodiments of this application, the triggering component further includes a plurality of elastic elements, each of the lifting components having an elastic element at its bottom, and the two ends of the elastic element being connected to the lifting component and the vehicle body, respectively.

[0018] In this embodiment, the device is located at the end of the subway car body. The car body has a connecting hole inside and a sliding cavity at the bottom. Each side wall of the sliding cavity has a groove. The connecting hole connects to the groove. The pneumatic emergency safety device for a fully automated driving type B vehicle includes a fully open door, an opening mechanism for opening the fully open door, a control console, a pedal, and a trigger assembly. The fully open door and control console are rotatably mounted on the car body. The pedal includes a step and a sliding part. The step is placed inside the sliding cavity, and both ends of the sliding part are slidably disposed within two grooves. The trigger assembly includes a trigger element, a lifting element, and a... The dual-gas spring has a lifting component that slides within a connecting hole and abuts against or separates from the sliding part. A trigger is located on the control panel, and the second gas spring is mounted on the vehicle body. Its piston rod is connected to the pedal. When the control panel is flipped to a predetermined angle, the trigger abuts against the lifting component and separates the lifting component from the sliding part. The piston rod pushes the pedal and causes the pedal to extend a predetermined distance out of the sliding chamber. By placing the pedal on the bottom wall of the vehicle body, the width of the pedal is increased. By allowing the control panel to be flipped, passengers can pass through the control panel. Compared with existing technologies, this technology has the advantages of a larger evacuation flow and higher evacuation efficiency per unit time. Attached Figure Description

[0019] These and / or other aspects and advantages of this application will become clearer and more readily understood from the following detailed description of embodiments of this application taken in conjunction with the accompanying drawings, wherein: Figure 1 The diagram illustrates the structure of an existing emergency safety device. Figure 2 The figure shows a schematic diagram of the structure of a pneumatic emergency safety device for a fully automated B-type vehicle of the present invention when the door is fully open but not in the open. Figure 3 The figure shows a schematic diagram of the structure of a pneumatic emergency safety device for a fully automated Type B vehicle when the door is fully open; Figure 4 The illustration shows a cross-sectional view of the sliding cavity; Figure 5 The diagram shows... Figure 2 A magnified view of a portion at point C; Figure 6 The diagram shows... Figure 3 A magnified view of a portion at point D; Figure 7 The diagram shows a structural schematic of the passenger compartment end from a certain perspective. Detailed Implementation

[0020] The terms and words used in the following specification and claims are not limited to their literal meaning, but are used solely by the inventors to enable a clear and consistent understanding of this application. Therefore, it will be apparent to those skilled in the art that the following description of various embodiments of this application is provided for illustrative purposes only and not for the purpose of limiting the application as defined in the appended claims and their equivalents.

[0021] It is understood that the term "a" should be understood as "at least one" or "one or more", that is, in one embodiment, the number of an element can be one, while in another embodiment, the number of the element can be multiple, and the term "a" should not be understood as a limitation on the number.

[0022] While ordinal numbers such as "first," "second," etc., will be used to describe various components, this does not limit which components are used. The term is used only to distinguish one component from another. For example, a first component may be referred to as a second component, and similarly, a second component may be referred to as a first component, without departing from the teachings of the inventive concept. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0023] The terminology used herein is for the purpose of describing various embodiments only and is not intended to be limiting. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. It will also be understood that the terms “comprising” and / or “having” as used in this specification specify the presence of the described features, numbers, steps, operations, components, elements or combinations thereof, without excluding the presence or addition of one or more other features, numbers, steps, operations, components, elements or groups thereof.

[0024] Application Overview The existing subway car front end is equipped with a control panel containing various relays, and the width of the control panel accounts for two-thirds of the entire car width. The evacuation ramp is located at one end of the control panel. During evacuation, because the control panel occupies a large amount of space in the width direction of the car, the width of the evacuation ramp is limited. Passengers can only escape through the relatively narrow evacuation ramp, and the evacuation flow per unit time is limited.

[0025] Based on the above-mentioned technical problems, this application proposes a pneumatic emergency safety device for fully automated B-type vehicles. The pneumatic emergency safety device for fully automated B-type vehicles has a simple structure, does not involve complex manufacturing processes and expensive materials, and has high economic efficiency. At the same time, for manufacturers, the pneumatic emergency safety device for fully automated B-type vehicles provided by this application is easy to produce and has low cost, which is more conducive to controlling production costs and further facilitates product promotion and use.

[0026] Indicative pneumatic emergency safety device for a fully automated Class B vehicle. refer to Figures 2 to 7 According to a preferred embodiment of the present invention, a pneumatic emergency safety device for a fully automated Type B vehicle is installed at the end of a subway. The subway includes a body 101, which has a passenger compartment 102 with an opening at one end. The pneumatic emergency safety device for the fully automated Type B vehicle includes a fully openable door 30, a door opening mechanism 40 for opening the fully openable door 30, and a control console 50.

[0027] Specifically, such as Figure 2 and Figure 3 As shown, the fully open door 30 is rotatably mounted on the vehicle body 101 via a hinge. When the fully open door 30 rotates to a predetermined angle, it closes or opens the opening of the passenger compartment 102. It should be noted that the fully open door 30 is normally locked by a lock and is in a normally closed state, closing the opening of the passenger compartment 102. In case of an emergency requiring passenger evacuation, the opening of the passenger compartment 102 can be opened by rotating the fully open door 30 to a predetermined angle, providing the prerequisite for evacuating passengers from both ends of the subway.

[0028] In addition, such as Figure 2 and Figure 3 As shown, the door opening mechanism 40 is located inside the passenger compartment 102. After the fully open door 30 is unlocked, the door opening mechanism 40 pushes the fully open door 30, causing the fully open door 30 to rotate upward by a predetermined angle. It should be noted that the pneumatic emergency safety device of the fully automated driving type B vehicle also includes two first gas springs 301. The two first gas springs 301 are located at both ends of the fully open door 30, and each first gas spring 301 is placed inside the passenger compartment 102 and rotatably mounted on the vehicle body 101. The sliding rod of the first gas spring 301 is rotatably connected to the fully open door 30. When the fully open door 30 rotates upward by a predetermined angle, the sliding rods of the two first gas springs 301 extend by a predetermined length and push the fully open door 30 to be further raised to a safe height.

[0029] In addition, such as Figure 2 and Figure 3 As shown, the console 50 is placed inside the passenger compartment 102. The console 50 has an inner cavity for placing various control components such as relays. The console 50 is generally rectangular.

[0030] It should be noted that in the existing technology, the width of the control console accounts for nearly two-thirds of the space in the width direction of the entire carriage. During evacuation, passengers are blocked by the control console and can only pass through the remaining narrow passage. Furthermore, due to the arrangement of the control console 50, the existing evacuation method is to arrange a foldable evacuation ramp on one side of the control console. The structure of the evacuation ramp is relatively complex to meet the folding requirements, and its width is also relatively narrow due to the arrangement of the control console. The number of passengers passing through per unit time is limited, resulting in low evacuation efficiency.

[0031] Therefore, in this embodiment of the application, two objectives are to be achieved: first, to prevent the console 50 from becoming an obstacle to the evacuation of passengers, that is, to reduce the negative impact of the console 50 blocking the evacuation of passengers due to its large width and height; second, to provide an evacuation device with a wider width, so that more passengers can pass through per unit time.

[0032] To prevent the console 50 from becoming an obstacle to passenger evacuation, in this embodiment, the console 50 is rotatably mounted on the vehicle body 101. During evacuation, the console 50 is rotated an angle away from the fully open door 30, changing its initial vertical arrangement to a horizontal arrangement. Since the width of the console 50 is much smaller than its height, the overall height of the console 50 after being flipped down is relatively low, allowing passengers to pass through. It should be noted that, to avoid interference from the movement of the wires connecting various control elements when the console 50 rotates an angle, a certain length is reserved for the external wires of various control elements placed inside the console 50. In addition, the material of the console 50 cabinet is preferably steel to ensure that its structural strength can withstand being stepped on by passengers.

[0033] Furthermore, regardless of whether the console 50 is arranged vertically or horizontally, it occupies space within the passenger compartment 102, making it difficult to arrange evacuation equipment with a large width within the passenger compartment 102. Therefore, in this embodiment, as... Figure 2 , Figure 3 , Figure 4 and Figure 7 As shown, the bottom of the vehicle body 101 has a sliding cavity 1011, and both sides of the sliding cavity 1011 have a groove 1012. In addition, the pneumatic emergency safety device of the fully automated B-type vehicle also includes a pedal 60, which is the aforementioned evacuation component. The pedal 60 is located between the two wheels of the subway. The pedal 60 includes a stepping part 601 and a sliding part 602. The sliding part 602 is connected to the stepping part 601, and the sliding part 602 is located at the end of the stepping part 601 away from the fully open door 30. The sliding part 602 is further implemented as a round rod. The stepping part 601 is a single piece. The stepping part 601 is placed in the sliding cavity 1011, and the two ends of the sliding part 602 are respectively slidably disposed in the two grooves 1012.

[0034] It should be noted that by utilizing the bottom space of the vehicle body 101 to place the pedal 60, a pedal 60 with a larger width can be placed, which provides a prerequisite for increasing the passenger evacuation capacity per unit time.

[0035] However, how to make the pedal 60 extend and rest against the ground during evacuation is a problem that needs to be solved.

[0036] In view of this, such as Figure 4 and Figure 5As shown, the bottom wall of the passenger compartment 102 has several connecting holes 1021, which connect to the slide groove 1012. The pneumatic emergency safety device for the fully automated B-type vehicle also includes a trigger assembly 70, which includes several trigger elements 701, several lifting elements 702, and a second gas spring 703. The trigger elements 701 correspond one-to-one with the lifting elements 702. The lifting elements 702 are slidably disposed in the connecting holes 1021 in the height direction and abut against or separate from the sliding part 602. Each trigger element 701 is disposed on the control console 50 away from the fully open... On one side of the door leaf 30, the second gas spring 703 includes a cylinder (not shown in the figure) and a piston rod (not shown in the figure). The piston rod is slidably disposed on the cylinder. The cylinder is fixedly installed on the vehicle body 101. The piston rod is connected to the pedal 60. When the control panel 50 is flipped away from the fully open door leaf 30 by a predetermined angle, each trigger 701 abuts against the corresponding lifting member 702, causing the lifting member 702 to separate from the sliding part 602. The piston rod pushes the pedal 60 and causes the pedal 60 to extend a predetermined distance out of the opening of the sliding cavity 1011.

[0037] It should be noted that, under normal conditions, the lifting member 702 abuts against the sliding part 602 and restricts the pedal 60 from sliding towards the opening of the sliding cavity 1011. When the lifting member 702 moves downward a predetermined distance under the pressure of the trigger member 701 and no longer abuts against the sliding part 602, the second gas spring 703 pushes the sliding part 602 to slide in the slide groove 1012 and causes the pedal part 601 to extend out of the opening of the sliding cavity 1011 a predetermined distance.

[0038] After the pedal 60 extends a predetermined distance beyond the opening of the sliding cavity 1011, in order to cause the pedal 60 to rotate downwards by a predetermined angle and cause one side of the pedal 60 to rest against the ground, as follows: Figure 1 and Figure 6 As shown, each of the slide grooves 1012 has a recessed groove 1013 at one end near the fully open door leaf 30. The end of the bottom wall of the sliding cavity 1011 is spaced apart from the recessed groove 1013 by a predetermined distance. After the sliding part 602 slides a predetermined distance in the slide groove 1012, the sliding part 602 is placed in the recessed groove 1013, and the pedal 60 is separated from the bottom wall of the sliding cavity 1011.

[0039] In addition, such as Figure 3 and Figure 6As shown, the trigger assembly 70 further includes a connecting plate 704. One end of the connecting plate 704 is rotatably connected to the piston rod, and the other end of the connecting plate 704 is welded to the sliding part 602. The second gas spring 703 pushes the sliding part 602 to slide within the slide groove 1012 via the connecting plate 704. When the sliding part 602 slides to the recessed groove 1013, since the end of the bottom wall of the sliding cavity 1011 is spaced a predetermined distance from the recessed groove 1013, the bottom wall of the sliding cavity 1011 no longer supports the stepping part 601. Therefore, the stepping part 601, under its own weight, flips downwards at a predetermined angle and comes into contact with the ground. Simultaneously, the connecting plate 704 tilts at a predetermined angle. By setting the connecting plate 704, the sliding part 602 can rotate a predetermined angle after falling into the recessed groove 1013. It is evident that, compared to the prior art, the embodiments of this application utilize the space at the bottom of the vehicle body 101 to achieve a larger width of the pedal 60, which has the advantage of increasing the passenger evacuation capacity per unit time.

[0040] In addition, to improve safety, besides restricting the sliding of the pedal 60 by means of the lifting member 702, such as... Figure 4 and Figure 5 As shown, the pneumatic emergency safety device for the fully automated Type B vehicle also includes several pedal electronic safety locks 603. Under normal conditions, the pedal electronic safety locks 603 lock the pedals 60 and restrict the sliding of the pedals 60. During evacuation, after unlocking the pedal electronic safety locks 603, the operator causes the control console 50 to flip down and causes the trigger 701 to press down the lifting member 702, causing the lifting member 702 to separate from the sliding part 602. Only then can the sliding part 602 slide in the slide groove 1012 and extend out of the cavity of the sliding cavity 1011.

[0041] Furthermore, to ensure that the end of the stepping part 601 is in contact with the ground after rotating at a predetermined angle, such as... Figure 2 , Figure 3 and Figure 7 As shown, the stepping part 601 includes a first stepping surface 6011 and a second stepping surface 6012. The first stepping surface 6011 and the second stepping surface 6012 are arranged at an inclination. More specifically, the second stepping surface 6012 is formed by bending the end of the first stepping surface 6011 away from the connecting plate 704 at a predetermined angle. The first stepping surface 6011 is located at the end of the stepping part 601 near the sliding part 602. When the sliding part falls into the recessed groove 1013 and the stepping part 601 flips downward at a predetermined angle under its own weight, the second stepping surface 6012 is in contact with the ground.

[0042] Furthermore, to reduce passenger slippage when walking on the first foot surface 6011, such as Figure 3 As shown, the first step surface 6011 has a plurality of anti-slip parts 6013 arranged in an array.

[0043] Furthermore, to cause the control console 50 to flip in a direction away from the door opening mechanism 40, such as... Figure 2 and Figure 3 As shown, the console 50 has a movable slot 501 at one end near the door opening mechanism 40. The pneumatic emergency safety device for the fully automated B-type vehicle also includes a linear drive device 502 and a slider 503. The linear drive device 502 is located between the console 50 and the door opening mechanism 40. The slider 503 is slidably disposed within the movable slot 501. The linear drive device 502 is rotatably mounted on the vehicle body 101, and the push rod of the linear drive device 502 is rotatably connected to the slider 503. When the console 50 is vertically arranged, the slider 503 abuts against the top wall of the movable slot 501. The linear drive device 502 is further implemented as a cylinder. When the push rod of the linear drive device 502 extends a predetermined length, due to... Before the push rod extends, the sliding member 503 abuts against the top wall of the moving groove 501. Then, the console 50 is pushed and rotates a predetermined angle away from the door opening mechanism 40. It should be noted that when the push rod of the linear drive device 502 extends to its maximum stroke, the rotation angle of the console 50 is greater than 40°, and the console 50 can automatically rotate further downward in its original direction under the action of gravity until the console 50 abuts against the bottom wall of the passenger compartment 102. It should be noted that when the console 50 rotates further downward, since the push rod of the linear drive device 502 has extended to its maximum stroke, the sliding member 503 slides a predetermined distance in the moving groove 501 toward the direction of the linear drive device 502 to avoid motion interference.

[0044] To prevent the console 50 from descending too quickly during the tilting process and colliding with the bottom wall of the passenger compartment 102, such as Figure 2 , Figure 3 and Figure 7 As shown, the pneumatic emergency safety device for the fully automated B-type vehicle also includes several dampers 504. The dampers 504 are fixedly installed on the vehicle body 101, and the dampers 504 are located on the side of the console 50 away from the fully open door 30. The side of the console 50 near the dampers 504 has a clearance groove 505. When the console 50 rotates a predetermined angle, the dampers 504 abut against the groove surface of the clearance groove 505. By setting the dampers 504, the downward speed of the console 50 is reduced.

[0045] Furthermore, such as Figure 2 and Figure 3 As shown, the door opening mechanism 40 includes a swing member 401, an lifting member 402, and a frame 403. Both the swing member 401 and the lifting member 402 are rotatably mounted on the frame 403. The lifting member 402 is located at the end of the swing member 401 closest to the fully open door leaf 30. The swing member 401 is connected to the lifting member 402. When the swing member 401 swings a predetermined angle, the lifting member 402 rotates upwards by a predetermined angle. The swing member 401 and the lifting member 402 are connected by a ratchet mechanism. More specifically, the lifting member... 402 is fixedly connected to the ratchet. The swing member 401 is connected to one ratchet tooth, and the other ratchet tooth is connected to the frame 403. Each ratchet tooth is placed in the corresponding ratchet groove of the ratchet tooth. When the swing member 401 swings up and down, the ratchet tooth on the lifting member 402 drives the ratchet tooth to rotate. The lifting member fixedly connected to the ratchet tooth then rotates and gradually flips upward at a predetermined angle. At a certain moment, the lifting member 402 abuts against the fully open door 30. After the lifting member 402 moves further upward, the unlocked fully open door 30 is opened.

[0046] It should be noted that, in addition to the up-and-down swing of the swing member 401 causing the lifting member 402 to move, such as... Figure 3 As shown, the door opening mechanism 40 also includes a pneumatic drive device 404, which is rotatably mounted on the frame 403. The push rod of the pneumatic drive device 404 is rotatably connected to the lifting member 402. The pneumatic drive device 404 is further implemented as a cylinder. When the pneumatic drive device 404 is activated, the lifting member 402 can also rotate upwards at a predetermined angle and lift the fully open door leaf 30. Normally, the fully open door leaf 30 can be opened conveniently by the pneumatic drive device 404. When the pneumatic drive device 404 fails, the operator can shake the swing member 401 up and down to make the lifting member 402 lift the fully open door leaf 30. It should be noted that the "pneumatic" in the pneumatic emergency safety device in the invention title refers to the fact that the drive components in the door opening mechanism and the control console are all driven by pneumatic means.

[0047] It should also be noted that, in order to ensure the sealing of the end of the passenger compartment 102, sealing gaskets are arranged on the edge of the fully open door 30 and the opening of the passenger compartment 102. Since the fully open door 30 normally closes the opening of the passenger compartment 102, the sealing gaskets are prone to sticking after a long period of closure. To overcome this resistance, the starting force for opening the fully open door 30 should be greater.

[0048] To provide a portion of the starting force for the fully open door 30 to open, such as Figure 2 and Figure 7 As shown, the pneumatic emergency safety device for the fully automated Type B vehicle further includes a first rotating shaft 506, a second rotating shaft 507, a crank 5071, and a connecting rod 5072. The first rotating shaft 506 and the second rotating shaft 507 are rotatably mounted on the vehicle body 101 via bearings. The first rotating shaft 506 is fixedly connected to the control console 50 by welding and rotates with the control console 50. The first rotating shaft 506 and the second rotating shaft 507 are connected by gear transmission. One end of the crank 5071 is fixedly connected to the second rotating shaft 507. Both ends of the connecting rod 5072 are rotatably connected to the swing member 401 and the end of the crank 5071 facing away from the second rotating shaft 507 via pins. When the control console 50 moves away from the fully open door 30... After the direction is rotated by a predetermined angle, the first rotating shaft 506 rotates by the predetermined angle, and through gear transmission, the second rotating shaft 507 rotates by the predetermined angle. Then, the crank 5071 rotates by the predetermined angle, and through the connecting rod 5072, it drives the oscillating member 401 to swing up and down reciprocally. That is, at this time, the crank 5071, the connecting rod 5072, and the oscillating member 401 constitute a crank 5071 rocker mechanism. It should also be emphasized that in order to make the second rotating shaft 507 rotate a certain number of revolutions, the number of teeth of the gear installed on the second rotating shaft 507 is less than the number of teeth of the gear installed on the first rotating shaft 506. In addition, the connecting rod 5072 and the oscillating member 401 can be detached by loosening the nuts at both ends of the pin.

[0049] It should be noted that the core objectives of this application are: 1. To allow the console 50 to fold down and no longer obstruct passengers. The folded console 50 can be considered as a step, which helps passengers occupy the entire width of the passenger compartment 102 and facilitates evacuation; 2. By utilizing the space at the bottom of the vehicle body 101 to place the step 60, the width of the step 60 is increased, thereby achieving a larger passenger evacuation flow per unit time and improving evacuation efficiency; In addition, by setting the trigger component 70, when the console 50 folds down, it not only achieves the technical effect of no longer obstructing passengers. In addition, the lifting component 702 that restricts the movement of the pedal 60 is unlocked, providing a condition for the pedal 60 to extend out of the opening of the sliding cavity 1011 and rest against the ground; furthermore, through the arrangement of the first rotating shaft 506, the second rotating shaft 507, the crank 5071, and the connecting rod 5072, the downward tilting of the control console 50 also provides an initial starting force for the door opening mechanism 40 to lift the fully open door 30; in addition, the door opening mechanism 40 divides the passenger compartment 102 into two channels in the width direction, which helps passengers to evacuate in an orderly manner during evacuation.

[0050] Furthermore, to prevent passengers' clothing from getting caught on components of the door opening mechanism 40 during evacuation, such as... Figure 7 As shown, the pneumatic emergency safety device for the fully automated B-type vehicle also includes a partition 405. The partition 405 is located at the end of the door opening mechanism 40 away from the control console 50. The partition 405 is arranged vertically and is welded to the vehicle body 101. By setting the partition 405, the width direction of the passenger compartment 102 is further divided into two columns with the door opening mechanism 40 as the boundary, which helps passengers evacuate.

[0051] Furthermore, to reset the lifting component 702 after evacuation, as follows: Figure 4 As shown, the triggering component 70 also includes a plurality of elastic elements 705. Each of the lifting components 702 has an elastic element 705 at its bottom. The two ends of the elastic element 705 are respectively welded to the lifting component 702 and the vehicle body 101.

[0052] Furthermore, to reset the console 50 after evacuation, as follows: Figure 2 and Figure 3 As shown, the pneumatic emergency safety device for the fully automated Type B vehicle also includes a lifting device 20. The lifting device 20 includes a rotary motor, a reel, and a lifting rope (not shown in the figure). The end of the lifting rope has a hook. The rotary motor is fixedly installed on the top wall of the passenger compartment 102, and the shaft of the rotary motor is fixedly connected to the reel. The reel is rotatably installed on the vehicle body 101. The control console 50 has a lifting ring 508 on the side near the fully open door 30 (see reference). Figure 3 By having the hook engage the lifting ring 508, the rotary motor can be rotated, causing the control panel 50 to flip to the direction of the fully open door 30 by a predetermined angle and then return to its original position.

[0053] In summary, the pneumatic emergency safety device for fully automated B-type vehicles based on the embodiments of this application is explained, which provides advantages such as a larger evacuation flow rate per unit time for the fully automated B-type vehicle pneumatic emergency safety device.

[0054] It is worth mentioning that, in this embodiment, the pneumatic emergency safety device for fully automated Type B vehicles has a simple structure, does not involve complex manufacturing processes or expensive materials, and is highly economical. Furthermore, for manufacturers, the pneumatic emergency safety device for fully automated Type B vehicles provided in this application is easy to produce and inexpensive, which is more conducive to controlling production costs and further facilitates product promotion and use.

[0055] Those skilled in the art should understand that the embodiments of the present invention described above and shown in the accompanying drawings are merely examples and do not 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, and any modifications or variations of the embodiments of the present invention may be made without departing from these principles.

Claims

1. A pneumatic emergency safety device for a fully automated Class B vehicle, installed at the end of a subway line, the subway line comprising a body having a passenger compartment with an opening at one end, characterized in that: The bottom wall of the passenger compartment has several connecting holes, the bottom of the vehicle body has a sliding cavity, and both sides of the sliding cavity have a groove, with the connecting holes connecting to the grooves. The pneumatic emergency safety device for the fully automated Type B vehicle includes A fully openable door is rotatably mounted on the vehicle body. When the fully openable door rotates to a predetermined angle, it closes or opens the opening of the passenger compartment. A door opening mechanism for opening the fully open door, the door opening mechanism being disposed within the passenger compartment; A control console, which is located inside the passenger compartment and is rotatably mounted on the vehicle body; A pedal, the pedal including a stepping part and a sliding part, the sliding part being connected to the stepping part and located at the end of the stepping part opposite to the fully open door leaf, the stepping part being placed within the sliding cavity, and the two ends of the sliding part being slidably disposed within the two sliding grooves respectively; and A trigger assembly includes several trigger elements, several lifting elements, and a second gas spring. Each trigger element corresponds to one of the lifting elements. The lifting elements are slidably disposed in the communicating hole in the height direction and abut against or separate from the sliding part. Each trigger element is disposed on the side of the console away from the fully open door. The second gas spring includes a cylinder and a piston rod. The piston rod is slidably disposed on the cylinder. The cylinder is fixedly mounted on the vehicle body. The piston rod is connected to the pedal. When the console is rotated to a predetermined angle away from the fully open door, each trigger element abuts against the corresponding lifting element, causing the lifting element to separate from the sliding part. The piston rod pushes the pedal, causing the pedal to extend a predetermined distance out of the opening of the sliding cavity.

2. The pneumatic emergency safety device for fully automated driving type B vehicles according to claim 1, characterized in that: Each of the slide grooves has a recessed groove at one end near the fully open door leaf. The end of the bottom wall of the sliding cavity is spaced at a predetermined distance from the recessed groove. After the sliding part slides a predetermined distance in the slide groove, the sliding part is placed in the recessed groove, and the pedal is separated from the bottom wall of the sliding cavity.

3. The pneumatic emergency safety device for fully automated driving type B vehicles according to claim 2, characterized in that: The console has a movable slot at one end near the door opening mechanism. The pneumatic emergency safety device for the fully automated B-type vehicle also includes a linear drive device and a slider. The slider is slidably disposed in the movable slot. The linear drive device is rotatably mounted on the vehicle body, and the push rod of the linear drive device is rotatably connected to the slider. When the console is vertically arranged, the slider abuts against the top wall of the movable slot.

4. The pneumatic emergency safety device for fully automated driving type B vehicles according to claim 3, characterized in that: The door opening mechanism includes a swing member, an lifting member, and a frame. The swing member and the lifting member are rotatably mounted on the frame. The lifting member is located at the end of the swing member near the fully open door leaf. The swing member is connected to the lifting member. When the swing member swings a predetermined angle, the lifting member rotates upward by a predetermined angle.

5. The pneumatic emergency safety device for fully automated driving type B vehicles according to claim 4, characterized in that: The pneumatic emergency safety device for the fully automated B-type vehicle further includes a first rotating shaft, a second rotating shaft, a crank, and a connecting rod. The first rotating shaft and the second rotating shaft are both rotatably mounted on the vehicle body. The first rotating shaft is fixedly connected to the console and rotates with the console. The first rotating shaft and the second rotating shaft are connected by gear transmission. One end of the crank is fixedly connected to the second rotating shaft. The two ends of the connecting rod are respectively rotatably connected to the swing member and the end of the crank away from the second rotating shaft. When the console rotates a predetermined angle away from the fully open door, the swing member swings up and down reciprocally.

6. The pneumatic emergency safety device for fully automated driving type B vehicles according to any one of claims 1-5, characterized in that: The foot pedal includes a first foot pedal surface and a second foot pedal surface, the first foot pedal surface and the second foot pedal surface are arranged at an inclination, and the first foot pedal surface is located at one end of the foot pedal near the sliding part.

7. The pneumatic emergency safety device for fully automated driving type B vehicles according to claim 6, characterized in that: The first step surface has a number of anti-slip parts arranged in an array.

8. The pneumatic emergency safety device for fully automated B-type vehicles according to claim 7, characterized in that: The pneumatic emergency safety device for the fully automated B-type vehicle also includes several dampers. The dampers are fixedly installed on the vehicle body and are located on the side of the console away from the fully open door. The side of the console near the damper has a clearance groove. When the console rotates at a predetermined angle, the damper abuts against the groove surface of the clearance groove.

9. The pneumatic emergency safety device for fully automated driving type B vehicles according to claim 8, characterized in that: The pneumatic emergency safety device for the fully automated B-type vehicle also includes a partition, which is located at the end of the door opening mechanism away from the control console, and the partition is connected to the vehicle body.

10. The pneumatic emergency safety device for fully automated B-type vehicles according to claim 9, characterized in that: The triggering component also includes several elastic elements. Each of the lifting components has an elastic element at its bottom, and the two ends of the elastic element are respectively connected to the lifting component and the vehicle body.

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