A self-aligning platform door system for rail transit

Abstract

This application relates to the field of traffic management technology, and in particular to a self-aligning platform screen door system for rail transit, including a passageway, a left sliding door, a middle sliding door, and a right sliding door. The passageway includes a left side and a right side, and the left, middle, and right sliding doors can completely cover the passageway. The total width of the passageway can cover the door openings of both car A and car B. When car B stops, the left sliding door slides to the left, and the middle and right sliding doors slide to the right, so that the passageway exposed between the left and middle sliding doors faces the door opening of car B. When car A stops, the right sliding door slides to the right, and the middle and left sliding doors slide to the left, so that the passageway exposed between the right and middle sliding doors faces the door opening of car A. This self-aligning platform screen door system for rail transit solves the technical problems existing in current large-opening platform screen doors, sliding platform screen doors, and vertical lifting platform screen doors.

Description

Technical Field

[0001] This application relates to the field of traffic management technology, and in particular to a self-aligning platform screen door system for rail transit. Background Technology

[0002] Platform screen door systems were first used in subway lines to prevent traffic accidents between passengers and incoming trains. Because the train models planned for operation on each subway line were the same, the position of the train doors was always fixed after the train stopped at the designated point on the platform. Therefore, the platform screen door system did not need to consider the different opening positions or door widths of different train models.

[0003] With the gradual promotion of cross-line operation mode in urban rail transit, there are situations where different types of electric trains stop at the same platform on the same / different lines, and different train formations are used. If the existing subway platform doors are used, it will be difficult for some train doors to be aligned with the sliding doors of the platform door system. Passengers will be blocked by the platform door system when getting on and off the train, making it inconvenient to pass through. The passage width does not meet the safety specifications, which hinders the station's operational needs for rapid passenger boarding and alighting.

[0004] In recent years, research and innovation have been conducted on the aforementioned issues, leading to the development of various new platform screen door experimental schemes, such as wide-opening platform screen doors, sliding platform screen doors, and lift-type platform screen doors, based on conventional platform screen doors. Compared to conventional platform screen doors, these new types can accommodate various train door positions to a certain extent. However, wide-opening and sliding platform screen doors have drawbacks, including excessively long opening times affecting train stopping time, partial obstruction of train doors, the need for installation backed off the platform, encroachment on a large amount of station waiting space, and excessively high costs. Lift-type platform screen doors, on the other hand, do not completely separate the waiting area from the track area, failing to effectively prevent people from entering the track area. Summary of the Invention

[0005] The purpose of this application is to provide a self-aligning platform screen door system for rail transit, thereby solving the aforementioned technical problems of existing large-opening platform screen doors, sliding platform screen doors, and vertical lifting platform screen doors.

[0006] This application provides a self-aligning platform screen door system for rail transit, applied to trains A and B on a tram line. The system includes a passageway, a left sliding door, a middle sliding door, and a right sliding door. The passageway includes a left side and a right side opposite to each other in a first direction. The left, middle, and right sliding doors can completely cover the passageway, and can automatically move along the first direction to define the opening of the passageway according to the stopping positions of trains A and B. The total width of the passageway can cover the door opening of train A and train B. The door openings of vehicles are such that the door of vehicle B is positioned closer to the left side of the passage opening compared to vehicle A. When vehicle B is parked, the left sliding door slides to the left, and the middle sliding door and the right sliding door slide to the right, so that the passage opening exposed between the left and middle sliding doors faces the door opening of vehicle B. When vehicle A is parked, the right sliding door slides to the right, and the middle and left sliding doors slide to the left, so that the passage opening exposed between the right and middle sliding doors faces the door opening of vehicle A.

[0007] In any of the above technical solutions, the door opening degrees of vehicle A and vehicle B in the first direction when they are parked are further defined as C. A and C B C B and C A The misalignment distance in the first direction is L, and the width of the middle sliding door is equal to the misalignment distance L; the opening of the passageway exposed between the left sliding door and the middle sliding door when vehicle B is parked is defined as L. B L B >C B Define L as the opening degree of the passageway exposed between the right sliding door and the middle sliding door when vehicle A is parked. A L A >C A L B =L A C A =C B The width of both the left sliding door and the right sliding door is L. B / 2; When the left sliding door, the middle sliding door, and the right sliding door are all closed, the two sides of the middle sliding door are respectively aligned with C. B The midline and C A The center line is aligned, and the two side edges of the sliding door are respectively aligned with L. B The midline and L AThe centerline is aligned; when vehicle B stops, the left sliding door slides a distance L to the left. B / 2, the middle sliding door follows the right sliding door to slide to the right, and the sliding distance is L. B / 2; When vehicle A stops, the right sliding door slides a distance L to the right. A / 2, the middle sliding door follows the left sliding door to slide to the left, and the sliding distance is LA / 2.

[0008] In any of the above technical solutions, the rail transit self-aligning platform door system further includes a guide rail and fixed doors disposed on both sides of the passageway; the guide rail extends along the first direction and is disposed in front of or behind the fixed door, and the left sliding door, the middle sliding door and the right sliding door are all slidably connected to the guide rail; when the B car or the A car stops, the left sliding door and the right sliding door can both slide completely along the guide rail to the front or rear of the fixed door.

[0009] In any of the above technical solutions, the rail transit self-aligning platform screen door system further includes a drive motor, a drive wheel, a reverse wheel, and a toothed synchronous belt disposed above the passageway opening; the guide rail is disposed below the passageway opening; the drive motor is connected to the drive wheel, and the drive wheel and the reverse wheel are connected by transmission through the toothed synchronous belt; the toothed synchronous belt includes a first section and a second section that are parallel to each other in the vertical direction, the left sliding door is fixedly connected to the second section, and the right sliding door is fixedly connected to the first section.

[0010] In any of the above technical solutions, the rail transit self-aligning platform door system further includes a left linkage locking mechanism and a right linkage locking mechanism; the left sliding door and the middle sliding door are connected by the left linkage locking mechanism, and the right sliding door and the middle sliding door are connected by the right linkage locking mechanism; when car B stops, the right linkage locking mechanism connects the middle sliding door and the right sliding door, and the left linkage locking mechanism disconnects the middle sliding door and the left sliding door; when car A stops, the left linkage locking mechanism connects the middle sliding door and the left sliding door, and the right linkage locking mechanism disconnects the middle sliding door and the right sliding door.

[0011] In any of the above technical solutions, the rail transit self-aligning platform door system further includes a door unit controller; the left linkage locking mechanism includes a left main locking mechanism and a left locked mechanism; the left main locking mechanism is disposed on the left sliding door, and the left locked mechanism is disposed on the middle sliding door; the left main locking mechanism is internally provided with a left electromagnetic coil and a left mechanical linkage; when the left electromagnetic coil is energized, the left mechanical linkage can disconnect the left main locking mechanism from the left locked mechanism; the right linkage locking mechanism includes a right main locking mechanism and a right locked mechanism; the right main locking mechanism is disposed on the right sliding door, and the right locked mechanism is disposed on the middle sliding door; the right main locking mechanism is internally provided with a right electromagnetic coil and a right mechanical linkage; when the right electromagnetic coil is energized, the right mechanical linkage can disconnect the right main locking mechanism from the right locked mechanism; when car A stops, the door unit controller controls the right electromagnetic coil to be energized; when car B stops, the door unit controller controls the left electromagnetic coil to be energized.

[0012] In any of the above technical solutions, the left linkage locking mechanism further includes a left sensor, which can detect the state of the left main locking mechanism. When the door unit controller controls the left electromagnetic coil to be energized and the state of the left main locking mechanism is open, the door unit controller controls the drive motor to rotate forward. The right linkage locking mechanism also includes a right sensor, which can detect the state of the right main locking mechanism. When the door unit controller controls the right electromagnetic coil to be energized and the state of the right main locking mechanism is open, the door unit controller controls the drive motor to rotate in reverse.

[0013] In any of the above technical solutions, the left linkage locking mechanism further includes a left manual unlocking port. There are two left master lock mechanisms and two left locked mechanisms. The two left master lock mechanisms and the two left locked mechanisms are arranged at vertical intervals. The left manual unlocking port is connected to the two left master lock mechanisms respectively through the left linkage mechanism to disconnect the two left master lock mechanisms from the two left locked mechanisms respectively. The right linkage locking mechanism further includes a right manual unlocking port. There are two right master lock mechanisms and two right locked mechanisms. The two right master lock mechanisms and the two right locked mechanisms are arranged at vertical intervals. The right manual unlocking port is connected to the two right master lock mechanisms respectively through the right linkage mechanism to disconnect the two right master lock mechanisms from the two right locked mechanisms respectively.

[0014] In any of the above technical solutions, the rail transit self-aligning platform door system further includes a door unit controller; the left linkage locking mechanism includes a left electromagnetic coil device and a left permanent magnet; the left electromagnetic coil device is disposed on the left sliding door, and the left permanent magnet is disposed on the middle sliding door; when the left electromagnetic coil device is energized, the left electromagnetic coil is connected to the left permanent magnet; when the left electromagnetic coil device is de-energized, the left permanent magnet is disconnected from the left permanent magnet; the right linkage locking mechanism includes a right electromagnetic coil device and a right permanent magnet. Iron; the right electromagnetic coil device is installed on the right sliding door, and the right permanent magnet is installed on the middle sliding door. When the right electromagnetic coil device is energized, the right electromagnetic coil is connected to the right permanent magnet; when the right electromagnetic coil device is de-energized, the right permanent magnet is disconnected from the right permanent magnet. When vehicle A stops, the door unit controller controls the left electromagnetic coil device to be energized and the right electromagnetic coil device to be de-energized. When vehicle B stops, the door unit controller controls the right electromagnetic coil device to be energized and the left electromagnetic coil device to be de-energized.

[0015] In any of the above technical solutions, further, L = 0mm - 1400mm, L B =L A =1500mm-2000mm, C A =C B = 900mm-1400mm.

[0016] The self-aligning platform screen door system of this application is applied to trains A and B on a tram line. The self-aligning platform screen door system includes a passageway, a left sliding door, a middle sliding door, and a right sliding door. The passageway includes a left side and a right side opposite to each other in a first direction. The left sliding door, the middle sliding door, and the right sliding door can completely cover the passageway, and the three doors can automatically move along the first direction to define the opening of the passageway according to the stopping position of trains A and B. The total width of the passageway is sufficient to cover the door openings of both vehicle A and vehicle B. The parking position of vehicle B's door is closer to the left side of the passageway than that of vehicle A. When vehicle B is parked, the left sliding door slides to the left, and the middle and right sliding doors slide to the right, so that the passageway exposed between the left and middle sliding doors faces the door opening of vehicle B. When vehicle A is parked, the right sliding door slides to the right, and the middle and left sliding doors slide to the left, so that the passageway exposed between the right and middle sliding doors faces the door opening of vehicle A.

[0017] Based on the above technical features, the beneficial effects of this application are as follows:

[0018] This application provides a self-aligning platform screen door system for rail transit, capable of being installed flush against the platform and automatically aligning with the doors of different train models. Based on a standard platform screen door, a movable middle sliding door is added. The platform screen door, consisting of the middle sliding door, left sliding door, and right sliding door, can automatically limit the opening of the passageway according to the stopping positions of trains A and B. That is, the position of the passageway formed by the platform screen door can change according to the position of the train doors, realizing the function of automatically aligning the platform screen door with the train doors, thus overcoming the drawbacks of traditional platform screen doors with fixed opening passageways.

[0019] Compared to existing technologies, this application has several advantages. First, the opening / closing time of the doors is consistent with that of conventional platform screen doors, so there is no problem of the opening time being too long and affecting the train's stopping time. Second, this application automatically aligns with doors of different train models, so there is no problem of train doors being blocked, nor is it necessary to increase the width of the passageway. It can not only effectively prevent people from entering the track area, but also does not require platform installation, saving a lot of station waiting space.

[0020] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 A schematic diagram showing the platform door of this application in the fully open state is provided.

[0023] Figure 2 A schematic diagram showing the platform screen door of this application in a fully closed state is provided.

[0024] Figure 3 Show Figure 2 Partial schematic diagram;

[0025] Figure 4 A schematic diagram showing the state of the platform door when vehicle B of this application is parked;

[0026] Figure 5 A schematic diagram showing the state of the platform door when vehicle A of this application is parked;

[0027] Figure 6 A schematic diagram showing the arrangement of the left and right linkage locking mechanisms in the first example of this application is provided.

[0028] Figure 7 This invention provides a schematic diagram of the structure of the left and right linkage locking mechanisms in the first example of this application.

[0029] Figure 8 A schematic diagram of the left-hand linkage locking mechanism and the right-hand linkage locking mechanism of the second example of this application is shown;

[0030] Figure 9 A comparative schematic diagram of the half-height platform screen door and the full-height platform screen door of this application is shown;

[0031] Figure 10 Show Figure 2 Side view;

[0032] Figure 11 Show Figure 10 A partially enlarged schematic diagram;

[0033] Figure 12 This application shows a schematic diagram of the misalignment of doors on different trains.

[0034] Icons: 100 - Left sliding door; 200 - Middle sliding door; 210 - Square tube; 300 - Right sliding door; 400 - Fixed door; 500 - Passageway; 610 - Drive motor; 620 - Drive wheel; 630 - Reverse wheel; 640 - Toothed synchronous belt; 641 - First section; 642 - Second section; 710 - Left linkage locking mechanism; 711 - Left main locking mechanism; 712 - Left locked mechanism; 713 - Left square tube; 714 - Left manual unlocking port; 715- Left linkage mechanism; 716- Left main lock mechanism and sensor cable; 720- Right linkage locking mechanism; 721- Right main lock mechanism; 722- Right locked mechanism; 723- Right square tube; 724- Right manual unlocking port; 725- Right linkage mechanism; 726- Right main lock mechanism and sensor cable; 810- Door post steel structure; 820- Threshold; 830- Top box; 840- Guide rail; X- First direction. Detailed Implementation

[0035] The following detailed embodiments are provided to help the reader gain a comprehensive understanding of the methods, apparatus, and / or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will be apparent after understanding the disclosure of this application. For example, the order of operations described herein is merely illustrative and is not limited to the order set forth herein; changes that will be apparent after understanding the disclosure of this application are possible, except for operations that must occur in a specific order. Furthermore, for clarity and brevity, descriptions of features known in the art may be omitted.

[0036] The features described herein may be implemented in different forms and should not be construed as being limited to the examples described herein. Rather, the examples described herein have been provided merely to illustrate some of the many feasible ways of implementing the methods, apparatus, and / or systems described herein that will be apparent upon understanding the disclosure of this application.

[0037] Throughout the specification, when an element (such as a layer, region, or substrate) is described as being "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, it may be directly "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, or there may be one or more other elements in between. In contrast, when an element is described as being "directly on" another element, "directly connected to" another element, "directly bonded to" another element, "directly on" another element, or "directly covering" another element, there may be no other elements in between.

[0038] As used herein, the term “and / or” includes any one of the relevant items listed and any combination of any two or more items.

[0039] Although terms such as “first,” “second,” and “third” may be used herein to describe individual components, assemblies, regions, layers, or parts, these components, assemblies, regions, layers, or parts are not limited by these terms. Rather, these terms are used only to distinguish one component, assembly, region, layer, or part from another. Therefore, without departing from the teachings of the examples described herein, the first component, assembly, region, layer, or part referred to as the second component, assembly, region, layer, or part may also be referred to as the second component, assembly, region, layer, or part.

[0040] For ease of description, spatial relation terms such as “above,” “upper,” “below,” and “lower” are used herein to describe the relationship between one element and another, as shown in the accompanying drawings. Such spatial relation terms are intended to include not only the orientation depicted in the drawings but also different orientations of the device during use or operation. For example, if the device in the drawings is flipped, an element described as being “above” or “upper” relative to another element will subsequently be “below” or “lower” relative to that other element. Therefore, the term “above” includes both “above” and “below” orientations depending on the spatial orientation of the device. The device may also be positioned in other ways (e.g., rotated 90 degrees or in other orientations), and the spatial relation terms used herein will be interpreted accordingly.

[0041] The terminology used herein is for the purpose of describing various examples only and is not intended to limit this disclosure. Unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. The terms “comprising,” “including,” and “having” enumerate the stated features, quantities, operations, components, elements, and / or combinations thereof, but do not exclude the presence or addition of one or more other features, quantities, operations, components, elements, and / or combinations thereof.

[0042] Variations in the shapes shown in the accompanying drawings may occur due to manufacturing techniques and / or tolerances. Therefore, the examples described herein are not limited to the specific shapes shown in the accompanying drawings, but include changes in shape that may occur during manufacturing.

[0043] The features of the examples described herein can be combined in various ways that will be apparent upon understanding the disclosure of this application. Furthermore, although the examples described herein have a wide variety of constructions, other constructions are possible, as will be apparent upon understanding the disclosure of this application.

[0044] Prior to this application, existing experimental solutions for various new platform screen doors, such as wide-opening platform screen doors, sliding platform screen doors, and lift-type platform screen doors, could adapt to various door positions to a certain extent compared to conventional platform screen doors. However, wide-opening and sliding platform screen doors have problems such as excessively long opening times affecting train stopping time, partial obstruction of train doors, the need for installation back onto the platform, encroachment on a large amount of station waiting space, and excessively high costs. Lift-type platform screen doors have the problem of not completely separating the waiting area from the track area, and cannot effectively prevent people from entering the track area.

[0045] In view of this, this application provides a self-aligning platform screen door system for rail transit to solve the above-mentioned technical problems. See below for details. Figures 1 to 11 This application describes a self-aligning platform screen door system for rail transit according to some embodiments.

[0046] The self-aligning platform screen door system for rail transit described in this application is applied to trains A and B on tram lines. For example... Figure 12 As shown, this application takes the misalignment distance of two corresponding doors of car A and car B as 0 to 1.4m as an example. Any two corresponding misaligned doors of car A and car B in this application are matched with one platform door unit of this application.

[0047] In other words, the rail transit self-aligning platform door system of this application includes multiple platform door units to cooperate with any two staggered doors corresponding to cars A and B. The following description will take one platform door unit as an example.

[0048] like Figure 1 and Figure 2As shown, each platform screen door unit includes a passageway 500 and a platform screen door, which includes a left sliding door 100, a middle sliding door 200, and a right sliding door 300. The passageway 500 includes a left side and a right side opposite to each other in the first direction X. The left sliding door 100, the middle sliding door 200, and the right sliding door 300 can completely cover the passageway 500, and can automatically move along the first direction X to define the opening of the passageway 500 according to the stopping positions of trains A and B. The total width of the passageway 500 is sufficient to cover the door openings of both vehicle A and vehicle B. The parking position of vehicle B's door is closer to the left side of the passageway 500 than that of vehicle A. When vehicle B is parked, the left sliding door 100 slides to the left, and the middle sliding door 200 and the right sliding door 300 slide to the right, so that the passageway 500 exposed between the left sliding door 100 and the middle sliding door 200 faces the door opening of vehicle B. When vehicle A is parked, the right sliding door 300 slides to the right, and the middle sliding door 200 and the left sliding door 100 slide to the left, so that the passageway 500 exposed between the right sliding door 300 and the middle sliding door 200 faces the door opening of vehicle A.

[0049] As described above, this application provides a self-aligning platform screen door system for rail transit that can be installed close to the platform and automatically align with the doors of different train models. Based on a standard platform screen door, a movable central sliding door 200 is added. The platform screen door, consisting of the central sliding door 200, the left sliding door 100, and the right sliding door 300, can automatically limit the opening of the passageway 500 according to the stopping positions of trains A and B. That is, the position of the passageway 500 formed by the platform screen door can change according to the position of the train doors, realizing the function of automatically aligning the platform screen door with the train door position, thus overcoming the drawbacks of traditional platform screen doors with fixed opening passages.

[0050] Compared to existing technologies, this application has several advantages. First, the opening / closing time of the doors is consistent with that of conventional platform screen doors, so there is no problem of the opening time being too long and affecting the train's stopping time. Second, this application automatically aligns with doors of different train models, so there is no problem of train doors being blocked, nor is it necessary to add an extra 500mm of width to the passageway. This not only effectively prevents people from entering the track area, but also eliminates the need for platform installation, saving a significant amount of station waiting space.

[0051] In the embodiments of this application, such as Figure 2 , Figure 10 and Figure 11As shown, the self-aligning platform screen door system for rail transit of this application also includes a guide rail 840; the platform screen door also includes fixed doors 400 disposed on both sides of the passageway 500. The guide rail 840 extends along a first direction X and is disposed in front of or behind the fixed doors 400. The left sliding door 100, the middle sliding door 200, and the right sliding door 300 are all slidably connected to the guide rail 840. With this arrangement, the left sliding door 100, the middle sliding door 200, and the right sliding door 300 can all slide along the guide rail 840 to adjust the opening degree of the passageway 500.

[0052] The following text will take the example of the misalignment distance between the corresponding doors of vehicles A and B being 0 to 1.4m to describe in detail how this application realizes the specific opening degree of the left sliding door 100, the middle sliding door 200 and the right sliding door 300 according to the specific parking position of vehicles A / B.

[0053] like Figure 2 and Figure 3 As shown, the door openings of cars A and B in the first direction X when they are parked are defined as C, respectively. A and C B C B and C A The offset distance in the first direction X is L (L is, for example, 0 to 1.4 m), and the width of the middle sliding door 200 is equal to the offset distance L. A and C B For example, it can be 0.9 to 1.4 m.

[0054] Define the opening degree of the passageway 500 that needs to be exposed between the left sliding door 100 and the middle sliding door 200 when car B stops as L. B L B >C B Define the opening degree of the passageway 500 that needs to be exposed between the right sliding door 300 and the middle sliding door 200 when car A is parked as L. A L A >C A L B =L A C A =C B L B and L A For example, it is 1.5 to 2 meters.

[0055] The width of both the left sliding door 100 and the right sliding door is L. B / 2; When the left sliding door 100, the middle sliding door 200, and the right sliding door 300 are all closed, the two sides of the middle sliding door 200 are respectively aligned with C B The midline and C A The center line is aligned, and the two side edges of the sliding door 200 are respectively aligned with L. BThe midline and L A Align with the center line.

[0056] With this setting, such as Figure 4 As shown, when car B stops, the left sliding door 100 slides a distance L to the left. B / 2, to slide completely to the front or rear of the fixed door 400. The middle sliding door 200 follows the right sliding door 300 to slide to the right, and the sliding distance is L. B / 2, the right sliding door 300 is fully slid to the front or rear of the fixed door 400. In this case, the passageway 500 exposed between the left sliding door 100 and the middle sliding door 200 is directly opposite the door opening of vehicle B. The width of the passageway 500 at this time is L. B .

[0057] In other words, when car B stops according to the unified parking sign, at the platform door corresponding to the car door, after the left sliding door 100 retracts into the fixed door 400, and the right sliding door 300 retracts into the fixed door 400, the middle sliding door 200 follows the right sliding door 300 and moves a distance L. B / 2, thereby forming an unobstructed passage corresponding to the car door (determined according to the width of the car door, approximately 1.5m to 2m), which can be completely aligned with the door of the car currently parked and does not obstruct passengers from getting off the car.

[0058] Similarly, such as Figure 5 As shown, when car A stops, the right sliding door 300 slides a distance L to the right. A / 2, to slide completely to the front or rear of the fixed door 400. The middle sliding door 200 follows the left sliding door 100 to slide to the left, and the sliding distance is L. A / 2, the left sliding door 100 is fully slid to the front or rear of the fixed door 400. In this case, the passageway 500 exposed between the right sliding door 300 and the middle sliding door 200 is directly opposite the door opening of vehicle A. The width of the passageway 500 at this time is L. A .

[0059] In other words, when car A stops according to the unified parking sign, at the platform door corresponding to the car door, after the right sliding door 300 retracts into the fixed door 400, the left sliding door 100 retracts into the fixed door 400, and the middle sliding door 200 moves a distance L following the left sliding door 100. A / 2, thereby forming an unobstructed passage corresponding to the car door (determined according to the width of the car door, approximately 1.5m to 2m), which can be completely aligned with the door of the car currently parked and does not obstruct passengers from getting off the car.

[0060] In summary, the travel distance of the left sliding door 100 and the right sliding door 300 in this application is consistent with that of a conventional platform screen door. The middle sliding door 200 moves with either the left sliding door 100 or the right sliding door 300. The opening / closing time of the platform screen door unit is consistent with that of a conventional platform screen door. The door movement distance will not change due to changes in the opening channel, the opening / closing time will not increase, and the operation will not be affected.

[0061] In the embodiments of this application, such as Figure 2 , Figure 10 and Figure 11 As shown, the rail transit self-aligning platform screen door system also includes a gatepost steel structure 810 fixed inside the fixed door 400, a threshold 820 fixed below the platform screen door, and a top box 830 set above the passageway 500.

[0062] In the embodiments of this application, such as Figure 6 As shown, the self-aligning platform screen door system for rail transit also includes a drive motor 610, a drive wheel 620, a reverse wheel 630, and a toothed synchronous belt 640, all positioned above the passageway 500. The guide rail 840 is located below the passageway 500 and is mounted on the threshold 820. The drive motor 610 is connected to the drive wheel 620, and the drive wheel 620 and the reverse wheel 630 are connected via the toothed synchronous belt 640. The toothed synchronous belt 640 includes a first section 641 and a second section 642 that are vertically parallel to each other. The left sliding door 100 is fixedly connected to the second section 642, and the right sliding door 300 is fixedly connected to the first section 641.

[0063] In other words, the left sliding door 100 and the right sliding door 300 are connected by the same toothed synchronous belt 640. One end of the toothed synchronous belt 640 is equipped with a drive motor 610 and a drive wheel 620, and the other end is equipped with a reverse wheel 630. When the drive motor 610 rotates clockwise, the left sliding door 100 moves to the left and then the right sliding door 300 moves to the right and then the right sliding door 300 moves to the right and then the unit completes the opening action. When the drive motor 610 rotates counterclockwise, the left sliding door 100 moves to the right and then the right sliding door 300 moves to the left and then the unit completes the opening action.

[0064] As described above, this application provides one drive motor 610 and one door unit controller in each platform screen door unit. Compared with conventional platform screen door systems, it does not increase the number of drive motors or door motor controllers, resulting in lower costs. The added middle sliding door 200 can be driven to different positions by the left sliding door 100 and the right sliding door 300, achieving the function of automatically aligning the opening position of the platform screen door with the train door.

[0065] Furthermore, in embodiments of this application, to facilitate the movement of the sliding door 200, such as... Figure 6 As shown, the self-aligning platform screen door system for rail transit also includes a left-side locking mechanism 710 and a right-side locking mechanism 720. The left sliding door 100 and the middle sliding door 200 are connected by the left-side locking mechanism 710, and the right sliding door 300 and the middle sliding door 200 are connected by the right-side locking mechanism 720. When car B stops, the right-side locking mechanism 720 connects the middle sliding door 200 and the right sliding door 300, and the left-side locking mechanism 710 disconnects the middle sliding door 200 and the left sliding door 100. When car A stops, the left-side locking mechanism 710 connects the middle sliding door 200 and the left sliding door 100, and the right-side locking mechanism 720 disconnects the middle sliding door 200 and the right sliding door 300.

[0066] In other words, this application provides two left-linkage locking mechanisms 710 between the left sliding door 100 and the middle sliding door 200. These mechanisms enable the middle sliding door 200 and the left sliding door 100 to perform a linkage locking function under different opening modes, allowing the middle sliding door 200 to move to the left along with the left sliding door 100. When different opening positions are required, the position of the middle sliding door 200 can be translated according to system instructions to achieve the channel switching function.

[0067] Similarly, two right-linkage locking mechanisms 720 are set between the right sliding door 300 and the middle sliding door 200. These mechanisms can enable the middle sliding door 200 and the right sliding door 300 to lock together in different opening modes, allowing the middle sliding door 200 to move to the right along with the right sliding door 300. When different opening positions are required, the position of the middle sliding door 200 can be translated according to system instructions to realize the channel switching function.

[0068] In one example of an embodiment of this application, such as Figure 7 As shown, the left linkage locking mechanism 710 includes a left master locking mechanism 711 and a left locked mechanism 712. The left master locking mechanism 711 is mounted on the left sliding door 100, and the left locked mechanism 712 is mounted on the middle sliding door 200. The left master locking mechanism 711 contains a left electromagnetic coil and a left mechanical linkage to realize the extension and retraction function of the mechanical linkage. The mechanical linkage drives the lock body to realize the locking and unlocking functions of the device, thereby realizing the linkage movement function and unlocking and opening functions of the middle sliding door 200, the left sliding door 100, and the right sliding door 300. When the left electromagnetic coil is energized, the left mechanical linkage can disconnect the left master locking mechanism 711 from the left locked mechanism 712. Similarly, the right linkage locking mechanism 720 includes a right main locking mechanism 721 and a right locked mechanism 722; the right main locking mechanism 721 is installed on the right sliding door 300, and the right locked mechanism 722 is installed on the middle sliding door 200. The right main locking mechanism 721 is equipped with a right electromagnetic coil and a right mechanical linkage. When the right electromagnetic coil is energized, the right mechanical linkage can disconnect the right main locking mechanism 721 from the right locked mechanism 722.

[0069] When vehicle A stops, the door unit controller energizes the right electromagnetic coil, which connects the middle sliding door 200 and the left sliding door 100 via the left linkage locking mechanism 710, while the right linkage locking mechanism 720 disconnects the middle sliding door 200 and the right sliding door 300. When vehicle B stops, the door unit controller energizes the left electromagnetic coil, which connects the middle sliding door 200 and the right sliding door 300 via the right linkage locking mechanism 720, while the left linkage locking mechanism 710 disconnects the middle sliding door 200 and the left sliding door 100.

[0070] See also Figure 7 In one example, the left linkage locking mechanism 710 also includes a left sensor that can detect the state of the left main locking mechanism 711. When the door unit controller controls the left electromagnetic coil to be energized and the state of the left main locking mechanism 711 is open, the door unit controller controls the drive motor 610 to rotate forward (the drive motor 610 rotates clockwise). In addition, the left linkage locking mechanism 710 also includes a left manual unlocking port 714. There are two left main locking mechanisms 711 and two left locked mechanisms 712. The two left main locking mechanisms 711 and the two left locked mechanisms 712 are arranged vertically at intervals. The left manual unlocking port 714 is connected to the two left main locking mechanisms 711 respectively through the left linkage mechanism 715, so as to disconnect the two left main locking mechanisms 711 from the two left locked mechanisms 712 respectively.

[0071] Similarly, the right linkage locking mechanism 720 also includes a right sensor, which can detect the state of the right main locking mechanism 721. When the door unit controller controls the right electromagnetic coil to be energized and the right main locking mechanism 721 is in the open state, the door unit controller controls the drive motor 610 to reverse (the drive motor 610 rotates counterclockwise). In addition, the right linkage locking mechanism 720 also includes a right manual unlocking port 724. There are two right main locking mechanisms 721 and two right locked mechanisms 722. The two right main locking mechanisms 721 and the two right locked mechanisms 722 are arranged vertically at intervals. The right manual unlocking port 724 is connected to the two right main locking mechanisms 721 respectively through the right linkage mechanism 725, so as to disconnect the two right main locking mechanisms 721 from the two right locked mechanisms 722 respectively.

[0072] In other words, the left sliding door 100, the middle sliding door 200, and the right sliding door 300 all have the function of automatically closing and locking. Any single door can be unlocked independently, or multiple doors can be unlocked in conjunction, through the left manual unlocking port 714 or the right manual unlocking port 724. For example, any single door can be unlocked independently, or multiple doors can be unlocked in conjunction, through the manual emergency unlocking handle and the key.

[0073] See also Figure 7In one example, to facilitate the installation of various components and the following movement of the middle sliding door 200, a left square tube 713 is fixed to the inner side of the left sliding door 100, a right square tube 723 is fixed to the inner side of the right sliding door 300, and middle square tubes 210 are fixed to both sides of the middle sliding door 200. The left master lock mechanism and sensor cable 716, the left master lock mechanism 711, the left manual unlocking port 714, and the left linkage mechanism 715 are fixed inside the left square tube 713, and the left locked mechanism 712 is fixed inside the middle square tube 210. The right master lock mechanism and sensor cable 726, the right master lock mechanism 721, the right manual unlocking port 724, and the right linkage mechanism 725 are fixed inside the right square tube 723, and the right locked mechanism 722 is fixed inside the middle square tube 210.

[0074] In an embodiment of this application, under another example, such as Figure 8 As shown, the left linkage locking mechanism 710 includes a left electromagnetic coil device and a left permanent magnet. The left electromagnetic coil device is mounted on the left sliding door 100, and the left permanent magnet is mounted on the middle sliding door 200. When the left electromagnetic coil device is energized, the left electromagnetic coil is connected to the left permanent magnet; when the left electromagnetic coil device is de-energized, the left permanent magnet is disconnected. Similarly, the right linkage locking mechanism 720 includes a right electromagnetic coil device and a right permanent magnet. The right electromagnetic coil device is mounted on the right sliding door 300, and the right permanent magnet is mounted on the middle sliding door 200. When the right electromagnetic coil device is energized, the right electromagnetic coil is connected to the right permanent magnet; when the right electromagnetic coil device is de-energized, the right permanent magnet is disconnected.

[0075] When car A stops, the door unit controller energizes the left electromagnetic coil and de-energizes the right electromagnetic coil; when car B stops, the door unit controller energizes the right electromagnetic coil and de-energizes the left electromagnetic coil.

[0076] As described above, an electromagnetic coil device is arranged on the left sliding door 100 and the right sliding door 300, and permanent magnets are arranged on both sides of the middle sliding door 200 adjacent to the left sliding door 100 / right sliding door 300. The rail transit self-aligning platform door system can energize the electromagnetic coil device on the left sliding door 100 / right sliding door 300 to generate electromagnetic force, which can realize the linkage movement function of the middle sliding door 200 and the left sliding door 100 / right sliding door 300. When the power supply to the electromagnetic coil device is disconnected, the unlocking and opening function of the middle sliding door 200 and the left / right sliding door 300 can be realized.

[0077] In addition, it is worth mentioning that, such as Figure 9 As shown, the self-aligning platform screen door system for rail transit in this application can be applied to either a half-height or full-height self-aligning platform screen door system for rail transit.

[0078] In summary, this application provides a self-aligning platform screen door system for rail transit that can be installed close to the platform and automatically align with the doors of different train models. Based on a standard platform screen door, a movable central sliding door 200 is added. The platform screen door, consisting of the central sliding door 200, the left sliding door 100, and the right sliding door 300, can automatically limit the opening of the passageway 500 according to the stopping positions of trains A and B. That is, the position of the passageway 500 formed by the platform screen door can change according to the position of the train doors, realizing the function of automatically aligning the platform screen door with the train doors and overcoming the drawbacks of traditional platform screen doors with fixed opening passages.

[0079] Compared to existing technologies, this application has several advantages. First, the opening / closing time of the doors is consistent with that of conventional platform screen doors, so there is no problem of the opening time being too long and affecting the train's stopping time. Second, this application automatically aligns with doors of different train models, so there is no problem of train doors being blocked, nor is it necessary to add an extra 500mm of width to the passageway. This not only effectively prevents people from entering the track area, but also eliminates the need for platform installation, saving a significant amount of station waiting space.

[0080] Furthermore, the left sliding door 100, the middle sliding door 200, and the right sliding door 300 are on the same plane, with consistent door height and appearance. These three doors are arranged side-by-side and can move horizontally along the same track. Based on the position of the parked car doors and the correct instructions issued by the system, the middle sliding door 200 has both interlocking and unlocking / releasing functions with the left sliding door 100, and also with the right sliding door 300. The platform door control system employs different operating logics when different cars stop, enabling opening / closing of doors at different positions without increasing the exposed area of ​​the vehicles in non-passage areas.

[0081] Furthermore, the platform door 500 can automatically align with the train door, preventing misalignment between the platform door 500 and the train door. The self-aligning platform door system of rail transit does not require installation 1.2m off the platform and can be installed close to the platform, significantly saving platform area in the station waiting area.

[0082] Furthermore, the self-aligning platform door system for rail transit can operate in automatic mode or manually in emergency situations, allowing for switching of the sliding door opening position.

[0083] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The protection scope of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the scope of the technology disclosed in this application, or make equivalent substitutions for some of the technical features. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the protection scope of this application.

Claims

1. A rail transit self-alignment platform door system, characterized in that, The rail transit self-alignment platform door system is applied to A cars and B cars on a rail line, and comprises a passage, a left sliding door, a middle sliding door and a right sliding door; The passage comprises left and right sides opposite to each other in a first direction, the left sliding door, the middle sliding door and the right sliding door can completely cover the passage, and can automatically move along the first direction to define an opening of the passage according to a parking position of the A car and the B car; The total width of the passage can cover a door opening of the A car and a door opening of the B car, and the door parking position of the B car is closer to the left side of the passage relative to the A car; When the B car is parked, the left sliding door slides to the left side, the middle sliding door and the right sliding door slide to the right side, so that the passage exposed between the left sliding door and the middle sliding door is opposite to the door opening of the B car; When the A car is parked, the right sliding door slides to the right side, the middle sliding door and the left sliding door slide to the left side, so that the passage exposed between the right sliding door and the middle sliding door is opposite to the door opening of the A car.

2. The rail transit self-alignment platform door system according to claim 1, characterized in that, The door opening degrees of the A vehicle and the B vehicle in the first direction when stopping are defined as C A and C B , C B and C A The misalignment distance in the first direction is L, and the width of the middle sliding door is equal to the misalignment distance L. defining an opening of the passage between the left sliding door and the middle sliding door exposed when the B car is parked as L B wherein L B > C B ; defining an opening of the passage between the right sliding door and the middle sliding door exposed when the A car is parked as L A where L A > C A , L B = L A , C A = C B ; The width of both the left sliding door and the right sliding door is L. B / 2; When the left sliding door, the middle sliding door, and the right sliding door are all closed, the two sides of the middle sliding door are respectively aligned with C. B The midline and C A The center line is aligned, and the two side edges of the sliding door are respectively aligned with L. B The midline and L A Align with the center line; When the B car is parked, the left sliding door slides to the left side by a distance of L / 2 B / 2, the middle sliding door follows the right sliding door to slide to the right side by a distance of L / 2 B / 2; When the A car is parked, the right sliding door slides to the right side by a distance of L / 2 A The middle sliding door follows the left sliding door to slide to the left side by a distance of L / 2 A .

3. The rail transit self-alignment platform door system according to claim 2, characterized in that, The rail transit self-alignment platform door system further comprises guide rails and fixed doors arranged on both sides of the passage; The guide rails extend along the first direction and are arranged on the front side or the rear side of the fixed doors, and the left sliding door, the middle sliding door and the right sliding door are all in sliding connection with the guide rails; When the B car is parked or the A car is parked, the left sliding door and the right sliding door can completely slide to the front side or the rear side of the fixed doors along the guide rails.

4. The rail transit self-alignment platform door system according to claim 3, characterized in that, The rail transit self-alignment platform door system further comprises a driving motor, a driving wheel, a reverse wheel and a toothed synchronous belt arranged above the passage, and the guide rails are arranged below the passage; The driving motor is connected with the driving wheel, and the driving wheel and the reverse wheel are in transmission connection through the toothed synchronous belt; The toothed synchronous belt comprises a first section and a second section parallel to each other in the vertical direction, the left sliding door is fixedly connected with the second section, and the right sliding door is fixedly connected with the first section.

5. The rail transit self-alignment platform door system according to claim 4, characterized in that, The rail transit self-alignment platform door system further comprises a left linkage locking mechanism and a right linkage locking mechanism; The left sliding door and the middle sliding door are connected through the left linkage locking mechanism, and the right sliding door and the middle sliding door are connected through the right linkage locking mechanism; When the B car is parked, the right linkage locking mechanism connects the middle sliding door and the right sliding door, and the left linkage locking mechanism disconnects the middle sliding door and the left sliding door; When the A car is parked, the left linkage locking mechanism connects the middle sliding door and the left sliding door, and the right linkage locking mechanism disconnects the middle sliding door and the right sliding door.

6. The rail transit self-alignment platform door system according to claim 5, characterized in that, The rail transit self-alignment platform door system further comprises a door unit controller; The left linkage locking mechanism comprises a left main locking mechanism and a left locked mechanism; the left main locking mechanism is arranged on the left sliding door, the left locked mechanism is arranged on the middle sliding door, and the left main locking mechanism is internally provided with a left electromagnetic coil and a left mechanical connecting rod; when the left electromagnetic coil is powered, the left mechanical connecting rod can disconnect the left main locking mechanism from the left locked mechanism; The right linkage locking mechanism comprises a right main locking mechanism and a right locked mechanism; the right main locking mechanism is arranged on the right sliding door, the right locked mechanism is arranged on the middle sliding door, and the right main locking mechanism is internally provided with a right electromagnetic coil and a right mechanical connecting rod; when the right electromagnetic coil is powered, the right mechanical connecting rod can disconnect the right main locking mechanism from the right locked mechanism; When the A vehicle stops, the door unit controller controls the right electromagnetic coil to be powered; When the B vehicle stops, the door unit controller controls the left electromagnetic coil to be powered.

7. The rail transit self-alignment platform door system according to claim 6, characterized in that, The left linkage locking mechanism further comprises a left sensor, which can detect the state of the left main locking mechanism; when the door unit controller controls the left electromagnetic coil to be powered and the state of the left main locking mechanism is disconnected, the door unit controller controls the driving motor to rotate forward; The right linkage locking mechanism further comprises a right sensor, which can detect the state of the right main locking mechanism; when the door unit controller controls the right electromagnetic coil to be powered and the state of the right main locking mechanism is disconnected, the door unit controller controls the driving motor to rotate reversely.

8. The rail transit self-alignment platform door system according to claim 7, characterized in that, The left linkage locking mechanism further comprises a left manual unlocking port, the left main locking mechanism and the left locked mechanism are both two, the two left main locking mechanisms and the two left locked mechanisms are both arranged along the vertical direction, and the left manual unlocking port is connected with the two left main locking mechanisms through a left linkage mechanism to disconnect the two left main locking mechanisms from the two left locked mechanisms, respectively. The right linkage locking mechanism further comprises a right manual unlocking port, the right main locking mechanism and the right locked mechanism are both two, the two right main locking mechanisms and the two right locked mechanisms are both arranged along the vertical direction, and the right manual unlocking port is connected with the two right main locking mechanisms through a right linkage mechanism to disconnect the two right main locking mechanisms from the two right locked mechanisms, respectively.

9. The rail transit self-alignment platform door system according to claim 5, characterized in that, The rail transit self-positioning platform door system further comprises a door unit controller; The left linkage locking mechanism comprises a left electromagnetic coil device and a left permanent magnet; The left electromagnetic coil device is arranged on the left sliding door, the left permanent magnet is arranged on the middle sliding door, when the left electromagnetic coil device is powered, the left electromagnetic coil is connected with the left permanent magnet, and when the left electromagnetic coil device is powered off, the left permanent magnet is disconnected from the left permanent magnet; The right linkage locking mechanism comprises a right electromagnetic coil device and a right permanent magnet; The right electromagnetic coil device is arranged on the right sliding door, and the right permanent magnet is arranged on the middle sliding door. When the right electromagnetic coil device is powered on, the right electromagnetic coil is coupled with the right permanent magnet. When the right electromagnetic coil device is powered off, the right permanent magnet is decoupled from the right permanent magnet. When the A vehicle is parked, the door unit controller controls the left electromagnetic coil device to be powered on and the right electromagnetic coil device to be powered off. When the B vehicle is parked, the door unit controller controls the right electromagnetic coil device to be powered on and the left electromagnetic coil device to be powered off.

10. The rail transit self-alignment platform door system according to any one of claims 2-9, characterized in that, L = 0 mm - 1400 mm, L B = L A = 1500 mm - 2000 mm, C A = C B = 900 mm - 1400 mm.

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