Pedal system for railway vehicle

Abstract

The invention discloses a pedal system for a rail vehicle, which relates to the technical field of rail transit and comprises two groups of plate main bodies which are oppositely arranged, guide slopes are fixed at two ends of each plate main body, mounting grooves are formed in the tops of the plate main bodies along the length direction, and a plurality of groups of boosting components are equidistantly assembled in the mounting grooves; the boosting assembly comprises a unit plate and a basic shaft located below the unit plate, and the basic shaft is rotationally connected to the inner wall of the mounting groove through a torsional spring. The problems that in the prior art, due to the fact that a compartment floor is generally higher than the platform ground and a pedal is laid in an inclined state, when a wheelchair ascends, extra thrust is needed to overcome slope resistance, and the lateral slippage risk of the wheelchair is likely to be caused when thrust control is insufficient are solved. The wheelchair has the advantages that the acute-angle grooves are dynamically formed through the unit plates to achieve two-way limiting and skid resistance of the wheelchair, meanwhile, the hydraulic boosting mechanism is linked to actively apply forward thrust, the passing safety is enhanced, the manual pushing strength is reduced, and the boarding and alighting efficiency of the railway vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transportation, and in particular to a pedal system for rail vehicles. Background Art

[0002] Rail vehicles refer to all transportation vehicles that rely on dedicated tracks for travel, covering both passenger and freight functions. They are the core component of the rail transit system. According to the application scenarios and technical characteristics, according to their uses and characteristics, they can be subdivided into railway vehicles, including traditional railway locomotives, intercity trains, etc.; urban rail transit vehicles, such as subways, light rail, monorail, modern trams, etc.; rail engineering vehicles, such as track inspection vehicles, maintenance engineering vehicles, etc.

[0003] The door pedal of a rail vehicle is a key device connecting the car floor and the platform. Its core functions include filling the gap between the car and the platform to prevent passengers from stepping on empty space, and reducing the height difference between the car floor and the platform through height or angle adjustment.

[0004] Currently, the pedals are manually laid by staff on the platform, connecting the pedals between the carriage and the platform floor. The floor inside the carriage is generally higher than the platform floor, so the pedals are placed in an inclined state. Wheelchairs need to apply additional thrust to overcome the slope resistance when going up. This design poses significant obstacles to wheelchair users. For example, there is a risk of trajectory deviation. When the thrust direction control accuracy is insufficient, the wheelchair is prone to sideways sliding on the slope, causing the travel path to deviate. At the same time, the operation is time-consuming and increases the train stop time. The deviation risk directly threatens passenger safety and reduces the overall operational efficiency of the system, thereby affecting the operational efficiency of the vehicle.

[0005] In response to the above technical problems, the present invention discloses a pedal system for rail vehicles. The present invention has the advantages of realizing two-way limiting and anti-slip of wheelchairs by dynamically forming acute-angle grooves through unit plates, and at the same time linking the hydraulic boosting mechanism to actively apply forward thrust, thereby reducing the intensity of human pushing while enhancing traffic safety, and improving the efficiency of boarding and disembarking passengers on rail vehicles. Summary of the Invention

[0006] The purpose of the present invention is to overcome the shortcomings of the existing technology and provide a pedal system for rail vehicles to solve the technical problems in the existing technology that the car floor is generally higher than the platform floor and the pedals are laid in an inclined state, which leads to the need for additional thrust to overcome the slope resistance when the wheelchair goes up, and the risk of lateral slip of the wheelchair when the thrust control is insufficient. The present invention has the advantages of dynamically forming acute-angle grooves in the unit plates to achieve two-way limiting and anti-slip of the wheelchair, and at the same time linking the hydraulic boosting mechanism to actively apply forward thrust, thereby reducing the intensity of human pushing while enhancing traffic safety, and improving the efficiency of getting on and off rail vehicles.

[0007] To achieve the above objectives, the present invention provides the following technical solution: a rail vehicle pedal system, comprising two sets of plate bodies arranged opposite to each other, guide ramps fixed at both ends of the plate bodies, mounting grooves provided along the length direction of the top of the plate bodies, and multiple sets of booster assemblies equidistantly mounted in the mounting grooves;

[0008] The booster assembly includes a unit plate and a base shaft located below the unit plate. The base shaft is rotatably connected to the inner wall of the mounting groove through a torsion spring. The unit plate is fixed to the outer wall of the base shaft through at least three groups of reinforcing arms.

[0009] As an optimal technical solution, a giveway groove is provided on the upper surface of the unit plate, and a unit frame composed of two anti-slip plates is provided in the giveway groove. One end of the unit frame is rotatably connected to the giveway groove through an axle rod, and the bottom of the other end is connected to a constraint plate. A limit groove is provided at the bottom of the unit plate corresponding to the position of the constraint plate, and a telescopic rod for driving the unit frame to lift up is installed in the limit groove. One end of the telescopic rod is rotatably provided in the limit groove, and the other end is rotatably connected to the inner wall of the unit frame.

[0010] As an optimal technical solution, a paddle is fixed on the outer wall of the base shaft, the triggering direction of the paddle is linked to the rotation direction of the base shaft, a booster assembly is set in the mounting groove, the booster assembly includes a piston and a traction plate, and the traction plate is pushed by the paddle to drive the piston to move.

[0011] As a preferred technical solution, the booster assembly is connected to the telescopic rod through a hose, and when the piston is displaced, the hydraulic oil is driven to enter the telescopic rod through the hose, pushing the telescopic rod to extend.

[0012] As a preferred technical solution, when the telescopic rod is extended, the unit frame is driven to rotate with the shaft as the center, so that the middle of the unit frame bulges to form a triangular platform, and the constraint piece slides in the limiting groove.

[0013] As a preferred technical solution, the anti-skid plate is detachably mounted on the positioning rectangular frame on the top of the unit frame, and anti-skid patterns are provided on the surface of the anti-skid plate.

[0014] As an optimal technical solution, the two groups of the plate bodies are hinged by connecting edge strips, the plate bodies, the guide slopes and the connecting edge strips are integrally formed, and an anti-slip pad is pasted on the bottom of the guide slopes.

[0015] As an optimal technical solution, limit frame edges are set on both sides of the plate body, handle straps are installed on the outside of the limit frame edges, and multiple groups of balls distributed along the length direction are set on the inside.

[0016] As a preferred technical solution, elastic sealing strips are provided between adjacent unit plates.

[0017] As an optimal technical solution, a support bar is provided at the end of the installation groove, and the support bar is located below the edge unit plate.

[0018] In summary, the present invention mainly has the following beneficial effects:

[0019] The present invention has multiple groups of unit plates arranged on the top of the plate body. When the wheelchair wheels pass over the top of each group of unit plates, the two adjacent groups of unit plates rotate relative to each other and form acute-angle grooves. At this time, the two adjacent groups of unit plates contact the front and rear surfaces of the wheels and play a role in preventing backward movement. It is convenient for the wheelchair passenger to manually apply external force to the wheel to pass through the pedal. At the same time, the anti-skid plate generates a forward thrust for the wheelchair, thereby saving external force to push the wheel and allowing the wheelchair to pass through the pedal quickly, thereby improving the efficiency of passengers getting on and off the vehicle.

[0020] The present invention provides reinforcing arms at the bottom of each group of unit plates. When the unit plates rotate and are in a tilted state, the reinforcing arms at the bottom interfere with the inside of the plate body, thereby increasing the weight that the unit plates can bear without sinking and deforming downward, and better assisting wheelchairs to pass through the surface of the unit plates and get on and off the vehicle. At the same time, the sealing strips between the two adjacent groups of units block impurities such as dust to prevent interference with the rotation of the unit plates, and the limit frames on both sides correct the passing and tilted wheelchairs, allowing the wheelchairs to pass safely on the pedals. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 Schematic diagram of the expansion of the plate body of the present invention;

[0022] Figure 2 This is a schematic structural diagram of the plate body and booster assembly of the present invention;

[0023] Figure 3 This is an expanded structural diagram of the booster assembly of the present invention;

[0024] Figure 4 This is a schematic diagram of the anti-slide plate and positioning rectangular frame structure of the present invention;

[0025] Figure 5 Schematic diagram of the bottom view of the unit board of the present invention;

[0026] Figure 6 This is a schematic diagram of the cross-section structure of the end portion of the unit plate of the present invention;

[0027] Figure 7 This is a schematic structural diagram of the two groups of positioning rectangular frames of the present invention;

[0028] Figure 8 Schematic diagram of the internal structure of the boost assembly of the present invention.

[0029] In the figure: 100, plate body; 110, limit frame edge; 120, guide slope; 130, connecting edge strip; 140, ball bearing; 150, sealing strip;

[0030] 200, booster assembly; 210, unit plate; 211, give way groove; 212, limit groove; 213, constraint plate; 214, elastic rope; 220, anti-slip plate; 221, anti-slip groove; 230, positioning rectangular frame; 231, shaft; 240, reinforcement arm; 250, base shaft; 260, booster assembly; 261, booster frame; 262, piston; 263, connecting rod; 264, traction plate; 265, telescopic spring; 270, telescopic rod; 280, paddle; 290, hose. DETAILED DESCRIPTION

[0031] The following is a detailed description of an embodiment of the present invention. This embodiment is implemented based on the technical solution of the present invention, and a detailed implementation method and specific operation process are given. However, the scope of protection of the present invention is not limited to the following embodiment. In the description of the present invention, words indicating directions or positional relationships such as "front", "rear", "left", and "right" are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, it should not be understood as a limitation on the present invention.

[0032] The following describes an embodiment of the present invention based on its overall structure.

[0033] A pedal system for a rail vehicle, such as Figures 1 to 8 As shown, it includes two symmetrically arranged groups of plate bodies 100, with guide ramps 120 integrally connected to both ends of each group of plate bodies 100. A mounting groove is opened on the top of the plate body 100 along its length, and multiple groups of booster assemblies 200 are evenly spaced and assembled in the mounting groove;

[0034] Each group of booster components 200 includes a unit plate 210 assembled in the installation groove, a clearance groove 211 is reserved on the upper surface of the unit plate 210, two groups of anti-skid plates 220 are assembled in the clearance groove 211, and the bottom of each group of anti-skid plates 220 is equipped with a positioning rectangular frame 230 connected to the clearance groove 211. A base shaft 250 rotatably connected to the installation groove is provided below the unit plate 210, and the outer wall of the base shaft 250 is fixedly sleeved with three groups of reinforcing arms 240 fixed to the lower surface of the unit plate 210. The outer wall of the base shaft 250 adopts a torsion spring to rotate. The base plate 250 is movably sleeved in the mounting groove. A booster assembly 260 is installed on one side of the reinforcing arm 240 near both ends of the base shaft 250. Two sets of limit grooves 212 connected to the clearance grooves 211 are opened at the bottom of the unit plate 210. Each set of limit grooves 212 is equipped with a telescopic rod 270 that drives the two sets of positioning rectangular frames 230 to push up. The outer wall of the base shaft 250 is fixedly sleeved with a paddle 280 that drives the oil in the booster assembly 260 to flow. The oil in the booster assembly 260 flows into the telescopic rod 270 to push up the positioning rectangular frame 230.

[0035] The boost assembly 260 includes a boost assembly 260 fixed in a mounting groove, a piston 262 assembled in the boost assembly 260, a connecting rod 263 extending to the outside of the end surface of the boost frame 261 fixed to one end of the piston 262, a traction plate 264 that cooperates with the paddle 280 fixed to the end surface of the connecting rod 263, an outer wall of the connecting rod 263 located in the boost frame 261 is sleeved with a telescopic spring 265, a matching channel is provided at the position where the boost frame 261 contacts the telescopic spring 265, and a sealing ring is provided on the inner wall of the channel to prevent oil leakage, and an air inlet is provided at the end of the boost frame 261 away from the traction plate 264;

[0036] The oil inlet chamber of the telescopic rod 270 is connected to the oil outlet of the boost frame 261 through a hose 290. The two ends of the telescopic rod 270 adopt an axle pin hinge structure to realize bidirectional rotation. The rotating pair at the lower end of the telescopic rod 270 is specifically that one end of the telescopic rod 270 is rotatably connected to the inner wall of the limit groove 212 through a pin shaft, and the rotating pair at the upper end of the telescopic rod 270 is that the other end of the telescopic rod 270 is rotatably connected to the inner wall of the positioning rectangular frame 230 through a pin shaft.

[0037] Each set of clearance grooves 211 is equipped with a unit frame consisting of two positioning rectangular frames 230 hingedly connected together. The unit frame realizes a composite motion trajectory through the following structure: one end is a fixed rotation end, specifically, one end of the unit frame is rotationally connected to the inner wall of the clearance groove 211 through an axis rod 231, and the other end is a sliding constraint end, specifically, the other end of the unit frame is connected to a constraint piece 213, and the constraint piece 213 is embedded in the two sets of limit grooves 212 to form a sliding pair, and the top of the constraint piece 213 is connected to an elastic rope 214, and the other end of the elastic rope 214 is fixed to the bottom surface of the unit frame.

[0038] The platform staff will unfold the pedal (as shown in the attached instructions). Figure 1 As shown), the pedal is placed on the floor of the rail vehicle compartment and the platform floor, so that passengers in wheelchairs can pass through the top of the pedal to get on and off the vehicle, thereby improving the efficiency of passengers getting on and off the vehicle;

[0039] When the wheelchair is pushed through the pedal, the wheels of the wheelchair first contact the guide slope 120 and roll along the slope to enter the upper surface of the plate body 100, and the weight of the wheelchair and the weight of the passenger will cause the unit plate 210 and the reinforcing arm 240 to rotate around the base shaft 250 and compress the torsion spring, and the force of the torsion spring compression will provide power for the subsequent unit plate 210 to recover, so that the unit plate 210 passed by the wheelchair automatically rotates to a horizontal state. At this time, the unit plates 210 of the two adjacent groups rotate and tilt relative to each other and form acute angle grooves (adjacent units 210 are inclined relative to each other) The two sets of unit plates 210 rotate clockwise and counterclockwise, and their upper surfaces are inclined to form an acute-angle groove. At this time, the wheelchair wheel is located in the acute-angle groove (it is worth noting that the cross section of the wheelchair wheel and the areas on both sides of the cross section are located in the acute-angle groove, not that the wheel is completely located in the acute-angle groove). After the unit plates 210 are rotated, the reinforcing arms 240 at the bottom will contact the lower inner wall of the mounting groove provided in the plate body 100, so that the unit plates 210 are not suspended in the air, thereby improving the load-bearing strength of the unit plates 210.

[0040] (The side that rolls the wheelchair forward is called the front wheel side, and the side of the wheelchair wheel close to the rear handle is the rear wheel side). When the unit plate 210 in contact with the rear wheel side rotates and is tilted, the paddle 280 fixedly sleeved on the outer wall of the base shaft 250 rotates synchronously and generates a horizontal thrust on the traction plate 264 (as shown in the attached manual). Figure 7 As shown, the direction of rotation of the paddle 280 is clockwise to push the traction plate 264), and the connecting rod 263 will drive the piston 262 to move synchronously, and the piston 262 will push the oil in the boost frame 261 into the hose 290, and finally into the telescopic rod 270 to extend it. (The two sets of rotatably connected positioning rectangular frames 230 constitute a unit frame in the give way groove 211) The unit frame will rotate with the shaft 231 as the center of the circle, and at the same time, the middle of the unit frame will be pushed down, and the other end will slide along the lower inner wall of the give way groove 211 and lean against the shaft 231, and the constraint piece 213 will slide between the limit grooves 212 and is connected with the elastic rope 214, so the unit frame and the anti-slide plate 220 will form a triangular table in the give way groove 211 (as shown in the attached manual). Figure 7 As shown in the figure), the rear wheel surface is boosted forward, causing the front wheel surface to roll toward the unit plate 210 on the front side, and the adjacent unit plates 210 will rotate relative to each other and form acute-angle grooves, while at the same time boosting the rear wheel surface. In this way, the wheelchair is boosted multiple times, making it easier for the wheelchair to pass over the unit plate 210 and improving the efficiency of getting on and off the vehicle.

[0041] Please refer to Figure 3 and Figure 4The anti-skid plate 220 is detachably fixed to the top of the positioning rectangular frame 230 by bolts. The anti-skid pattern 221 is equidistantly machined on the upper surface of the anti-skid plate 220. The anti-skid pattern 221 forms a microscopic bite structure on the contact surface of the wheelchair tire, thereby increasing the friction coefficient and avoiding slipping.

[0042] Taking into account that the anti-skid pattern 221 will be greatly worn after long-term use, in order to reduce maintenance costs, a detachable bolt connection is used so that when the local anti-skid pattern 221 is greatly worn, a single anti-skid plate 220 can be replaced independently, thereby reducing maintenance costs through a modular replacement solution.

[0043] Please refer to Figure 1 and Figure 2 The two sets of plate bodies 100 are provided with connecting edge strips 130 on the side close to each other. The plate body 100, the guide slope 120 and the connecting edge strips 130 are cast as one piece using a mold. The two sets of connecting edge strips 130 are connected by hinges, and the lower surface of each set of guide slopes 120 is pasted with an anti-slip pad.

[0044] The guide ramp 120 is used to allow the wheelchair to roll along its inclined surface into the top of the board body 100, and the anti-slip pad at the bottom increases the friction coefficient between the car floor and the platform floor to prevent the wheelchair from sliding when getting on and off the pedal. The one-piece cast structure can increase the strength of the pedal to better withstand the weight of the wheelchair and the person.

[0045] Please refer to Figure 1 and Figure 2 A limit frame edge 110 is fixed on the side of the two groups of plate bodies 100 that are away from each other. A handle strap is fixed on the outer wall of the limit frame edge 110. Balls 140 are fixed on the side of the limit frame edge 110 close to the plate body 100. There are multiple groups of balls 140 and they are evenly distributed along the length direction of the limit frame edge 110.

[0046] The limit frame edges 110 play a protective role on both sides of the board body 100 to prevent the wheelchair from tilting on the top of the board body 100 and falling. The ball bearings 140 guide the wheels of the wheelchair inward, and the trajectory of the wheelchair can be corrected in time to ensure that the wheelchair passes safely on the pedal.

[0047] Please refer to Figure 2 A sealing strip 150 fixed in the mounting groove is provided between two adjacent sets of unit boards 210 , and the sealing strip 150 is made of elastic rubber material.

[0048] The sealing strip 150 is used to seal the gap between two adjacent sets of unit boards 210 to prevent the entry of dust and other debris, while not interfering with the rotation of the two adjacent sets of unit boards 210.

[0049] Support bars are fixed to both ends of the mounting groove, and the support bars are located at the bottom of the unit board 210 at the edge;

[0050] The unit plate 210 at the edge position has a one-way rotation and tilting effect, which can facilitate the contact or separation of the wheels of the edge wheelchair with the guide slope 120.

[0051] During use, when the wheelchair is pushed through the pedal, the wheels of the wheelchair first contact the guide slope 120 and roll along the slope to enter the upper surface of the plate body 100, and the weight of the wheelchair and the weight of the passenger will cause the unit plate 210 and the reinforcing arm 240 to rotate around the base shaft 250 as the center and compress the torsion spring. The force of the torsion spring compression will provide power for the subsequent unit plate 210 to recover, so that the unit plate 210 passed by the wheelchair automatically rotates to a horizontal state. At this time, the unit plates 210 of the two adjacent groups rotate and tilt relative to each other and form an acute angle groove ( The two adjacent sets of unit plates 210 rotate, one clockwise and the other counterclockwise, with their upper surfaces inclined to form acute-angle grooves. At this point, the wheelchair wheels are located within the acute-angle grooves (it is worth noting that the cross-section of the wheelchair wheels and the areas on both sides of the cross-section are located within the acute-angle grooves, not that the wheels are completely located within the acute-angle grooves). The reinforcing arms 240 at the bottom of the rotated unit plates 210 come into contact with the lower inner wall of the mounting grooves provided in the plate body 100, thereby preventing the unit plates 210 from being suspended in the air and thereby increasing the load-bearing strength of the unit plates 210.

[0052] (The side that rolls the wheelchair forward is called the front wheel side, and the side of the wheelchair wheel close to the rear handle is the rear wheel side). When the unit plate 210 in contact with the rear wheel side rotates and is tilted, the paddle 280 fixedly sleeved on the outer wall of the base shaft 250 rotates synchronously and generates a horizontal thrust on the traction plate 264 (as shown in the attached manual). Figure 7 As shown, the direction of rotation of the paddle 280 is clockwise to push the traction plate 264), and the connecting rod 263 will drive the piston 262 to move synchronously, and the piston 262 will push the oil in the boost frame 261 into the hose 290, and finally into the telescopic rod 270 to extend it. (The two sets of rotatably connected positioning rectangular frames 230 constitute a unit frame in the give way groove 211) The unit frame will rotate with the shaft 231 as the center of the circle, and at the same time, the middle of the unit frame will be pushed down, and the other end will slide along the lower inner wall of the give way groove 211 and lean against the shaft 231, and the constraint piece 213 will slide between the limit grooves 212, and is connected with the elastic rope 214, so the unit frame and the anti-slide plate 220 will form a triangular table in the give way groove 211 (as shown in the attached manual). Figure 7As shown), the rear wheel surface is boosted forward, causing the front wheel surface to roll toward the unit plate 210 on the front side, and the adjacent unit plates 210 will rotate relative to each other and form acute-angle grooves, while at the same time boosting the rear wheel surface. In this way, the wheelchair is boosted multiple times, making it easier for the wheelchair to pass over the unit plate 210 and improving the efficiency of getting on and off the vehicle. The parts not involved in the device are the same as the existing technology or can be implemented using the existing technology.

[0053] Although an embodiment of the present invention has been shown and described, this specific embodiment is merely an explanation of the present invention and is not a limitation of the utility model. The specific features, structures, materials or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. After reading this specification, those skilled in the art may make modifications, substitutions and variations to the embodiment without creative contribution as needed without departing from the principles and purpose of the present invention. However, as long as they are within the scope of the claims of the present invention, they are protected by patent law.

Claims

1. A pedal system for a rail vehicle, comprising two sets of plate bodies (100) arranged opposite to each other, with guide ramps (120) fixed at both ends of the plate bodies (100), characterized in that: A mounting groove is provided on the top of the plate body (100) along the length direction, and a plurality of groups of booster assemblies (200) are equidistantly assembled in the mounting groove; The booster assembly (200) comprises a unit plate (210) and a base shaft (250) located below the unit plate. The base shaft (250) is rotatably connected to the inner wall of the mounting groove via a torsion spring. The unit plate (210) is fixed to the outer wall of the base shaft (250) via at least three groups of reinforcing arms (240).

2. A rail vehicle pedal system according to claim 1, characterized in that: A clearance groove (211) is provided on the upper surface of the unit plate (210), and a unit frame composed of two anti-slip plates (220) is provided in the clearance groove (211). One end of the unit frame is rotatably connected to the clearance groove (211) through a shaft (231), and the bottom of the other end is connected to a constraint plate (213). A limiting groove (212) is provided at the bottom of the unit plate (210) at a position corresponding to the constraint plate (213). A telescopic rod (270) for driving the unit frame to push up is installed in the limiting groove (212), and one end of the telescopic rod (270) is rotatably provided in the limiting groove (212), and the other end is rotatably connected to the inner wall of the unit frame.

3. A rail vehicle pedal system according to claim 2, characterized in that: A paddle (280) is fixed on the outer wall of the base shaft (250), and the triggering direction of the paddle (280) is linked to the rotation direction of the base shaft (250). A booster assembly (260) is arranged in the mounting groove, and the booster assembly (260) includes a piston (262) and a traction plate (264). The traction plate (264) is pushed by the paddle (280) to drive the piston (262) to move.

4. A rail vehicle pedal system according to claim 3, characterized in that: The boosting assembly (260) is connected to the telescopic rod (270) via a hose (290); when the piston (262) is displaced, the hydraulic oil is driven to enter the telescopic rod (270) via the hose (290), thereby pushing the telescopic rod (270) to extend.

5. A rail vehicle pedal system according to claim 4, characterized in that: When the telescopic rod (270) is extended, the unit frame is driven to rotate with the shaft (231) as the center, so that the middle of the unit frame bulges to form a triangular platform, and the constraint piece (213) slides in the limiting groove (212).

6. The rail vehicle pedal system according to claim 2, characterized in that: The anti-skid plate (220) is detachably mounted on a positioning rectangular frame (230) at the top of the unit frame, and anti-skid patterns (221) are provided on the surface of the anti-skid plate (220).

7. The rail vehicle pedal system according to claim 1, characterized in that: The two sets of plate bodies (100) are hinged via a connecting edge strip (130); the plate body (100), the guide slope (120) and the connecting edge strip (130) are integrally formed; and an anti-slip pad is pasted on the bottom of the guide slope (120).

8. The rail vehicle pedal system according to claim 7, characterized in that: Limiting frame edges (110) are arranged on both sides of the plate body (100), a handle belt is installed on the outside of the limiting frame edge (110), and multiple groups of rolling balls (140) distributed along the length direction are arranged on the inside.

9. The rail vehicle pedal system according to claim 1, characterized in that: An elastic sealing strip (150) is provided between adjacent unit plates (210).

10. The rail vehicle pedal system according to claim 1, characterized in that: A support bar is provided at the end of the installation groove, and the support bar is located below the edge unit plate (210).

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