Automatic flood control door for subway entrance and control method

Abstract

The invention relates to an automatic flood control door for a subway entrance and a control method. The flood control door comprises a mounting base, and the top face of the mounting base is flush with the surface of the ground; the door body is rotationally arranged on the mounting base, a containing groove for containing the door body is formed in the mounting base, the door body can rotate to a closing position, at the moment, the door body is completely located in the containing groove, the door body can also rotate to an opening position, and at the moment, an included angle is formed between the door body and the ground; the control assemblies are arranged at the two ends of the door body in the length direction and used for monitoring the water level and controlling opening and closing of the door body; the sealing mechanism is used for sealing between the door body and the control box; the supporting mechanism further supports the door body; the control method comprises the following steps that the water level is monitored, the door body is automatically opened, the sealing strip is inflated, the supporting rod penetrates into the supporting groove, the supporting rod is reset, and the door body is closed. According to the technical scheme, the flood control door can be automatically opened in time, and meanwhile the sealing performance between the door body and the control boxes at the two ends of the door body and the door body opening reliability are improved.

Description

Technical Field

[0001] The present invention relates to the field of flood control gates, and in particular to an automatic flood control gate for subway entrances and a control method therefor. Background Art

[0002] In recent years, after severe waterlogging occurred in many cities such as Beijing, Guangzhou, Nanjing, Wuhan, and Shanghai due to heavy rainstorms, the waterlogging situation in some areas was serious, some roads were basically interrupted, and it also affected subway stations and underground garages being flooded. Some subway lines were suspended, which fully exposed that the process of urban modernization construction was seriously lagging behind in aspects such as the planning, design, construction, and management of the urban drainage system. In the case of long-term heavy rain in local areas, since the urban drainage pipelines cannot discharge floodwaters in time, when the water level of road waterlogging reaches the design elevation of subway entrances and air vent louvers, the subway stations below the ground level become flood discharge places. At least the stations are flooded, and at worst, the trains are suspended. Therefore, subway flood control, as one of the measures to ensure the safe operation of subways, should be one of the key points in subway design, construction, and operation management.

[0003] In the face of the overburdened urban drainage system, relevant staff will set up flood control gates at subway entrances to prevent floodwaters from entering the subway stations. The existing flood control gates are set above the entrances and exits, and the driving members are manually activated to drive the flood control gates to descend to block the subway entrances and exits. However, this setting method occupies a large space in the subway station, and it takes a certain amount of time to manually activate the driving members to control the flood control gates to descend, making it difficult to play a timely flood control role. Summary of the Invention

[0004] In order to solve the above technical problems, the present application provides an automatic flood control gate for subway entrances and a control method therefor.

[0005] In a first aspect, an automatic flood control gate for subway entrances provided by the present application adopts the following technical solutions:

[0006] An automatic flood control gate for subway entrances, comprising:

[0007] An installation base, an installation groove for embedding the installation base is formed on the ground of the subway entrance, and the top surface of the installation base is flush with the surface of the ground;

[0008] A door body, the door body is rotatably arranged on the installation base, a receiving groove for accommodating the door body is formed on the installation base, the receiving groove penetrates through both ends of the installation base, the door body can be rotated to a closed position, at this time the door body is completely located in the receiving groove, and the door body can also be rotated to an open position, at this time the door body forms an angle with the ground;

[0009] A control component, the control component is arranged at both ends in the length direction of the door body, and the control component comprises:

[0010] Control box, a control system for controlling the opening and closing of a cylinder is arranged inside the control box;

[0011] Water level sensor, the water level sensor is located on the control box and is electrically connected to the control system of the cylinder, and the water level sensor is used to monitor the water level;

[0012] Cylinder, the cylinder body of the cylinder is rotatably connected to the mounting base, the piston rod of the cylinder is rotatably connected to the door body, the position where the cylinder is connected to the mounting base is close to the connection between the mounting base and the door body, and the position where the cylinder is connected to the door body is far from the connection between the mounting base and the door body.

[0013] By adopting the above technical solution, since both the mounting base and the door body are embedded in the installation groove on the ground of the subway station, the setting of the flood control door does not occupy the normal passage space in the subway station. And because the door body is originally located on the ground, when the water level in the subway station reaches the specified height, the water level sensor sends a water level signal to the control system of the cylinder, controls the piston rod of the cylinder to extend, and quickly drives the door body to rotate to the open position to achieve the effect of timely flood prevention. When the drainage system finishes flood discharge, then control the piston rod of the cylinder to retract, drive the door body to rotate to the closed position, so that the door body is completely located in the receiving groove, and pedestrians can pass above the door body, thus not only being able to automatically and timely open the flood control door, but also not affecting normal passage usually.

[0014] Optionally, a set of sealing mechanisms are arranged between each control box and the side wall of the door body. The sealing mechanism includes a sealing strip and an inflation assembly. The sealing strip is elastic and an inflation chamber is arranged inside the sealing strip. A first sealing groove for accommodating the sealing strip is opened on the side wall of each control box in contact with the door body. The thickness of the sealing strip is greater than the depth of the first sealing groove. Second sealing grooves for the sealing strip to penetrate into are opened on the side walls at both ends of the door body. When the door body rotates to the open position, the part of the sealing strip exposed outside the first sealing groove penetrates into the second sealing groove; the inflation assembly is used to inflate the sealing strip.

[0015] By adopting the above technical solution, when the door body rotates to the open position, the part of the sealing strip exposed outside the first sealing groove penetrates into the second sealing groove, and then the inflation assembly inflates the inside of the inflation chamber, making the sealing strip expand by inflation, improving the sealing performance between the door body and the control box.

[0016] Optionally, the inflation assembly includes an air pipe and a plug. Air is arranged inside the air pipe. One end of the air pipe is communicated with the inflation chamber inside the sealing strip. The plug is located at the end of the air pipe far from the sealing strip. The peripheral side wall of the plug fits with the inner wall of the air pipe, and the plug slides in the direction of approaching or leaving the inside of the air pipe.

[0017] By adopting the above technical solution, when the plug block slides towards the direction close to the inside of the air pipe, since the overall space inside the air pipe and the inflation chamber becomes smaller, the air inside the air pipe is pushed towards the inflation chamber inside the sealing strip, causing the sealing strip to be inflated and enlarged; when the plug block slides towards the direction away from the inside of the air pipe, the air inside the air pipe can flow, so as to be evenly dispersed in the air pipe and the inflation chamber, and the sealing strip returns to its original state under the action of elasticity.

[0018] Optionally, a driving assembly for driving the plug block to slide and a driving chamber for accommodating the driving assembly are arranged inside the control box. The driving assembly includes a driving rod, a driving rack and a driving gear. The driving rod is connected to the plug block and the diameter of the driving rod is smaller than that of the plug block. The driving rack is connected to the end of the driving rod away from the plug block, and the driving gear meshes with the driving rack;

[0019] A trigger assembly is arranged on the control box. The trigger assembly includes a trigger rack and a trigger gear. The trigger rack is slidably arranged on a side wall of the control box close to the door body. The trigger gear meshes with the trigger rack. The trigger gear is coaxially connected to the driving gear. The trigger rack and the driving rack are located on the same side in the radial direction of the trigger gear;

[0020] A first trigger groove for the trigger rack to slide is formed on the side wall of the control box. A second trigger groove for accommodating the trigger gear is arranged inside the control box. The first trigger groove and the second trigger groove are communicated. The driving chamber and the second trigger groove are communicated. One end of the trigger rack is located inside the first trigger groove, and the other end of the trigger rack is located outside the first trigger groove and can contact the door body. The side of the trigger rack close to the door body rotating shaft is arranged as a wedge surface; A return spring for driving the trigger rack to slide outwards of the first trigger groove is arranged on the trigger rack.

[0021] By adopting the above technical solution, when the door body rotates to the open position, the door body pushes the trigger rack to slide towards the inside of the first trigger groove, causing the trigger gear to rotate, driving the driving gear to rotate, causing the driving rack to slide towards the direction close to the inside of the air pipe, so that the driving rod drives the plug block to push the air towards the direction close to the inside of the air pipe. When the door body rotates to the closed position, the door body and the trigger rack are separated from contact. The trigger rack slides outwards of the first trigger groove under the action of the return spring, driving the trigger gear to rotate in the reverse direction, driving the driving gear to rotate in the reverse direction, causing the driving rack to slide in the reverse direction, so that the driving rod drives the plug block to slide towards the direction away from the inside of the air pipe.

[0022] Optionally, a set of support mechanisms and accommodation chambers for accommodating the support mechanisms are arranged between each control box and the side wall of the door body;

[0023] The support mechanism includes a support rod, a transmission pulley set, a traction rope, a rotating ring, and a fixed column. The support rod is slidably arranged on a side wall of the control box close to the door body. A support groove for the support rod to penetrate is formed on the side wall of the door body. The support rod can slide into the support groove and can also slide out of the support groove.

[0024] The transmission pulley set includes a transmission gear, a first rack, and a second rack. The transmission gear meshes with the first rack and the second rack at the same time. The sliding directions of the first rack and the second rack are perpendicular. The first rack is connected to the rotating ring through a traction rope. One end of the traction rope is connected to the first rack, and the other end of the traction rope is connected to the side wall of the rotating ring. The traction rope is wound around the rotating ring. The second rack is connected to the support rod.

[0025] The fixed column is fixed in the accommodation chamber. The rotating ring is sleeved on the fixed column and is rotatably connected to the fixed column. An installation chamber is arranged inside the fixed column. A locking component for restricting the rotation of the rotating ring and an unlocking component for unlocking are arranged in the installation chamber.

[0026] By adopting the above technical solution, when the door body is in the closed position, the locking component locks the rotating ring, making it difficult for the rotating ring to rotate. When the door body rotates to the open position, the unlocking component unlocks the locking of the rotating ring by the locking component, and the rotating ring can rotate freely. Under the gravity of the first rack, the first rack descends, driving the transmission gear to rotate, driving the second rack to slide towards the direction close to the door body, so that the support column penetrates into the support groove on the side wall of the door body, providing further support for the door body, reducing the possibility that the door body rotates towards the closed position due to insufficient support of the air cylinder, and thus improving the reliability of the door body when it is in the open position.

[0027] Optionally, the locking component includes a locking block. The locking block is slidably arranged on both sides in the radial direction of the fixed column. A relief groove for the locking block to slide is formed on the circumferential side wall of the fixed column. A locking groove for the locking block to penetrate is formed on the inner wall of the rotating ring. The locking block can slide into the locking groove and can also slide out of the locking groove.

[0028] A locking spring for pushing the two locking blocks towards each other is arranged on the locking block.

[0029] By adopting the above technical solution, after the locking block penetrates into the locking groove of the rotating ring, it is difficult for the rotating ring to rotate. At this time, the traction rope is wound around the rotating ring and the first rack is at the position closest to the rotating ring. After the locking block disengages from the locking groove, the rotating ring can rotate to realize the downward sliding of the first rack under the action of gravity.

[0030] Optionally, the unlocking component includes an unlocking rod. A sliding through groove for the unlocking rod to slide is formed on the end face of the fixed column. The sliding through groove penetrates through both axial ends of the fixed column. The end of the trigger rack away from the door body penetrates into the sliding through groove and is connected to the unlocking rod.

[0031] Two first wedge surfaces are symmetrically arranged on the side wall of the unlocking rod. A second wedge surface for cooperating with the first wedge surface is arranged on the surface of each locking block close to the unlocking rod. Two locking planes are symmetrically arranged on the unlocking rod. The locking planes are located on the side of the first wedge surface away from the door body. The first wedge surface gradually approaches the rotating ring and transitions to the locking plane along the direction from close to the door body to away from the door body.

[0032] The unlocking rod can slide to make the locking block contact with the locking plane. At this time, the locking block penetrates into the locking groove. The unlocking rod can also slide to make the locking block contact with the end of the first wedge surface closest to the door body. At this time, the locking block disengages from the locking groove.

[0033] By adopting the above technical solution, when the door body contacts the trigger rack and pushes the trigger rack into the first trigger groove, the trigger rack drives the unlocking rod to slide in the direction away from the door body. Under the action of the locking spring, the second wedge surface of the locking block slides from contacting the locking plane to contacting the first wedge surface, and finally the locking block slides to disengage from the locking groove.

[0034] Optionally, a positioning component is arranged on the side wall of the trigger rack. The positioning component includes a positioning post and a positioning spring. The positioning post is slidably arranged on the inner wall of the first trigger groove. A sliding groove for the positioning post to slide is formed on the inner wall of the first trigger groove. A positioning groove for the positioning post to penetrate into is formed on the side wall of the trigger rack. One end of the positioning spring is connected to the end of the positioning post located in the sliding groove, and the other end of the positioning spring is connected to the inner bottom wall of the sliding groove. The positioning spring applies a force to the positioning post to make the positioning post slide into the positioning groove. The positioning post slides to penetrate into or disengage from the positioning groove.

[0035] By adopting the above technical solution, when the trigger rack is reset under the action of the return spring, the positioning post penetrates into the positioning groove under the action of the positioning spring, positioning the trigger rack and reducing the shaking of the trigger rack.

[0036] Optionally, a rotating gear ring is connected to the rotating ring. The accommodating chamber penetrates through the top surface of the control box. A rotating gear is rotatably arranged in the accommodating chamber. The rotating gear is located at the opening of the accommodating chamber. The rotating gear meshes with the rotating gear ring. A connecting shaft is coaxially connected to the rotating gear. A connecting plate is coaxially connected to the end of the connecting shaft away from the rotating gear. A hand rocker is connected to the plate surface of the connecting plate.

[0037] By adopting the above technical solution, turning the hand rocker drives the rotating gear to rotate, which drives the rotating toothed ring to rotate, thereby driving the rotating ring to rotate. The rotation of the rotating ring causes the towing rope to be rewound around the rotating ring, raising the first rack, driving the transmission gear to rotate in the reverse direction, driving the second rack to slide away from the door body, thereby driving the support rod to slide out of the support groove. At this time, the door body can be rotated to the closed position, and then the piston rod of the driving cylinder is retracted, driving the door body to rotate to the closed position, so that the door body is disengaged from the trigger rack. Under the action of the return spring, the trigger rack drives the unlocking rod to slide towards the door body to reset, and the locking block slides into the locking groove under the action of the locking spring, making it difficult for the rotating ring to rotate.

[0038] In a second aspect, a control method provided by the present application adopts the following technical solution:

[0039] S1. Monitor the water level: The water level sensor monitors the water level and sends the water level signal to the control system of the cylinder.

[0040] S2. Automatically open the door body: The cylinder automatically extends the piston rod under the control of the control system, driving the door body to rotate to the open position.

[0041] S3. Inflate the sealing strip and insert the support rod into the support groove: The door body pushes the trigger rack, driving the plug block to slide towards the inside of the air pipe through the driving component, inflating the two sealing strips; at the same time, the trigger rack drives the unlocking rod to slide away from the door body, making the locking block disengage from the locking groove, lowering the first rack, rotating the transmission gear, driving the second rack to drive the support rod to slide towards the door body, and finally inserting the support rod into the support groove.

[0042] S4. Reset the support rod: Turn the hand rocker, drive the rotating gear to rotate, rotate the rotating toothed ring, drive the rotating ring to rotate. The rotation of the rotating ring causes the towing rope to be rewound around the rotating ring, raising the first rack, driving the transmission gear to rotate in the reverse direction, driving the second rack to slide away from the door body, and sliding the support rod out of the support groove.

[0043] S5. Close the door body: Control the piston rod of the cylinder to retract through the control system, drive the door body to rotate to the closed position, and the trigger rack drives the unlocking rod and the plug block to reset under the action of the return spring, making the locking block penetrate into the locking groove under the action of the locking spring and the sealing strip return to its original state.

[0044] By adopting the above technical solution, through the monitoring of the water level sensor, the door body can automatically rotate and open for timely flood prevention, and at the same time improve the sealing performance between the door body and the control boxes at both ends and the reliability of the door body opening.

[0045] In summary, the present application includes at least one of the following beneficial technical effects:

[0046] 1. The water level sensor is used in conjunction with the control system of the cylinder, and can automatically and timely open the flood control door.

[0047] 2. The installation base is involved in the installation groove on the ground, and the door body can rotate to be completely located in the accommodation groove of the installation base, without affecting the normal passage of the subway station usually.

[0048] 3. At the same time, the sealing performance between the door body and the control boxes at both ends thereof is improved, and the reliability of the door body opening is improved. Description of the Drawings

[0049] Figure 1 It is a schematic diagram of the overall structure of one side of the automatic flood control door at the subway entrance connected to the cylinder in the embodiment of the present application.

[0050] Figure 2 It is a schematic diagram of the structure for showing the water level sensor in the embodiment of the present application.

[0051] Figure 3 It is a schematic diagram of the sectional structure for showing the sealing mechanism in the embodiment of the present application.

[0052] Figure 4 It is a schematic diagram of the sectional structure for showing the support mechanism in the embodiment of the present application

[0053] Description of reference numerals: 1. Installation base; 11. Accommodation groove; 2. Door body; 21. Support groove; 3. Control component; 31. Control box; 311. First trigger groove; 312. Reset groove; 313. Slide groove; 314. Accommodation chamber; 315. Protective cover; 32. Water level sensor; 33. Cylinder; 4. Ground; 41. Installation groove; 5. Sealing mechanism; 51. Sealing strip; 511. First sealing groove; 512. Second sealing groove; 52. Inflation component; 521. Air pipe; 522. Plug block; 6. Driving component; 61. Driving rod; 62. Driving rack; 63. Driving gear; 7. Trigger component; 71. Trigger rack; 711. Reset spring; 712. Reset plate; 713. Positioning column; 714. Positioning spring; 715. Positioning groove; 72. Trigger gear; 8. Support mechanism; 81. Support rod; 82. Transmission pulley set; 821. Transmission gear; 822. First rack; 8221. Counterweight; 8222. Limit groove; 823. Second rack; 83. Towing rope; 84. Rotating ring; 841. Limit ring plate; 842. Locking groove; 843. Rotating toothed ring; 844. Rotating gear; 845. Connecting shaft; 8451. Limit ring; 846. Connecting plate; 847. Hand crank; 848. Fixed plate; 85. Fixed column; 851. Yielding groove; 852. Sliding through groove; 853. Limit ring groove; 854. Limit block; 9. Installation chamber; 91. Locking component; 911. Locking block; 9111. Locking spring; 9112. Second wedge surface; 92. Unlocking component; 921. Unlocking rod; 9211. First wedge surface; 9212. Locking plane. Detailed implementation manners

[0054] The following further elaborates on this application Figures 1-4 in conjunction with the appended drawings.

[0055] In a first aspect, an embodiment of this application discloses an automatic flood control door for a subway entrance.

[0056] Referring to Figure 1 and Figure 2 , the automatic flood control door for a subway entrance includes an installation base 1, a door body 2, and a control component 3. An installation groove 41 for embedding the installation base 1 is formed on the ground 4 of the subway entrance. The top surface of the installation base 1 is flush with the surface of the ground 4. The door body 2 is rotatably arranged on the installation base 1. An accommodation groove 11 for accommodating the door body 2 is formed on the installation base 1. The accommodation groove 11 penetrates through both ends of the installation base 1. The door body 2 can be rotated to a closed position. At this time, the door body 2 is in a horizontal state with respect to the water level and is completely located within the accommodation groove 11. The top surface of the door body 2 is flush with the surface of the ground 4. The door body 2 can also be rotated to an open position. At this time, the door body 2 forms a ninety-degree angle with the ground 4.

[0057] Referring to Figure 1 and Figure 2, the control components 3 are arranged at both ends of the door body 2 in the length direction. The control components 3 include a control box 31, a water level sensor 32 and a cylinder 33. The control box 31 is installed on the ground 4. A control system for controlling the opening and closing of the cylinder 33 is arranged in the control box 31. The water level sensor 32 is located on the control box 31 and is electrically connected to the control system of the cylinder 33. The water level sensor 32 is used to monitor the water level. The cylinder body of the cylinder 33 is hinged to the mounting base 1, and the piston rod of the cylinder 33 is hinged to the door body 2. A first placement groove 331 for accommodating the cylinder 33 is formed on the surface of the door body 2 close to the mounting base 1, and a second placement groove 332 for accommodating the cylinder 33 is formed on the top surface of the mounting base 1. The position where the cylinder 33 is connected to the mounting base 1 is close to the connection between the mounting base 1 and the door body 2, and the position where the cylinder 33 is connected to the door body 2 is far from the connection between the mounting base 1 and the door body 2. The two control boxes 31 are respectively located on both sides of the subway entrance passage in the width direction, and the total length of the door body 2 and the control boxes 31 at both ends thereof is consistent with the width of the subway entrance passage.

[0058] Since both the mounting base 1 and the door body 2 are embedded in the mounting groove 41 of the subway station ground 4, the installation of the flood control door does not occupy the normal passage space in the subway station. And since the door body 2 is originally located on the ground 4, when the water level of the subway station reaches the specified height, the water level sensor 32 sends a water level signal to the control system of the cylinder 33, controlling the piston rod of the cylinder 33 to extend, quickly driving the door body 2 to rotate to the open position to achieve the effect of timely flood prevention. After the flood drainage system has drained the flood, then control the piston rod of the cylinder 33 to retract, driving the door body 2 to rotate to the closed position, so that the door body 2 is completely located in the accommodation groove 11, and pedestrians can pass above the door body 2. Thus, it can not only automatically and timely open the flood control door, but also does not affect the normal passage at ordinary times.

[0059] Refer to Figure 3 and Figure 4 , a set of sealing mechanisms 5 are arranged between each control box 31 and the side wall of the door body 2. The sealing mechanisms 5 include sealing strips 51 and inflation components 52. The inflation components 52 are used to inflate the sealing strips 51. The sealing strips 51 are elastic and an inflation chamber is arranged inside the sealing strips 51. The sealing strips 51 are made of silicone material. A first sealing groove 511 for accommodating the sealing strips 51 is formed on the side wall of each control box 31 in contact with the door body 2. The thickness of the sealing strips 51 is greater than the depth of the first sealing groove 511. Second sealing grooves 512 for the sealing strips 51 to penetrate are formed on the side walls at both ends of the door body 2. When the door body 2 rotates to the open position, the part of the sealing strips 51 exposed outside the first sealing groove 511 penetrates into the second sealing grooves 512; then the inflation components 52 are used to inflate the inside of the inflation chamber, making the sealing strips 51 expand by inflation, improving the sealing performance between the door body 2 and the control box 31.

[0060] Refer to Figure 3 andFigure 4 The inflating assembly 52 includes an air tube 521 and a blocking block 522. Air is provided inside the air tube 521. One end of the air tube 521 communicates with the inflating chamber inside the sealing strip 51. The blocking block 522 is located at the end of the air tube 521 away from the sealing strip 51. The circumferential side wall of the blocking block 522 is in close fit with the inner wall of the air tube 521, and the blocking block 522 slides in a direction close to or away from the inside of the air tube 521.

[0061] Refer to Figure 3 and Figure 4 As shown in FIGS. and, a driving assembly 6 for driving the sliding of the blocking block 522 and a driving chamber for accommodating the driving assembly 6 are provided inside the control box 31. The driving assembly 6 includes a driving rod 61, a driving rack 62, and a driving gear 63. The driving rod 61 is connected to the blocking block 522 and the diameter of the driving rod 61 is smaller than the diameter of the blocking block 522. The driving rack 62 is connected to the end of the driving rod 61 away from the blocking block 522, and the driving gear 63 meshes with the driving rack 62.

[0062] Refer to Figure 3 and Figure 4 As shown in FIGS. and, a triggering assembly 7 is provided on the control box 31. The triggering assembly 7 includes a triggering rack 71 and a triggering gear 72. The triggering rack 71 is slidably arranged on a side wall of the control box 31 close to the door body 2, and the triggering gear 72 meshes with the triggering rack 71. The triggering gear 72 is coaxially connected to the driving gear 63, and the diameter of the triggering gear 72 is smaller than the diameter of the driving gear 63 to increase the sliding stroke of the blocking block 522. The triggering rack 71 and the driving rack 62 are located on the same side in the radial direction of the triggering gear 72.

[0063] Refer to Figure 3 and Figure 4 As shown in FIGS. and, a first triggering slot 311 for the triggering rack 71 to slide is formed on the side wall of the control box 31. A second triggering slot for accommodating the triggering gear 72 is provided inside the control box 31. The first triggering slot 311 communicates with the second triggering slot, and the driving chamber communicates with the second triggering slot. One end of the triggering rack 71 is located inside the first triggering slot 311, and the other end of the triggering rack 71 is located outside the first triggering slot 311 and can contact the door body 2. The side of the triggering rack 71 close to the rotating shaft of the door body 2 is arranged as a wedge surface. A return spring 711 for driving the triggering rack 71 to slide outside the first triggering slot 311 is provided on the triggering rack 71. A return slot 312 for accommodating the return spring 711 is formed on the inner wall of the first triggering slot 311. A return plate 712 is connected to the side wall of the triggering rack 71. One end of the return spring 711 is fixedly connected to the return plate 712, and the other end of the return spring 711 is fixedly connected to the inner wall of the return slot 312.

[0064] Refer to Figure 3 and Figure 4A positioning assembly is provided on the side wall of the trigger rack 71, and the positioning assembly includes a positioning column 713 and a positioning spring 714. The positioning column 713 is slidably provided on the inner wall of the first trigger groove 311. A sliding groove 313 for the positioning column 713 to slide is provided on the inner wall of the first trigger groove 311. A positioning groove 715 for the positioning column 713 to penetrate is provided on the side wall of the trigger rack 71. One end of the positioning spring 714 is connected to one end of the positioning column 713 located in the sliding groove 313, and the other end of the positioning spring 714 is connected to the inner bottom wall of the sliding groove 313. The positioning spring 714 applies a force to the positioning column 713 to make the positioning column 713 slide toward the positioning groove 715. The end of the positioning column 713 close to the positioning groove 715 is arranged in an arc shape, and the positioning column 713 can slide to penetrate into or out of the positioning groove 715. When the trigger rack 71 is reset under the action of the reset spring 711, the positioning column 713 is inserted into the positioning groove 715 under the action of the positioning spring 714, positioning the trigger rack 71 and reducing the shaking of the trigger rack 71; when the door body 2 is rotated to open under the action of the cylinder 33, the force of the cylinder 33 can overcome the force of the positioning spring 714 to make the positioning column 713 disengage from the positioning groove 715.

[0065] When the door body 2 rotates to the open position, the portion of the sealing strip 51 exposed outside the first sealing groove 511 penetrates into the second sealing groove 512. At this time, the door body 2 pushes the trigger rack 71 to slide toward the first trigger groove 311, so that the trigger gear 72 rotates, driving the driving gear 63 to rotate, and causing the driving rack 62 to slide toward the direction close to the inside of the air pipe 521, so that the driving rod 61 drives the blocking block 522 to push the air toward the direction close to the inside of the air pipe 521. Since the overall space inside the air pipe 521 and the inflation chamber becomes smaller, the air inside the air pipe 521 is pushed toward the inflation chamber in the sealing strip 51, causing the sealing strip 51 to be inflated and enlarged.

[0066] When the door body 2 rotates to the closed position, the trigger rack 71 slides toward the outside of the first trigger groove 311 under the action of the reset spring 711, driving the trigger gear 72 to rotate in the opposite direction, driving the driving gear 63 to rotate in the opposite direction, and causing the driving rack 62 to slide in the opposite direction, so that the driving rod 61 drives the blocking block 522 to slide in the direction away from the inside of the air pipe 521, and the air inside the air pipe 521 is able to flow, thereby being evenly dispersed in the air pipe 521 and the inflation chamber, and the sealing strip 51 returns to its original state under the action of elasticity, so that the sealing strip 51 can penetrate into the second sealing groove 512 next time.

[0067] Reference Figure 3 and Figure 4, a set of support mechanisms 8 and a receiving chamber 314 for accommodating the support mechanisms 8 are provided between each control box 31 and the side wall of the door body 2. The support mechanism 8 includes a support rod 81, a transmission wheel set 82, a traction rope 83, a rotating ring 84, and a fixed column 85. The support rod 81 is slidably disposed on a side wall of the control box 31 close to the door body 2. A support groove 21 for the support rod 81 to penetrate is formed on the side wall of the door body 2. The support rod 81 can slide into the support groove 21 or slide out of the support groove 21.

[0068] Refer to Figure 3 and Figure 4 , the transmission wheel set 82 includes a transmission gear 821, a first rack 822, and a second rack 823. The transmission gear 821 meshes with both the first rack 822 and the second rack 823 at the same time. The sliding directions of the first rack 822 and the second rack 823 are perpendicular. The first rack 822 is connected to the rotating ring 84 through the traction rope 83, and a counterweight 8221 is connected to the first rack 8221. A limiting groove 8222 for the counterweight 8221 to lift is formed on the inner wall of the receiving chamber 314, thereby providing a limiting guide for the sliding of the first rack 822.

[0069] Refer to Figure 3 and Figure 4 , one end of the traction rope 83 is connected to the first rack 822, the other end of the traction rope 83 is connected to the side wall of the rotating ring 84, the traction rope 83 is wound around the rotating ring 84, and a limiting ring plate 841 for limiting the traction rope 83 is provided on the circumferential side wall of the rotating ring 84. The second rack 823 is connected to the end of the support rod 81 far from the support groove 21. The fixed column 85 is fixedly installed in the receiving chamber 314. The rotating ring 84 is sleeved on the fixed column 85 and is rotatably connected to the fixed column 85.

[0070] Refer to Figure 3 and Figure 4, an installation chamber 9 is provided inside the fixed column 85. A locking assembly 91 for restricting the rotation of the rotating ring 84 and an unlocking assembly 92 for unlocking are arranged in the installation chamber 9. The locking assembly 91 includes locking blocks 911 which are slidably arranged on both sides in the radial direction of the fixed column 85. Yielding grooves 851 for the sliding of the locking blocks 911 are formed on the circumferential side wall of the fixed column 85. Locking grooves 842 for the penetration of the locking blocks 911 are formed on the inner wall of the rotating ring 84. The locking blocks 911 can slide into the locking grooves 842, and the locking blocks 911 can also slide out of the locking grooves 842. A locking spring 9111 for pushing the two locking blocks 911 towards each other is arranged on the locking blocks 911. The locking spring 9111 is installed on the side wall of the locking block 911 through a mounting plate. The mounting plate is fixedly connected to the side wall of the locking block 911. One end of the locking spring 9111 is fixedly connected to the mounting plate, and the other end of the locking spring 9111 is fixedly connected to the inner wall of the installation chamber 9.

[0071] Referring to Figure 3 and Figure 4 , the unlocking assembly 92 includes an unlocking rod 921. A sliding through groove 852 for the sliding of the unlocking rod 921 is formed on the end face of the fixed column 85. The yielding groove 851, the sliding through groove 852 and the installation chamber 9 communicate with each other, and the sliding through groove 852 penetrates through both ends in the axial direction of the fixed column 85. The end of the trigger rack 71 far away from the door body 2 penetrates into the sliding through groove 852 and is connected to the unlocking rod 921. Two first wedge surfaces 9211 are symmetrically arranged on the side wall of the unlocking rod 921. A second wedge surface 9112 for cooperating with the first wedge surface 9211 is arranged on the surface of each locking block 911 close to the unlocking rod 921. Two locking planes 9212 are symmetrically arranged on the unlocking rod 921. The locking planes 9212 are located on the side of the first wedge surface 9211 far away from the door body 2. The first wedge surface 9211 gradually approaches the rotating ring 84 and transitions to the locking plane 9212 along the direction from close to the door body 2 to far away from the door body 2.

[0072] The unlocking rod 921 can slide to make the locking block 911 contact with the locking plane 9212. At this time, the locking block 911 penetrates into the locking groove 842; the unlocking rod 921 can also slide to make the locking block 911 contact with the end of the first wedge surface 9211 closest to the door body 2. At this time, the locking block 911 disengages from the locking groove 842.

[0073] Referring to Figure 4 , a limiting ring groove 853 is formed on the circumferential side wall of the fixed column 85. A limiting block 854 is fixedly connected to the inner wall of the rotating ring 84. When the rotating ring 84 rotates, the limiting block 854 slides in the limiting ring groove 853 to restrict the axial displacement of the rotating ring 84.

[0074] When the door body 2 is in the closed position, the locking block 911 penetrates into the locking groove 842 of the rotating ring 84, and it is difficult for the rotating ring 84 to rotate. At this time, the traction rope 83 is wound around the rotating ring 84 and the first rack 822 is located at the position closest to the rotating ring 84;

[0075] When the door body 2 rotates to the open position, the door body 2 contacts the trigger rack 71 and pushes the trigger rack 71 into the first trigger groove 311. The trigger rack 71 drives the unlocking rod 921 to slide away from the door body 2. Under the action of the locking spring 9111, the second wedge surface 9112 of the locking block 911 slides from contacting the locking plane 9212 to contacting the first wedge surface 9211. Finally, the locking block 911 slides out of the locking groove 842, enabling the rotating ring 84 to rotate freely. Under the action of the gravity of the first rack 822, the first rack 822 descends, driving the transmission gear 821 to rotate, driving the second rack 823 to slide towards the door body 2, so that the support column penetrates into the support groove 21 on the side wall of the door body 2, providing further support for the door body 2, reducing the possibility that the door body 2 rotates towards the closed position due to insufficient support of the air cylinder 33, thereby improving the reliability of the door body 2 when it is in the open position.

[0076] Refer to Figure 3 and Figure 4 As shown in, a rotating tooth ring 843 is coaxially arranged and fixedly connected to the end face of the rotating ring 84. The accommodating chamber 314 penetrates through the top surface of the control box 31. The control system for controlling the air cylinder 33 in the control box 31 is misaligned with the accommodating chamber 314, the sealing mechanism 5, the driving assembly 6, the trigger assembly 7, the support mechanism 8, the locking assembly 91, and the unlocking assembly 92. A rotating gear 844 is rotatably arranged in the accommodating chamber 314. The rotating gear 844 is located at the opening of the accommodating chamber 314. The rotating gear 844 meshes with the rotating tooth ring 843. A connecting shaft 845 is coaxially connected to the rotating gear 844. One end of the connecting shaft 845 away from the rotating gear 844 is coaxially connected to a connecting plate 846. A hand rocker 847 is connected to the plate surface of the connecting plate 846. A fixing plate 848 is vertically arranged on the inner wall of the accommodating chamber 314. The connecting shaft 845 passes through the fixing plate 848 and is rotatably connected to the fixing plate 848. Two limiting rings 8451 are fixedly sleeved on the connecting shaft 845. The limiting rings 8451 are located on both sides of the fixing plate 848 in the thickness direction. The mutually approaching surfaces of the two limiting rings 8451 abut against the two surfaces of the fixing plate 848 in the thickness direction to limit the axial displacement of the connecting shaft 845. A protective cover 315 is covered on the top surface of the control box 31. The size of the protective cover 315 is consistent with the size of the top surface of the control box 31.

[0077] Open the protective cover 315, rotate the hand crank 847, drive the rotating gear 844 to rotate, drive the rotating gear ring 843 to rotate, thereby driving the rotating ring 84 to rotate. The rotation of the rotating ring 84 causes the traction rope 83 to wind around the rotating ring 84 again, raising the first rack 822, driving the transmission gear 821 to rotate in the reverse direction, driving the second rack 823 to slide away from the door body 2, thereby driving the support rod 81 to slide out of the support groove 21. At this time, the door body 2 can be rotated to the closed position. Then, the piston rod of the driving cylinder 33 is retracted, driving the door body 2 to rotate to the closed position, so that the door body 2 is disengaged from the trigger rack 71. Under the action of the return spring 711, the trigger rack 71 drives the unlocking rod 921 to slide towards the door body 2 to reset, and the locking block 911 slides into the locking groove 842 under the action of the locking spring 9111, making it difficult for the rotating ring 84 to rotate.

[0078] The implementation principle of an automatic flood control door at a subway entrance in an embodiment of this application is as follows:

[0079] When the water level at the subway station reaches the specified height, the water level sensor 32 sends a water level signal to the control system of the cylinder 33, controlling the piston rod of the cylinder 33 to extend, and quickly driving the door body 2 to rotate to the open position;

[0080] When the door body 2 rotates to the open position, the part of the sealing strip 51 exposed outside the first sealing groove 511 penetrates into the second sealing groove 512. At this time, the door body 2 pushes the trigger rack 71 to slide into the first trigger groove 311, causing the trigger gear 72 to rotate, driving the driving gear 63 to rotate, and driving the driving rack 62 to slide towards the inside of the air pipe 521, so that the driving rod 61 drives the plug 522 to push air towards the inside of the air pipe 521, inflating the sealing strip 51;

[0081] At the same time, the trigger rack 71 drives the unlocking rod 921 to slide away from the door body 2. Under the action of the locking spring 9111, the second wedge surface 9112 of the locking block 911 slides from contacting the locking plane 9212 to contacting the first wedge surface 9211. Finally, the locking block 911 slides out of the locking groove 842, enabling the rotating ring 84 to rotate freely. Under the action of the gravity of the first rack 822, the first rack 822 descends, driving the transmission gear 821 to rotate, driving the second rack 823 to slide towards the door body 2, and enabling the support column to penetrate into the support groove 21 on the side wall of the door body 2 to provide further support for the door body 2.

[0082] When it is necessary to close the door body 2, turn the hand crank 847 to drive the rotating gear 844 to rotate, drive the rotating tooth ring 843 to rotate, and then drive the rotating ring 84 to rotate. The rotation of the rotating ring 84 causes the traction rope 83 to be rewound on the rotating ring 84, raising the first rack 822, driving the transmission gear 821 to rotate in the reverse direction, driving the second rack 823 to slide away from the door body 2, and then driving the support rod 81 to slide out of the support groove 21. At this time, the door body 2 can be rotated to the closed position. Then, retract the piston rod of the driving cylinder 33 to drive the door body 2 to rotate to the closed position, so that the door body 2 is disengaged from the trigger rack 71. Under the action of the return spring 711, the trigger rack 71 drives the unlocking rod 921 to slide towards the door body 2 to reset, and the locking block 911 slides into the locking groove 842 under the action of the locking spring 9111, making it difficult for the rotating ring 84 to rotate;

[0083] At the same time, the trigger rack 71 sliding towards the door body 2 drives the trigger gear 72 to rotate in the reverse direction, drives the driving gear 63 to rotate in the reverse direction, makes the driving rack 62 slide in the reverse direction, and then the driving rod 61 drives the plug block 522 to slide away from the inside of the air pipe 521. The air inside the air pipe 521 can flow, so as to be evenly dispersed in the air pipe 521 and the inflation chamber. The sealing strip 51 returns to its original state under the action of elasticity.

[0084] Finally, the driving cylinder 33 controls the door body 2 to rotate to the closed position.

[0085] In a second aspect, the embodiments of the present application also disclose a control method, which successively includes the following steps:

[0086] S1. Monitor the water level: The water level sensor 32 monitors the water level and sends the water level signal to the control system of the cylinder 33;

[0087] S2. Automatically open the door body 2: The cylinder 33 automatically extends the piston rod under the control of the control system to drive the door body 2 to rotate to the open position;

[0088] S3. Inflate the sealing strip 51 and insert the support rod 81 into the support groove 21: The door body 2 pushes the trigger rack 71, and through the driving assembly 6, drives the plug block 522 to slide towards the inside of the air pipe 521 to inflate the two sealing strips 51; at the same time, the trigger rack 71 drives the unlocking rod 921 to slide away from the door body 2, making the locking block 911 disengage from the locking groove 842, lowering the first rack 822, rotating the transmission gear 821, driving the second rack 823 to drive the support rod 81 to slide towards the door body 2, and finally inserting the support rod 81 into the support groove 21;

[0089] S4. Reset the support rod 81: Rotate the hand rocker 847 to drive the rotation of the rotating gear 844, causing the rotating toothed ring 843 to rotate, driving the rotating ring 84 to rotate. The rotation of the rotating ring 84 causes the towing rope 83 to be rewound around the rotating ring 84, raising the first rack 822, driving the reverse rotation of the transmission gear 821, driving the second rack 823 to slide in a direction away from the door body 2, and causing the support rod 81 to slide out of the support groove 21;

[0090] S5. Close the door body 2: Control the piston rod of the cylinder 33 to retract through the control system, driving the door body 2 to rotate to the closed position, triggering the rack 71 to drive the unlocking rod 921 and the plug 522 to reset under the action of the return spring 711, causing the locking block 911 to penetrate into the locking groove 842 under the action of the locking spring 9111, and the sealing strip 51 to return to its original state.

[0091] Through the monitoring of the water level sensor 32, the door body 2 can automatically rotate and open for timely flood prevention, and at the same time improve the sealing performance between the door body 2 and the control boxes 31 at both ends, and improve the reliability of the opening of the door body 2.

[0092] The above are all the preferred embodiments of the present application, and the protection scope of the present application is not limited thereby. Therefore, all equivalent changes made according to the structure, shape, and principle of the present application should be covered within the protection scope of the present application.

Claims

1. An automatic flood prevention door for subway entrances, characterized in that, Comprising: An installation base (1), an installation groove (41) for embedding the installation base (1) is formed on the ground (4) of the subway entrance, and the top surface of the installation base (1) is flush with the surface of the ground (4); A door body (2), the door body (2) is rotatably arranged on the installation base (1), a receiving groove (11) for receiving the door body (2) is formed on the installation base (1), the receiving groove (11) penetrates through both ends of the installation base (1), the door body (2) can be rotated to the closed position, at this time the door body (2) is completely located in the receiving groove (11), and the door body (2) can also be rotated to the open position, at this time the door body (2) forms an angle with the ground (4); A control component (3), the control component (3) is arranged at both ends in the length direction of the door body (2), and the control component (3) includes: A control box (31), a control system for controlling the opening and closing of the air cylinder (33) is arranged in the control box (31); A water level sensor (32), the water level sensor (32) is located on the control box (31) and is electrically connected to the control system of the air cylinder (33), and the water level sensor (32) is used for monitoring the water level; An air cylinder (33), the cylinder body of the air cylinder (33) is rotatably connected to the installation base (1), the piston rod of the air cylinder (33) is rotatably connected to the door body (2), the position where the air cylinder (33) is connected to the installation base (1) is close to the connection position of the installation base (1) and the door body (2), and the position where the air cylinder (33) is connected to the door body (2) is far from the connection position of the installation base (1) and the door body (2).

2. The automatic flood control door at the subway entrance according to claim 1, characterized in that: A set of sealing mechanisms (5) are arranged between each control box (31) and the side wall of the door body (2), the sealing mechanism (5) includes a sealing strip (51) and an inflation assembly (52), the sealing strip (51) is elastic and an inflation chamber is arranged inside the sealing strip (51), a first sealing groove (511) for receiving the sealing strip (51) is formed on the side wall of each control box (31) in contact with the door body (2), the thickness of the sealing strip (51) is greater than the depth of the first sealing groove (511), a second sealing groove (512) for the sealing strip (51) to penetrate into is formed on the side walls at both ends of the door body (2), when the door body (2) is rotated to the open position, the part of the sealing strip (51) exposed outside the first sealing groove (511) penetrates into the second sealing groove (512); the inflation assembly (52) is used for inflating the sealing strip (51).

3. The automatic flood control door at the subway entrance according to claim 2, characterized in that: The inflation assembly (52) includes an air pipe (521) and a plug (522), air is arranged inside the air pipe (521), one end of the air pipe (521) is communicated with the inflation chamber inside the sealing strip (51), the plug (522) is located at the end of the air pipe (521) far from the sealing strip (51), the peripheral side wall of the plug (522) fits with the inner wall of the air pipe (521), and the plug (522) slides in the direction of approaching or leaving the inside of the air pipe (521).

4. The automatic flood control door and control method at subway entrances according to claim 3, characterized in that: Inside the control box (31), there is a driving component (6) for driving the sliding of the blocking block (522) and a driving chamber for accommodating the driving component (6). The driving component (6) includes a driving rod (61), a driving rack (62), and a driving gear (63). The driving rod (61) is connected to the blocking block (522), and the diameter of the driving rod (61) is smaller than the diameter of the blocking block (522). The driving rack (62) is connected to the end of the driving rod (61) away from the blocking block (522), and the driving gear (63) meshes with the driving rack (62). A triggering component (7) is provided on the control box (31). The triggering component (7) includes a triggering rack (71) and a triggering gear (72). The triggering rack (71) is slidably arranged on a side wall of the control box (31) close to the door body (2). The triggering gear (72) meshes with the triggering rack (71). The triggering gear (72) is coaxially connected to the driving gear (63). The triggering rack (71) and the driving rack (62) are located on the same side in the radial direction of the triggering gear (72). A first triggering slot (311) for the triggering rack (71) to slide is formed on the side wall of the control box (31). Inside the control box (31), there is a second triggering slot for accommodating the triggering gear (72). The first triggering slot (311) communicates with the second triggering slot. The driving chamber communicates with the second triggering slot. One end of the triggering rack (71) is located inside the first triggering slot (311), and the other end of the triggering rack (71) is located outside the first triggering slot (311) and can contact the door body (2). The side of the triggering rack (71) close to the rotating shaft of the door body (2) is arranged as a wedge surface. A reset spring (711) for driving the triggering rack (71) to slide towards the outside of the first triggering slot (311) is provided on the triggering rack (71).

5. The automatic flood control door and control method at the subway entrance according to claim 4, characterized in that: A set of support mechanisms (8) and an accommodating chamber (314) for accommodating the support mechanisms (8) are arranged between each control box (31) and the side wall of the door body (2). The support mechanism (8) includes a support rod (81), a transmission pulley group (82), a traction rope (83), a rotating ring (84), and a fixed column (85). The support rod (81) is slidably arranged on a side wall of the control box (31) close to the door body (2). A support slot (21) for the support rod (81) to penetrate is formed on the side wall of the door body (2). The support rod (81) can slide into the support slot (21), and the support rod (81) can also slide out of the support slot (21). The transmission wheel group (82) comprises a transmission gear (821), a first rack (822) and a second rack (823); the transmission gear (821) is meshed with the first rack (822) and the second rack (823) at the same time; the sliding directions of the first rack (822) and the second rack (823) are perpendicular; the first rack (822) is connected to the rotating ring (84) through a traction rope (83); one end of the traction rope (83) is connected to the first rack (822); the other end of the traction rope (83) is connected to the side wall of the rotating ring (84); the traction rope (83) is wound around the rotating ring (84); and the second rack (823) is connected to the support rod (81); The fixed column (85) is fixed in the accommodating chamber (314), the rotating ring (84) is sleeved on the fixed column (85) and is rotatably connected to the fixed column (85), and an installation chamber (9) is provided inside the fixed column (85), and a locking component (91) for limiting the rotation of the rotating ring (84) and an unlocking component (92) for releasing the lock are provided in the installation chamber (9).

6. The automatic flood control door and control method at a subway entrance according to claim 5, characterized in that: The locking assembly (91) comprises a locking block (911), the locking block (911) being slidably arranged on both sides of the fixed column (85) in the radial direction, a clearance groove (851) for the locking block (911) to slide is provided on the peripheral side wall of the fixed column (85), a locking groove (842) for the locking block (911) to penetrate is provided on the inner wall of the rotating ring (84), the locking block (911) can slide into the locking groove (842), and the locking block (911) can also slide out of the locking groove (842); The locking block (911) is provided with a locking spring (9111) for pushing the two locking blocks (911) towards each other.

7. The automatic flood control door and control method at the subway entrance according to claim 6, characterized in that: The unlocking assembly (92) includes an unlocking rod (921), and a sliding groove (852) for sliding the unlocking rod (921) is provided on the end surface of the fixed column (85), and the sliding groove (852) passes through both ends of the fixed column (85) in the axial direction, and the end of the trigger rack (71) away from the door body (2) passes through the sliding groove (852) and is connected to the unlocking rod (921); Two first wedge surfaces (9211) are symmetrically arranged on the side wall of the unlocking rod (921); a second wedge surface (9112) used in conjunction with the first wedge surface (9211) is arranged on the side of each locking block (911) close to the unlocking rod (921); two locking planes (9212) are symmetrically arranged on the unlocking rod (921); the locking planes (9212) are located on the side of the first wedge surface (9211) away from the door body (2); the first wedge surface (9211) gradually approaches the rotating ring (84) and transitions to the locking plane (9212) along the direction from close to the door body (2) to away from the door body (2); The unlocking lever (921) can slide to a position where the locking block (911) contacts the locking plane (9212). At this time, the locking block (911) penetrates into the locking groove (842); the unlocking lever (921) can also slide to a position where the locking block (911) contacts the end of the first wedge surface (9211) closest to the door body (2). At this time, the locking block (911) disengages from the locking groove (842).

8. The automatic flood control door and control method at the subway entrance according to claim 4, characterized in that: A positioning assembly is provided on the side wall of the trigger rack (71). The positioning assembly includes a positioning post (713) and a positioning spring (714). The positioning post (713) is slidably disposed on the inner wall of the first trigger groove (311). A sliding groove (313) for the positioning post (713) to slide is formed on the inner wall of the first trigger groove (311). A positioning groove (715) for the positioning post (713) to penetrate is formed on the side wall of the trigger rack (71). One end of the positioning spring (714) is connected to the end of the positioning post (713) located in the sliding groove (313), and the other end of the positioning spring (714) is connected to the inner bottom wall of the sliding groove (313). The positioning spring (714) exerts a force on the positioning post (713) to cause the positioning post (713) to slide into the positioning groove (715); the positioning post (713) slides into or out of the positioning groove (715).

9. The automatic flood control door and control method at subway entrances according to claim 5, characterized in that: A rotating toothed ring (843) is connected to the rotating ring (84). The accommodating chamber (314) penetrates the top surface of the control box (31). A rotating gear (844) is rotatably disposed in the accommodating chamber (314). The rotating gear (844) is located at the opening of the accommodating chamber (314). The rotating gear (844) meshes with the rotating toothed ring (843). A connecting shaft (845) is coaxially connected to the rotating gear (844). A connecting plate (846) is coaxially connected to the end of the connecting shaft (845) away from the rotating gear (844). A hand rocker (847) is connected to the plate surface of the connecting plate (846).

10. A control method, applied to the automatic flood prevention door at the subway entrance described in any one of claims 1-9, characterized in that, The method includes: S1. Monitoring the water level: The water level sensor (32) monitors the water level and sends a water level signal to the control system of the air cylinder (33); S2. Automatically opening the door body (2): The air cylinder (33) automatically extends the piston rod upon receiving the control of the control system, driving the door body (2) to rotate to the open position; S3. Inflating the sealing strips (51) and inserting the support rod (81) into the support groove (21): The door body (2) pushes the trigger rack (71), driving the plug block (522) to slide towards the inside of the air pipe (521) through the driving assembly (6) to inflate the two sealing strips (51); at the same time, the trigger rack (71) drives the unlocking lever (921) to slide away from the door body (2), causing the locking block (911) to disengage from the locking groove (842), causing the first rack (822) to descend, causing the transmission gear (821) to rotate, causing the second rack (823) to drive the support rod (81) to slide towards the door body (2), and finally inserting the support rod (81) into the support groove (21); S4. Reset the support rod (81): Rotate the hand crank (847), driving the rotation of the rotating gear (844), causing the rotating toothed ring (843) to rotate, driving the rotation of the rotating ring (84). The rotation of the rotating ring (84) causes the towing rope (83) to be rewound around the rotating ring (84), raising the first rack (822), driving the reverse rotation of the transmission gear (821), driving the second rack (823) to slide away from the door body (2), and causing the support rod (81) to slide out of the support groove (21); S5. Close the door body (2): Control the piston rod of the cylinder (33) to retract through the control system, driving the door body (2) to rotate to the closed position, triggering the rack (71) to drive the unlocking rod (921) and the blocking block (522) to reset under the action of the return spring (711), causing the locking block (911) to penetrate into the locking groove (842) under the action of the locking spring (9111), and the sealing strip (51) to return to its original state.

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