Deceleration recovery device for rail transit

Abstract

The speed reduction recovery device for the rail transit comprises a rack, bearing seats are arranged on the two sides in the rack, a door shaft is arranged between the bearing seats, and the door shaft penetrates through a recovery disc, a coupler and an end tooth shaft sleeve; the end tooth shaft sleeve is connected with the end tooth disc and the turbine worm reducer, the coupler is connected with the damping synchromesh gear in series, and the one-way hydraulic damper is arranged on the damping synchromesh gear. An unlocking disc is arranged at an input port of the turbine worm reducer and connected with a clutch connecting rod, and an in-place switch is arranged on the side portion of the clutch connecting rod. And a handle is arranged at an input port of the turbine worm speed reducer. The sectional type through shaft layout design is adopted, and the occupied space is reduced; the operation is simple, and various use conditions are met.

Description

Technical Field

[0001] The invention relates to the field of rail vehicle door systems, and in particular to a deceleration recovery device for rail transportation. Background Art

[0002] Emergency doors are installed on rail transit trains. In an emergency, the emergency doors and ramps are deployed. A deceleration recovery device is needed to control the ramp release of the emergency door smoothly and safely carry manual recovery. The deceleration recovery device of the current rail transit emergency door system is large in size and weight, occupies a lot of space in the car, and can no longer meet the needs of owners.

[0003] Therefore, it is necessary to develop a new type of deceleration and recovery device for rail transit in a targeted manner to reduce the occupied space and facilitate operation. Summary of the invention

[0004] Purpose of the invention: In view of the shortcomings and defects of the prior art, the present invention provides a deceleration recovery device for rail transit, which adopts a segmented through-axis layout design to reduce the occupied space; it is simple to operate and can meet a variety of usage conditions.

[0005] Technical solution: A deceleration and recovery device for rail transit of the present invention is characterized in that: it includes a frame, bearing seats are arranged on both sides of the frame, a door shaft is arranged between the bearing seats, and the door shaft passes through the recovery plate, the coupling and the end gear sleeve; the end gear sleeve is connected with the end gear plate and the worm gear reducer, the coupling is connected in series with the damping synchronous gear, and a one-way hydraulic damper is arranged on the damping synchronous gear; an unlocking plate is arranged at the input port of the worm gear reducer, the unlocking plate is connected with the clutch connecting rod, and an in-position switch is arranged on the side of the clutch connecting rod; a handle is arranged at the input port of the worm gear reducer.

[0006] Among them, the end gear shaft sleeve is an internal hollow structure, the door shaft passes through the interior, and the end gear shaft sleeve is meshingly connected with the end gear disc.

[0007] Wherein, the worm gear reducer is located in the middle of the frame.

[0008] Wherein, the unlocking disk is provided with a rotating handle.

[0009] There are two couplings, and recovery plates are provided on the sides of the two couplings on the left and right sides.

[0010] Wherein, the rack is arranged on the emergency evacuation door of rail transit.

[0011] Beneficial effects: Compared with the prior art, the present invention has the following significant advantages: The present invention adopts a segmented through-shaft layout design to reduce the occupied space. It can realize large-span installation and debugging through the coupling, and make the left and right synchronous movement; by operating the swing of the clutch connecting rod, the gear transmission of the end gear plate and the end gear sleeve is engaged or disengaged, that is, the output and disconnection of the reducer torque input. Through the parallel gear set and hydraulic damper on the through shaft, the device can achieve the minimum resistance in the device during the forward recovery operation. During the forward operation, if the operation is stopped during the period, the device can maintain the self-locking state, and can automatically unlock when the operation continues. During the reverse (i.e. release) movement, the parallel gear set and hydraulic damper on the through shaft provide a larger damping effect to control the reverse (i.e. release) movement. Before the vehicle is running, the emergency evacuation ramp can be retracted after the deceleration and retraction device is manually operated; in an emergency, the emergency ramp can be opened without manually operating the clutch device in the deceleration and retraction device. It can meet the use of various working conditions such as daily, emergency, inclined, and curved roads, and is safe and reliable. The structure is simple and convenient, which meets the owner's needs for versatility, low cost, and easy maintenance, and improves the safety and applicability of the emergency evacuation front door system. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 The structure of the present invention is schematically shown Figure 1 ;

[0013] Figure 2 The structure of the present invention is schematically shown Figure 2 ;

[0014] Figure 3 The structure of the present invention is schematically shown Figure 3 ;

[0015] Figure 4 The structure of the present invention is schematically shown Figure 4 ;

[0016] In the figure, 1 is a frame; 2 is a bearing seat; 3 is a recovery plate; 4 is a door shaft; 5 is a coupling; 6 is an end gear plate; 7 is an end gear sleeve; 8 is a worm gear reducer; 9 is a damping synchronous gear; 10 is a one-way hydraulic damper; 11 is a handle; 12 is an unlocking plate; 13 is a clutch connecting rod; and 14 is an in-position switch. DETAILED DESCRIPTION

[0017] The technical solution of the present invention is further described below in conjunction with the accompanying drawings and specific implementation methods.

[0018] The layout of the worm reducer 8 of the present invention is located in the middle, and the torque output by the worm reducer 8 is transmitted to the end gear sleeve 7 through a key connection; the end gear sleeve 7 is hollow inside, and the door shaft 4 is passed through the inside, and the end gear disc 6 is slidably connected on one side through a key connection, so that the torque output by the worm reducer 8 can be transmitted to the end gear sleeve 7, and the end gear sleeve 7 and the end gear disc 6 are meshed to transmit the torque output by the worm reducer 8 to the door shaft 4; on the other side, the damping synchronous gear 9 and the coupling 5 are connected in series through a key connection, so that the door shaft 4 can continue to transmit the torque to the left and right couplings 5, and continue to transmit the torque to the left and right recovery discs 3, so that the left and right recovery discs 3 rotate synchronously to recover the cable belt. The worm reducer 8 is used as a base, and the unlocking disc 12 is installed next to the input port of the worm reducer 8. After operating the rotating handle mechanism on the unlocking disc 12, the clutch connecting rod 13 is connected and driven to swing, which can make the end gear sleeve 7 and the end gear disc 6 mesh or disengage. The worm gear reducer 8 is used as a base, and the handle 11 is installed at the input port of the worm gear reducer 8. After removing the handle support rod, the handle 11 can be opened from a folded state to a vertical state.

[0019] When in use, manually rotate the unlocking disk 12 in a forward direction to make the clutch connecting rod 13 swing, push the end tooth disk 6 to slide forward along the key on the door shaft 4 until it engages with the end tooth shaft sleeve 7, thus completing the transmission engagement; manually remove the handle 11 and adjust the handle bar to a vertical position, rotate the operating handle, input the recovery torque into the worm gear reducer 8, and transmit the torque output by the worm gear reducer 8 to the end tooth shaft sleeve 7 through a key connection, and transmit the torque to the door shaft 4 through the meshed end tooth disk 6 through a key connection. After the door shaft 4 rotates, the torque is transmitted to the left and right recovery disks 3 through the left and right couplings 5, respectively, so that the cable drawstring is rotated synchronously, i.e., the cable drawstring is recovered. During the temporary stop to the recovery action, due to the reverse self-locking characteristics of the worm gear reducer 8, the recovery cable drawstring can be kept in any position, and it can be automatically unlocked after continued operation, completing the entire recovery task.

[0020] Release operation: Manually rotate the unlocking disk 12 in reverse to make the clutch connecting rod 13 swing, push the end tooth disk 6 to slide in the opposite direction along the key on the door shaft 4 until it is separated from the end tooth shaft sleeve 7, that is, the transmission separation is completed, and the recovery pull cord can drive the left and right recovery disks 3 and the door shaft 4 to rotate synchronously. Due to the one-way damping characteristics of the hydraulic damper 10 on the parallel damping synchronous gear 9, the left and right recovery disks 3 are damped during synchronous rotation, and the rotation speed is controlled. Until the recovery pull cords in the left and right recovery disks 3 are completely released. You can also replace the electric screwdriver, replace the handle 11, and connect the electric connecting rod to realize the electric screwdriver to operate the recovery device.

[0021] The deceleration recovery device of the present invention belongs to a segmented through-axis layout design scheme; a one-way hydraulic damper is connected in parallel through a gear set; the recovery device can be operated manually or electrically; a worm gear reducer, a pair of end gear plates and end gear sleeves, and a door shaft are arranged through the middle, and the recovery and release functions of the deceleration recovery device are realized through the meshing transmission of the end gear plates and the end gear sleeves, so as to achieve a stable operating state; the structure is novel, the load-bearing capacity is large, and the reliability is strong; the structural layout is novel and the operation is simple; it is suitable for rail emergency evacuation ramps, has little impact on the size of the existing door system, and can be used in a variety of working conditions.

Claims

1. A deceleration recovery device for rail transit, characterized in that: The invention comprises a frame (1), bearing seats (2) are arranged on both sides of the frame (1), a door shaft (4) is arranged between the bearing seats (2), and the door shaft (4) passes through a recovery plate (3), a coupling (5) and an end gear sleeve (7); the end gear sleeve (7) is connected with an end gear plate (6) and a worm gear reducer (8), the coupling (5) is connected in series with a damping synchronous gear (9), and a one-way hydraulic damper (10) is arranged on the damping synchronous gear (9); an unlocking plate (12) is arranged at the input port of the worm gear reducer (8), the unlocking plate (12) is connected with a clutch connecting rod (13), and a position switch (14) is arranged on the side of the clutch connecting rod (13); and a handle (11) is arranged at the input port of the worm gear reducer (8).

2. The rail transit deceleration recovery device according to claim 1, characterized in that: The end gear shaft sleeve (7) is an internal hollow structure, the door shaft (4) passes through the interior, and the end gear shaft sleeve (7) is meshedly connected with the end gear disc (6).

3. The rail transit deceleration recovery device according to claim 1, characterized in that: The worm gear reducer (8) is located in the middle of the frame (1).

4. The rail transit deceleration recovery device according to claim 1, characterized in that: The unlocking disk (12) is provided with a rotating handle.

5. The rail transit deceleration recovery device according to claim 1, characterized in that: The number of the couplings (5) is 2, and the sides of the two couplings (5) on the left and right are both provided with recovery plates (3).

6. The rail transit deceleration recovery device according to claim 1, characterized in that: The frame (1) is arranged on an emergency evacuation door of rail transit.

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