Emergency evacuation door

Abstract

The present invention discloses an emergency evacuation door, comprising a door leaf, a connecting rod connecting the door leaf and the bottom of a vehicle body, and a reversing pedal rotatably connected to the middle portion 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 of the connecting rod 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 reversing pedal via a differential. The interface is a transition state where the reversing pedal and the door leaf are perpendicular. The first gear drives the reversing pedal across the interface via the transmission shaft, the second gear, and the differential. A damper is provided between the door leaf and the reversing pedal. In the present invention, the gears are all mounted on the door leaf, and transmission can be achieved between the gears via the transmission shaft, thereby simplifying the transmission structure, reducing meshing impact, and facilitating debugging and maintenance. When the reversing pedal is driven by its own weight, the damper can reduce the instantaneous impact at the end of flattening or folding.

Description

Technical Field

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

[0002] Rail trains are equipped with emergency evacuation doors. These doors deploy downward, providing access to the platform. They retract upward, forming a closed space within the train. As a passage, these doors require pedals that cover the inner walls of the leaf. However, when used as a leaf, these pedals also need to leave space for a viewing window. Therefore, these pedals are typically constructed from multiple pieces. When the door is retracted into a leaf, the pedals fold to create a viewing window.

[0003] To achieve the lowering and retraction of the evacuation door and the automatic flattening and folding of the pedal, a transmission assembly is typically installed on the evacuation door. For example, the downward-folding integrated escape door disclosed in the invention patent application with publication number CN 118107618 A has a door leaf connected to the bottom of the vehicle body via a connecting rod. The connecting rod drives it away from the vehicle body, allowing it to be lowered and unfolded. The flip pedal is rotatably connected to the middle inner portion of the door leaf. Gears are connected to either side of the flip pedal on the hinged shaft between the connecting rod and the door leaf. The inner side wall of the door leaf is slidably connected to a rack. The gears are driven by the rack, thus achieving automatic flattening and folding of the pedal. Current solutions require many parts to achieve the transmission, making assembly complex.

[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 deployment 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 deployment speed is significantly slower than the door leaf lowering speed. A disclosed solution 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 at 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 make up for the stroke difference of the delayed disengagement state. The increase in speed will increase the instantaneous impact of the gear and rack re-engaging. Furthermore, when the folding pedal is folded, the gear and rack are already disengaged before the folding pedal resumes folding. The flip pedal loses its constraint, and its own gravity accelerates, causing the folding pedal to hit the fixed pedal on the door leaf, which has a large impact on the door leaf, and cannot achieve the smooth flattening or folding of the reversing pedal. Summary of the Invention

[0005] Purpose of the invention: The purpose of the present invention is to provide an emergency evacuation door with a simplified transmission structure and reduced 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 the 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, and 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 engaged with the two ends of the transmission shaft. The second gear is connected to the flip pedal through a differential, and the transition state where the flip pedal and the door leaf are perpendicular is used as the interface. 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 is connected to the side of the second gear, the slide is connected to the side of the flip pedal, the slide is an arc-shaped slide, and the central angle of the slide is less than 90°.

[0009] Preferably, an elastic buffer is sleeved outside the pin shaft or inside the sliding 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 thread directions at both ends of the transmission shaft are opposite.

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

[0012] Preferably, to ensure smooth rotation of the flip pedal throughout its entire rotational range, a damper is provided on the inner sidewall of the door leaf, the rotating shaft of the flip pedal being connected to the damper, and the damping of the damper being proportional to the input speed. As the flip pedal passes over the interface, the pin slides along the chute, and the flip pedal accelerates due to its own gravity. The damper's damping is proportional to the input speed, reducing the impact of 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 avoid 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 1.3-1.0:1.

[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, the third gear is meshed with the damping pinion, and the radius of the third gear is larger than that of the damping pinion.

[0016] Beneficial effects: Compared with the existing technology, 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 shaft can be used to realize transmission between the gears, which simplifies the transmission structure, reduces the meshing impact, and facilitates debugging and maintenance. The damper is set, and 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 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 damping of the transmission structure affecting the lowering and unfolding of the door leaf; 4. Through the helical gear transmission, the helical gear and the transmission rod are arranged up and down to reduce the space occupied in the width direction of the ramp, and the pedal system is adapted to narrow working conditions and can be used in various working conditions such as normal and inclined conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic structural diagram of the downward-folding emergency evacuation door of the present invention;

[0018] Figure 2 Schematic diagram of the transmission structure of the downward-folding emergency evacuation door when the flip pedal is folded;

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

[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 will be further described below with reference to the accompanying drawings.

[0022] like Figure 1As shown, the downward-folding emergency evacuation door of the present invention is mainly composed of a door leaf 19, a frame is set on the inner side of the door leaf 19, and a pedal is installed on the frame. After the door leaf 19 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 of the frame and can be rotated to the same plane as the fixed pedal 18, that is, in a flattened state, or it can be rotated to overlap above the fixed pedal 18, in a folded state, to leave space for the window in the upper half of the door leaf 19.

[0023] The lower half of the door leaf 19 is connected to the bottom of the vehicle body (not shown) via a connecting rod 1. Connecting rod 1 can rotate around the frame, folding toward the door leaf 19, causing the leaf 19 to retract and retract into the vehicle body opening to form a door leaf. Connecting rod 1 rotates away from the door leaf 19, lowering it to form an evacuation ramp. During lowering, the angle between connecting rod 1 and the door leaf / frame is less than 180°. A mounting base 2 is located at the bottom / lower middle portion of the door leaf 19. Connecting rod 1 is pivotally connected to mounting base 2 via a pin (not shown). It extends through the side wall of the door leaf 19 and into its interior. The pin inside the door leaf 19 is coaxially connected to a gear 3. Rotation of connecting rod 1 around the door leaf 19 synchronously drives gear 3.

[0024] like Figure 2 、 Figure 3 The drive shaft and gear 8 are installed on the inner side wall of the door leaf 19. After the gear 8 approaches the turning pedal 11, the driving force of the gear 3 is transmitted to the gear 8 through the drive 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 against each other, driving 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 drive shaft, gear 8, and differential. After crossing the interface, the differential does not constrain the turning pedal 11, and the turning pedal 11 can rotate under its own weight. An elastic coupling 5 is provided between the drive shafts.

[0025] The differential primarily consists of a chute 10 and a pin 9. The pin 9 and chute 10 are connected to the sides of the gear 8 and the flip pedal 11, respectively. The chute 10 is closed at both ends, allowing the pin 9 to slide along the chute 10 and abut against one end of the chute 10. When the connecting rod 1 is used as the driving force, the pin 9 is located at one end of the chute 10. The gear 8 drives the flip pedal 11 to rotate via the pin 9, and the pedal crosses the interface. After crossing the interface, the flip pedal 11 is driven by its own weight, and the chute rotates with the flip pedal 11, allowing the pin 9 to slide within the chute 10. An elastic buffer can be installed outside the pin 9 or inside the chute 10 to further reduce impact in addition to the damper 17. The pin 9 can be connected to the side of the flip pedal 11, and a slide groove 10 can be opened on the gear 8. However, the gear 8 is not easy to process. It is best to connect the pin 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 crosses 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 in opposite directions are set at both ends of the transmission shaft to form shaft gears; this reduces the space occupied by gears 3 and 8 and the transmission shaft in the width direction of the pedal and ensures 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. When it is flattened or folded, it will quickly hit the frame or the 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. The damper 17 has a damping sub-gear 15. The gear 13 and the damping sub-gear 15 are meshed. The radius of the gear 13 is larger than the damping sub-gear 15 to amplify the damping of the damper 17.

[0028] The damping of the damper 17 is proportional to the input speed, and is intended to accommodate the weight-accelerated flip pedal 11. 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 drive shaft for a period of time to prevent the flip pedal 11 from rising prematurely when the door leaf 19 is lowered. This will cause meshing impact, which is contrary to the solution of the present invention. Even if the meshing is not disengaged, the speed of gear 8 increases, and the damping of the damper 17 will increase due to the increase in gear 8 speed. After feedback to gear 3, it will also become a resistance to the lowering of the door leaf 19, which is not conducive to the lowering of the door leaf 19. To avoid this problem, the flip pedal 11 will rise 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, with 1.3~1.1:1 being preferred.

[0029] Door leaf 19 recovery operation: connecting rod 1 rotates around gear mounting seat 2, driving gear 3 to rotate, driving transmission shaft through thread 4 to change power direction, transmitting power to gear 8 through thread 6, pin 9 on gear 8 abuts against one end of slide 10, driving flip pedal 11 to rotate through slide 10, starting from flat position and rotating toward fixed pedal 18 until flip pedal 11 crosses the interface, flip pedal 11 is driven to rotate by its own weight, slide 10 rotates with flip pedal 11, pin 9 slides in slide 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 19 is lowered, the evacuation door is unlocked and pushed out of the door frame, and the door leaf 19 is continuously released under the action of gravity. Similar to the transmission method when unfolding, the pin shaft 9 on the gear 8 is abutted against the other end of the slide groove 10, and the flip pedal 11 is driven by the slide groove 10 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 portion 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: The end where the connecting rod (1) is connected to the bottom of the door leaf (19) is provided with a first gear (3). The inner side wall of the door leaf (19) is connected to the transmission shaft and the second gear (8). The first gear (3) and the second gear (8) are respectively engaged with the two ends of the transmission shaft. The second gear (8) is connected to the flip pedal (11) through a differential. The differential includes a slide groove (10) and a pin (9). The pin (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 pin (9) is in contact with one end of the slide groove (10), with the transition state perpendicular to the flip pedal (11) and the door leaf (19) as the interface, the first gear (3) drives the flip pedal (11) to cross the interface through the transmission shaft, the second gear (8), and the differential member, and the flip pedal (11) crosses the interface, and the pin shaft (9) slides in the slide groove (10), the slide groove (10) is an arc-shaped slide groove, and the central angle corresponding to the slide groove (10) is less than 90 degrees, and a damper (17) is provided between the door leaf (19) and the flip pedal (11).

2. The emergency evacuation door according to claim 1, characterized in that: An elastic buffer is sleeved on the outside of the pin shaft (9) or inside the slide groove (10).

3. 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.

4. The emergency evacuation door according to claim 3, characterized in that: An elastic coupling (5) is provided in the middle of the transmission shaft.

5. 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), and the rotating shaft of the flip pedal (11) is connected to the damper (17). The damping of the damper (17) is proportional to the input speed.

6. The emergency evacuation door according to claim 5, characterized in that: The transmission ratio between the first gear (3) end and the second gear (8) end is 1.3-1.0:

1.

7. The emergency evacuation door according to claim 6, characterized in that: The transmission ratio between the first gear (3) and the second gear (8) is 1.3-1.1:

1.

8. The emergency evacuation door according to claim 5, characterized in that: A third gear (13) is provided on the rotating shaft of the flip pedal (11), and 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 larger than that of the damping sub-gear (15).

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