An electrically powered retraction mechanism for a full width emergency safety device

Abstract

The application provides an electric recovery mechanism matched with a full-width emergency safety device, and belongs to the technical field of rail transit. The application is characterized in that a ramp recovery winding wheel mechanism including a ramp recovery transmission shaft and two ramp recovery winding wheels is installed on a car body floor, and a door leaf recovery winding wheel mechanism including a door leaf recovery transmission shaft and a door leaf recovery winding wheel is installed, the ramp recovery transmission shaft and the door leaf recovery transmission shaft are respectively connected to an electric motor through a clutch device, a pull cable connected to a tread plate of an evacuation ramp and a pull rope connected to a door body of a full-width door leaf are respectively wound on the ramp recovery winding wheel and the door leaf recovery winding wheel, the electric motor drives the ramp recovery winding wheel mechanism and the door leaf recovery winding wheel mechanism to independently operate through the clutch device, the pull cable and the pull rope are wound, the electric recovery of the full-width door leaf and the evacuation ramp is realized, the problem of heavy workload caused by manual operation is avoided, time and labor are saved, and the electric recovery demand of the full-width emergency safety device is met.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, specifically to an electric retraction mechanism that works in conjunction with a full-width emergency safety device. Background Technology

[0002] With the development of rail transit, fully automated driving vehicles have become the mainstream products in the current market and are being widely adopted in major and medium-sized cities across the country. In addition, in order to improve the transparency of the driver's cab and the evacuation capacity of passengers in emergencies, full-width evacuation door structures have gradually replaced side-mounted and center-mounted evacuation door structures and are widely used in modern fully automated driving vehicles.

[0003] Currently, existing fully automated driving vehicles have full-width emergency safety devices, such as the Type B subway vehicle full-width pneumatic emergency safety device disclosed in patent CN116750025A. These devices are installed at both ends of the vehicle's front end and include full-width doors hinged to the top of the vehicle's top crossbeam and evacuation ramps installed on the vehicle's floor. The top of the full-width door is hinged to the crossbeam at the top of the vehicle, allowing the door to be opened at either the front or rear of the vehicle. Furthermore, one end of a pull rope is connected to the bottom of the full-width door, allowing the door to be closed by pulling down the rope during retraction. Furthermore, the evacuation ramp's treads and connecting rods are hinged together at their midpoints to form a scissor lift structure. One end of a tread on the scissor lift structure is hinged to a frame fixed to the vehicle floor. One end of a cable is connected to the tread hinged to the frame, and both sides of the tread are connected to cables. When the evacuation ramp's scissor lift structure needs to be retracted after deployment, the two cables can be used to pull back the tread hinged to the frame, causing the tread to fold in the opposite direction, thus retracting the scissor lift structure and the evacuation ramp. Currently, the retraction of both the full-width door panel and the evacuation ramp is achieved by the operator manually pulling back the corresponding ropes and cables. Because the full-width door panel and the evacuation ramp need to maintain stability when open, they are usually supported by structures such as gas springs. This results in the operator needing considerable force to pull the ropes and cables during retraction, leading to a heavy workload, time-consuming and labor-intensive process, which is detrimental to the retraction of full-width emergency safety devices. Summary of the Invention

[0004] To address the aforementioned problems in existing technologies, this invention aims to provide an electric retrieval mechanism for use with a full-width emergency safety device. This mechanism includes a ramp retrieval reel mechanism and a door panel retrieval reel mechanism mounted on the vehicle floor. Both mechanisms are connected to a motor via corresponding clutches. The pull cables of the evacuation ramp and the pull ropes of the door are wound onto these mechanisms, respectively. These mechanisms can be independently connected to the motor via their respective clutches, enabling independent winding of the pull cables and ropes. This achieves electric retrieval of the full-width door panel and the evacuation ramp, eliminating the need for manual pulling of the cables and ropes, reducing operator workload, saving time and effort, and facilitating the retrieval of the full-width emergency safety device.

[0005] The specific technical solution is as follows: An electric retrieval mechanism in conjunction with a full-width emergency safety device, the full-width emergency safety device including a full-width door and an evacuation ramp, wherein the top of the full-width door is hinged to a crossbeam at the top of the vehicle body, and a pull rope is connected to the bottom of the door; the evacuation ramp is installed on the vehicle floor, and pull cables are connected to both sides of the scissor lift mechanism's pedals; the mechanism is characterized by the following features: The ramp recovery winding mechanism includes a ramp recovery drive shaft and two ramp recovery winding wheels. The ramp recovery drive shaft is rotatably mounted on the vehicle floor, and the two ramp recovery winding wheels are fixedly mounted on the ramp recovery drive shaft. The ends of the two cables away from the pedals are respectively wound onto the two ramp recovery winding wheels. The door leaf recovery and winding mechanism includes a door leaf recovery drive shaft and a door leaf recovery and winding wheel. The door leaf recovery drive shaft is rotatably mounted on the vehicle floor and is spaced apart at one end of the ramp recovery drive shaft. The door leaf recovery and winding wheel is fixedly mounted on the door leaf recovery drive shaft, and the end of the pull rope away from the door body is wound onto the door leaf recovery and winding wheel. The motor is located in the space between the door leaf recovery drive shaft and the ramp recovery drive shaft, and the motor is equipped with an output gearbox. The output gearbox has a dual output shaft structure, and the two output shafts of the output gearbox extend toward the door leaf recovery drive shaft and the ramp recovery drive shaft, respectively. Clutch devices are provided between the door leaf recovery drive shaft and the ramp recovery drive shaft and the corresponding output shaft on the output reduction gearbox.

[0006] The aforementioned electric recovery mechanism, which is designed to work with a full-width emergency safety device, also includes a base frame. The ramp recovery reel mechanism, the door leaf recovery reel mechanism, the output reduction gearbox, and the two clutch devices are all mounted on the base frame, which is fixedly installed on the vehicle floor.

[0007] The aforementioned electric retraction mechanism for use with a full-width emergency safety device further includes a universal joint, wherein a universal joint is provided between the door leaf retraction drive shaft and the corresponding clutch device and / or between the ramp retraction drive shaft and the corresponding clutch device.

[0008] The aforementioned electric recovery mechanism, which is designed to work with a full-width emergency safety device, includes an output gearbox that is a multi-stage gear reducer.

[0009] The aforementioned electric retrieval mechanism for use with a full-width emergency safety device includes a clutch device comprising a connecting shaft, a drive gear, a driven gear, and a toggle assembly. The ends of the door leaf retrieval drive shaft and the ramp retrieval drive shaft near the output reduction gearbox are respectively fixedly connected to the ends of the connecting shafts of the corresponding clutch devices. Each connecting shaft is fitted with a driven gear that slides along its axial direction, and the driven gear and the corresponding connecting shaft are mutually circumferentially limited. At the same time, a toggle assembly is provided on the side of each driven gear, and the toggle assembly pushes the corresponding driven gear to move away from or towards the output shaft along the axial direction of the connecting shaft. The drive gears of the two clutch devices are respectively mounted on the two output shafts of the output reduction gearbox, and when the toggle assembly pushes the corresponding driven gear towards the output shaft, the driven gear meshes with the drive gear on the corresponding output shaft.

[0010] The aforementioned electric retraction mechanism for use with a full-width emergency safety device includes a toggle assembly comprising a toggle and an electric push rod. The electric push rod is fixedly mounted on the vehicle floor and located beside the corresponding driven gear. The telescopic shaft of the electric push rod is arranged parallel to the connecting shaft, and a toggle is fixedly sleeved on it. One end of the toggle extends to the corresponding driven gear, and the toggle and the corresponding driven gear are rotatably connected and mutually axially limited.

[0011] The electric retraction mechanism described above, which is used in conjunction with a full-width emergency safety device, has a protruding connecting post on one end face of the driven gear along its axial direction. A ring-shaped connecting groove is formed on the outer wall of the connecting post along its circumference. The end of the paddle connecting the driven gear is provided with a "C"-shaped fork and is inserted into the connecting groove.

[0012] The electric retraction mechanism described above, which is used in conjunction with a full-width emergency safety device, has a plurality of limiting grooves on the outer wall of the connecting shaft along its axial direction. The wall of the central hole of the driven gear is provided with limiting sliders that correspond one-to-one with the plurality of limiting grooves on the corresponding connecting shaft. When the driven gear is sleeved on the corresponding connecting shaft, the limiting slider slides in the corresponding limiting groove.

[0013] The aforementioned electric recovery mechanism, which is designed to work with a full-width emergency safety device, includes an internal gear ring as the driving gear and an external gear as the driven gear.

[0014] The electric recovery mechanism described above, which is designed to work with a full-width emergency safety device, includes a motor equipped with a manual / automatic brake.

[0015] The electric recovery mechanism described above, which is used in conjunction with a full-width emergency safety device, includes an outer cover for the motor and clutch device.

[0016] The aforementioned electric retraction mechanism, which is designed to work with a full-width emergency safety device, has two observation windows on its outer casing, each corresponding to one of the two clutch devices. Additionally, each observation window is equipped with an observation hole cover.

[0017] The positive effects of the above technical solution are: The aforementioned electric retrieval mechanism for the full-width emergency safety device utilizes a ramp retrieval reel mechanism, a door panel retrieval reel mechanism, and a motor positioned between them, all installed on the vehicle floor. Both the ramp and door panel retrieval reel mechanisms can be independently connected to the motor via corresponding clutches. Simultaneously, the cable connecting to the evacuation ramp's steps and the rope connecting to the full-width door panel are wound onto the ramp and door panel retrieval reel mechanisms, respectively. The motor, through the clutch, drives the ramp and door panel retrieval reel mechanisms to operate independently, selectively winding the cables and ropes independently. This achieves electric retrieval of the full-width door panel and the evacuation ramp, eliminating the need for manual operation, effectively reducing the workload of operators, saving time and effort, and realizing the electric retrieval of the full-width emergency safety device. Attached Figure Description

[0018] Figure 1 This is a structural diagram of an embodiment of an electric recovery mechanism for use with a full-width emergency safety device according to the present invention; Figure 2 This is a structural diagram of an electric recovery mechanism for use with a full-width emergency safety device after the outer cover is opened, according to the present invention. Figure 3 This is a structural diagram of a ramp recovery reel mechanism according to a preferred embodiment of the present invention; Figure 4 This is a structural diagram of a door leaf recycling reel mechanism according to a preferred embodiment of the present invention; Figure 5 This is a structural diagram of a clutch device according to a preferred embodiment of the present invention.

[0019] In the attached diagram: 1. Ramp recovery reel mechanism; 11. Ramp recovery drive shaft; 12. Ramp recovery reel; 2. Door leaf recovery reel mechanism; 21. Door leaf recovery drive shaft; 22. Door leaf recovery reel; 3. Motor; 4. Output gearbox; 5. Clutch device; 51. Connecting shaft; 52. Drive gear; 53. Driven gear; 54. Actuating assembly; 511. Limiting slide groove; 531. Connecting column; 532. Limiting slider; 541. Paddle; 542. Electric push rod; 5311. Connecting groove; 5411. "C" type fork; 6. Base frame; 7. Universal joint; 8. Outer cover; 81. Observation window; 82. Observation hole cover. Detailed Implementation

[0020] 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.

[0021] The electric retraction mechanism provided in this embodiment, which is used in conjunction with a full-width emergency safety device, includes a full-width door and an evacuation ramp. The top of the full-width door is hinged to the top crossbeam of the vehicle body, and a pull rope is connected to the bottom of the door. During retraction, pulling the pull rope causes the door to fold down and close. Simultaneously, the evacuation ramp is installed on the vehicle floor. Both sides of the scissor lift platform of the evacuation ramp are connected to pull cables. When retracting the evacuation ramp, pulling the pull cables on both sides causes the platform to fold in the opposite direction, retracting the scissor lift and thus retracting the evacuation ramp.

[0022] Figure 1 This is a structural diagram of an embodiment of an electric recovery mechanism for use with a full-width emergency safety device according to the present invention; Figure 2 This is a structural diagram of the electric recovery mechanism of the present invention after opening the outer cover 8, which is used in conjunction with a full-width emergency safety device. Figure 1 and Figure 2 As shown, the electric recovery mechanism provided in this embodiment for use with the full-width emergency safety device includes: a ramp recovery reel mechanism 1, a door leaf recovery reel mechanism 2, a motor 3, and a clutch device 5.

[0023] Figure 3 This is a structural diagram of a ramp recovery reel mechanism according to a preferred embodiment of the present invention. Figure 2 and Figure 3As shown, the ramp recovery winding mechanism 1 includes a ramp recovery drive shaft 11 and two ramp recovery winding wheels 12. At this time, the ramp recovery drive shaft 11 is rotatably mounted on the vehicle floor, and the two ramp recovery winding wheels 12 are fixedly mounted on the ramp recovery drive shaft 11, so that the ramp recovery drive shaft 11 can synchronously drive the two ramp recovery winding wheels to rotate. Furthermore, the ends of the two cables away from the pedals are respectively wound onto the two ramp recovery winding wheels 12. By driving the two ramp recovery winding wheels to rotate through the ramp recovery drive shaft 11, the synchronous winding of the two cables is achieved, thereby realizing the recovery of the evacuation ramp connected to the cables.

[0024] Figure 4 This is a structural diagram of a door leaf retraction roller mechanism according to a preferred embodiment of the present invention. Figure 2 and Figure 4 As shown, the door leaf retraction mechanism 2 includes a door leaf retraction drive shaft 21 and a door leaf retraction winding wheel 22. The door leaf retraction drive shaft 21 is rotatably mounted on the vehicle floor, and is spaced at one end of the ramp retraction drive shaft 11, creating a gap between them. This provides a basis for subsequently arranging the motor 3 between the door leaf retraction drive shaft 21 and the ramp retraction drive shaft 11 and selectively connecting it to both. The door leaf retraction winding wheel 22 is fixedly mounted on the door leaf retraction drive shaft 21, allowing the shaft to drive it to rotate. The end of the pull rope away from the door is wound onto the winding wheel 22. Thus, when the door leaf retraction drive shaft 21 rotates, the rotation of the winding wheel 22 winds up the pull rope connected to the door, pulling the door down to close, achieving full-width door leaf retraction.

[0025] Specifically, the motor 3 is positioned within the gap between the door leaf recovery drive shaft 21 and the ramp recovery drive shaft 11. This allows the motor 3 to independently drive both shafts, saving manufacturing costs and increasing motor utilization. Furthermore, the motor 3 includes an output reduction gearbox 4, increasing output torque for more stable and reliable winding while maintaining a slow recovery process and reducing safety risks. Additionally, the output reduction gearbox 4 uses a dual-output shaft structure, meaning it is a double-headed gearbox. The two output shafts of the output reduction gearbox 4 extend towards the door leaf recovery drive shaft 21 and the ramp recovery drive shaft 11, respectively. This allows one output shaft of the output reduction gearbox 4 to work with the door leaf recovery drive shaft 21, and the other with the ramp recovery drive shaft 11, enabling smooth electric recovery operations for full-width door leaves and evacuation ramps.

[0026] Specifically, clutch devices 5 are provided between the door leaf recovery drive shaft 21 and the corresponding output shaft on the output reduction gearbox 4, and between the ramp recovery drive shaft 11 and the corresponding output shaft on the output reduction gearbox 4. That is, when it is necessary to drive the door leaf recovery drive shaft 21 to rotate through the output reduction gearbox 4, it is only necessary to connect the clutch device 5 between the door leaf recovery drive shaft 21 and the corresponding output shaft on the output reduction gearbox 4. Similarly, when it is necessary to drive the ramp recovery drive shaft 11 to rotate through the output reduction gearbox 4, it is only necessary to connect the clutch device 5 between the ramp recovery drive shaft 11 and the corresponding output shaft on the output reduction gearbox 4. This realizes the independent control of the power connection between the output reduction gearbox 4 of the motor 3 and the door leaf recovery drive shaft 21 and the ramp recovery drive shaft 11. Each connection is controlled by a corresponding independent clutch device 5, so there will be no transmission interference problem. It has better independence, more flexible structural application, and is also conducive to subsequent maintenance and repair.

[0027] More specifically, a base frame 6 is also fixedly installed on the vehicle floor. The base frame 6 is preferably a base plate. At this time, the ramp recovery reel mechanism 1, the door leaf recovery reel mechanism 2, the output reduction gearbox 4, and the two clutch devices 5 are all set on the base frame 6. The ramp recovery drive shaft 11 of the ramp recovery reel mechanism 1 is installed on the base frame 6 through several bearing seats. Similarly, the door leaf recovery drive shaft 21 of the door leaf recovery reel mechanism 2 is also installed on the base frame 6 through several bearing seats. The housing of the output reduction gearbox 4 and the clutch devices 5 are all fixedly installed on the base frame 6 with threaded fasteners. This allows the electric recovery mechanism disclosed in this embodiment, which is used in conjunction with the full-width emergency safety device, to form an integral module, making disassembly and assembly more convenient and facilitating later maintenance and repair.

[0028] More specifically, a universal joint 7 can be optionally arranged between the output reduction gearbox 4 and the corresponding door leaf recovery drive shaft 21 and ramp recovery drive shaft 11. That is, a universal joint 7 is provided between the door leaf recovery drive shaft 21 and the corresponding clutch device 5 and / or between the ramp recovery drive shaft 11 and the corresponding clutch device 5. Due to the space limitations of the vehicle itself, the structure of the electric recovery mechanism that cooperates with the full-width emergency safety device in this embodiment needs to be designed to avoid interference with the structure of the vehicle itself. At the same time, the arrangement direction of the evacuation ramp and the full-width door leaf also needs to be designed to avoid interference with the structure of the vehicle itself. Therefore, the axial direction of the door leaf recovery drive shaft 21 and / or the ramp recovery drive shaft 11 is inconsistent with the output shaft of the output reduction gearbox 4. However, the universal joint 7 can adapt to the different usage requirements of the transmission direction, and the structural design is more reasonable.

[0029] More specifically, the output reduction gearbox 4 is set as a multi-stage gear reduction gearbox, and a bevel gear transmission structure can also be set inside the output reduction gearbox 4, which can change the arrangement direction of the motor 3 and the output shaft to better meet the space arrangement requirements of the vehicle.

[0030] Figure 5 This is a structural diagram of a clutch device according to a preferred embodiment of the present invention. Figure 2 and Figure 5As shown, the clutch devices 5 located between the door leaf recovery drive shaft 21 and the corresponding output shafts on the output reduction gearbox 4, and the clutch devices 5 located between the ramp recovery drive shaft 11 and the corresponding output shafts on the output reduction gearbox 4, both include a connecting shaft 51, a driving gear 52, a driven gear 53, and an actuating assembly 54. At this time, the ends of the door leaf recovery drive shaft 21 and the ramp recovery drive shaft 11 near the output reduction gearbox 4 are respectively fixedly connected to one end of the connecting shaft 51 of the corresponding clutch device 5. Preferably, the ends of the door leaf recovery drive shaft 21 and the ramp recovery drive shaft 11 near the output reduction gearbox 4, and the end of the connecting shaft 51 of the clutch device 5 near the door leaf recovery drive shaft 21 or the ramp recovery drive shaft 11, are all provided with connecting flanges, which can enable quick connection between the door leaf recovery drive shaft 21 and the ramp recovery drive shaft 11 and the corresponding connecting shaft 51. In addition, a driven gear 53 is fitted onto each connecting shaft 51 and slides along its axial direction. The driven gear 53 and the corresponding connecting shaft 51 are mutually circumferentially limited, allowing the driven gear 53 to slide only along the axial direction of its connecting shaft 51 and preventing relative rotation. This provides the condition for subsequent rotation of the connecting shaft 51 via the driven gear 53, and also enables engagement and disengagement with the driving gear 52 through the sliding of the driven gear 53 along its connecting shaft 51. Furthermore, a toggle assembly 54 is provided beside each driven gear 53. The toggle assembly 54 pushes the corresponding driven gear 53 to move away from or towards the output shaft along the axial direction of its connecting shaft 51. That is, when the toggle assembly 54 moves the driven gear 53 closer to the output shaft, it provides the condition for subsequent power engagement; when the toggle assembly 54 moves the driven gear 53 away from the output shaft, it provides the condition for subsequent power disconnection. In addition, the driving gears 52 of the two clutch devices 5 are respectively installed on the two output shafts of the output reduction gearbox 4. When the actuating component 54 pushes the corresponding driven gear 53 close to the output shaft, the driven gear 53 meshes with the driving gear 52 on the corresponding output shaft. That is, the driving gear 53 is driven to mesh with the driving gear 52 by the action of the actuating component 54 to realize power transmission, and the driven gear 53 is separated from the driving gear 52 to realize power transmission interruption. This satisfies the usage requirement of selectively and independently connecting the ramp recovery reel mechanism 1 and the door leaf recovery reel mechanism 2 to the motor 3. It is worth noting that, in order to simplify assembly and achieve miniaturization, when a universal joint 7 is not provided between the door leaf recovery drive shaft 21 and the corresponding clutch device 5 and / or between the ramp recovery drive shaft 11 and the corresponding clutch device 5, the door leaf recovery drive shaft 21 and / or the ramp recovery drive shaft 11 can be used as the connecting shaft 51 of the corresponding clutch device 5. That is, the driven gear 53 of the direct component is installed on the corresponding door leaf recovery drive shaft 21 and / or the ramp recovery drive shaft 11, which makes the structural design more reasonable.

[0031] More specifically, the clutch actuation assembly 54 includes a paddle 541 and an electric actuator 542. The electric actuator 542 is fixedly mounted on the vehicle floor and located beside the corresponding driven gear 53, avoiding structural interference. Simultaneously, the telescopic shaft of the electric actuator 542 is arranged parallel to the connecting shaft 51, ensuring that the direction of movement of the electric actuator 542 is consistent with the axial direction of the connecting shaft 51. Furthermore, the paddle 541 is fixedly sleeved on the telescopic shaft of the electric actuator 542, allowing the paddle 541 to move axially along the connecting shaft 51 under the action of the electric actuator 542. In addition, the end of the paddle 541 that is away from the telescopic shaft of the electric push rod 542 is extended to the corresponding driven gear 53. The paddle 541 and the corresponding driven gear 53 are rotatably connected and mutually axially limited, so that the driven gear 53 can rotate relative to the paddle 541. At the same time, the paddle 541 can push the driven gear 53 to slide along the axial direction of the connecting shaft 51, thereby realizing the adjustment of the position of the driven gear 53 in the axial direction of the connecting shaft 51, providing conditions for the meshing and disengagement of the driven gear 53 and the driving gear 52.

[0032] More specifically, a protruding connecting post 531 is provided axially on the end face of one end of the driven gear 53. Preferably, the connecting post 531 is located on the side of the driven gear 53 away from the output reduction gearbox 4, thus avoiding the problem of the connecting post 531 interfering with the meshing of the driven gear 53 and the driving gear 52. In addition, an annular connecting groove 5311 is formed circumferentially on the outer wall of the connecting post 531, and a "C"-shaped fork 5411 is provided at the end of the paddle 541 that connects to the driven gear 53 and is engaged in the connecting groove 5311. This allows the "C"-shaped fork 5411 of the paddle 541 to engage in the connecting groove 5311 and rotate relative to the connecting post 531. At the same time, the side wall of the connecting groove 5311 can limit the paddle 541, restricting the paddle 541 from sliding axially along the transmission gear, thereby meeting the usage requirements of both ensuring the rotation of the driven gear 53 and driving the driven gear 53 to move axially along the connecting shaft 51.

[0033] More specifically, a number of limiting grooves 511 are provided on the outer wall of the connecting shaft 51 along its axial direction. At this time, a limiting slider 532 corresponding to the limiting grooves 511 on the corresponding connecting shaft 51 is provided on the hole wall of the central hole of the driven gear 53. After the assembly work of installing the driven gear 53 on the corresponding connecting shaft 51 is completed, the limiting slider 532 slides in the corresponding limiting groove 511. That is, the circumferential rotation of the driven gear 53 relative to the connecting shaft 51 is restricted by the mutual cooperation of the limiting slider 532 and the limiting groove 511, while ensuring the axial sliding of the driven gear 53 relative to the connecting shaft 51. The structure is simple, easy to manufacture, and can also meet the subsequent clutch requirements.

[0034] More specifically, the driving gear 52 is preferably an internal gear ring structure, and the driven gear 53 is preferably an external gear structure. That is, when the driving gear 52 and the driven gear 53 are meshing, the driving gear 52 can be arranged outside the driven gear 53, so that the connecting shaft 51 and the output shaft of the output reduction gearbox 4 are on the same axis, thus avoiding the problem of wasted space due to misalignment, resulting in higher space utilization and a more reasonable structural arrangement.

[0035] More specifically, the motor 3 used to drive the ramp retrieval reel mechanism 1 and the door leaf retrieval reel mechanism 2 is a motor 3 equipped with a manual / automatic integrated brake device. This device can lock the motor 3's main shaft when retrieval is paused, achieving a stop at the retrieval point. It also allows for brake operation in case of unexpected power outages during retrieval, improving safety during the evacuation ramp and full-width door leaf retrieval. Furthermore, in case of emergencies such as people being trapped in the evacuation ramp or full-width door leaf during retrieval, the brake can be manually unlocked, facilitating timely resolution of safety issues. It is worth noting that since the motor 3 with the manual / automatic integrated brake device is a commercially available product, such as the novel brake motor disclosed in patent CN207819637U, which has both an electromagnetic brake and a manual release lever, enabling both automatic brake operation and manual brake unlocking, the specific structure of the motor with the manual / automatic integrated brake device in this embodiment will not be described in detail here.

[0036] More specifically, an outer cover 8 is provided outside the motor 3 and the clutch device 5. Preferably, the outer cover 8 is fixed on the base frame 6. The outer cover 8 protects the core power components such as the motor 3 and the clutch device 5, achieving dust and water protection, ensuring safe operation, and extending service life.

[0037] More specifically, the outer cover 8 is also equipped with two observation windows 81. These two observation windows 81 are corresponding one-to-one with the two clutch devices 5, ensuring that each clutch device 5 can be observed through its corresponding observation window 81. This allows the operator to observe the engagement and disengagement status of the corresponding clutch device 5 through the observation window 81, facilitating operator control. Simultaneously, each observation window 81 is equipped with an observation hole cover 82 to cover the observation window 81, enhancing the isolation capability of the outer cover 8.

[0038] The electric retrieval mechanism provided in this embodiment, which works in conjunction with a full-width emergency safety device, includes a ramp retrieval reel mechanism, a door leaf retrieval reel mechanism, a motor, and a clutch device. By installing a ramp retrieval reel mechanism (including a ramp retrieval drive shaft and two ramp retrieval reeling wheels) and a door leaf retrieval reel mechanism (including a door leaf retrieval drive shaft and one door leaf retrieval reeling wheel) on the vehicle floor, and with the ramp retrieval drive shaft and door leaf retrieval drive shaft each poweredly connected to the motor via a clutch device, the pull cable connected to the evacuation ramp's footboard and the pull rope connected to the full-width door leaf are respectively wound onto the ramp retrieval reeling wheel and the door leaf retrieval reeling wheel. The motor drives the ramp retrieval reel mechanism and the door leaf retrieval reeling wheel mechanism independently via the clutch device, winding up the pull cable and pull rope, thus achieving electric retrieval of the full-width door leaf and the evacuation ramp. This avoids the heavy workload caused by manual operation, saving time and effort, and meeting the electric retrieval requirements of a full-width emergency safety device.

[0039] 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. An electric retrieval mechanism in conjunction with a full-width emergency safety device, the full-width emergency safety device comprising a full-width door and an evacuation ramp, wherein the top of the full-width door is hinged to a crossbeam at the top of the vehicle body, and a pull rope is connected to the bottom of the door; the evacuation ramp is installed on the vehicle floor, and pull cables are connected to both sides of the scissor lift mechanism's pedal; characterized in that... include: The ramp recovery winding mechanism includes a ramp recovery drive shaft and two ramp recovery winding wheels. The ramp recovery drive shaft is rotatably mounted on the vehicle floor, and the two ramp recovery winding wheels are fixedly mounted on the ramp recovery drive shaft. The ends of the two cables away from the pedal are respectively wound onto the two ramp recovery winding wheels. A door leaf recovery and winding mechanism includes a door leaf recovery drive shaft and a door leaf recovery and winding wheel. The door leaf recovery drive shaft is rotatably mounted on the vehicle floor and spaced apart from one end of the ramp recovery drive shaft. The door leaf recovery and winding wheel is fixedly mounted on the door leaf recovery drive shaft, and the end of the pull rope away from the door body is wound onto the door leaf recovery and winding wheel. The motor is disposed in the interval between the door leaf recovery drive shaft and the ramp recovery drive shaft, and the motor is equipped with an output reduction gearbox. The output reduction gearbox has a dual output shaft structure, and the two output shafts of the output reduction gearbox extend toward the door leaf recovery drive shaft and the ramp recovery drive shaft, respectively. The clutch device is provided between the door leaf recovery drive shaft and the ramp recovery drive shaft and the corresponding output shaft on the output reduction gearbox; It also includes a base frame, on which the ramp recovery reel mechanism, the door leaf recovery reel mechanism, the output reduction gearbox and the two clutch devices are all mounted. The base frame is fixedly installed on the vehicle body floor. It also includes a universal joint, and the universal joint is provided between the door leaf recovery drive shaft and the corresponding clutch device and / or between the ramp recovery drive shaft and the corresponding clutch device; The clutch device includes a connecting shaft, a driving gear, a driven gear, and a toggle assembly. The ends of the door leaf recovery drive shaft and the ramp recovery drive shaft near the output reduction gearbox are respectively fixedly connected to one end of the connecting shaft of the corresponding clutch device. Each connecting shaft is fitted with a driven gear that slides along its axial direction, and the driven gear and the corresponding connecting shaft are mutually circumferentially limited. At the same time, a toggle assembly is provided on the side of each driven gear, and the toggle assembly pushes the corresponding driven gear to move away from or towards the output shaft along the axial direction of the connecting shaft. The driving gears of the two clutch devices are respectively installed on the two output shafts of the output reduction gearbox, and when the toggle assembly pushes the corresponding driven gear towards the output shaft, the driven gear meshes with the driving gear on the corresponding output shaft. The actuation assembly includes a paddle and an electric push rod. The electric push rod is fixedly installed on the vehicle floor and located next to the corresponding driven gear. The telescopic shaft of the electric push rod is arranged parallel to the connecting shaft and a paddle is fixedly sleeved on it. One end of the paddle extends to the corresponding driven gear. The paddle and the corresponding driven gear are rotatably connected and mutually axially limited. A protruding connecting post is provided on one end face of the driven gear along its axial direction. A ring-shaped connecting groove is opened on the outer wall of the connecting post along its circumference. The end of the paddle that connects to the driven gear is provided with a "C"-shaped fork and is inserted into the connecting groove.

2. The electric recovery mechanism for use with the full-width emergency safety device according to claim 1, characterized in that, The output reduction gearbox is a multi-stage gear reduction gearbox.

3. The electric recovery mechanism for use with the full-width emergency safety device according to claim 1, characterized in that, The outer wall of the connecting shaft is provided with a plurality of limiting grooves along its axial direction. The wall of the central hole of the driven gear is provided with a limiting slider that corresponds one-to-one with the plurality of limiting grooves on the corresponding connecting shaft. When the driven gear is sleeved on the corresponding connecting shaft, the limiting slider slides in the corresponding limiting groove.

4. The electric recovery mechanism for use with the full-width emergency safety device according to claim 1, characterized in that, The driving gear is an internal gear ring, and the driven gear is an external gear.

5. The electric recovery mechanism for use with the full-width emergency safety device according to claim 1, characterized in that, The motor and the clutch device are covered by an outer casing.

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