Occupant protection device and system for rail vehicle uncoupling failure and rail vehicle

Abstract

The present disclosure provides an occupant protection device for a rail vehicle uncoupling failure, comprising: a support frame mounted at the end of the bottom of the rail vehicle's carriage, and provided with an opening near the end of the carriage and a bottom wall opposite the opening; a driving portion movably mounted within the support frame, configured to have a retracted state retracted within the bottom of the support frame, and a driven state in which it moves longitudinally toward the opening within the support frame; and a buffer portion connected to the driving portion, configured to have a retracted state retracted within the support frame, and a deployed state in which, when the coupler of the rail vehicle is uncoupled, the buffer portion is driven by the driving portion to extend inflatably to the outside of the carriage and the support frame, and to rest obliquely between the edge of the carriage end and the rail. The present disclosure also provides an occupant protection system, comprising the occupant protection device described in the above-mentioned embodiments. The present disclosure also provides a rail vehicle, comprising a plurality of occupant protection systems described in the above-mentioned embodiments.

Description

Technical Field

[0001] At least one embodiment of the present disclosure relates to the technical field of rail vehicle occupant protection devices, and more particularly, to an occupant protection device, system, and rail vehicle for a rail vehicle uncoupling failure. Background Art

[0002] In the field of rail transportation, two adjacent carriages are usually connected by a coupler to ensure that the two adjacent carriages can move at the same time.

[0003] For example, subways, as a vital component of rail transit vehicles, transport large numbers of passengers. During peak commuter hours, the passageways between adjacent cars are often crowded with passengers. Existing rail vehicles only have couplers connecting adjacent cars. If a coupler breaks due to a malfunction or external impact, it could put passengers near the passageway between the two cars at risk. Summary of the Invention

[0004] In view of this, an embodiment of the present disclosure provides an occupant protection device for a rail vehicle uncoupling failure, which provides safety protection for occupants in the event of a uncoupling failure of a coupler between two adjacent carriages.

[0005] According to a first aspect of the present disclosure, there is provided an occupant protection device for a rail vehicle uncoupling failure, comprising: a support frame mounted at an end portion of a bottom portion of a carriage of the rail vehicle and provided with an opening close to the end portion of the carriage and a bottom wall opposite to the opening; a driving portion movably mounted in the support frame and configured to have a retracted state retracted in the bottom portion of the support frame and a driven state in which the support frame moves longitudinally toward the opening; and a buffer portion connected to the driving portion and configured to have a retracted state retracted inside the support frame and an expanded state in which the buffer portion, driven by the driving portion, extends to the outside of the carriage and the support frame in an inflated manner when a coupler of the rail vehicle is uncoupled, and is tiltedly resting between the edge of the carriage end and the track.

[0006] According to an embodiment of the present disclosure, a slide rail extending in a longitudinal direction is formed inside the support frame; the driving portion includes: a driving frame, which is slidably combined with the slide rail, the driving frame and the support frame form a storage cavity, and the buffer portion is connected to the outside of the driving frame; and a pop-up airbag, which is installed inside the storage cavity. When the coupler is unhooked, the pop-up airbag is inflated to drive the driving frame to move longitudinally along a pair of the slide rails toward the opening.

[0007] According to an embodiment of the present disclosure, the driving part also includes: at least one elastic limit block, which is telescopically mounted on the inner side of the support frame and is configured such that when the driving part is in a retracted state, the elastic limit block elastically extends out and abuts against the side wall of the driving part close to the opening, so that the buffer part remains in a retracted state; when the buffer part is in an expanded state, the elastic limit block elastically extends out and abuts against the side wall of the driving part away from the opening, so that the buffer part remains in an expanded state; and allows the driving part to overcome the elastic force of the elastic limit block and move across the elastic limit block; and a stop block, which is mounted on the inner side of the support frame close to the opening, so that when the buffer part is in an expanded state, the driving part abuts against the stop block to prevent the driving part from extending out of the support frame.

[0008] According to an embodiment of the present disclosure, the buffer portion includes: a load-bearing assembly, mounted on the outside of the driving portion, and configured to have a folded state folded inside the support frame, and an open state in which the load-bearing assembly extends to the outside of the carriage and the support frame and obliquely rests between the end edge of the carriage and the track under the drive of the driving portion; and a buffer component, covering the upper side of the load-bearing assembly, and configured to form a buffer pad on the upper side of the load-bearing assembly when the load-bearing assembly is in the open state, so as to buffer the impact force of the occupant falling into the track.

[0009] According to an embodiment of the present disclosure, the supporting assembly includes: a plurality of connecting plates that are rotated end to end in sequence, the plurality of connecting plates having a folded state in which they are stacked on top of each other, and an open state in which they are opened in a coplanar arrangement, and one end of the first connecting plate among the plurality of connecting plates is installed on the outside of the driving part.

[0010] According to an embodiment of the present disclosure, the two adjacent connecting plates are rotatably connected via a rotating mechanism, and the rotating mechanism includes two rotating components, which are respectively arranged on two side walls of the two adjacent connecting plates at both ends in the transverse direction.

[0011] According to an embodiment of the present disclosure, each of the rotating components includes: a first connecting rod extending along a connecting direction perpendicular to the transverse direction, with its two ends respectively connected to the side walls of the two adjacent connecting plates; two first rotating shafts both extending along the transverse direction, respectively extending into the side walls of the two connecting plates through the two ends of the first connecting rod; and a limiting component installed on the side walls of the two adjacent connecting plates, and configured to prevent the two adjacent connecting plates from continuing to rotate relative to each other when the two adjacent connecting plates are rotated to an open state, so as to keep the bearing component in the open state.

[0012] According to an embodiment of the present disclosure, the limiting assembly includes: a second connecting rod, a first end of the second connecting rod is connected to one of the two adjacent connecting plates through a second rotating shaft, and the second end of the second connecting rod is formed with a accommodating cavity extending toward the first end in the connecting direction; and a limiting rod, one end of which is movably installed inside the accommodating cavity, and the other end is connected to the other of the two adjacent connecting plates through a second rotating shaft. In the process of the two adjacent connecting plates being converted from a folded state to an open state, the limiting rod is gradually inserted into the accommodating cavity to prevent the two adjacent connecting plates from folding relative to each other.

[0013] According to an embodiment of the present disclosure, the limit assembly also includes a stopper, which is rotatably installed inside the accommodating cavity. A slot is formed on the side of the limit rod facing the stopper. When the two adjacent connecting plates are rotated to an open state, the stopper is embedded in the slot to lock the limit rod inside the accommodating cavity.

[0014] According to an embodiment of the present disclosure, the buffer component includes: a buffer airbag, which is covered on the upper side of the multiple connecting plates; when the multiple connecting plates are in a folded state, the buffer airbag is folded along with the connecting plates; when the multiple connecting plates are in an open state, the buffer airbag is unfolded along with the connecting plates and is flattened on the upper side of the multiple connecting plates in an inflated manner.

[0015] A second aspect of the present disclosure provides an occupant protection system for a rail vehicle uncoupling failure, comprising: the occupant protection device for a rail vehicle uncoupling failure as described in the above-mentioned embodiment; and a detection unit, electrically connected to a coupler connecting two adjacent carriages to detect the connection status of the coupler, and configured to send a signal to the drive unit and the buffer unit when the coupler is uncoupled, so that the drive unit drives the buffer unit to extend toward the outside of the support frame, and the buffer unit is inflated into an expanded state to cushion the impact force of the occupant falling into the track.

[0016] According to an embodiment of the present disclosure, the detection unit includes: a sensor, which is electrically connected to the coupler. When the coupler is uncoupled, the detection circuit formed by the sensor and the coupler is broken. The sensor detects that the current in the detection circuit is zero and sends a signal to the drive unit and the buffer unit.

[0017] A third aspect of the present disclosure provides a rail vehicle comprising: a plurality of carriages; and a plurality of occupant protection systems for rail vehicle uncoupling failures as described in the above embodiments, which are respectively installed at the bottom of both ends of each of the carriages. In the event of uncoupling of the couplers, the two occupant protection systems installed between two adjacent carriages are deployed facing each other to cushion the impact of the occupants falling onto the track.

[0018] According to the occupant protection device for rail vehicle uncoupling failure of the above-mentioned embodiment of the present disclosure, the driving part is movably installed in the support frame, and has a retracted state retracted in the bottom of the support frame, and a driven state moving longitudinally toward the opening in the support frame; further, a buffer part connected to the driving part is provided, and the buffer part has a retracted state retracted inside the support frame, and an expanded state in which the buffer part is extended to the outside of the car and the support frame in an inflated manner under the drive of the driving part in the case of uncoupling of the coupler of the rail vehicle, and is tilted and rests between the end edge of the car and the track; in the case of uncoupling failure of the coupler between two adjacent cars, safety protection is provided for the occupants to avoid injury. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a perspective schematic diagram of a buffer portion of an occupant protection system for a rail vehicle uncoupling failure according to an embodiment of the present disclosure, which is installed on one side of a carriage and is in a deployed state;

[0020] Figure 2 is a side view of two buffer parts of the occupant protection system for rail vehicle uncoupling failure according to the embodiment of the present disclosure, which are installed facing each other on two adjacent carriages, in a deployed state;

[0021] Figure 3 is a side view of a buffer portion of an occupant protection system for a rail vehicle uncoupling failure according to an embodiment of the present disclosure, which is installed on one side of a carriage and is in a deployed state;

[0022] Figure 4 is an internal side view of a driving portion of an occupant protection device for a rail vehicle uncoupling failure according to an embodiment of the present disclosure, in a retracted state;

[0023] Figure 5 is a side view of a buffer portion of an occupant protection device for a rail vehicle uncoupling failure according to an embodiment of the present disclosure in a deployed state;

[0024] Figure 6 3D schematic diagram of the installation of a support frame and a driving unit of an occupant protection device for a rail vehicle uncoupling failure according to an embodiment of the present disclosure;

[0025] Figure 7This is a schematic diagram of the assembly of a support frame, a slide rail, an elastic limit block, and a stop block of an occupant protection device for a rail vehicle uncoupling failure according to an embodiment of the present disclosure;

[0026] Figure 8 is a side view of a buffer portion of an occupant protection device for a rail vehicle uncoupling failure according to an embodiment of the present disclosure in a retracted state;

[0027] Figure 9 yes Figure 8 A partial enlarged view of part A;

[0028] Figure 10 is a side view of the load-bearing assembly of the occupant protection device for a rail vehicle uncoupling failure according to an embodiment of the present disclosure in an open state; and

[0029] Figure 11 yes Figure 10 A partial enlarged view of part B.

[0030] In the picture:

[0031] 1-support frame; 11-opening; 12-bottom wall; 13-slide rail;

[0032] 2- driving unit;

[0033] 21-driving frame; 22-storage cavity; 23-pop-up airbag; 24-elastic limit block; 25-stop block;

[0034] 3- buffer part;

[0035] 31- bearing assembly;

[0036] 311-connecting plate; 3111-side wall;

[0037] 312-rotating assembly; 3121-first connecting rod; 3122-first rotating shaft;

[0038] 313 - limit assembly; 3131 - second connecting rod; 3132 - first end; 3133 - second rotating shaft; 3134 - second end; 3135 - receiving cavity; 3136 - limit rod; 3137 - stopper; 3138 - slot;

[0039] 314-roller;

[0040] 315-connector;

[0041] 316-rotation mechanism;

[0042] 32- cushioning component; 321- cushioning airbag;

[0043] 4-carriage;

[0044] 5-track;

[0045] 6-coupler;

[0046] 7-Detection unit; 71-Sensor. DETAILED DESCRIPTION

[0047] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings.

[0048] However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the present disclosure. In the detailed description below, for ease of explanation, many specific details are set forth to provide a comprehensive understanding of the embodiments of the present disclosure. However, it is obvious that one or more embodiments can also be implemented without these specific details. In addition, in the following description, descriptions of well-known structures and technologies are omitted to avoid unnecessary confusion of the concepts of the present disclosure.

[0049] The terms used herein are only for describing specific embodiments and are not intended to limit the present disclosure. The terms "comprise," "include," etc. used herein indicate the presence of the features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0050] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification and should not be interpreted in an idealized or overly rigid manner.

[0051] According to the inventive concept of one aspect of the present disclosure, there is provided an occupant protection device for a rail vehicle uncoupling failure, comprising: a support frame mounted at an end portion of the bottom of a car body of the rail vehicle and provided with an opening close to the end portion of the car body and a bottom wall opposite to the opening; a driving portion movably mounted in the support frame and configured to have a retracted state retracted in the bottom portion of the support frame, and a driven state in which the device moves longitudinally toward the opening in the support frame; and a buffer portion connected to the driving portion and configured to have a retracted state retracted inside the support frame, and an expanded state in which the device, driven by the driving portion, extends to the outside of the car body and the support frame in an inflated manner in the event of uncoupling of the coupler of the rail vehicle, and obliquely rests between the edge of the car body end and the track.

[0052] Figure 1 is a perspective schematic diagram of a buffer portion of an occupant protection system for a rail vehicle uncoupling failure according to an embodiment of the present disclosure, which is installed on one side of a carriage and is in a deployed state; Figure 2is a side view of two buffer parts of the occupant protection system for rail vehicle uncoupling failure according to the embodiment of the present disclosure, which are installed facing each other on two adjacent carriages, in a deployed state; Figure 3 is a side view of a buffer portion of an occupant protection system for a rail vehicle uncoupling failure according to an embodiment of the present disclosure, which is installed on one side of a carriage and is in a deployed state; Figure 4 The figure is an internal side view of the driving portion of the occupant protection device for a rail vehicle uncoupling failure according to an embodiment of the present disclosure, in a retracted state.

[0053] According to an exemplary embodiment of the present disclosure, please refer to Figure 1-Figure 4 , provides an occupant protection device for a rail vehicle uncoupling failure, comprising a support frame 1, a drive unit 2 and a buffer unit 3. The support frame 1 is mounted at the end of the bottom of the car body 4 of the rail vehicle, and is provided with an opening 11 close to the end of the car body 4, and a bottom wall 12 opposite to the opening 11. The drive unit 2 is movably mounted in the support frame 1, and is configured to have a retracted state in which it is retracted in the bottom of the support frame 1, and a driven state in which it moves longitudinally toward the opening 11 in the support frame 1. The buffer unit 3 is connected to the drive unit 2, and is configured to have a retracted state in which it is retracted in the interior of the support frame 1, and an expanded state in which, when the coupler 6 of the rail vehicle is uncoupled, it is extended to the outside of the car body 4 and the support frame 1 in an inflated manner under the drive of the drive unit 2, and rests obliquely relative to the longitudinal direction between the end edge of the car body 4 and the rail 5.

[0054] In this embodiment, the driving part 2 is movably installed in the support frame 1, and has a retracted state retracted in the bottom of the support frame 1, and a driven state moving longitudinally toward the opening 11 in the support frame 1; further, a buffer part 3 connected to the driving part 2 is provided, and the buffer part 3 has a retracted state retracted inside the support frame 1, and an expanded state in which the buffer part 3 is inflated and extended to the outside of the car 4 and the support frame 1 under the drive of the driving part 2 when the coupler 6 of the rail vehicle is uncoupled, and is tilted and rests between the end edge of the car 4 and the track 5; in the event of a decoupling failure of the coupler 6 between two adjacent cars 4, safety protection is provided for the occupants when they fall from the edge of the car 4 into the track 5 to avoid personal injury.

[0055] It should be noted that, in this embodiment, the longitudinal direction refers to the traveling direction of the rail vehicle.

[0056] Figure 5 is a side view of a buffer portion of an occupant protection device for a rail vehicle uncoupling failure according to an embodiment of the present disclosure in a deployed state; Figure 6 3D schematic diagram of the installation of a support frame and a driving unit of an occupant protection device for a rail vehicle uncoupling failure according to an embodiment of the present disclosure; Figure 7It is a schematic diagram of the assembly between the support frame, slide rail, elastic limit block and stop block of the occupant protection device for rail vehicle uncoupling failure in an embodiment of the present disclosure.

[0057] In some exemplary embodiments, referring to Figure 3-Figure 7 A slide rail 13 extending in the longitudinal direction is formed inside the support frame 1. The driving portion 2 includes a driving frame 21 and a pop-up airbag 23. The driving frame 21 is slidably combined with the slide rail 13. The driving frame 21 and the support frame 1 form a storage cavity 22. The buffer portion 3 is connected to the outside of the driving frame 21. The pop-up airbag 23 is installed inside the storage cavity 22. When the coupler 6 is unhooked, the pop-up airbag 23 is inflated to drive the driving frame 21 to move longitudinally along a pair of slide rails 13 toward the opening 11.

[0058] Through the above-mentioned arrangement, when the coupler 6 is unhooked, the pop-up airbag 23 installed inside the storage cavity 22 is rapidly inflated, pushing the drive frame 21 to move longitudinally along a pair of slide rails 13 toward the opening 11, so as to drive the buffer part 3 to extend to the outside of the car 4 and the support frame 1, and rest between the end edge of the car 4 and the track 5 at an angle relative to the longitudinal direction.

[0059] It should be noted that, in this embodiment, a first air pump (not shown in the figure) suitable for inflating the interior of the pop-up airbag 23 is also installed at the bottom of the car body 4 of the rail vehicle.

[0060] Furthermore, the buffer portion 3 is mounted on the outside of the driving frame 21 through a connecting member 315 .

[0061] In some exemplary embodiments, referring to Figure 4-Figure 5 as well as Figure 7 , the driving part 2 also includes at least one elastic limit block 24 and a stop block 25. At least one elastic limit block 24 is telescopically mounted on the inner side of the support frame 1, and is configured so that when the driving part 2 is in the retracted state, the elastic limit block 24 elastically extends out and abuts against the side wall of the driving part 2 close to the opening 11, so that the buffer part 3 remains in the retracted state. When the buffer part 3 is in the expanded state, the elastic limit block 24 elastically extends out and abuts against the side wall of the driving part 2 away from the opening 11, so that the buffer part 3 remains in the expanded state; and allows the driving part 2 to overcome the elastic force of the elastic limit block 24 and move across the elastic limit block 24. The stop block 25 is mounted on the inner side of the support frame 1 near the opening 11, so that when the buffer part 3 is in the expanded state, the driving part 2 abuts against the stop block 25 to prevent the driving part 2 from extending out of the support frame 1.

[0062] In this embodiment, the driving unit 2 includes two spring stoppers 24. When the driving unit 2 is in the retracted state, the two spring stoppers 24 elastically extend and respectively abut against the two ends of the side wall of the driving frame 21 near the opening 11 in the lateral direction. This prevents the driving frame 21 from sliding inside the support frame 1 due to inertia during the travel of the rail vehicle in the event of sudden acceleration or deceleration, thereby accidentally pushing the buffer unit 3 to the outside of the car body 4 and the support frame 1. In other words, during normal travel of the rail vehicle, the buffer unit 3 always remains in the retracted state.

[0063] Furthermore, when the coupler 6 is unhooked, under the action of the pop-up airbag 23, the drive frame 21 squeezes the elastic limit block 24, causing the elastic limit block 24 to shrink into the support frame 1, allowing the drive frame 21 to move longitudinally toward the opening 11 inside the support frame 1.

[0064] Furthermore, when the buffer portion 3 is in the expanded state, the two elastic stoppers 24 respectively abut against the two ends of the drive frame 21 in the transverse direction on the side near the bottom wall 12, preventing the drive frame 21 from moving longitudinally within the support frame 1 away from the opening 11, thereby maintaining the buffer portion 3 in the expanded state. Furthermore, at this time, the drive frame 21 abuts against the stopper 25, preventing the drive frame 21 from further moving longitudinally toward the opening 11 and extending out of the support frame 1.

[0065] In some exemplary embodiments, referring to Figure 3-Figure 5 The buffer section 3 includes a load-bearing assembly 31 and a buffer component 32. The load-bearing assembly 31 is mounted outside the driving section 2 and is configured to have a folded state in which it is folded inside the support frame 1, and an open state in which it is driven by the driving section 2 and extends outside the carriage 4 and the support frame 1, and rests obliquely between the end edge of the carriage 4 and the track 5. The buffer component 32 is provided on the upper side of the load-bearing assembly 31 and is configured to form a buffer pad on the upper side of the load-bearing assembly 31 when the load-bearing assembly 31 is in the open state, thereby cushioning the impact of an occupant falling into the track 5.

[0066] With this arrangement, during normal rail vehicle travel, the buffer component 32 folds within the support frame 1 along with the load-bearing assembly 31. Furthermore, when the coupler 6 is uncoupled, the drive unit 2 drives the load-bearing assembly 31 to extend outside the carriage 4 and the support frame 1, resting obliquely between the end edge of the carriage 4 and the track 5. The buffer component 32, covering the upper side of the load-bearing assembly 31, forms a cushion on the upper side of the load-bearing assembly 31 to cushion the impact of a passenger falling onto the track 5.

[0067] In some exemplary embodiments, referring to Figure 4-Figure 5The supporting assembly 31 includes a plurality of connecting plates 311 that are connected in a head-to-tail rotational manner. The plurality of connecting plates 311 have a folded state in which they are stacked on top of each other, and an open state in which they are opened in a coplanar arrangement. One end of the first connecting plate 311 among the plurality of connecting plates 311 is installed on the outside of the driving part 2.

[0068] With the above arrangement, during normal travel of the rail vehicle, the multiple connecting plates 311 are stacked on top of each other and folded inside the support frame 1. Furthermore, when the coupler 6 is uncoupled, the multiple connecting plates 311 are driven by the driving unit 2 to extend outside the car 4 and the support frame 1, open in a coplanar arrangement, and obliquely rest between the end edge of the car 4 and the track 5.

[0069] It should be noted that in this embodiment, a roller 314 is installed at the end of the last connecting plate 311 among the multiple connecting plates 311, so that after the supporting component 31 contacts the track 5, it provides sliding support for the supporting component 31, so that the buffer part 3 can slide on the track 5.

[0070] In some exemplary embodiments, referring to Figure 1 as well as Figure 4-Figure 5 The two adjacent connecting plates 311 are rotatably connected through a rotating mechanism 316. The rotating mechanism 316 includes two rotating components 312. The two rotating components 312 are respectively arranged on the two side walls 3111 of the two adjacent connecting plates 311 at both ends in the transverse direction.

[0071] Through the above arrangement, two adjacent connecting plates 311 can rotate relative to each other to be stacked on each other or away from each other.

[0072] Figure 8 is a side view of a buffer portion of an occupant protection device for a rail vehicle uncoupling failure according to an embodiment of the present disclosure in a retracted state; Figure 9 yes Figure 8 A partial enlarged view of part A.

[0073] In some exemplary embodiments, referring to Figure 1 、 Figure 4 as well as Figure 8-Figure 9Each rotating assembly 312 includes a first connecting rod 3121, two first rotating shafts 3122, and a limiting assembly 313. The first connecting rod 3121 extends along a connecting direction perpendicular to the transverse direction, and its two ends are respectively connected to the side walls 3111 of the two adjacent connecting plates 311. The two first rotating shafts 3122 both extend along the transverse direction and extend into the side walls 3111 of the two connecting plates 311 through the two ends of the first connecting rod 3121. The limiting assembly 313 is installed on the side walls 3111 of the two adjacent connecting plates 311 and is configured to prevent the two adjacent connecting plates 311 from continuing to rotate relative to each other when the two adjacent connecting plates 311 are rotated to the open state, so as to keep the supporting assembly 31 in the open state.

[0074] Through the above arrangement, two adjacent connecting plates 311 rotate about the two first rotating shafts 3122, respectively, allowing the two adjacent connecting plates 311 to move closer to or farther away from each other, thereby allowing the two adjacent connecting plates 311 to be stacked on each other or separated from each other. Furthermore, under the action of the limit assembly 313, when the two adjacent connecting plates 311 rotate to the open state, the two adjacent connecting plates 311 are prevented from further relative rotation, thereby maintaining the support assembly 31 in the open state.

[0075] It should be noted that the connection direction is, for example, Figure 1 The arrow A in the figure indicates the tilt direction of the connecting plate 311 .

[0076] Figure 10 is a side view of the load-bearing assembly of the occupant protection device for a rail vehicle uncoupling failure according to an embodiment of the present disclosure in an open state; and Figure 11 yes Figure 10 A partial enlarged view of part B.

[0077] In some exemplary embodiments, referring to Figure 5 as well as Figure 10-11 The limiting assembly 313 includes a second connecting rod 3131 and a limiting rod 3136. The first end 3132 of the second connecting rod 3131 is connected to one of the two adjacent connecting plates 311 via a second rotating shaft 3133. A receiving cavity 3135 is formed at the second end 3134 of the second connecting rod 3131, extending in the connection direction toward the first end 3132. The limiting rod 3136 has one end movably mounted within the receiving cavity 3135 and the other end connected to the other of the two adjacent connecting plates 311 via the second rotating shaft 3133. As the two adjacent connecting plates 311 transition from a folded state to an open state, the limiting rod 3136 gradually inserts into the receiving cavity 3135 to prevent the two adjacent connecting plates 311 from folding relative to each other.

[0078] In some exemplary embodiments, referring to Figure 5 as well as Figure 10-11The limiting assembly 313 further includes a stopper 3137. The stopper 3137 is rotatably mounted within the receiving cavity 3135. A slot 3138 is formed on the side of the limiting rod 3136 that faces the stopper 3137. When two adjacent connecting plates 311 are rotated to the open position, the stopper 3137 engages with the slot 3138, thereby locking the limiting rod 3136 within the receiving cavity 3135.

[0079] It should be noted that, in this embodiment, multiple slots 3138 may be provided in sequence along the axial direction of the stopper 3137 to further prevent the limiting rod 3136 from escaping from the accommodating cavity 3135, thereby further preventing the limiting rod 3136 from escaping from the second connecting rod 3131. Furthermore, the stopper 3137 may be configured as a shifting rod.

[0080] In some exemplary embodiments, referring to Figure 4 as well as Figure 8 The cushioning component 32 includes a cushioning airbag 321. The cushioning airbag 321 is provided on the upper side of the plurality of connecting plates 311. When the plurality of connecting plates 311 are folded, the cushioning airbag 321 folds with the connecting plates 311. When the plurality of connecting plates 311 are unfolded, the cushioning airbag 321 unfolds with the connecting plates 311 and is inflated and laid flat on the upper side of the plurality of connecting plates 311.

[0081] It should be noted that, in this embodiment, a second air pump (not shown in the figure) suitable for inflating the interior of the buffer airbag 321 is also installed at the bottom of the car body 4 of the rail vehicle.

[0082] According to an exemplary embodiment of the present disclosure, please refer to Figure 1-Figure 3 , provides an occupant protection system for a rail vehicle uncoupling failure, comprising the occupant protection device for a rail vehicle uncoupling failure described in the above embodiment and a detection unit 7. The detection unit 7 is electrically connected to a coupler 6 connecting two adjacent carriages 4 to detect the connection status of the coupler 6. The detection unit 7 is configured to send a signal to the drive unit 2 and the buffer unit 3 when the coupler 6 is uncoupled, causing the drive unit 2 to drive the buffer unit 3 to extend toward the outside of the support frame 1, and the buffer unit 3 to inflate into an expanded state to cushion the impact of an occupant falling onto the track 5.

[0083] In some exemplary embodiments, referring to Figure 1-Figure 3 The detection unit 7 includes a sensor 71. The sensor 71 is electrically connected to the coupler 6. When the coupler 6 is uncoupled, the detection circuit formed by the sensor 71 and the coupler 6 is disconnected. The sensor 71 detects that the current in the detection circuit is zero and sends an electrical signal indicating that the coupler 6 is uncoupled to the drive unit 2 and the buffer unit 3.

[0084] According to an exemplary embodiment of the present disclosure, please refer to Figure 1-Figure 3 A rail vehicle is provided, comprising a plurality of carriages 4 and a plurality of occupant protection systems for rail vehicle uncoupling failures as described in the aforementioned embodiments. The plurality of occupant protection systems for rail vehicle uncoupling failures as described in the aforementioned embodiments are installed at the bottom of each end of each carriage 4. In the event of uncoupling of the coupler 6, the two occupant protection systems installed between two adjacent carriages 4 deploy facing each other to cushion the impact of a passenger falling onto the track 5, providing safety protection for the passenger and preventing personal injury.

[0085] The embodiments of the present disclosure have been described in detail with reference to the accompanying drawings. It should be noted that any implementations not depicted or described in the drawings or the main text of the specification are known to those skilled in the art and are not described in detail. Furthermore, the definitions of the various components described above are not limited to the specific structures, shapes, or methods described in the embodiments; those skilled in the art may easily modify or replace them.

[0086] Those skilled in the art will appreciate that various combinations and / or combinations of features described in the various embodiments and / or claims of this disclosure may be made, even if such combinations or combinations are not explicitly described in this disclosure. In particular, various combinations and / or combinations of features described in the various embodiments and / or claims of this disclosure may be made, without departing from the spirit and teachings of this disclosure. All such combinations and / or combinations fall within the scope of this disclosure.

[0087] The specific embodiments described above further illustrate the purpose, technical solutions and beneficial effects of the present disclosure. It should be understood that the above are only specific embodiments of the present disclosure and are not intended to limit the present disclosure. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. An occupant protection device for a rail vehicle uncoupling failure, comprising: A support frame (1) is installed at the end of the bottom of the carriage (4) of the rail vehicle and is provided with an opening (11) close to the end of the carriage (4) and a bottom wall (12) opposite to the opening (11); a slide rail (13) extending in the longitudinal direction is formed inside the support frame (1); A driving portion (2) is movably mounted in the support frame (1) and is configured to have a retracted state in which it is retracted in the bottom of the support frame (1) and a driven state in which it moves longitudinally in the support frame (1) toward the opening (11). The driving portion (2) comprises: A driving frame (21) is slidably coupled to the slide rail (13), wherein the driving frame (21) and the supporting frame (1) form a storage cavity (22); and a pop-up airbag (23) installed inside the storage cavity (22), and inflated inside the pop-up airbag (23) when the coupler (6) is unhooked, so as to drive the drive frame (21) to move longitudinally along the pair of slide rails (13) toward the opening (11); and The buffer portion (3) is connected to the outer side of the drive frame (21) of the drive portion (2) and is configured to have a folded state in which the buffer portion is folded inside the support frame (1), and an expanded state in which the buffer portion (3) is extended to the outside of the carriage (4) and the support frame (1) in an inflated manner under the drive of the drive portion (2) when the coupler (6) of the rail vehicle is unhooked, and is tilted to rest between the end edge of the carriage (4) and the track (5).

2. The occupant protection device for a rail vehicle uncoupling failure according to claim 1, wherein: The driving unit (2) further includes: At least one elastic limiting block (24) is telescopically mounted on the inner side of the support frame (1), and is configured such that when the driving portion (2) is in a retracted state, the elastic limiting block (24) elastically extends and abuts against a side wall of the driving portion (2) close to the opening (11), so that the buffer portion (3) remains in a retracted state; when the buffer portion (3) is in an expanded state, the elastic limiting block (24) elastically extends and abuts against a side wall of the driving portion (2) away from the opening (11), so that the buffer portion (3) remains in an expanded state; and allows the driving portion (2) to overcome the elastic force of the elastic limiting block (24) and move across the elastic limiting block (24); and A stop block (25) is installed on the inner side of the support frame (1) near the opening (11), so that when the buffer portion (3) is in the expanded state, the driving portion (2) abuts against the stop block (25) to prevent the driving portion (2) from extending out of the support frame (1).

3. The occupant protection device for a rail vehicle uncoupling failure according to claim 1, wherein: The buffer portion (3) comprises: A bearing assembly (31) is mounted on the outside of the driving portion (2) and is configured to have a folded state in which it is folded inside the support frame (1), and an opened state in which, under the drive of the driving portion (2), it extends outside the carriage (4) and the support frame (1) and rests obliquely between the end edge of the carriage (4) and the track (5); and A buffer component (32) is provided on the upper side of the bearing assembly (31) and is configured to form a buffer pad on the upper side of the bearing assembly (31) when the bearing assembly (31) is in an open state, so as to buffer the impact force of an occupant falling into the track (5).

4. The occupant protection device for a rail vehicle uncoupling failure according to claim 3, wherein: The bearing assembly (31) comprises: A plurality of connecting plates (311) are connected in a sequentially end-to-end rotational manner, wherein the plurality of connecting plates (311) have a folded state in which they are stacked on top of each other, and an open state in which they are opened in a coplanar arrangement, and one end of a first connecting plate (311) among the plurality of connecting plates (311) is mounted on the outside of the driving portion (2).

5. The occupant protection device for a railway vehicle uncoupling failure according to claim 4, wherein: The two adjacent connecting plates (311) are rotatably connected via a rotating mechanism (316). The rotating mechanism (316) includes two rotating assemblies (312). The two rotating assemblies (312) are respectively arranged on two side walls (3111) located at both ends in the transverse direction of the two adjacent connecting plates (311).

6. The occupant protection device for a railway vehicle uncoupling failure according to claim 5, wherein: Each of the rotating components (312) includes: A first connecting rod (3121) extends along a connecting direction perpendicular to the transverse direction, with two ends respectively connected to the side walls (3111) of two adjacent connecting plates (311); Two first rotating shafts (3122) extend in the transverse direction and extend into the side walls (3111) of the two connecting plates (311) through the two ends of the first connecting rod (3121); and A limiting assembly (313) is installed on the side walls (3111) of two adjacent connecting plates (311) and is configured to prevent the two adjacent connecting plates (311) from continuing to rotate relative to each other when the two adjacent connecting plates (311) rotate to an open state, so as to keep the bearing assembly (31) in the open state.

7. The occupant protection device for a railway vehicle uncoupling failure according to claim 6, wherein: The limiting component (313) includes: a second connecting rod (3131), wherein a first end (3132) of the second connecting rod (3131) is connected to one of the two adjacent connecting plates (311) via a second rotating shaft (3133), and a second end (3134) of the second connecting rod (3131) is formed with an accommodating cavity (3135) extending toward the first end (3132) in the connecting direction; and A limiting rod (3136) has one end movably mounted inside the accommodating cavity (3135), and the other end is connected to the other of the two adjacent connecting plates (311) via a second rotating shaft (3133). During the process of the two adjacent connecting plates (311) being transformed from a folded state to an open state, the limiting rod (3136) is gradually inserted into the accommodating cavity (3135) to prevent the two adjacent connecting plates (311) from folding relative to each other.

8. The occupant protection device for a railway vehicle uncoupling failure according to claim 7, wherein: The limiting component (313) further includes: A stopper (3137) is rotatably mounted inside the accommodating cavity (3135), and a slot (3138) is formed on the side of the limiting rod (3136) facing the stopper (3137). When the two adjacent connecting plates (311) are rotated to an open state, the stopper (3137) is embedded in the slot (3138) to lock the limiting rod (3136) inside the accommodating cavity (3135).

9. The occupant protection device for a rail vehicle uncoupling failure according to any one of claims 4 to 8, wherein: The buffer component (32) includes: The cushioning airbag (321) is covered on the upper side of the plurality of connecting plates (311); when the plurality of connecting plates (311) are in a folded state, the cushioning airbag (321) is folded along with the connecting plates (311); when the plurality of connecting plates (311) are in an open state, the cushioning airbag (321) is unfolded along with the connecting plates (311) and is flattened on the upper side of the plurality of connecting plates (311) in an inflated manner.

10. An occupant protection system for a rail vehicle uncoupling failure, comprising: The occupant protection device for a rail vehicle uncoupling failure according to any one of claims 1 to 9; as well as The detection unit (7) is electrically connected to the coupler (6) connecting the two adjacent carriages (4) to detect the connection state of the coupler (6), and is configured to send a signal to the driving unit (2) and the buffer unit (3) when the coupler (6) is uncoupled, so that the driving unit (2) drives the buffer unit (3) to extend toward the outside of the support frame (1), and the buffer unit (3) is inflated to enter the expanded state to cushion the impact of the occupant falling into the track (5).

11. The occupant protection system for a railway vehicle uncoupling failure according to claim 10, wherein: The detection unit (7) includes: A sensor (71) is electrically connected to the coupler (6). When the coupler (6) is uncoupled, a detection circuit formed by the sensor (71) and the coupler (6) is disconnected. The sensor (71) detects that the current in the detection circuit is zero and sends a signal to the drive unit (2) and the buffer unit (3).

12. A rail vehicle comprising: Multiple carriages (4); as well as A plurality of occupant protection systems for uncoupling failures of rail vehicles according to any one of claims 10 to 11 are respectively installed at the bottom of both ends of each of the carriages (4). When the coupler (6) is uncoupled, the two occupant protection systems installed between the two adjacent carriages (4) are deployed facing each other to cushion the impact of the occupants falling into the track (5).

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