Emergency evacuation door

Abstract

The invention discloses an emergency evacuation door which comprises a door leaf, a connecting rod connecting the door leaf and the bottom of a vehicle body and a turnover pedal rotationally connected with the middle of the inner side of the door leaf, the connecting rod rotates relative to the door leaf to drive the door leaf to be away from the vehicle body and be lowered, and a first gear is arranged at the end, connected with the bottom of the door leaf, of the connecting rod. The inner side wall of the door leaf is connected with the transmission shaft, the second gear, the first gear and the second gear are meshed with the two ends of the transmission shaft respectively, the second gear is connected with the turnover pedal through the differential part, and the first gear drives the turnover pedal to cross the interface through the transmission shaft, the second gear and the differential part with the vertical transition state of the turnover pedal and the door leaf as the interface. And a damper is arranged between the door leaf and the turnover pedal. According to the invention, the gears are all mounted on the door leaf, transmission can be realized between the gears through the transmission shaft, the transmission structure is simplified, meshing impact is reduced, debugging and maintenance are convenient, and when the turnover pedal is driven by self weight to move, the damper can reduce the impact at the end of flattening or folding.

Description

Technical Field

[0001] The invention relates to a rail transit door leaf, in particular to an emergency evacuation door. Background Art

[0002] Rail trains need to be equipped with emergency evacuation doors. The evacuation doors are lowered and unfolded to serve as a passage from the car body to the platform. The evacuation doors are pulled up and retracted to form a closed space inside the car body. As a passage, the evacuation door needs to be equipped with pedals covering the inner wall of the door leaf. When it is a door leaf, the pedals need to leave a window position. Therefore, the pedals on the evacuation door are usually multi-piece splicing structures. When the evacuation door is retracted as a door leaf, the pedals can be folded to form a window.

[0003] In order to realize the lowering and recovery of the evacuation door, and the automatic flattening and folding of the pedal, a transmission component is usually set on the evacuation door, for example, the downward-flipping integrated escape door disclosed in the invention patent application with publication number CN 118107618 A, the bottom of the door leaf is connected to the bottom of the vehicle body through a connecting rod, driven away from the vehicle body by the connecting rod, lowered and unfolded, the flip pedal is rotatably connected to the middle of the inner side of the door leaf, the two sides of the flip pedal are connected to gears on the hinge shaft between the connecting rod and the door leaf, the inner side wall of the door leaf is slidably connected to the rack, and the gears are driven by the rack, thereby realizing the automatic flattening and folding of the pedal. The current solution requires many parts to realize the transmission, and the assembly is complicated.

[0004] Considering the passengers in the car, when the evacuation door is lowered, the folding pedal needs to be slowed down or delayed, that is, the folding pedal can only obtain the unfolding power after the door leaf is a certain distance away from the car body or tilted a certain distance relative to the car body, or the folding pedal unfolding speed is significantly slower than the door leaf lowering speed, CN 1181076 The scheme disclosed in 18A can achieve this differential by disengaging the gear and rack, that is, when the door leaf is lowered, the gear and rack at the flip pedal end are disengaged, and the gear and rack resume meshing after the door leaf is unfolded to a certain angle. However, since the rotation angle of the gear at the door leaf end is smaller than that of the flip pedal end, the rotation speed of the flip pedal end needs to be greater than that of the door leaf end. On the one hand, there is an impact when the gear and rack resume meshing. On the other hand, the rotation speed of the flip pedal end may continue to increase in the later stage to compensate for the stroke difference of the delayed disengagement state. The increase in speed will increase the instantaneous impact of the re-engagement of the gear and rack. Furthermore, when the folding pedal is folded, the gear and rack are already disengaged before the folding pedal resumes folding, and the flip pedal loses its constraint. The acceleration of its own gravity causes the folding pedal to hit the fixed pedal on the door leaf, which has a great impact on the door leaf, and the reversing pedal cannot be smoothly flattened or folded. Summary of the invention

[0005] Purpose of the invention: The purpose of the present invention is to provide an emergency evacuation door which simplifies the transmission structure and reduces the impact at the end of unfolding and folding.

[0006] Technical solution: The emergency evacuation door described in the present invention includes a door leaf, a connecting rod connecting the door leaf and the bottom of a vehicle body, and a flip pedal rotatably connected to the middle part of the inner side of the door leaf. The connecting rod rotates relative to the door leaf to drive the door leaf away from the vehicle body and lower it. A first gear is provided at one end connected to the bottom of the door leaf. The inner side wall of the door leaf is connected to a transmission shaft and a second gear. The first gear and the second gear are respectively meshed with both ends of the transmission shaft. The second gear is connected to the flip pedal through a differential. The interface is a transition state where the flip pedal and the door leaf are vertical. The first gear drives the flip pedal to cross the interface through the transmission shaft, the second gear, and the differential. A damper is provided between the door leaf and the flip pedal.

[0007] Preferably, in order to reduce the space of the differential connection and avoid affecting the width of the folding pedal, thereby ensuring the width of the evacuation channel, the differential includes a slide groove and a pin shaft. The pin shaft and the slide groove are respectively connected to the second gear and the flip pedal. The pin shaft abuts against one end of the slide groove, the second gear drives the flip pedal to rotate, the flip pedal crosses the interface, and the pin shaft slides in the slide groove.

[0008] Preferably, the pin shaft is connected to the side of the second gear, the slide groove is connected to the side of the flip pedal, the slide groove is an arc-shaped slide groove, and the central angle corresponding to the slide groove is less than 90°.

[0009] Preferably, an elastic buffer is sleeved outside the pin shaft or inside the slide groove.

[0010] Preferably, in order to reduce the space occupied in the width direction, the first gear and the second gear are both helical gears, and the threads at both ends of the transmission shaft are in opposite directions.

[0011] Preferably, an elastic coupling is provided in the middle of the transmission shaft.

[0012] Preferably, in order to ensure smooth rotation of the flip pedal throughout the entire process, a damper is provided on the inner side wall of the door leaf, the rotating shaft of the flip pedal is connected to the damper, and the damping of the damper is proportional to the input speed. When the flip pedal passes over the interface, the pin slides along the slide groove, and the flip pedal is accelerated by its own gravity. The damping of the damper is proportional to the input speed, thereby reducing the impact caused by gravity acceleration.

[0013] Preferably, in order to reduce the resistance of the damper to the door leaf being lowered and to prevent the flip pedal from rising too early before the door leaf is lowered, the transmission ratio of the first gear end and the second gear end is 1.3 to 1.0:1.

[0014] Preferably, the transmission ratio of the first gear and the second gear is 1.3-1.1:1.

[0015] Preferably, in order to amplify the damping of the damper, a third gear is provided on the rotating shaft of the flip pedal, the damper has a damping pinion gear, the third gear is meshed with the damping pinion gear, and the radius of the third gear is greater than that of the damping pinion gear.

[0016] Beneficial effects: Compared with the prior art, the present invention has the following significant advantages: 1. Simplified structure, reduced impact at the end of unfolding and folding: In the present invention, the gears are all installed on the door leaves, and the transmission can be realized through the transmission shaft between the gears, which simplifies the transmission structure, reduces the meshing impact, and facilitates debugging and maintenance. When the damper is set, the movement of the flip pedal driven by its own weight can be damped, thereby reducing the instantaneous impact at the end of flattening or folding; 2. Flexible setting of buffer parts: Replacing the differential part structure can facilitate the installation of elastic buffer parts, using gravity to supplement the stroke while reducing the impact; 3. 1. Smooth throughout the entire process: On the one hand, the first section achieves deceleration through the reduction ratio, and the folding pedal unfolds much slower than the door leaf, reducing the impact and avoiding affecting the passengers in the car; on the other hand, the damping of the damper is proportional to the speed. When the flip pedal is driven by the connecting rod, the flip pedal rotates at a low speed, the damping of the damper is small, and the damping of the door leaf is small when it is lowered and unfolded, which can avoid the impact of the transmission structure damping on the lowering and unfolding of the door leaf; 4. Through the helical gear transmission, the helical gears and the transmission rod are arranged up and down to reduce the space occupied in the direction of the ramp width, and the pedal system is adapted to narrow working conditions, and can be used in a variety of working conditions such as normal and inclined conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the structure of the downward-flipping emergency evacuation door of the present invention;

[0018] Figure 2 It is a schematic diagram of the transmission structure of the downward-flipping emergency evacuation door when the flip pedal is folded;

[0019] Figure 3 for Figure 2 A magnified view of the structure in the middle;

[0020] Figure 4 It is a schematic diagram of the damping structure of the emergency evacuation door of the present invention. DETAILED DESCRIPTION

[0021] The technical solution of the present invention is further described below in conjunction with the accompanying drawings.

[0022] like Figure 1As shown, the downward-folding emergency door of the present invention is mainly composed of a door leaf 19, a frame is arranged on the inner side of the door leaf 19, and a pedal is installed on the frame. After the door leaf is lowered, the pedal forms an evacuation ramp. The pedal is divided into a fixed pedal 18 and a flip pedal 11. The fixed pedal 18 is located in the lower half of the inner side of the door leaf 19, and the flip pedal 11 is a movable pedal, which is hinged to the middle part of the frame and can be rotated to the same plane as the fixed pedal 18, that is, in a flattened state, and can also be rotated to overlap on top of the fixed pedal 18, which is a folded state, to leave space for the window in the upper half of the door leaf 19.

[0023] The lower part of the door leaf 19 is connected to the bottom of the vehicle body (not shown) through the connecting rod 1. The connecting rod 1 can rotate around the frame. The connecting rod 1 folds toward the door leaf 19, and the door leaf 19 is retracted and enters the door opening of the vehicle body to form a door leaf; the connecting rod 1 rotates away from the door leaf 19, and the door leaf 19 is lowered to form an evacuation ramp. When lowered, the angle between the connecting rod 1 and the door leaf / frame is less than 180°. A mounting seat 2 is set at the bottom / lower middle part of the door leaf 19. The connecting rod 1 is rotatably connected to the mounting seat 2 through a pin shaft (not shown), passes through the side wall of the door leaf 19, and enters the interior of the door leaf 19. The pin shaft located inside the door leaf 19 is coaxially connected to the gear 3. The connecting rod 1 rotates around the door leaf 19 and can synchronously drive the gear 3 to rotate.

[0024] like Figure 2 , Figure 3 The inner side wall of the door leaf 19 is installed with a transmission shaft and a gear 8. After the gear 8 is close to the turning pedal 11, the driving force of the gear 3 is transmitted to the gear 8 through the transmission shaft, and then transmitted to the turning pedal 11 by the gear 8. The gear 8 and the turning pedal 11 are connected by a differential. The differential has a double-end abutment feature. When the turning pedal 11 is flattened or folded by the connecting rod 1, the gear 8 and one end of the differential abut to drive the turning pedal 11 to rotate. The transition state between the turning pedal 11 and the inner side of the door leaf 19 is perpendicular to each other. The gear 3 can drive the turning pedal 11 to cross the interface through the transmission shaft, the gear 8, and the differential. After crossing the interface, the differential does not constrain the turning pedal 11, and the turning pedal 11 can rotate under the drive of its own weight. An elastic coupling 4 is provided between the transmission shafts.

[0025] The differential is mainly composed of a slide 10 and a pin 9. The pin 9 and the slide 10 are connected to the gear 8 and the side of the flip pedal 11 respectively. The two ends of the slide 10 are closed. The pin 9 can slide along the slide 10 and can abut against one end of the slide 10. When the connecting rod 1 is used as the driving force, the pin 9 is located at one end of the slide 10, and the gear 8 drives the flip pedal 11 to rotate through the pin 9 and step over the interface. After crossing the interface, the flip pedal 11 is driven by its own weight, the slide rotates with the flip pedal 11, and the pin 9 slides in the slide 10. An elastic buffer can be set outside the pin 9 or inside the slide 10 to further reduce the impact on the basis of the damper 17. The pin shaft 9 can be connected to the side of the flip pedal 11, and a slide groove 10 is opened on the gear 8, but the gear 8 is not easy to process. It is best to connect the pin shaft 9 and the gear 8, and the slide groove 10 is connected to the side of the flip pedal 11. The slide groove 10 is an arc-shaped slide groove. To ensure that the flip pedal 11 passes over the interface, the central angle corresponding to the slide groove is less than 90°.

[0026] Gears 3 and 8 are both helical gears, and threads 4 and 6 with opposite directions are arranged at both ends of the transmission shaft to form shaft gears; so as to reduce the space occupied by gears 3, 8 and the transmission shaft in the width direction of the pedal and ensure the effective width of the evacuation ramp.

[0027] like Figure 4 , a damper 17 is provided on the inner side wall of the door leaf 19, and the rotating shaft of the flip pedal 11 is connected to the damper 17, and the damping of the damper 17 is proportional to the input speed. When the flip pedal 11 crosses the interface, its own weight drives the flip pedal 11 to accelerate, and when it is flattened or folded, it will quickly hit the frame or fixed pedal 18. The characteristic that the damping of the damper 17 is proportional to the input speed is utilized to reduce the impact of the impact caused by gravity acceleration. A gear 13 is provided at the end of the rotating shaft of the flip pedal 11 away from the gear 8, and the damper 17 has a damping sub-gear 15, and the gear 13 is meshed with the damping sub-gear 15, and the radius of the gear 13 is larger than the damping sub-gear 15, so as to amplify the damping of the damper 17.

[0028] The damping of the damper 17 is proportional to the input speed, and is to cooperate with the flip pedal 11 accelerated by its own weight. Gear 3 transmits driving force to gear 8. There are two situations: the speed of gear 3 is greater than that of gear 8, and the speed of gear 3 is less than that of gear 8. When the speed of gear 8 increases, gear 8 needs to be disengaged from the transmission shaft for a period of time to avoid premature rise of the flip pedal 11 when the door leaf is lowered. This will cause meshing impact, which is contrary to the scheme of the present invention. Even if it is not disengaged, the speed of gear 8 increases, and the damping of the damper 17 will increase due to the increase in the speed of gear 8. After feedback to gear 3, it is also a resistance for the lowering of the door leaf, which is not conducive to the lowering of the door leaf. In order to avoid this problem, the flip pedal 15 rises too early and too quickly, affecting the passengers in the car. The speed of gear 8 needs to be reduced. Therefore, the reduction ratio between the gear 3 end and the gear 8 end is 1.3-1.0:1, preferably 1.3-1.1:1.

[0029] Door leaf recovery operation: connecting rod 1 rotates around gear mounting seat 2, driving gear 3 to rotate, driving transmission shaft to change power direction through thread 4, transmitting power to gear 8 through thread 6, pin shaft 9 on gear 8 abuts against one end of slide slot 10, driving flip pedal 11 to rotate through slide slot 10, starting from flattened position and rotating toward fixed pedal 18 until flip pedal 11 crosses interface, flip pedal 11 rotates driven by deadweight, slide slot 10 rotates with flip pedal 11, pin shaft 9 slides in slide slot 10; the other side of flip pedal 11 is connected to damper 17 , the damper 17 controls the final speed of the flip pedal 11 to prevent the flip pedal 11 from hitting the fixed pedal 18; when the door leaf is lowered, after the evacuation door is unlocked and pushed out of the door frame, the door leaf is continuously released under the action of gravity, and the transmission method is similar to that when unfolding. The pin shaft 9 on the gear 8 abuts against the other end of the slide groove 10, and the slide groove 10 drives the flip pedal 11 to rotate from a folded state to a flattened state until the flip pedal 11 crosses the interface. The flip pedal 11 is driven by its own weight to rotate to flatten. After the flip pedal 11 is driven by its own weight, its speed is controlled by the damper 17 to prevent it from hitting the frame.

Claims

1. An emergency evacuation door, comprising a door leaf (19), a connecting rod (1) connecting the door leaf (19) and the bottom of a vehicle body, and a turning pedal (11) rotatably connected to the middle of the inner side of the door leaf (19), wherein the connecting rod (1) rotates relative to the door leaf (19) to drive the door leaf (19) away from the vehicle body and lowered, characterized in that: A first gear (3) is provided at one end of the connecting rod (1) connected to the bottom of the door leaf (19); the inner side wall of the door leaf (19) is connected to a transmission shaft and a second gear (8); the first gear (3) and the second gear (8) are respectively meshed with two ends of the transmission shaft; the second gear (8) is connected to a flip pedal (11) via a differential; the first gear (3) drives the flip pedal (11) to cross the interface via the transmission shaft, the second gear (8) and the differential; a damper (19) is provided between the door leaf (19) and the flip pedal (11).

2. The emergency evacuation door according to claim 1, characterized in that: The differential comprises a slide groove (10) and a pin shaft (9). The pin shaft (9) and the slide groove (10) are respectively connected to the second gear (8) and the flip pedal (11). The pin shaft (9) and one end of the slide groove (10) are in contact with each other. The second gear (8) drives the flip pedal (11) to rotate. The flip pedal (11) passes over the interface and the pin shaft (9) slides in the slide groove (10).

3. The emergency evacuation door according to claim 2, characterized in that: The pin shaft (9) is connected to the side of the second gear (8), the slide groove (10) is connected to the side of the flip pedal (11), the slide groove (9) is an arc-shaped slide groove, and the center angle corresponding to the slide groove (10) is less than 90°.

4. The emergency evacuation door according to claim 2, characterized in that: An elastic buffer is sleeved outside the pin shaft (9) or inside the slide groove (10).

5. The emergency evacuation door according to claim 1, characterized in that: The first gear (3) and the second gear (8) are both helical gears, and threads in opposite directions are provided at both ends of the transmission shaft.

6. The emergency evacuation door according to claim 5, characterized in that: An elastic coupling (5) is provided in the middle of the transmission shaft.

7. The emergency evacuation door according to claim 1, characterized in that: A damper (17) is provided on the inner side wall of the door leaf (19); the rotating shaft of the flip pedal (11) is connected to the damper (17); and the damping of the damper (17) is proportional to the input speed.

8. The emergency evacuation door according to claim 7, characterized in that: The transmission ratio between the first gear (3) end and the second gear (8) end is 1.3-1.0:

1.

9. The emergency evacuation door according to claim 8, characterized in that: The transmission ratio between the first gear (3) and the second gear (8) is 1.3-1.1:

1.

10. The emergency evacuation door according to claim 7, characterized in that: A third gear (13) is provided on the rotating shaft of the flip pedal (11), the damper (17) has a damping sub-gear (15), the third gear (13) and the damping sub-gear (15) are meshed, and the radius of the third gear (13) is greater than that of the damping sub-gear (15).

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