An emergency evacuation device for rail transit vehicles

Abstract

The present application relates to the technical field of rail transit, and provides an emergency evacuation device for a rail transit vehicle, which is used to build an evacuation passage between the entrance / exit of the vehicle body and the evacuation platform. There is a receiving space on the vehicle body that is aligned with the entrance / exit. The emergency evacuation device includes a step assembly, a driving assembly, an energy storage assembly, and a disconnection and control assembly. The emergency evacuation device provided by the present application can be housed in the receiving space of the vehicle body when the rail transit vehicle is operating normally, thus avoiding the emergency evacuation device occupying the internal space of the vehicle body. When the rail transit vehicle suddenly encounters an emergency and stops operating, the movable steps of the step assembly can extend outside the receiving space, thereby building an evacuation passage for passengers, drivers and other relevant personnel to leave the vehicle body between the entrance / exit of the vehicle body and the evacuation platform, improving the evacuation efficiency in case of an emergency of the rail transit vehicle.

Description

Technical Field

[0001] The present application relates to the technical field of rail transit, and more particularly, to an emergency evacuation device for a rail transit vehicle. Background Art

[0002] The content of this part only provides background information related to the present application, which may not constitute prior art.

[0003] In existing rail transit vehicles, in order to eliminate the influence of end doors on the driver's cab, end doors are usually not provided. In this case, when an emergency occurs in a rail transit vehicle (such as a power failure or a fire), evacuating passengers will face greater challenges.

[0004] Generally speaking, when an emergency occurs in a rail transit vehicle, there is a height difference between the entrances and exits sealed by the doors on the vehicle body and the evacuation platform beside the track. To meet the emergency evacuation requirements, an evacuation passage for evacuating passengers, drivers and other relevant personnel usually needs to be built between the entrance and exit and the evacuation platform after the doors are opened.

[0005] In the related art, the known evacuation passages usually include an emergency evacuation ladder and an extended evacuation ladder. Among them, for the emergency evacuation ladder, it usually needs to be manually built. In rail transit vehicles such as urban rail that do not have conductors, the emergency evacuation ladder often needs to be built by passengers, drivers and other relevant personnel, resulting in low evacuation efficiency. And since the emergency evacuation ladder is placed inside the vehicle body when not in use, it will not only occupy the space inside the vehicle body, but also easily cause potential safety hazards.

[0006] Correspondingly, for the extended evacuation ladder, it usually needs to adjust the traction converter scheme of the rail transit vehicle or adjust the equipment installation position to be used, resulting in certain requirements in the production process of the vehicle body. And such evacuation ladders will occupy the evacuation platform when in use, leading to a decrease in evacuation efficiency and may cause safety accidents due to the gap between the evacuation ladder and the evacuation platform. Summary of the Invention

[0007] In view of this, the purpose of the present application is to provide an emergency evacuation device for a rail transit vehicle. When the rail transit vehicle is running normally, the emergency evacuation device can be accommodated in the accommodation space at the bottom of the vehicle body, so as to avoid the emergency evacuation device occupying the space inside the vehicle body. When an emergency occurs in the rail transit vehicle, the emergency evacuation passage can build an evacuation passage between the entrance and exit of the vehicle body and the evacuation platform to improve the evacuation efficiency.

[0008] The purpose of the present application is achieved through the following technical solutions:

[0009] An emergency evacuation device for a rail transit vehicle, which is used to build an evacuation passage between the entrance / exit of the vehicle body and the evacuation platform. A receiving space aligned with the entrance / exit is provided on the vehicle body;

[0010] The emergency evacuation device includes:

[0011] A step assembly, including a fixed ladder and a movable ladder arranged in sequence from the head end to the tail end of the evacuation passage. The fixed ladder is fixedly arranged in the receiving space, and the movable ladder is movably connected to the fixed ladder so that the movable ladder can move between a retracted position and an extended position relative to the fixed ladder;

[0012] A driving assembly, configured to drive the movable ladder to move from the extended position to the retracted position, and when the movable ladder is in the retracted position, the driving assembly continuously applies a first driving force to the movable ladder for the movable ladder to maintain in the retracted position, so that the step assembly is received and held in the receiving space;

[0013] An energy storage assembly, configured to store a second driving force that forces the movable ladder to move from the retracted position to the extended position when the movable ladder moves from the extended position to the retracted position;

[0014] A disconnection and control assembly, configured to issue a control signal and be linked with the driving assembly;

[0015] Wherein, the disconnection and control assembly and the driving assembly are linked in such a way that when the disconnection and control assembly issues the control signal, the driving assembly can respond to the control signal and cancel the first driving force, so that the movable ladder moves from the retracted position to the extended position under the action of the second driving force, thereby jointly forming the evacuation passage through the fixed ladder and the movable ladder in the extended position.

[0016] In some possible embodiments, the fixed ladder includes a first fixed ladder at the head end of the evacuation passage and a second fixed ladder adjacent to the movable ladder. The first fixed ladder, the second fixed ladder, and the movable ladder all include vertical plates and horizontal plates;

[0017] The vertical plate of the movable ladder is pivotally connected to the horizontal plate of the second fixed ladder so that the movable ladder can move between the retracted position and the extended position in a pivoting manner;

[0018] The energy storage assembly is arranged between the horizontal plate of the second fixed ladder and the vertical plate of the movable ladder.

[0019] In some possible embodiments, the energy storage assembly includes:

[0020] A first connecting member connected to the back of the horizontal plate of the second fixed step;

[0021] A second connecting member connected to the back of the vertical plate of the movable step and aligned with the first connecting member;

[0022] A damping buffer member for connecting the first connecting member and the second connecting member;

[0023] Wherein, when the movable step moves from the unfolded position to the retracted position, the damping buffer member is compressed to store the second driving force.

[0024] In some possible embodiments, the energy storage assembly further includes two limiting members, the two limiting members are relatively arranged on the back of the vertical plate of the movable step, a limiting groove is formed between the two limiting members, the second connecting member is located in the limiting groove, and the opening of the limiting groove is aligned with the first connecting member.

[0025] In some possible embodiments, the horizontal plate of the movable step is pivotally connected to the vertical plate of the movable step;

[0026] The driving assembly includes:

[0027] A traction unit including a traction rope, one end of the traction rope is connected to the horizontal plate of the movable step;

[0028] A winding member provided on the back of the horizontal plate of the first fixed step; the other end of the traction rope passes through the vertical plate of the movable step, the horizontal plate of the second fixed step and the vertical plate of the second fixed step in sequence and then is connected to the winding member;

[0029] Wherein, the winding member is configured to wind the traction rope of the traction unit to apply the first driving force to the movable step through the traction rope of the traction unit, and the winding member can respond to the control signal to cancel the first driving force applied by the traction rope to the movable step.

[0030] In some possible embodiments, the traction unit further includes a guide pulley, the guide pulley is provided on the back of the horizontal plate of the first fixed step, and the traction rope bypasses the guide pulley.

[0031] In some possible embodiments, the number of the traction units is two, and the two traction units are symmetrically arranged along the length direction of the horizontal plate of the movable step.

[0032] In some possible embodiments, the break-control component includes:

[0033] A cover plate, pivotally connected to the vertical plate of the first fixed step, such that the cover plate can pivot relative to the first fixed step between an open position and a closed position;

[0034] A contact sensing device, disposed on the back of the vertical plate of the first fixed step;

[0035] A contact sensing portion, disposed on the cover plate;

[0036] Wherein, when the cover plate pivots from the closed position to the open position, the contact sensing portion contacts the contact sensing device, so that the contact sensing device emits the control signal.

[0037] In some possible embodiments, a first opening is provided at the top of the accommodation space, and when the cover plate pivots to the closed position, the cover plate completely blocks the first opening.

[0038] In some possible embodiments, a second opening is provided at the side of the accommodation space, and a skirt plate for blocking the second opening is provided at the second opening;

[0039] The emergency evacuation device further includes:

[0040] A magnetic control component, configured to lock the skirt plate at the second opening and be linked with the break-control component;

[0041] Wherein, the magnetic control component is linked with the break-control component in such a way that when the break-control component emits the control signal, the magnetic control component can respond to the control signal and release the lock on the skirt plate, so that the skirt plate falls off to expose the second opening.

[0042] The technical solution of the embodiment of the present application has at least the following advantages and beneficial effects:

[0043] The emergency evacuation device provided by the present application can be housed in the accommodation space of the vehicle body when the rail transit vehicle is running normally, so as to avoid the emergency evacuation device occupying the internal space of the vehicle body. When the rail transit vehicle suddenly encounters an emergency and stops running, the movable step of the step component can extend out of the accommodation space, so as to build an evacuation passage for passengers, drivers and other relevant personnel to leave the vehicle body between the entrance and exit of the vehicle body and the evacuation platform, improving the evacuation efficiency when the rail transit vehicle suddenly encounters an emergency. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 It is a partial structural schematic diagram of a rail transit vehicle provided by some embodiments of the present application;

[0045] Figure 2 Partial structural schematic diagram of the emergency evacuation device and the rail transit vehicle when the step assembly provided in some embodiments of the present application is in the deployed state;

[0046] Figure 3 Partial structural schematic diagram of the emergency evacuation device and the rail transit vehicle from the first perspective (front view) when the step assembly provided in some embodiments of the present application is in the retracted state;

[0047] Figure 4 Partial structural schematic diagram of the emergency evacuation device and the rail transit vehicle from the second perspective (bottom view) when the step assembly provided in some embodiments of the present application is in the retracted state;

[0048] Figure 5 Structural schematic diagram of the emergency evacuation device from the first perspective (front view) when the step assembly provided in some embodiments of the present application is in the deployed state;

[0049] Figure 6 Structural schematic diagram of the emergency evacuation device from the second perspective (bottom view) when the step assembly provided in some embodiments of the present application is in the deployed state;

[0050] Figure 7 Structural schematic diagram of the emergency evacuation device when the step assembly provided in some embodiments of the present application is in the retracted state;

[0051] Figure 8 For Figure 5 Enlarged view of location A in

[0052] Figure 9 For Figure 6 Enlarged view of location B in

[0053] Figure 10 For Figure 6 Enlarged view of location C in

[0054] Figure 11 For Figure 6 Enlarged view of location D in Detailed implementation manners

[0055] To make the objectives, technical solutions and advantages of the present application clearer, the technical solutions of the present application will be clearly and completely described below in conjunction with the detailed implementation manners. The same reference numerals in the drawings represent the same components. It should be noted that the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the described embodiments of the present application without creative efforts fall within the scope of protection of the present application.

[0056] Compared with the embodiments shown in the drawings, the feasible embodiments within the scope of protection of the present application may have fewer components, have other components not shown in the drawings, different components, differently arranged components, or differently connected components, etc. In addition, two or more components in the drawings may be implemented in a single component, or a single component shown in the drawings may be implemented as multiple separate components.

[0057] Unless otherwise defined, the technical terms or scientific terms used herein shall have the ordinary meanings understood by those of ordinary skill in the art to which this application belongs. The terms "first", "second" and similar terms used in the specification and claims of this application do not denote any quantity or importance, but are only used to distinguish different components.

[0058] To better illustrate the emergency evacuation device 100 disclosed in the present application, the present application first makes a necessary description of the structure of the rail transit vehicle 200.

[0059] As Figure 1 shown, the rail transit vehicle 200 may include a car body 201, an entrance / exit 202 for passengers, drivers and other relevant personnel to enter and exit the interior of the car body 201 is provided on the car body 201, and a door (not shown in the figure) is provided at the entrance / exit 202. Among them, during the normal operation of the rail transit vehicle 200, the door is in a closed state and seals the entrance / exit 202. When an emergency occurs in the rail transit vehicle 200, the car body 201 stops moving, and then the door opens to expose the entrance / exit 202, so as to facilitate passengers, drivers and other relevant personnel to leave the car body 201 through the entrance / exit 202.

[0060] However, as can be seen from the content described in the background art of the present application, since there is often a certain height difference between the entrance / exit 202 of the car body 201 and the evacuation platform (not shown in the figure) provided beside the track when an emergency occurs in the rail transit vehicle 200, passengers, drivers and other relevant personnel cannot smoothly move from the car body 201 to the evacuation platform through the entrance / exit 202.

[0061] For this reason, the present application provides an emergency evacuation device 100 for the rail transit vehicle 200. The emergency evacuation device 100 is mainly used to build an evacuation passage between the entrance / exit 202 of the car body 201 and the evacuation platform when an emergency occurs in the rail transit vehicle 200, so that passengers, drivers and other relevant personnel can rely on the evacuation passage to smoothly leave the car body 201 when an emergency occurs in the rail transit vehicle 200.

[0062] Please refer to Figures 2 to 11 , generally speaking, the emergency evacuation device 100 disclosed in the present application may include a step assembly 10, a drive assembly 20, an energy storage assembly 30, and a disconnection and control assembly 40.

[0063] In the present application, with continued reference to Figure 1 , a receiving space 203 corresponding to the access 202 is further provided on the car body 201 of the rail transit vehicle 200. For example, the receiving space 203 can be provided at the underframe of the car body 201, and the receiving space 203 is used for arranging the relevant components of the emergency evacuation device 100, so as to prevent the emergency evacuation device 100 from occupying the internal space of the car body 201 during the normal operation of the rail transit vehicle 200.

[0064] The step assembly 10 is composed of a plurality of steps, and the step assembly 10 has a retracted state and an extended state. Among them, when the step assembly 10 is in the retracted state as shown in Figure 7 , in combination with the content shown in Figure 3 and Figure 4 , the entire step assembly 10 is within the receiving space 203; when the step assembly 10 is in the extended state as shown in Figure 5 or Figure 6 , in combination with the content shown in Figure 2 , some steps can extend out of the receiving space 203, so as to rely on the plurality of steps to jointly form an evacuation passage for passengers or drivers and other relevant personnel to leave the car body 201.

[0065] Specifically, the step assembly 10 may include a fixed step and a movable step 11 arranged in sequence from the head end to the tail end of the evacuation passage. It should be noted that the head end of the evacuation passage referred to in the present application refers to the end of the evacuation passage close to the access 202 of the car body 201. Correspondingly, the tail end of the evacuation passage refers to the end of the evacuation passage far from the access 202 of the car body 201 (that is, the end of the evacuation passage close to the evacuation platform). That is to say, when the step assembly 10 is in the extended state, as shown in Figure 2 , the fixed step serves as the head end of the evacuation passage, and the movable step 11 serves as the tail end of the evacuation passage.

[0066] Furthermore, the fixed step is fixedly arranged in the receiving space 203 of the car body 201. In other words, under normal conditions, the fixed step is always located within the receiving space 203. For example, the fixed step can be fixedly arranged in the receiving space 203 by welding or by means of fasteners. The movable step 11 is movably connected to the fixed step so that the movable step 11 can move between a retracted position and an extended position relative to the fixed step.

[0067] Specifically, when the movable step 11 moves relative to the fixed step to the retracted position, the fixed step together with the movable step 11 is completely received within the receiving space 203. When the movable step 11 moves from the retracted position to the extended position relative to the fixed step, the movable step 11 extends out of the receiving space 203, so as to rely on the fixed step and the movable step 11 to jointly form an evacuation passage.

[0068] Considering that when the known rail transit vehicle 200 stops operating in case of an emergency, the height difference between the entrance / exit 202 of the vehicle body 201 and the evacuation platform usually only requires three steps to be set. Therefore, in the present application, the step assembly 10 is further set to be in a form composed of three steps. Specifically, as shown in Figures 5 to 7 the content shown, in addition to the movable step 11 mentioned above, the fixed steps can further include a first fixed step 13 and a second fixed step 12. Among them, the first fixed step 13 is located at the head end of the evacuation passage, and the second fixed step 12 is adjacent to the movable step 11. That is to say, the first fixed step 13, the second fixed step 12, and the movable step 11 are arranged in sequence from the head end to the tail end of the evacuation passage. At this time, the movable step 11 is movably connected to the second fixed step 12 so that the movable step 11 can move between the retracted position and the deployed position relative to the second fixed step 12.

[0069] It should be noted that the first fixed step 13, the second fixed step 12, and the movable step 11 are all stepped structures in a substantially "L" shape composed of vertical plates 131, 121, 111 and horizontal plates 132, 122, 112. Among them, as shown in Figure 2 and Figure 5 the content shown, the vertical plate 131 of the first fixed step 13 can be connected to the vehicle body 201, the horizontal plate 132 of the first fixed step 13 is connected to the vertical plate 131 of the first fixed step 13, the vertical plate 121 of the second fixed step 12 is connected to the horizontal plate 132 of the first fixed step 13, and the horizontal plate 122 of the second fixed step 12 is connected to the vertical plate 121 of the second fixed step 12, so as to facilitate the simultaneous fixed setting of the first fixed step 13 and the second fixed step 12 in the accommodation space 203.

[0070] Of course, in actual implementation, the horizontal plate 132 of the first fixed step 13, the vertical plate 121 of the second fixed step 12, and the horizontal plate 122 of the second fixed step 12 can also be further fixed to the vehicle body 201, so as to improve the reliability when the first fixed step 13 and the second fixed step 12 are fixed in the accommodation space 203. And, as shown in Figure 9 the content shown, the structural strength of the connection between the second fixed step 12 and the first fixed step 13 can also be improved by adding a reinforcing rib plate 14 between the back of the horizontal plate 132 of the first fixed step 13 and the back of the vertical plate 121 of the second fixed step 12.

[0071] It should be noted that in this application, the back refers to the side of the horizontal plates 112, 122, 132 or vertical plates 111, 121, 131 that make up the ladder that is not visible under normal conditions. For example, the bottom surfaces of the horizontal plates 112, 122, 132 and the rear sides of the vertical plates 111, 121, 131. Correspondingly, the front refers to the side opposite to the back.

[0072] On this basis, the movable connection between the movable ladder 11 and the second fixed ladder 12 can be achieved in the following ways. Specifically, as Figure 8 shown, the vertical plate 111 of the movable ladder 11 can be pivotally connected to the horizontal plate 122 of the second fixed ladder 12. For example, the vertical plate 111 of the movable ladder 11 can be pivotally connected to the horizontal plate 122 of the second fixed ladder 12 through a hinge, so that the movable ladder 11 can move between the retracted position and the deployed position in a pivoting manner.

[0073] In this application, the drive assembly 20 is configured to drive the movable ladder 11 from Figure 5 or Figure 6 the deployed position shown to Figure 7 the retracted position shown. And when the movable ladder 11 is in the retracted position, the drive assembly 20 can continuously apply a first driving force to the movable ladder 11 for the movable ladder 11 to remain in the retracted position, so that the entire step assembly 10 is received and held in the accommodation space 203 of the vehicle body 201.

[0074] In order to simplify the structure of the drive assembly 20 as much as possible, this application uses a traction mechanism composed of ropes as the drive assembly 20 to drive the movable ladder 11 from the deployed position to the retracted position. And in order to further reduce the volume of the movable ladder 11 when it is in the retracted position, continue to refer to Figure 8 In this application, the horizontal plate 112 of the movable ladder 11 is further pivotally connected to the vertical plate 111 of the movable ladder 11. For example, the horizontal plate 112 of the movable ladder 11 can be pivotally connected to the vertical plate 111 of the movable ladder 11 through a hinge, so that the horizontal plate 112 of the movable ladder 11 can pivot relative to the vertical plate 111 of the movable ladder 11.

[0075] At this time, combining Figure 5 , Figure 6 and Figure 9As shown in the figure, the driving assembly 20 may include a traction unit 21 and a winding member 22. Among them, the winding member 22 may be disposed on the back of the cross plate 132 of the first fixed step 13, and the traction unit 21 may include a traction rope 211 and a guiding pulley 212. The guiding pulley 212 may be disposed on the back of the cross plate 132 of the first fixed step 13. One end of the traction rope 211 is connected to the cross plate 112 of the movable step 11, and the other end of the traction rope 211 sequentially passes through the vertical plate 111 of the movable step 11, the cross plate 122 of the second fixed step 12, and the vertical plate 121 of the second fixed step 12 and then is connected to the winding member 22. And the traction rope 211 bypasses the guiding pulley 212 before being connected to the winding member 22 to guide the traction rope 211 through the guiding pulley 212.

[0076] Moreover, the winding member 22 is configured to wind the traction rope 211 of the traction unit 21 to apply the first driving force to the movable step 11 through the traction rope 211 of the traction unit 21.

[0077] Specifically, assuming that in the initial state, the movable step 11 is in the deployed position as shown in Figure 5 or Figure 6 At this time, the first fixed step 13, the second fixed step 12, and the movable step 11 together form an evacuation passage. When it is necessary to retract the movable step 11, the winding member 22 winds the traction rope 211. As the traction rope 211 is continuously wound, the traction rope 211 will first apply a pulling force to the cross plate 112 of the movable step 11, and the cross plate 112 of the movable step 11 will pivot upward relative to the vertical plate 111 of the movable step 11 until the cross plate 112 of the movable step 11 pivots to be parallel and close to the vertical plate 111 of the movable step 11. Then, as the traction rope 211 continues to be wound, the cross plate 112 of the movable step 11 will drive the vertical plate 111 of the movable step 11 to pivot relative to the cross plate 122 of the second fixed step 12 until the cross plate 112 of the movable step 11 together with the vertical plate 111 of the movable step 11 synchronously pivot to below the cross plate 122 of the second fixed step 12. Thus, the purpose of moving the movable step 11 from the deployed position to the retracted position as shown in Figure 7 is achieved. And since the traction rope 211 is in a tensioned state under the action of the winding member 22 at this time, the pulling force as the first driving force can be continuously applied to the movable step 11 by relying on the traction rope 211 to prevent the movable step 11 from pivoting in this state.

[0078] It can be understood that the winding component 22 for winding the towing rope 211 can be implemented in a manner known in the prior art. For example, the winding component 22 can be a winch formed by combining a motor and a wire winding disc, and the towing rope 211 can be wound by the winch. At the same time, in order to improve the stability of the movable ladder 11 when moving from the deployed position to the stowed position, as Figure 6 shown, the towing unit 21 can be set to two, and the two towing units 21 are symmetrically arranged along the length direction of the cross plate 112 of the movable ladder 11.

[0079] In this application, the energy storage component 30 is configured to pre-store a second driving force that forces the movable ladder 11 to move from the stowed position to the deployed position when the movable ladder 11 moves from the deployed position to the stowed position. That is to say, after the first driving force applied to the movable ladder 11 by the driving component 20 is cancelled, the vertical plate 111 of the movable ladder 11 can pivot relative to the cross plate 122 of the second fixed ladder 12 under the action of the second driving force applied by the energy storage component 30, so that the vertical plate 111 of the movable ladder 11 pivots to the deployed position. During this process, the cross plate 112 of the movable ladder 11 will pivot to the deployed position synchronously under the action of the vertical plate 111 of the movable ladder 11. Among them, the first driving force applied by the driving component 20 to the movable ladder 11 can be cancelled but is not limited to the following situations. For example, when an emergency occurs suddenly in the rail transit vehicle 200, after the motor constituting the winding component 22 is powered off, since the motor does not have a braking ability, the towing rope 211 will no longer be wound by the winding component 22, and the pulling force acting on the movable ladder 11 as the first driving force of the towing rope 211 will also disappear. When the energy storage component 30 applies the second driving force to the movable ladder 11, the towing rope 211 will not interfere with the movement of the movable ladder 11, so that the movable ladder 11 can move normally from the stowed position to the deployed position.

[0080] In order to enable the energy storage component 30 to pre-store the second driving force, this application discloses an energy storage component 30 with a relatively simple structure. Specifically, in combination with Figure 6 and Figure 10As shown in the figure, the energy storage component 30 is disposed between the horizontal plate 122 of the second fixed step 12 and the vertical plate 111 of the movable step 11. The energy storage component 30 may include a first connecting member 31, a second connecting member 32, and a damping buffer member 33. Among them, the first connecting member 31 is connected to the back of the horizontal plate 122 of the second fixed step 12, and the position of the first connecting member 31 may be close to the hinge position between the horizontal plate 122 of the second fixed step 12 and the vertical plate 111 of the movable step 11. The second connecting member 32 is connected to the back of the vertical plate 111 of the movable step 11, and the second connecting member 32 is aligned with the first connecting member 31. The damping buffer member 33 is located between the first connecting member 31 and the second connecting member 32, and the damping buffer member 33 is used to connect the first connecting member 31 and the second connecting member 32. Among them, the damping buffer member 33 may be, but is not limited to, a rubber damping block with elastic deformation ability. One end of the rubber damping block is connected to the first connecting member 31, and the other end of the rubber damping block is connected to the second connecting member 32. The number of rubber damping blocks as the damping buffer member 33 can be set according to needs. For example, two rubber damping blocks can be set.

[0081] In this way, when the movable step 11 is in the deployed position, the damping buffer member 33 is in the natural elongation state. In this state, relying on the damping buffer member 33 can play a good role in buffering and energy absorption to absorb the impact force when passengers or drivers and other relevant personnel step on the horizontal plate 112 of the movable step 11. Correspondingly, when the movable step 11 moves from the deployed position to the retracted position under the drive of the drive assembly 20, as the vertical plate 111 of the movable step 11 continuously pivots towards the back of the horizontal plate 122 of the second fixed step 12, the vertical plate 111 of the movable step 11 drives the second connecting member 32 to approach the first connecting member 31. At this time, the damping buffer member 33 will be compressed and store a elastic force, and this elastic force is the second driving force stored in the energy storage component 30 to force the movable step 11 to move back to the deployed position.

[0082] On this basis, once the first driving force applied by the drive assembly 20 to the movable step 11 is cancelled, the damping buffer member 33 can release the elastic force as the second driving force, thereby forcing the movable step 11 to move back from the retracted position to the deployed position.

[0083] At the same time, in order to enable the damping buffer member 33 to be compressed in a predetermined direction, so as to store as much second driving force as possible. Continue to refer to Figure 10, the energy storage component 30 may further include two limiting members 34. The two limiting members 34 are oppositely arranged on the back of the vertical plate 111 of the movable ladder 11, and a limiting groove 35 is formed between the two limiting members 34. The second connecting member 32 is located in the limiting groove 35, and the opening of the limiting groove 35 is aligned with the first connecting member 31. At this time, the part of the damping buffer member 33 connected to the second connecting member 32 is located in the limiting groove 35.

[0084] In this way, when the vertical plate 111 of the movable ladder 11 pivots towards the back of the horizontal plate 122 of the second fixed ladder 12, the first connecting member 31 can extend into the limiting groove 35. During this process, the two limiting members 34 can play a good limiting role on the damping buffer member 33, so that the damping buffer member 33 can only be compressed in a predetermined direction (that is, the connection line between the first connecting member 31 and the second connecting member 32), thereby relying on the damping buffer member 33 to pre-store a greater second driving force.

[0085] It can be understood that in actual implementation, the number of energy storage components 30 can be set as required. For example, in the Figure 6 emergency evacuation device 100 shown, there are six energy storage components 30, which are divided into two groups with three in each group, and the two groups of energy storage components 30 are symmetrically arranged along the length direction of the ladder.

[0086] In this application, the disconnection control component 40 is configured to issue a control signal, and the disconnection control component 40 is linked with the driving component 20. Among them, the disconnection control component 40 and the driving component 20 are linked as follows: when the disconnection control component 40 issues a control signal, the driving component 20 can respond to the control signal and cancel the first driving force, so that the movable ladder 11 moves from the retracted position to the deployed position under the action of the second driving force, thereby jointly forming an evacuation passage through the fixed ladder and the movable ladder 11 in the deployed position.

[0087] It can be understood that in actual implementation, the driving component 20 can be controlled by the central control room (not shown in the figure) of the rail transit vehicle 200. Specifically, when a winch formed by a combination of a motor and a wire reel is used as the winding component 22, the motor can be communicatively connected to the central control room of the rail transit vehicle 200, and the disconnection control component 40 is also communicatively connected to the central control room of the rail transit vehicle 200, so that when an emergency occurs in the rail transit vehicle 200, the winding component 22 can respond to the control signal to cancel the first driving force applied by the traction rope 211 to the movable ladder 11.

[0088] Specifically, when an emergency occurs suddenly in the rail transit vehicle 200, the disconnection control component 40 can issue a control signal. At this time, the central control room of the rail transit vehicle 200 can timely disconnect the control with the winding component 22 of the driving component 20. For example, the power supply of the motor constituting the winding component 22 is cut off, so that the motor is powered off. Once the motor is powered off, the traction rope 211 will no longer be wound by the winding component 22, and the pulling force acting on the movable ladder 11 as the first driving force disappears. At this time, the damping buffer component 33 of the energy storage component 30 can release the pre-stored second driving force to force the movable ladder 11 to move from the retracted position to the deployed position.

[0089] Conversely, after the emergency of the rail transit vehicle 200 is lifted, the traction rope 211 can be wound again by the winding component 22 of the driving component 20, so that the movable ladder 11 moves from the deployed position to the retracted position again, thereby realizing the reuse of the emergency evacuation device 100.

[0090] Among them, the disconnection control component 40 for issuing the control signal can be implemented in the following ways but is not limited to them. Specifically, in combination with Figure 5 、 Figure 6 、 Figure 7 and Figure 11 shown in the content, the disconnection control component 40 can include a cover plate 41, a contact sensing device 42 and a contact sensing part 43. Among them, the cover plate 41 is pivotally connected to the vertical plate 131 of the first fixed ladder 13. For example, the cover plate 41 can be pivotally connected to the vertical plate 131 of the first fixed ladder 13 through a hinge, so that the cover plate 41 can pivot relative to the vertical plate 131 of the first fixed ladder 13 between the open position shown in Figure 5 or Figure 6 and the closed position shown in Figure 7 . The contact sensing device 42 can be arranged on the back of the vertical plate 131 of the first fixed ladder 13, and the contact sensing part 43 can be arranged on the cover plate 41. Among them, the installation position of the contact sensing device 42 can be close to the hinge position of the vertical plate 131 of the first fixed ladder 13 and the cover plate 41, and the installation position of the contact sensing part 43 can also be close to the hinge position of the vertical plate 131 of the first fixed ladder 13 and the cover plate 41 and can be aligned with the contact sensing device 42. The contact sensing device 42 can be but is not limited to an inductive switch and is communicatively connected to the central control room of the rail transit vehicle 200.

[0091] Among them, when the cover plate 41 is in the closed position shown in Figure 7 , the contact sensing device 42 is disengaged from the contact sensing part 43. At this time, the contact sensing device 42 does not issue a control signal; correspondingly, when the cover plate 41 pivots from the closed position to the open position shown in Figure 6 or Figure 11As shown, the contact induction part 43 contacts the contact induction device 42 so that the contact induction device 42 emits a control signal. That is to say, when an emergency occurs in the rail transit vehicle 200, it is only necessary to pivot the cover plate 41 in the closed position to the open position, and then a control signal can be emitted through the cooperation of the contact induction device 42 and the contact induction part 43, so that the central control room of the rail transit vehicle 200 disconnects the control of the drive assembly 20, and further enables the movable ladder 11 to move from the retracted position to the deployed position under the action of the second driving force applied by the energy storage assembly 30, so as to facilitate the construction of an evacuation passage between the entrance 202 of the vehicle body 201 and the evacuation platform.

[0092] It can be understood that, in order to facilitate the electrical connection between the contact induction device 42 and the winding part 22 of the drive assembly 20, so as to finally realize the communication connection with the central control room of the rail transit vehicle 200, as Figure 11 shown, wire grooves 44 for cables to pass through can be opened on the vertical plate 131 and the horizontal plate 132 of the first fixed ladder 13.

[0093] In order to avoid occupying the space inside the vehicle body 201 due to the existence of the cover plate 41, in some embodiments of the present application, as Figure 1 shown, a first opening 204 communicating with the inside of the vehicle body 201 is further provided at the top of the accommodation space 203 on the vehicle body 201. The first opening 204 is aligned with both the first fixed ladder 13 and the second fixed ladder 12 at the same time, so that the first fixed ladder 13 and the second fixed ladder 12 can be exposed through the first opening 204. Among them, when the cover plate 41 pivots relative to the vertical plate 131 of the first fixed ladder 13 to the closed position, as Figure 3 shown, the cover plate 41 completely blocks the first opening 204, the first fixed ladder 13 and the second fixed ladder 12. That is to say, at this time, the cover plate 41 will serve as a part of the inner bottom plate of the vehicle body 201, so as to rely on the cover plate 41 to block the first opening 204 when the rail transit vehicle 200 is running normally. At the same time, as Figure 6 or Figure 7 shown, a handle 411 can also be provided on the cover plate 41. For example, a sunken groove can be provided on the cover plate 41 as the handle 411, so as to facilitate opening the cover plate 41 through the handle 411 when an emergency occurs in the rail transit vehicle 200.

[0094] In addition, in order to enable the movable ladder 11 to move normally from the retracted position to the deployed position, continue to refer to Figure 1 , a second opening 205 for the movable ladder 11 to enter and exit is further provided on the side of the accommodation space 203 on the vehicle body 201 (that is, the side surface of the vehicle body 201). In order to block the second opening 205 when the rail transit vehicle 200 is running normally, as Figure 3As shown, a skirt board 206 for shielding the second opening 205 is further provided at the second opening 205.

[0095] On this basis, in order to achieve that when an emergency occurs in the rail transit vehicle 200, the skirt board 206 can automatically fall off to expose the second opening 205, so that the movable ladder 11 can normally extend from the second opening 205. As Figure 3 shown, the emergency evacuation device 100 disclosed in the present application may further include a magnetic control component 50, and the magnetic control component 50 is configured to lock the skirt board 206 at the second opening 205, and the magnetic control component 50 is also linked with the disconnection control component 40.

[0096] Among them, the magnetic control component 50 and the disconnection control component 40 are linked as follows: when the disconnection control component 40 issues a control signal, the magnetic control component 50 can respond to the control signal and release the lock on the skirt board 206, so that the skirt board 206 falls off to expose the second opening 205.

[0097] For example, the magnetic control component 50 may be a magnetic lock for connecting the skirt board 206 to the side of the vehicle body 201 to shield the second opening 205, and the magnetic lock is also communicatively connected to the central control room of the rail transit vehicle 200. When the rail transit vehicle 200 is running normally, the magnetic lock is energized to generate a magnetic force that adsorbs the skirt board 206 to the vehicle body 201. When the disconnection control component 40 issues a control signal, the central control room of the rail transit vehicle 200 timely controls the magnetic lock to be de-energized. At this time, the skirt board 206 will fall off from the vehicle body 201 due to the disappearance of the magnetic force, so that the second opening 205 is exposed.

[0098] On the other hand, as Figure 6 and Figure 7 shown, the emergency evacuation device 100 disclosed in the present application may further include a support component 60, and the support component 60 is configured to support the movable ladder 11 when the movable ladder 11 is in the deployed position. Among them, the support component 60 may include a plurality of support feet 61 provided on the movable ladder 11. For example, the support feet 61 may be provided on the back of the cross plate 112 of the movable ladder 11. Thus, when the movable ladder 11 is in the deployed position, as Figure 2 shown, the cross plate 112 of the movable ladder 11 can be supported on the evacuation platform by the support feet 61, thereby improving the structural reliability of the cross plate 112 of the movable ladder 11 in the deployed position, so that passengers, drivers and other relevant personnel can reliably step on the cross plate 112 of the movable ladder 11.

[0099] At the same time, in actual implementation, in combination with Figure 5 and Figure 8For the content shown, anti-slip stripes 70 and / or indicator light strips 80 may also be provided on the top surfaces of the cross plates 132 of the first fixed step 13, the cross plates 122 of the second fixed step 12, and the cross plates 112 of the movable step 11. Among them, the setting of the anti-slip stripes 70 can reduce the risk of passengers, drivers and other relevant personnel slipping when passing through the evacuation passage composed of the first fixed step 13, the second fixed step 12 and the movable step 11, while the setting of the indicator light strips 80 can smoothly guide and reduce the risk of passengers, drivers and other relevant personnel passing through the evacuation passage in the case of poor light such as at night.

[0100] In summary, the emergency evacuation device 100 provided by the present application has a simple structure and low cost. When the rail transit vehicle 200 is operating normally, it can be housed in the accommodation space 203 of the vehicle body 201, thus avoiding the emergency evacuation device 100 occupying the internal space of the vehicle body 201. When the rail transit vehicle 200 suddenly encounters an emergency and stops operating, the movable step 11 of the step assembly 10 can extend out of the accommodation space 203, so as to build an evacuation passage for passengers, drivers and other relevant personnel to leave the vehicle body 201 between the entrance 202 of the vehicle body 201 and the evacuation platform, and improve the evacuation efficiency when the rail transit vehicle 200 suddenly encounters an emergency.

[0101] The above are only the preferred embodiments of the present application and are not intended to limit the present application. For those skilled in the art, various changes and modifications can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An emergency evacuation device for a rail transit vehicle, which is used to build an evacuation passage between the entrance and exit of the vehicle body and the evacuation platform, and is characterized in that A receiving space corresponding to the entrance and exit is provided on the vehicle body; The emergency evacuation device includes: A step assembly, including a fixed ladder and a movable ladder arranged in sequence from the head end to the tail end of the evacuation passage. The fixed ladder is fixedly arranged in the receiving space, and the movable ladder is movably connected to the fixed ladder so that the movable ladder can move between a retracted position and an extended position relative to the fixed ladder; A driving assembly configured to drive the movable ladder to move from the extended position to the retracted position, and when the movable ladder is in the retracted position, the driving assembly continuously applies a first driving force for the movable ladder to maintain in the retracted position, so that the step assembly is received and held in the receiving space; An energy storage assembly configured to store a second driving force that forces the movable ladder to move from the retracted position to the extended position when the movable ladder moves from the extended position to the retracted position; A break control assembly configured to issue a control signal and be linked with the driving assembly; Wherein, the break control assembly and the driving assembly are linked as follows: when the break control assembly issues the control signal, the driving assembly can respond to the control signal and cancel the first driving force, so that the movable ladder moves from the retracted position to the extended position under the action of the second driving force, thereby jointly forming the evacuation passage through the fixed ladder and the movable ladder in the extended position; The fixed ladder includes a first fixed ladder at the head end of the evacuation passage and a second fixed ladder adjacent to the movable ladder. The first fixed ladder, the second fixed ladder, and the movable ladder all include vertical plates and horizontal plates; The vertical plate of the movable ladder is pivotally connected to the horizontal plate of the second fixed ladder so that the movable ladder can move between the retracted position and the extended position in a pivoting manner; The energy storage assembly is arranged between the horizontal plate of the second fixed ladder and the vertical plate of the movable ladder; The energy storage assembly includes: A first connecting member connected to the back of the horizontal plate of the second fixed ladder; A second connecting member connected to the back of the vertical plate of the movable ladder and aligned with the first connecting member; A damping buffer member for connecting the first connecting member and the second connecting member; Wherein, when the movable ladder moves from the extended position to the retracted position, the damping buffer member is compressed to store the second driving force; The horizontal plate of the movable ladder is pivotally connected to the vertical plate of the movable ladder; The driving assembly includes: A traction unit, including a traction rope, one end of the traction rope is connected to the horizontal plate of the movable ladder; A winding member arranged on the back of the horizontal plate of the first fixed ladder; the other end of the traction rope passes through the vertical plate of the movable ladder, the horizontal plate of the second fixed ladder, and the vertical plate of the second fixed ladder in sequence and then is connected to the winding member; Wherein, the winding component is configured to wind the towing rope of the towing unit, so as to apply the first driving force to the movable ladder through the towing rope of the towing unit, and the winding component can respond to the control signal to cancel the first driving force applied by the towing rope to the movable ladder.

2. The emergency evacuation device for rail transit vehicles according to claim 1, wherein, The energy storage assembly further includes two limiting members, the two limiting members are oppositely arranged on the back of the vertical plate of the movable ladder, a limiting groove is formed between the two limiting members, the second connecting member is located in the limiting groove, and the opening of the limiting groove is aligned with the first connecting member.

3. The emergency evacuation device for rail transit vehicles according to claim 1, characterized in that, The towing unit further includes a guiding pulley, the guiding pulley is arranged on the back of the cross plate of the first fixed ladder, and the towing rope bypasses the guiding pulley.

4. The emergency evacuation device for rail transit vehicles according to claim 1, wherein The number of the towing units is two, and the two towing units are symmetrically arranged along the length direction of the cross plate of the movable ladder.

5. The emergency evacuation device for rail transit vehicles according to claim 1, characterized in that, The disconnection control assembly includes: A cover plate, pivotally connected to the vertical plate of the first fixed ladder, so that the cover plate can pivot relative to the first fixed ladder between an open position and a closed position; A contact sensing device, arranged on the back of the vertical plate of the first fixed ladder; A contact sensing portion, arranged on the cover plate; Wherein, when the cover plate pivots from the closed position to the open position, the contact sensing portion contacts the contact sensing device, so that the contact sensing device emits the control signal.

6. The emergency evacuation device for rail transit vehicles according to claim 5, characterized in that, A first opening is provided at the top of the accommodating space, and when the cover plate pivots to the closed position, the cover plate completely blocks the first opening.

7. The emergency evacuation device for rail transit vehicles according to claim 1, wherein, A second opening is provided at the side of the accommodating space, and a skirt plate for blocking the second opening is provided at the second opening; The emergency evacuation device further includes: A magnetic control assembly, configured to lock the skirt plate at the second opening and be linked with the disconnection control assembly; Wherein, the magnetic control assembly and the disconnection control assembly are linked in such a way that when the disconnection control assembly emits the control signal, the magnetic control assembly can respond to the control signal and release the locking of the skirt plate, so that the skirt plate falls off to expose the second opening.

Images