A debugging method for a full-width electric emergency safety device for virtual rail vehicles

Abstract

This invention provides a debugging method for a full-width electric emergency safety device for a virtual rail vehicle, belonging to the field of rail transit technology. By setting up 15 relays and electrically connecting them to the electromagnetic lock of the inspection cover, the electronic locks on both sides of the full-width door, the extension and retraction circuits of the electric push rod of the electric door opening mechanism, the retraction position monitoring switch, the initial position monitoring switch and extension position monitoring switch of the drawer mechanism, the electronic lock and position detection switch of the lifting and lowering mechanism, and the electronic locks on both sides of the evacuation ramp, this invention achieves comprehensive functional debugging of each structure. During the functional debugging and judgment process of each structure, the reasonableness of the state of other structures is observed, ensuring coordination and cooperation between the structures during the debugging process. This achieves coordinated debugging of the functions of each structure, avoiding the problem of mutual interference in subsequent use even after individual structure debugging is successful. The debugging method is more complete, further improving the safety of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, specifically to a debugging method for a full-width electric emergency safety device for a virtual rail vehicle. Background Technology

[0002] Virtual rail vehicles are vehicles that use existing road markings to simulate tracks and an onboard recognition system to identify the markings and automatically plan their direction of travel. Compared to existing subway and urban rail vehicles that use real tracks, they have lower construction costs, shorter construction cycles, and can utilize existing road modifications to meet urban transportation needs.

[0003] The existing virtual rail vehicle includes a car body, full-width doors, an electric door opening mechanism, and an evacuation ramp. A full-width door is hinged to the top crossbeams at the front and rear of the car body. The front and rear of the car body can be fully opened and closed by flipping the full-width doors up and down. At the same time, the electric door opening mechanism and the evacuation ramp are installed on the car body floor. When evacuation is required, the electric door opening mechanism first pushes open the full-width doors, which then automatically flips up. After the full-width doors are opened, the evacuation ramp automatically unfolds, facilitating timely and rapid evacuation of passengers and improving the safety of the virtual rail vehicle.

[0004] However, to ensure that all functions of the virtual rail vehicle are in optimal condition during operation, the vehicle needs to be debugged. Currently, traditional vehicle debugging methods are relatively simple, usually only debugging each structure individually, and judging the vehicle to be functional as normal if the individual debugging is qualified. However, in actual evacuation, the actions of each structure have a sequence, and the transition between actions only occurs when predetermined conditions are met. The method of debugging only individually can lead to mutual interference between some structures during actual operation, affecting the safety of the vehicle. Summary of the Invention

[0005] To address the aforementioned problems in existing technologies, this paper aims to provide a debugging method for a full-width electric emergency safety device for a virtual rail vehicle. This method involves selectively connecting position monitoring switches to the locks on both sides of the full-width door, the electric door opening mechanism, the drawer mechanism, the lifting and lowering mechanism, and the evacuation ramp. Furthermore, relays are electrically connected to the locks and position monitoring switches. During debugging, the on / off status of each relay is observed to determine whether the corresponding structure functions correctly. By comparing the actual actions of each structure, a comprehensive debugging of the entire vehicle's emergency safety device is achieved. This avoids mutual interference issues that may occur during subsequent integrated use after individual structures have passed debugging, thus ensuring vehicle safety.

[0006] The specific technical solution is as follows:

[0007] A debugging method for a full-width electric emergency safety device for a virtual rail vehicle, characterized by including an activation mechanism and a deactivation mechanism, and...

[0008] The activation process includes the following steps:

[0009] Step S1.1: Manually pry the request and unlock device on the vehicle down to 20° to send a request signal to the OCC (Operation Control Center). At the same time, the indicator light of the request and unlock device will flash. After the request signal is sent, the request and unlock device will automatically reset and the indicator light of the request and unlock device will turn off.

[0010] Step S1.2: The OCC receives the request signal and, after monitoring the situation inside the vehicle driver's cab, authorizes the request to be allowed. If allowed, it observes whether the relay KA1, which is electrically connected to the maintenance cover electromagnetic lock, is disconnected. If the relay KA1 is disconnected, it observes whether the maintenance cover electromagnetic lock is de-energized. If it is de-energized, the maintenance cover electromagnetic lock is functioning normally.

[0011] Step S1.3: Move the request and unlocking device down 90° again and observe whether the relay KA2, which is electrically connected to the electronic locks on both sides of the full-width door leaf, is triggered. If the relay KA2 is triggered, observe whether the electronic locks on both sides of the full-width door leaf are unlocked. If unlocked, proceed to step S1.4. If not unlocked, it is determined that at least one of the electronic locks on both sides of the full-width door leaf is malfunctioning.

[0012] Step S1.4: Observe whether relay KA3, which is electrically connected to the monitoring switch for the opening position of the electronic locks on both sides of the full-width door leaf, is triggered, and observe whether relay KA2 is disconnected. If relay KA3 is triggered and relay KA2 is disconnected, it is determined that the electronic locks on both sides of the full-width door leaf are functioning normally.

[0013] Step S1.5: After relay KA3 is triggered, observe whether relay KA4, which is electrically connected to the extension circuit of the electric push rod of the electric door opening mechanism, is conducting. If relay KA4 is conducting, observe whether the electric push rod extends. If it extends, it is determined that the extension function of the electric push rod is normal.

[0014] Step S1.6: After waiting for the predetermined time and after the electric push rod has extended to the position, observe whether the relay KA4 is disconnected. If it is disconnected, it is determined that the electric push rod extension stop function is normal.

[0015] Step S1.7: Continue to wait for the predetermined time, and during the full-width door opening process, observe whether the relay KA5, which is electrically connected to the initial position monitoring switch of the power component of the drawer mechanism, is disconnected, and observe whether the frame of the drawer mechanism extends. If the relay KA5 is disconnected and the frame extends, observe whether the relay KA6, which is electrically connected to the frame extension monitoring switch, is triggered. If the relay KA6 is triggered, it is determined that the frame extension function is normal.

[0016] Step S1.8: Continue to wait for the predetermined time, observe whether relay KA7, which is electrically connected to the electronic lock in the lifting and lowering mechanism, is triggered, and at the same time observe whether relay KA6 is disconnected. Also observe whether relay KA8, which is electrically connected to the position monitoring switch in the lifting and lowering mechanism, is triggered. If both relay KA7 and relay KA8 are triggered, and relay KA6 is disconnected, then the tilting function of the lifting and lowering mechanism is normal.

[0017] Step S1.9: After both relays KA7 and KA8 are triggered, relay KA9, which is electrically connected to both electronic locks on both sides of the evacuation ramp, is triggered. Observe whether the electronic locks on both sides of the evacuation ramp are unlocked. If both are unlocked, observe whether relay KA10, which is electrically connected to the evacuation ramp opening position monitoring switch, is triggered. If relay KA10 is triggered, the electronic locks on both sides of the evacuation ramp are functioning normally, and the evacuation ramp is unfolding normally.

[0018] Step S1.10: After relay KA10 is triggered, relay KA11, which is electrically connected to the retraction circuit of the electric push rod of the electric door opening mechanism, is triggered. Relay KA14, which is electrically connected to the retraction monitoring switch of the electric push rod of the electric door opening mechanism, is observed to see if the electric push rod has retracted to the correct position. If relay KA14 is disconnected and the electric push rod has retracted to the correct position, it is determined that the electric push rod retraction function is normal, and relay KA11 is disconnected to complete the electric push rod retraction.

[0019] The closing action includes the following steps:

[0020] Step S2.1: Reset the request and unlocking device, and cancel the door opening command;

[0021] Step S2.2: Manually retract the evacuation ramp and lock it with electronic locks on both sides of the evacuation ramp. At the same time, observe whether the relay KA9 is disconnected. If it is disconnected, it is determined that the evacuation ramp has been retracted and locked in place.

[0022] Step S2.3: Disconnect relay KA7, unlock the electronic lock in the lifting and lowering mechanism, manually lower the lifting and lowering mechanism, and observe whether relay KA8 is disconnected. If relay KA8 is disconnected, continue to lower the lifting and lowering mechanism to the horizontal state, and observe whether relay KA6 is triggered again. If relay KA6 is triggered again, the lifting and lowering mechanism retraction function is normal.

[0023] Step S2.4: Manually push the drawer mechanism back and observe whether the relay KA15, which is electrically connected to the monitoring switch of the retracted drawer mechanism frame, is triggered. If it is triggered, it is determined that the drawer mechanism frame retraction function is normal.

[0024] Step S2.5: Manually retract the full-width door leaf and lock it with the electronic locks on both sides of the full-width door leaf. At the same time, observe whether the relay KA2 is disconnected. If it is disconnected, it is determined that the door leaf has been retracted and locked in place.

[0025] Step S2.6: Manually reverse the power component of the drawer mechanism and observe whether the relay KA5 is triggered again. If it is triggered again, it is determined that the reset function of the power component of the drawer mechanism is normal, and the function debugging is completed.

[0026] The above-mentioned debugging method for a full-width electric emergency safety device for a virtual rail vehicle includes a relay KA12, which is electrically connected to one of the electronic locks on both sides of the full-width door. When the electronic lock of the corresponding full-width door is opened, the relay KA12 is triggered. When both electronic locks on both sides of the full-width door are opened, both relays KA3 and KA12 are triggered.

[0027] The above-mentioned debugging method for a full-width electric emergency safety device for a virtual rail vehicle includes a relay KA13, which is electrically connected to one of the electronic locks on both sides of the evacuation ramp. When the electronic lock of the corresponding evacuation ramp is opened, the relay KA13 is triggered. When both electronic locks on both sides of the evacuation ramp are opened, the relays KA10 and KA13 are triggered simultaneously.

[0028] The above-mentioned debugging method for a full-width electric emergency safety device for a virtual rail vehicle includes a request and unlocking device indicator light. When relay KA1 is triggered, the request and unlocking device indicator light is off, and when relay KA1 is disconnected, the request and unlocking device indicator light is constantly on.

[0029] The above-mentioned debugging method for a full-width electric emergency safety device for a virtual rail vehicle includes an electric door opening mechanism that further includes a support frame and a swing arm. The support frame is installed on the vehicle floor, and the upper end of the support frame is hinged to one end of the swing arm. One end of the electric push rod is hinged to the lower end of the support frame, and the other end is hinged to the middle of the swing arm. The other end of the swing arm selectively contacts the lower part of the full-width door leaf.

[0030] The above-mentioned debugging method for a full-width electric emergency safety device for a virtual rail vehicle includes a drawer mechanism that further comprises a bracket, a hanging rail, and a slider. The hanging rail is installed at the bottom of the vehicle floor along the length of the vehicle, and the slider slides on the hanging rail. The bracket is arranged parallel to the vehicle floor and is spaced apart from the hanging rail. The bracket is fixed to the bottom of the vehicle floor. A frame is set between the bracket and the hanging rail, and one side of the upper end of the frame is hinged to the slider. The bottom of the frame slides on the bracket. The power component is set between the vehicle floor and the slider, and the evacuation ramp is installed inside the frame.

[0031] The above-mentioned debugging method for a full-width electric emergency safety device for a virtual rail vehicle includes a power component comprising a rack, gear, lead screw, idler rod, helical sleeve, connecting shaft, output wheel, input wheel, and cable. The rack is arranged parallel to the overhead rail, with one end fixedly connected to a slider. One end of the lead screw is fixed to the vehicle floor, and an outwardly extending idler rod is coaxially mounted on the other end face of the lead screw. The helical sleeve is threaded onto the lead screw and selectively moves to the idler rod during the spiraling process, rotating on the idler rod. The connecting shaft is located between the idler rod and the rack and is rotatably mounted on the bottom of the vehicle floor. Gears and input wheels are respectively mounted on both ends of the connecting shaft. An output wheel is located on the side of the helical sleeve near the connecting shaft, and the gear meshes with the rack. When the helical sleeve is on the idler rod, the output wheel engages with the input wheel. A mating tooth is provided between the output wheel and the input wheel. One end of the cable is wound around the helical sleeve, and the other end of the cable is connected to the middle of the full-width door leaf.

[0032] The above-mentioned debugging method for a full-width electric emergency safety device for a virtual rail vehicle includes a protruding limiting edge on the end face of the idle rod away from the lead screw, and an embedded hole for avoiding the limiting edge is opened on the side of the output wheel away from the spiral sleeve.

[0033] The above-mentioned debugging method for a full-width electric emergency safety device for a virtual rail vehicle includes a lifting and lowering mechanism, which further includes a tension spring, a vertical frame, and a locking pin. An opening groove is provided on the car body floor along a direction parallel to the overhead rail, penetrating the front edge of the car body floor. A tension spring is installed in the opening groove. One end of the tension spring is connected to the car body floor, and the other end is connected to the middle of the upper end of the frame and the side near the slider. The vertical frame is vertically installed on the car body floor. The electronic lock in the lifting and lowering mechanism is installed on the vertical frame, and the locking pin is installed on the frame. When the frame flips up around the hinge point with the slider, the locking pin selectively engages with the locking slot of the electronic lock in the lifting and lowering mechanism.

[0034] The positive effects of the above technical solution are:

[0035] The aforementioned debugging method for the full-width electric emergency safety device of the virtual rail vehicle uses several relays and position monitoring switches, respectively arranged at the electronic lock of the full-width door, the electric push rod of the electric door opening mechanism, the drawer mechanism, the lifting and lowering mechanism, and the evacuation ramp. By observing the on / off state changes of each relay and combining them with the actual state changes of each structure, the normal function of each structure is determined. Furthermore, during the function determination process of each structure, the reasonableness of the state of other structures is also observed, thereby achieving coordinated debugging of the functions of each structure. This avoids the problem of interference in subsequent use after individual structure debugging is qualified, thus ensuring the safety of the vehicle. Attached Figure Description

[0036] Figure 1 This is a flowchart of the activation action part of the debugging method for a full-width electric emergency safety device for a virtual rail vehicle according to the present invention.

[0037] Figure 2 This invention relates to the activation action of a debugging method for a full-width electric emergency safety device for a virtual rail vehicle.

[0038] Figure 3 This is a structural diagram of an electric door opening mechanism according to a preferred embodiment of the present invention;

[0039] Figure 4 This is a schematic diagram of the installation of the drawer mechanism and the lifting and lowering mechanism according to a preferred embodiment of the present invention;

[0040] Figure 5 This is a structural diagram of the power mechanism of a drawer mechanism according to a preferred embodiment of the present invention.

[0041] In the attached diagram: 1. Vehicle floor; 11. Opening slot; 2. Electric door opening mechanism; 21. Stand; 22. Swing arm; 23. Electric push rod; 3. Drawer mechanism; 31. Bracket; 32. Hanging rail; 33. Slider; 34. Frame; 35. Power component; 351. Rack; 352. Gear; 353. Lead screw; 354. Idle rod; 355. Screw sleeve; 356. Connecting shaft; 357. Output wheel; 358. Input wheel; 359. Cable; 3541. Limit stop; 3571. Engraving hole; 4. Lifting / lowering mechanism; 41. Tension spring; 42. Stand; 43. Locking pin; 5. Evacuation ramp. Detailed Implementation

[0042] To make the technical means, creative features, objectives, and effects of this invention easier to understand, the following embodiments are provided in conjunction with the appendix. Figure 1 To be continued Figure 5 The technical solutions provided by this invention are described in detail, but the following content is not intended to limit this invention.

[0043] Figure 1This is a flowchart illustrating a debugging method for a full-width electric emergency safety device for a virtual rail vehicle according to the present invention; Figure 2 This refers to the activation action portion of a debugging method for a full-width electric emergency safety device for a virtual rail vehicle according to the present invention. Figure 1 and Figure 2 As shown, the debugging method for the full-width electric emergency safety device of the virtual rail vehicle provided in this embodiment includes: debugging the activation part and debugging the deactivation part, realizing the debugging of the electric emergency safety device throughout the entire process and improving the debugging effectiveness.

[0044] Specifically, the activation process includes the following steps:

[0045] Step S1.1: Manually lower the request and unlock device on the vehicle to 20° to send a request signal to the OCC (Operation Control Center). Simultaneously, the request and unlock device indicator light flashes. After the request signal is sent, the request and unlock device automatically resets, and the indicator light turns off. Additionally, a separate request and unlock device indicator light is provided. This light is set to turn off when relay KA1 is triggered and remain on when relay KA1 is deactivated. This allows monitoring personnel to obtain the current status of the request and unlock device in real time, providing a reference for subsequent intervention operations.

[0046] Step S1.2: After the OCC receives the request signal and monitors the situation inside the vehicle driver's cab, it authorizes the request to be allowed. If allowed, it observes whether the relay KA1, which is electrically connected to the access cover electromagnetic lock, is disconnected. If the relay KA1 is disconnected, it observes whether the access cover electromagnetic lock is de-energized. If de-energized, the access cover electromagnetic lock is functioning normally. It is worth noting that if the OCC does not perform any operation within 60 seconds after receiving the request signal, the OCC automatically allows the request, preventing the problem of vehicle safety being affected by OCC supervision errors.

[0047] Step S1.3: Again, tilt the request and unlocking device downwards by 90° and observe whether relay KA2, which is electrically connected to the electronic locks on both sides of the full-width door leaf, is triggered. If relay KA2 is triggered, observe whether the electronic locks on both sides of the full-width door leaf are unlocked. If unlocked, the electronic locks on both sides of the full-width door leaf are unlocking normally and can be used normally. Proceed to step S1.4. If the full-width door leaf does not unlock after relay KA2 is triggered, it is determined that at least one of the electronic locks on both sides of the full-width door leaf is malfunctioning, and the electronic locks on the full-width door leaf need to be inspected.

[0048] Step S1.4: Observe whether relay KA3, which is electrically connected to the monitoring switch for the opening position of the electronic locks on both sides of the full-width door leaf, is triggered. When the electronic locks on both sides of the full-width door leaf are in the open position, the monitoring switch for the opening position of the electronic locks on both sides of the full-width door leaf detects the corresponding signal, causing relay KA3 to be triggered. At this time, it is necessary to observe whether relay KA2 is disconnected. If relay KA3 is triggered and relay KA2 is disconnected, it is determined that the electronic locks on both sides of the full-width door leaf are functioning normally, ensuring that the full-width door leaf can be opened normally in the subsequent process.

[0049] In step S1.5, after relay KA3 is triggered, i.e., after the electronic locks on both sides of the full-width door leaf are fully opened, it is necessary to observe whether relay KA4, which is electrically connected to the extension circuit of the electric push rod 23 of the electric door opening mechanism 2, is conducting. The electric push rod 23 of the electric door opening mechanism 2 is set to extend when relay KA4 is conducting. If relay KA4 is conducting, the debugging personnel need to simultaneously observe whether the electric push rod 23 extends. If the electric push rod 23 extends, it is determined that the extension function of the electric push rod 23 is normal, providing initial power for the subsequent upward opening of the full-width door leaf via the electric door opening mechanism 2.

[0050] Step S1.6: Since the extension process of the electric push rod 23 requires a certain amount of time, the relay KA4 can only be observed to be disconnected after waiting for the predetermined time and after the electric push rod 23 has been extended to the position. If it is disconnected, it is determined that the extension stop function of the electric push rod 23 is normal, which prevents the electric push rod 23 from being overextended and causing structural damage, thus ensuring higher safety.

[0051] Step S1.7: Since the full-width door needs time to open, after waiting for a predetermined time until a certain space exists between the full-width door and the vehicle body, the drawer mechanism 3 is checked for activation to prevent collisions. Specifically, during the opening of the full-width door, the relay KA5, electrically connected to the initial position monitoring switch of the power component 35 of the drawer mechanism 3, is observed to be disconnected, and the frame 34 of the drawer mechanism 3 is observed to extend. If relay KA5 is disconnected and the frame 34 extends, it is determined that the function of the drawer mechanism 3's actuating component, which drives the frame 34 to extend from the bottom of the vehicle floor 1 along the vehicle length direction, is normal. Then, the relay KA6, electrically connected to the extension monitoring switch of the frame 34, is activated. If relay KA6 is activated, it is determined that the frame 34 has extended to its full position, indicating that the extension function of the frame 34 is normal.

[0052] Step S1.8: Since the lifting and lowering mechanism 4 requires time to operate after the drawer mechanism 3 has completed its operation, a predetermined waiting time is required. After waiting for the predetermined time, observe whether relay KA7, which is electrically connected to the electronic lock in the lifting and lowering mechanism 4, is triggered, and simultaneously observe whether relay KA6 is disconnected. Also observe whether relay KA8, which is electrically connected to the position monitoring switch in the lifting and lowering mechanism 4, is triggered. If both relays KA7 and KA8 are triggered, it indicates that the frame 34 has been flipped into position and locked by the electronic lock in the lifting and lowering mechanism 4, preventing the frame 34 from accidentally falling due to external force during evacuation. Furthermore, if relay KA6 is disconnected, it further indicates that the frame 34 has been flipped, and the flipping function of the lifting and lowering mechanism 4 is normal.

[0053] Step S1.9: After both relays KA7 and KA8 are triggered, i.e. after the lifting and lowering mechanism 4 is normally rotated, relay KA9, which is electrically connected to the electronic locks on both sides of the evacuation ramp 5, is triggered. Observe whether the electronic locks on both sides of the evacuation ramp 5 are unlocked to determine whether the unlocking of the electronic locks of the evacuation ramp 5 is normal. If both are unlocked, observe whether relay KA10, which is electrically connected to the opening position monitoring switch of the evacuation ramp 5, is triggered. If relay KA10 is triggered, the electronic locks on both sides of the evacuation ramp 5 are functioning normally, and the evacuation ramp 5 unfolds normally.

[0054] Step S1.10: After relay KA10 is triggered, relay KA11, which is electrically connected to the retraction circuit of the electric push rod 23 of the electric door opening mechanism 2, is triggered. Relay KA14, which is electrically connected to the retraction monitoring switch of the electric push rod 23 of the electric door opening mechanism 2, is observed to see if the electric push rod 23 has retracted to the correct position. If relay KA14 is disconnected and the electric push rod 23 has retracted to the correct position, it is determined that the electric rod retraction function is normal, and relay KA11 is disconnected to complete the retraction of the electric push rod 23.

[0055] In addition, the closing action provided in this embodiment includes the following steps:

[0056] Step S2.1: Reset the request and unlocking device, cancel the door opening command, and issue a command to reset each structure.

[0057] Step S2.2: Manually retract the evacuation ramp 5 and lock it with the electronic locks on both sides of the evacuation ramp 5 to realize the evacuation ramp 5 retraction and locking. At the same time, observe whether the relay KA9 is disconnected. If it is disconnected, it is determined that the evacuation ramp 5 has been retracted and locked in place.

[0058] Step S2.3: After the evacuation ramp 5 is retracted into place, disconnect relay KA7 to unlock the electronic lock in the lifting mechanism 4. The lifting mechanism 4 is no longer restricted by the electronic lock. At this time, the commissioning personnel manually lower the lifting mechanism 4 and observe whether relay KA8 is disconnected. If relay KA8 is disconnected, it is determined that the lifting mechanism 4 has been flipped down and reset. Continue to lower the lifting mechanism 4 to a horizontal state. At this time, observe whether relay KA6 is triggered again. If relay KA6 is triggered again, the lifting mechanism 4 has been reset to the initial state, and it is determined that the retraction function of the lifting mechanism 4 is normal.

[0059] Step S2.4: After the lifting and lowering mechanism 4 is reset, the debugging personnel manually push the drawer mechanism 3 back and observe whether the relay KA15, which is electrically connected to the retraction monitoring switch of the drawer mechanism 3 frame 34, is triggered. If it is triggered, it means that the drawer mechanism 3 frame 34 has been retracted into place. At this time, it is determined that the retraction function of the drawer mechanism 3 frame 34 is normal.

[0060] Step S2.5: After the frame 34 of the drawer mechanism 3 is reset, the debugging personnel manually retract the full-width door leaf. At this time, a pull rope is connected to the bottom of the full-width door leaf. The debugging personnel pull the door leaf back by pulling the pull rope connected to the full-width door leaf, so that the full-width door leaf flips down and closes, and is locked by the electronic locks on both sides of the full-width door leaf. At the same time, observe whether the relay KA2 is disconnected. If it is disconnected, the electronic locks on both sides of the full-frame door leaf are locked, and it is determined that the door leaf is retracted and locked in place, and the closing function of the full-width door leaf is normal.

[0061] Step S2.6: After the full-width door is closed, the cable 359 connected to the power component 35 of the drawer mechanism 3 and the full-width door is in a relaxed state. At this time, the debugging personnel manually twist the power component 35 of the drawer mechanism 3 in the reverse direction to make the power component 35 rotate in the opposite direction and realize the reset of the power component 35. At the same time, the cable 359 is wound back onto the power component 35 in the reverse direction. Simultaneously, it is observed whether the relay KA5 is triggered again. If it is triggered again, it is determined that the reset function of the power component 35 of the drawer mechanism 3 is normal, and the function debugging is completed.

[0062] More specifically, one of the electronic locks on both sides of the full-width door leaf is electrically connected to relay KA12. Relay KA12 is triggered when the corresponding electronic lock on the full-width door leaf is fully open. Furthermore, when both electronic locks on both sides of the full-width door leaf are fully open, both relays KA3 and KA12 are triggered. This ensures that the electronic locks on both sides of the full-width door leaf are considered to be functioning normally only when both relays KA3 and KA12 are triggered. If relay KA3 is triggered but relay KA12 is not triggered, the electronic lock connected to relay KA12 is faulty. If relay KA3 is not triggered but relay KA12 is triggered, the electronic lock on both sides of the full-width door leaf that is not electrically connected to relay KA12 is faulty. This allows for the differentiation of the electronic locks on both sides of the fully open door leaf, making debugging more convenient.

[0063] Similarly, one of the electronic locks on both sides of the evacuation ramp 5 is also electrically connected to a relay KA13. Relay KA13 is triggered when the corresponding electronic lock of the evacuation ramp 5 is fully open. When both electronic locks on both sides of the evacuation ramp 5 are fully open, relays KA10 and KA13 are triggered simultaneously. This ensures that the electronic locks on both sides of the full-width door are considered to be functioning normally only when both relays KA10 and KA13 are triggered simultaneously. If relay KA10 is triggered but relay KA13 is not triggered, the electronic lock connected to relay KA13 is faulty. If relay KA10 is not triggered but relay KA13 is triggered, the electronic lock on both sides of the evacuation ramp 5 that is not electrically connected to relay KA13 is faulty. This allows for differentiation of the electronic locks on both sides of the evacuation ramp 5, facilitating debugging.

[0064] More specifically, relay KA1 is also electrically connected to an indicator light for the request and unlocking device. When relay KA1 is triggered, the indicator light for the request and unlocking device turns off, and when relay KA1 is disconnected, the indicator light for the request and unlocking device stays on. The on / off status of relay KA1 can be monitored in real time through the indicator light for the request and unlocking device, and the operating status of the request and unlocking device can be reflected more intuitively.

[0065] Figure 3 This is a structural diagram of an electric door opening mechanism according to a preferred embodiment of the present invention. Figure 3As shown, the electric door opening mechanism 2 for opening the full-width door leaf also includes a stand 21 and a swing arm 22. At this time, the stand 21 is fixedly installed on the vehicle floor 1 and arranged upwards. The upper end of the stand 21 is hinged to one end of the swing arm 22, so that the swing arm 22 can swing on the stand 21. At the same time, one end of the electric push rod 23 is hinged to the lower end of the stand 21, and the other end is hinged to the middle of the swing arm 22. Thus, when the electric push rod 23 moves in extension and retraction, the swing arm 22 can swing on the stand 21. That is, the electric push rod 23 provides the driving force for the swing of the swing arm 22. In addition, the other end of the swing arm 22 selectively contacts the lower part of the full-width door leaf. That is, when the full-width door leaf needs to be opened, the electric push rod 23 extends and pushes the swing arm 22 to swing upward. The other end of the swing arm 22 contacts and pushes the full-width door leaf to open. After the full-width door leaf is opened, the electric push rod 23 retracts and drives the swing arm 22 to swing downward, realizing the reset of the swing arm 22 and providing conditions for the subsequent closing of the full-width door leaf.

[0066] Figure 4 This is a schematic diagram illustrating the installation of the drawer mechanism and the lifting / lowering mechanism according to a preferred embodiment of the present invention. Figure 4 As shown, the drawer mechanism 3 located below the vehicle body floor 1 includes, in addition to the aforementioned power component 35, a bracket 31, a hanging rail 32, and a slider 33. In this case, the hanging rail 32 is installed along the length of the vehicle at the bottom of the vehicle body floor 1, and the slider 33 is slidably mounted on the hanging rail 32, allowing the slider 33 to slide on the hanging rail 32. At the same time, the bracket 31 is arranged parallel to the vehicle body floor 1 with a gap between it and the hanging rail 32, and the bracket 31 is fixed to the bottom of the vehicle body floor 1, so that the bracket 31 forms a lifting structure below the vehicle body floor 1. At this time, the frame 34 is placed between the bracket 31 and the hanging rail 32, and one side of the upper end of the frame 34 is hinged to the slider 33. The bottom of the frame 34 is slidably placed on the bracket 31, which provides support for the frame 34 and allows the frame 34 to move along the hanging rail 32 under the drive of the slider 33. At this time, the power component 35 is placed between the vehicle floor 1 and the slider 33, and the evacuation ramp 5 is installed inside the frame 34, so that the power component 35 can drive the slider 33 to move along the hanging rail 32. That is, the frame 34 with the evacuation ramp 5 provides power for the movement of the frame 34 under the vehicle floor 1, which provides the conditions for the subsequent extension of the frame 34.

[0067] Figure 5 This is a structural diagram of the power mechanism of a drawer mechanism according to a preferred embodiment of the present invention. Figure 4 and Figure 5As shown, the power component 35 of the drawer mechanism 3 includes a rack 351, a gear 352, a lead screw 353, a freewheeling rod 354, a screw sleeve 355, a connecting shaft 356, an output wheel 357, an input wheel 358, and a cable 359. At this time, the rack 351 is arranged parallel to the hanging rail 32, and one end of the rack 351 is fixedly connected to the slider 33, so that the movement direction of the rack 351 is consistent with the movement direction of the hanging rail 32, and the rack 351 can drive the slider 33 to move on the hanging rail 32. In addition, one end of the lead screw 353 is fixed to the vehicle floor 1. Meanwhile, an outwardly extending idle rod 354 is coaxially provided on the end face of the other end of the lead screw 353. The idle rod 354 extends the lead screw 353. At the same time, the screw sleeve 355 is threaded onto the lead screw 353 and selectively moves to the idle rod 354 during the screwing process and rotates on the idle rod 354. That is, when the lead screw 353 is fixed, if the screw sleeve 355 rotates relative to the lead screw 353, the screw sleeve 355 will move along the axial direction of the lead screw 353. After the screw sleeve 355 moves a predetermined distance, it moves to the idle rod 354. Since there is no thread on the idle rod 354 to cooperate with it, the screw sleeve 355 only rotates on the idle rod 354 and does not continue to move. At this point, the connecting shaft 356 is positioned between the idler rod 354 and the rack 351 and rotatably mounted on the bottom of the vehicle floor 1, allowing the connecting shaft 356 to rotate and providing the conditions for subsequent power transmission from the idler rod 354 to the rack 351. Furthermore, a gear 352 and an input wheel 358 are respectively mounted at both ends of the connecting shaft 356, and an output wheel 357 is provided on the side of the spiral sleeve 355 near the connecting shaft 356. The gear 352 meshes with the rack 351, allowing the connecting shaft 356 to drive the rack 351 to move via the gear 352, thereby pushing the frame 34 hinged to the slider 33 to move, thus pushing the frame 34 out. In addition, when the output wheel 357 is on the idle rod 354, it engages with the input wheel 358. At the same time, a meshing tooth is provided between the output wheel 357 and the input wheel 358, so that when the screw sleeve 355 rotates on the idle rod 354, the output wheel 357 and the input wheel 358 can be connected through the meshing tooth between them. This allows the screw sleeve 355 to drive the connecting shaft 356 to rotate, thereby driving the rack 351 to move through the gear 352.In addition, one end of the pull cable 359 is wound around the screw sleeve 355, and the other end of the pull cable 359 is connected to the middle of the full-width door leaf. That is, when the full-width door leaf is opened, in the initial state, the screw sleeve 355 is located at the end of the lead screw 353 away from the idle rod 354. That is, as soon as the full-width door leaf is opened, the pull cable 359 pulls the screw sleeve 355 to rotate. Since the screw sleeve 355 is on the lead screw 353, the output wheel 357 and the input wheel 358 have not yet engaged, so the frame 34 of the drawer mechanism 3 will not extend immediately. When the full-width door leaf is opened to the predetermined angle, the screw sleeve 355 moves from the lead screw 353 to the idle rod 354, so that the output wheel 357 and the input wheel 358 come into contact. This allows the screw sleeve 355 to drive the gear 352 to drive the rack 351, so that the frame 34 of the drawer mechanism 3 extends. This avoids the problem of the frame 34 extending before the full-width door leaf is opened to the predetermined angle, which would cause a collision. This makes the system safer and more reliable.

[0068] More specifically, a protruding limiting edge 3541 is provided on the end face of the idle rod 354 away from the lead screw 353. At this time, an insertion hole 3571 is provided on the side of the output wheel 357 away from the screw sleeve 355 to avoid the limiting edge 3541. That is, when the output wheel 357 moves to the idle rod 354, the limiting edge 3541 can be inserted into the insertion hole 3571. This not only prevents the output wheel 357 from falling off the idle rod 354, but also avoids the problem of the limiting edge 3541 pressing against the output wheel 357, which would cause the output wheel 357 and the input wheel 358 to not fit tightly. The structural design is more reasonable.

[0069] More specifically, the lifting and lowering mechanism 4 also includes a tension spring 41, a vertical frame 42, and a locking pin 43. In this case, the lifting and lowering mechanism 4 and the drawer mechanism 3 share a frame 34. An opening slot 11 is provided on the vehicle body floor 1 along a direction parallel to the hanging rail 32, penetrating the foremost edge of the vehicle body floor 1, providing passage for one end of the tension spring 41 to move from below the vehicle body floor 1 to above the vehicle body floor 1. Furthermore, a tension spring 41 is installed in the opening slot 11, with one end of the tension spring 41 connected to the vehicle body floor 1 and the other end connected to the middle of the upper end of the frame 34 and the side near the slider 33. This allows the frame 34 to rotate upward around the slider 33 under the tensioning force of the tension spring 41 when it extends from below the vehicle body floor 1, changing the frame 34 from a horizontal to a vertical state, thus providing conditions for the subsequent deployment of the evacuation ramp 5. In addition, the vertical frame 42 is vertically set on the vehicle floor 1, and the electronic lock in the lifting mechanism 4 is installed on the vertical frame 42. The locking pin 43 is installed on the upper end of the frame 34. When the frame 34 flips up around the hinge point with the slider 33, the locking pin 43 selectively engages with the lock of the electronic lock in the lifting mechanism 4. That is, when the tension spring 41 pulls the frame 34 up, the locking pin 43 can engage with the lock of the electronic lock in the lifting mechanism 4, thereby realizing the connection between the frame 34 and the vertical frame 42. This prevents the safety risk caused by the frame 34 flipping in the opposite direction when the evacuation ramp 5 is deployed or used, and improves evacuation safety.

[0070] The debugging method for the full-width electric emergency safety device of the virtual rail vehicle provided in this embodiment includes debugging of the opening action and the closing action. By setting 15 relays and connecting them to the electromagnetic lock of the maintenance cover, the electronic locks on both sides of the full-width door, the extension and retraction circuits of the electric push rod 23 of the electric door opening mechanism 2 and the retraction position monitoring switch, the initial position monitoring switch and extension position monitoring switch of the drawer mechanism 3, the electronic lock and position monitoring switch of the lifting and lowering mechanism 4, and the electronic locks on both sides of the evacuation ramp 5, comprehensive debugging of the opening and closing status of the maintenance cover, the opening and closing function of the full-width door, the extension and retraction function of the electric door opening mechanism 2, the extension and retraction function of the drawer mechanism 3, the flipping function of the lifting and lowering mechanism 4, and the unfolding function of the evacuation ramp 5 is achieved. During the debugging and judgment of each structural function, the state of other structures is also observed to see if it is reasonable. This allows the structures to coordinate and cooperate during the debugging process, thereby achieving coordinated debugging of the functions of each structure. This avoids the problem of mutual interference of actions after the individual structures are debugged and qualified in the existing method. The debugging method is more complete and further improves the safety of the vehicle.

[0071] The above are merely preferred embodiments of the present invention and are not intended to limit the implementation methods and protection scope of the present invention. Those skilled in the art should recognize that any equivalent substitutions and obvious changes made based on the description and illustrations of the present invention should be included within the protection scope of the present invention.

Claims

1. A debugging method for a full-width electric emergency safety device for a virtual rail vehicle, characterized in that, This includes both an on / off action section and an off / on action section, and... The activation process includes the following steps: Step S1.1: Manually pry down the request and unlock device on the vehicle to 20° to send a request signal to the OCC. At the same time, the indicator light of the request and unlock device flashes. After the request signal is sent, the request and unlock device automatically resets and the indicator light of the request and unlock device goes out. Step S1.2: The OCC receives the request signal and, after monitoring the situation inside the vehicle driver's cab, authorizes the request to be allowed. If allowed, it observes whether the relay KA1, which is electrically connected to the maintenance cover electromagnetic lock, is disconnected. If the relay KA1 is disconnected, it observes whether the maintenance cover electromagnetic lock is de-energized. If it is de-energized, the maintenance cover electromagnetic lock is functioning normally. Step S1.3: Move the request and unlocking device down 90° again and observe whether the relay KA2, which is electrically connected to the electronic locks on both sides of the full-width door leaf, is triggered. If the relay KA2 is triggered, observe whether the electronic locks on both sides of the full-width door leaf are unlocked. If unlocked, proceed to step S1.

4. If not unlocked, it is determined that at least one of the electronic locks on both sides of the full-width door leaf is malfunctioning. Step S1.4: Observe whether relay KA3, which is electrically connected to the monitoring switch for the opening position of the electronic locks on both sides of the full-width door leaf, is triggered, and observe whether relay KA2 is disconnected. If relay KA3 is triggered and relay KA2 is disconnected, it is determined that the electronic locks on both sides of the full-width door leaf are functioning normally. Step S1.5: After relay KA3 is triggered, observe whether relay KA4, which is electrically connected to the extension circuit of the electric push rod of the electric door opening mechanism, is conducting. If relay KA4 is conducting, observe whether the electric push rod extends. If it extends, it is determined that the extension function of the electric push rod is normal. Step S1.6: After waiting for the predetermined time and after the electric push rod has extended to the position, observe whether the relay KA4 is disconnected. If it is disconnected, it is determined that the electric push rod extension stop function is normal. Step S1.7: After waiting for the predetermined time, and during the full-width door opening process, observe whether the relay KA5, which is electrically connected to the initial position monitoring switch of the power component of the drawer mechanism, is disconnected, and observe whether the frame of the drawer mechanism extends. If the relay KA5 is disconnected and the frame extends, observe whether the relay KA6, which is electrically connected to the extension monitoring switch of the frame, is triggered. If the relay KA6 is triggered, it is determined that the frame extension function is normal. Furthermore, the drawer mechanism also includes a bracket, a hanging rail, and a slider. The hanging rail is installed at the bottom of the vehicle floor along the vehicle length direction. The slider slides on the hanging rail. The bracket is arranged parallel to the vehicle floor and has a gap between it and the hanging rail. The bracket is fixed to the bottom of the vehicle floor. The frame is located between the bracket and the hanging rail, and one side of the upper end of the frame is hinged to the slider. The bottom of the frame slides on the bracket. The power component is located between the vehicle floor and the slider. The evacuation ramp is installed inside the frame. Simultaneously, the... The power assembly also includes a rack, gear, lead screw, idler rod, helical sleeve, connecting shaft, output wheel, input wheel, and cable. The rack is arranged parallel to the hanging rail, and one end of the rack is fixedly connected to the slider. One end of the lead screw is fixed to the vehicle floor, and the idler rod is coaxially arranged on the other end face of the lead screw, extending outward. The helical sleeve is threaded onto the lead screw and selectively moves to the idler rod during the spiraling process, rotating on the idler rod. The connecting shaft is located between the idler rod and the rack and is rotatably mounted on the bottom of the vehicle floor. The gear and the input wheel are respectively installed at both ends of the connecting shaft. The output wheel is located on the side of the helical sleeve near the connecting shaft. The gear meshes with the rack, and the output wheel engages with the input wheel when the helical sleeve is on the idler rod. There are mating teeth between the output wheel and the input wheel. One end of the cable is wound around the helical sleeve, and the other end of the cable is connected to the middle of the full-width door leaf. Step S1.8: Continue to wait for the predetermined time, observe whether relay KA7, which is electrically connected to the electronic lock in the lifting and lowering mechanism, is triggered, and at the same time observe whether relay KA6 is disconnected. Also observe whether relay KA8, which is electrically connected to the position monitoring switch in the lifting and lowering mechanism, is triggered. If both relay KA7 and relay KA8 are triggered, and relay KA6 is disconnected, then the tilting function of the lifting and lowering mechanism is normal. Step S1.9: After both relays KA7 and KA8 are triggered, relay KA9, which is electrically connected to the electronic locks on both sides of the evacuation ramp, is triggered. Observe whether the electronic locks on both sides of the evacuation ramp are unlocked. If both are unlocked, observe whether relay KA10, which is electrically connected to the evacuation ramp opening position monitoring switch, is triggered. If relay KA10 is triggered, the electronic locks on both sides of the evacuation ramp are functioning normally, and the evacuation ramp is unfolding normally. Step S1.10: After relay KA10 is triggered, relay KA11, which is electrically connected to the retraction circuit of the electric push rod of the electric door opening mechanism, is triggered. Relay KA14, which is electrically connected to the retraction monitoring switch of the electric push rod of the electric door opening mechanism, is observed to see if the electric push rod has retracted to the correct position. If relay KA14 is disconnected and the electric push rod has retracted to the correct position, it is determined that the electric push rod retraction function is normal, and relay KA11 is disconnected to complete the electric push rod retraction. The closing action includes the following steps: Step S2.1: Reset the request and unlocking device, and cancel the door opening command; Step S2.2: Manually retract the evacuation ramp and lock it with electronic locks on both sides of the evacuation ramp. At the same time, observe whether the relay KA9 is disconnected. If it is disconnected, it is determined that the evacuation ramp has been retracted and locked in place. Step S2.3: Disconnect relay KA7, unlock the electronic lock in the lifting and lowering mechanism, manually lower the lifting and lowering mechanism, and observe whether relay KA8 is disconnected. If relay KA8 is disconnected, continue to lower the lifting and lowering mechanism to the horizontal state, and observe whether relay KA6 is triggered again. If relay KA6 is triggered again, the lifting and lowering mechanism retraction function is normal. Step S2.4: Manually push the drawer mechanism back and observe whether the relay KA15, which is electrically connected to the monitoring switch of the retracted drawer mechanism frame, is triggered. If it is triggered, it is determined that the drawer mechanism frame retraction function is normal. Step S2.5: Manually retract the full-width door leaf and lock it with the electronic locks on both sides of the full-width door leaf. At the same time, observe whether the relay KA2 is disconnected. If it is disconnected, it is determined that the door leaf has been retracted and locked in place. Step S2.6: Manually reverse the power component of the drawer mechanism and observe whether the relay KA5 is triggered again. If it is triggered again, it is determined that the reset function of the power component of the drawer mechanism is normal, and the function debugging is completed.

2. The debugging method for the full-width electric emergency safety device of the virtual rail vehicle according to claim 1, characterized in that, It also includes a relay KA12, which is electrically connected to one of the electronic locks on both sides of the full-width door leaf. The relay KA12 is triggered when the corresponding electronic lock of the full-width door leaf is opened to the correct position. Furthermore, both the relay KA3 and the relay KA12 are triggered when both electronic locks on both sides of the full-width door leaf are opened to the correct position.

3. The debugging method for the full-width electric emergency safety device of the virtual rail vehicle according to claim 1, characterized in that, It also includes a relay KA13, which is electrically connected to one of the electronic locks on both sides of the evacuation ramp. The relay KA13 is triggered when the corresponding electronic lock of the evacuation ramp is opened to the correct position. Furthermore, the relays KA10 and KA13 are triggered simultaneously when both electronic locks on both sides of the evacuation ramp are opened to the correct position.

4. The debugging method for the full-width electric emergency safety device of the virtual rail vehicle according to claim 1, characterized in that, It also includes a request and unlock device indicator light, which turns off when the relay KA1 is triggered and stays on when the relay KA1 is disconnected.

5. The debugging method for the full-width electric emergency safety device of the virtual rail vehicle according to claim 1, characterized in that, The electric door opening mechanism also includes a stand and a swing arm. The stand is mounted on the vehicle floor. The upper end of the stand is hinged to one end of the swing arm. One end of the electric push rod is hinged to the lower end of the stand, and the other end is hinged to the middle of the swing arm. The other end of the swing arm selectively contacts the lower part of the full-width door leaf.

6. The debugging method for the full-width electric emergency safety device of the virtual rail vehicle according to claim 1, characterized in that, The end face of the idling rod opposite to the lead screw is provided with a protruding limiting edge, and the output wheel is provided with an embedded hole on the side opposite to the spiral sleeve to avoid the limiting edge.

7. The debugging method for the full-width electric emergency safety device of the virtual rail vehicle according to claim 1, characterized in that, The lifting and lowering mechanism also includes a tension spring, a vertical frame, and a locking pin. An opening groove is provided on the vehicle floor along a direction parallel to the hanging rail, penetrating the front edge of the vehicle floor. The tension spring is installed in the opening groove. One end of the tension spring is connected to the vehicle floor, and the other end is connected to the middle of the upper end of the frame and the side near the slider. The vertical frame is vertically installed on the vehicle floor. The electronic lock in the lifting and lowering mechanism is installed on the vertical frame, and the locking pin is installed on the frame. When the frame flips up around the hinge point with the slider, the locking pin selectively engages with the lock of the electronic lock in the lifting and lowering mechanism.

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